$

 7& &+ .*8 A))E ). C&>$ #7>

>A78 8 8>+7 )&( +>))&
&+( +B&#>&.+ /9%&+$
)( )).E C$)8 )( 8>E)&+# 80.7>8 8A80+8&.+
+ 9%&+$ >.A$87+ &+ .>&+*+> 8E8>*3




 

A) .+.*E- +  @ 78A)>8 .7 >$

 7& &+ 7+#3 .*&+ *0# 1);/FF(*2 "/3! 1:32  ""3 1:3?23  @ *&88&.+8
/@#;(*3
.) 8$.C+ &8

 7& &+ ? ..7 &+  5+6 .)) 7&))&+> &+>3 7>&&0>&+# >&)78 .+)E3
&*&> 8>.( B&)&)&>E3 .).A78 + *.) B7&+>8 .7 7& &+ &>&.+ 8A'> >. B&)&)&>E3 78.+) .+>7> $&7 . 7 .+


 7& &+ /3@ 9F3 A'> >. 8>>A83 /43 88 00)E3 (# &+)A8 
+ / E768 7.8& 88&8>+3 +&>&) 7+>) . =/,?! 0)A8 "9 *.+>$8 > =@/!3 FFF *&)8 07 E73 D88 *&)# $7# > , 0+
07 *&)3 ! "  "  3 AD$)) &++
8&+# /! 93 778 7.* /
07&) + 7#&8>7 E ?F A+ @F/,3 -A) .+8A*0>&.+ &#A78 7 >7*&+ .7&+# >. >$ 
 >8> E)3  @ *&88&.+8
&#A78 7 >7*&+ .7&+# >. >$ 
 >8> E) $.CB7  .B7+*+> .7*A) &8 >$+ 00)& >. >7+8)> >$8 &#A78 ( >. C$> >$E C.A) $B + A+7 >$ .A>#.&+#  >8> E) C$&$ 

70)83 $ .77> >D >7>*+> &8 >$+ 00)&3 &#A78 7 &+>+ .7 .*07&)&>E 0A70.88 .+)E3 $ A) .+8A*0>&.+ E.A $&B A+7 7) )&  7&B&+# .+&>&.+8 +  @ 07.A C&)) 0+ A0.+  +A*7
. >.78 &+)A&+# >$ 88.7&8 &>>  >7 7#&8>7>&.+ B7&>&.+8 &+ 7&B&+# 8>E)8 C>$7 .+&>&.+8 + B$&) ).3 +)E .*07 A) .+8A*0>&.+ +  @ C&>$ .>$7 B$&)8 >8> A8&+# >$ 8* >$+&)
07.A783 .7 *.7 &+ .7*>&.+ .+>> E.A7 ).) AD$)) >&)73 AD$)) .>.78
&*&> 787B8 >$ 7&#$> >. $+# *+ .7 C&>$7C >$&8 . 7 > +E 0.&+> &+ >&*3 .77> > >&* . #.&+# >. 07&+>3
 Issue 6356 | Volume 300 | No 5
THIS WEEK
‘Senna wasn’t always a good man, but he was a great man’

21 NEWS
Land Rover fightback Hybrids and four new models 8
Aston Martin Vantage AMR Hard-hitting special 12
Koenigsegg Cut-price, less exclusive model planned 15
Lotus thinks big It’ll be the new Porsche, says CEO 17
Hybrid 911 Silicon Valley firm beats Porsche to it 18
Tesla pain Losses continue despite strong sales 20

TESTED
Volvo S60 One of the best compact execs around 26
Lynk&Co 01 PHEV Europe-bound plug-in hybrid 31
Jeep Renegade Popular SUV gets refreshed 33
Kia e-Niro First Edition ROAD TEST 34

FEATURES
Porsche 959 vs 911 Carrera 4S Close call, on paper42
Electric Aston DB6 Official EV conversion driven 48
Anti-SUVs 18 great buys instead of a baby SUV 50 OLD PORSCHE 959 vs NEW PORSCHE 911 42
Desert stormers Armed forces vets do Carta Rallye 56
Supercar used warranties How much? Worth it? 60

OUR CARS
Kia Ceed We’ve tried three now. Our final verdict 64
Mercedes-Benz A-Class Wash and go 67
MG ZS Familiarity breeds content for photographer 69

EVERY WEEK
Jesse Crosse DCT? Leamington Spa got there first 19
Damien Smith Ayrton Senna: the deified sinner 21 VERDICT IS IN FOR KIA E-NIRO 34 LAND ROVER’S BIG FIGHTBACK PLANS 8
Steve Cropley Time we had an EV that rides properly 23
Subscribe Save money and enjoy exclusive benefits 24
` IT’S WHAT IT MUST BE LIKE TO BE AN
Your views High hopes for the new Toyota Supra 62
Matt Prior In sympathy for poor supercar drivers 90
ESCAPED PANDA IN A SHOPPING CENTRE a
MATT PRIOR HAS A SMIDGE OF SYMPATHY FOR HOW SUPERCAR DRIVERS ARE TREATED ON UK ROADS 90
DEALS
James Ruppert Electrified cars hold their value best 70
As good as new Deals on nearly new Jaguar F-Type 72
Spied in the classifieds £28k Evora, £30k Testarossa 74
Used buying guide Renault Mégane RS 250 76
Road test results Autocar’s gold mine of data 79
New cars A-Z Key car stats, from Abarth to Zenos 82

TIPS ON BUYING A MEGANE RS 250 76 INJURED HEROES ENJOY A DUST-UP IN DACIAS 56

LAT

1 MAY 2019 AUTOCAR.CO.UK 5

 The original car magazine, published
COMMENT
since 1895 ‘in the interests of the
mechanically propelled road carriage’

EDITORIAL
Email autocar@haymarket.com
Editor Mark Tisshaw
Editorial director, Automotive Jim Holder
Editor-in-chief Steve Cropley
Managing editor Damien Smith
Editor-at-large Matt Prior
Deputy editor James Attwood
Deputy editor – digital Rachel Burgess
Deputy digital editor Tom Morgan
Road test editor Matt Saunders
Road testers Simon Davis, Richard Lane
News editor Lawrence Allan
Junior reporter Felix Page
Used cars deputy editor Mark Pearson
Used cars reporter Max Adams
Chief sub-editor Sami Shah
Group art editor Stephen Hopkins
Art editor Sarah Özgül
Designer Rebecca Stevens
Prepress manager Darren Jones
Senior photographer Luc Lacey
Photographer Olgun Kordal
Head of video Mitch McCabe
Junior videographer Oli Kosbab
Video apprentice Tej Bhola
SEO manager Jon Cook
SEO executive Oliver Hayman
Picture editor Ben Summerell-Youde

EDITORIAL CONTRIBUTORS
European editor Greg Kable
Used car correspondent James Ruppert
Senior contributing writer Andrew Frankel
Senior contributing editor Richard Bremner
Contributing editor Mike Duff
PROOF ELECTRIC CARS WON’T MEAN
THE END OF GREAT MOTORING
Senior consulting editor Tom Evans
Features apprentice Harry Roberts
Special correspondents Mauro Calo, Jesse Crosse, John Evans, Colin
Goodwin, Hilton Holloway, Peter Liddiard, Julian Rendell, Richard Webber
Special contributors John Bradshaw, Edward Browne, Kris Culmer,
Max Edleston, Claire Evans, John Howell, Steve Huntingford, Darren Moss,
Allan Muir, Will Nightingale, Doug Revolta, Louis Shaw,
Alan Taylor-Jones, Becky Wells, Will Williams, Dan Wrenn IN THE NEW e-Niro, Kia has made the most outstanding
MEDIA ENQUIRIES
Tel +44 (0)20 8541 3434 electric car yet at what you’d consider the more everyday
Contact Natasha Perry (natasha@performancecomms.com)

SUBSCRIPTIONS
end of the market. Perhaps more significantly, this week’s
Tel 0344 848 8816 Overseas +44 (0)1604 251450
Email help@autocar.themagazineshop.com
Retention marketing manager Amrit Ubhi
road test subject (p34) is also the first at its price that is also
SYNDICATION ENQUIRIES
Tel +44 (0)1962 867705
simply an outstanding car, battery-powered or not.
Contact Simon Fox (simon@foxsyndication.com)

LICENSING ENQUIRIES
Be in no doubt: electric cars are coming, and on a vast scale –
Tel +44 (0)20 8267 5024
Contact Isla Friend (isla.friend@haymarket.com) government legislation to reduce emissions will see to that. That means
BACK ISSUES
Tel 0344 848 8816 a whole new market and infrastructure for the ways cars are bought, and
Email help@autocar.themagazineshop.com

ADVERTISING
the services to run them, will evolve. New companies will enter the car
Classified +44 (0)20 8267 5365 Display +44 (0)20 8267 5541
Production +44 (0)20 8267 5814 Fax +44 (0)20 8267 5312
Director of agency and OEM Chris Daniels
TROUBLE FINDING
AUTOCAR?
industry, from the likes of Amazon to plenty that don’t even exist yet.
Sales manager James Hunter If you struggle to find

PRODUCTION
a copy of Autocar in
your local retailer
Such change can seem overwhelming, yet there’s something reassuring
or area, please
Tel +44 (0)20 8267 5219
Production manager Anthony Davis
Senior production controller Roxy Agius
send an email to
connor.chappell@
about the e-Niro as a trailblazer for normalising the future. It shows
MANAGEMENT
flgroup.co.uk who
will investigate the
problem for you.
there needn’t be compromise in electric cars, that cars can still exist for
Managing director Rachael Prasher
Marketing director Darren Pitt
Print and events marketing manager Charlene Harry pleasure (it’s genuinely fun to drive), and they needn’t cost the earth.
Publishing and events assistant Lydia Banton

© 2019, Haymarket Media Group Ltd. Autocar, Motor, Autocar & Motor are
Yes, electric cars will not be for all, and to that end they will
registered trademarks. Circulation enquiries: Frontline Ltd, 1st Floor, Stuart
House, St John’s Street, Peterborough PE1 5DD (01733 555161). Repro by
Haymarket Pre-Press. Printed by William Gibbons, Wolverhampton. Registered as
Autocar
is a member
not remain the sole power choice for at least two generations
of the
a newspaper with the Royal Mail. Member of the ABC. ISSN 1355-8293.

No part of this magazine may be reproduced, stored in a retrieval system or

organising
committee of
or beyond, but a humble Kia has shown us that cars as we know
transmitted in any form except by permission. The publisher makes every effort
to ensure contents are correct but cannot accept responsibility for errors or
omissions. Unsolicited material is submitted to Autocar entirely at the owner’s
Car Of The Year
caroftheyear.org them today can still be enjoyed in the same ways in the future.
risk; the publisher accepts no responsibility for loss or damage. With regret, Haymarket
competitions and promotional offers, unless otherwise stated, are not available to is certified by BSI
NEVER
readers outside the UK and Eire.

Autocar, ISSN number 1355-8293 (USPS 25185), is published weekly by

to environmental
standard
ISO14001
and energy
Mark Tisshaw Editor MISS AN
Haymarket Media Group, Bridge House, 69 London Road, Twickenham TW1 3SP,
United Kingdom. The US annual subscription price is $199.78. Airfreight and management mark.tisshaw@haymarket.com @mtisshaw ISSUE
mailing in the USA by agent named WN Shipping USA, 156-15, 146th Avenue, standard
2nd Floor, Jamaica, NY 11434, USA. Periodicals postage paid at Jamaica NY ISO50001 Subscribe p24
11431. US Postmaster: Send address changes to Autocar, WN Shipping USA,
156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Subscription
EDITOR’S PICKS
records are maintained at Haymarket Media Group, Bridge House, 69 London
Road, Twickenham TW1 3SP, United Kingdom. Air Business Ltd is acting as our
mailing agent.

Autocar is published by Haymarket Automotive, Bridge House,

69 London Road, Twickenham, Middlesex, TW1 3SP, UK
3()&&HUWLILHG
haymarketgroup.com
Tel +44 (0)20 8267 5000 7KLVSURGXFWLV
IURPVXVWDLQDEO\
PDQDJHGIRUHVWVDQG
FRQWUROOHGVRXUFHV
Autocar magazine is also published in China, Greece, India, Indonesia, Japan,
ZZZSHIFFRXN
Korea, Malaysia, Philippines and Thailand.

Autocar is a member of the Independent Press Standards Organisation (IPSO).

We abide by the Editors’ Code of Practice and are committed to upholding the PORSCHE vs PORSCHE £40,701 ‘NEW’ DB6 DRIVEN
highest standards of journalism. If you think we haven’t met those standards
and want to make a complaint, contact autocar@haymarket.com. For more
The old 959’s stats match those of The highest claim one supercar How to reinvent a classic in the
information, contact IPSO on 0300 123 2220 or visit www.ipso.co.uk a new 911. But to drive? p42 warranty company has paid out, p60 most controversial way, p48

1 MAY 2019 AUTOCAR.CO.UK 7

N E WS G O T A S T O RY ?
Email our news editor
lawrence.allan@haymarket.com

IMAGE

Hybrids in new-model blitz

lead Land Rover fightback
Land Rover bets on new Range Rover, three more new models and electrification

L
and Rover will this autumn will define the brand for the within its line-up. Although new Land Rover models from Perhaps the most important
kick off an extremely next decade. the marque’s pure-electric late 2019 will be offered with addition during that time will
significant two-year A great deal of the activity vehicles are still some years the option of mild-hybrid or be the all-new Mk5 Range
period of consolidation will relate not just to the launch away – with sibling brand plug-in hybrid drivetrains, Rover, imagined by Autocar
and expansion, following of four new vehicles but also Jaguar leading the group allowing it to leave its diesel above, which is expected
a turbulent 18 months, that increased electrification in this market segment – all difficulties behind. to be unveiled in 2021. The

8 AUTOCAR.CO.UK 1 MAY 2019


mainstream version of the
new flagship will be a plug-in
hybrid based on an all-new
aluminium platform, dubbed
MLA. It has been designed to be
much lighter than the current
Jaguar Land Rover aluminium
architecture, as well as
accommodating conventional
engines and/or electric drive.
Autocar understands that
there will be an all-electric
Range Rover 5, but it will
be targeted at city users,
particularly in east Asia. The
vast majority of sales, however,
are expected to be of the
plug-in hybrid version, which
will combine the new straight-
six Ingenium engine with twin
electric motors – one assisting
the front wheels and one
driving the rear axle.
Land Rover engineers
hope that the combination
of the new architecture and
downsizing the engine will
offset the weight of the
battery pack, which will offer
around 40 miles of pure-
electric driving.
A mild-hybrid Range Rover 5
will use a very similar set-up
to the upcoming Range
Rover Sport, so expect 300-
400bhp versions of the new
straight-six Ingenium engine
assisted by both a 48V electric
supercharger and a twin-scroll
turbocharger. Kinetic energy
that would otherwise be wasted
is harvested and stored in a ◊
CA N L A ND ROV ER W IN AT ELECTR IF ICATION?
STEVE CROPLEY
Land Rover’s plan to restore
sales and fiscal health over
the next few years – and set
itself on the right low-carbon
road – sounds plausible,
given how much it achieved
in the Tata-owned decade
just ended. It scored bumper
sales in many of those
years, changed promptly
to engines of its own
manufacture and is finding
ways to counter the demise
of diesel.
But big challenges loom.
The mainstream version of
the new Range Rover will be
a plug-in hybrid based on an
all-new aluminium architecture
The company has just
made more than 4500
people redundant and a
big proportion of these
were technical experts.
Who’s creating the all-new
electrified solutions that will
be needed at a higher level
than ever? Did the departing
engineers finish all their
work before they turned out
the lights?
Land Rover’s other major
challenge looks to be build
quality. The company has
`
a
never truly lifted itself out
of the quality doldrums. On
top of that, it faces a new
era of technical complexity.
Will new customers keep
forgiving unreliability
the way loyal customers
always have?
Rumours persist that big
corporate suitors see JLR
as a prime acquisition target
and, as the height of the
company’s future obstacle
emerges, it’s hard to resist
the truth of that.
1 MAY 2019 AUTOCAR.CO.UK 9
 `
It’s thought that the first
globally targeted Land Rover
EV will be the Road Rover
a

Δ small battery that, in turn,
powers the engine’s electric
supercharger.
The upshot of this
electrification push is that JLR
should easily meet its 132g/
km EU CO2 target in 2021.
This target is less stringent
than the 103g/km applied to
its Volvo rival because JLR is
a smaller-scale manufacturer
of large cars selling fewer than
300,000 vehicles in the EU.
As such, the UK government
successfully argued, it needs
more leeway in meeting fuel
economy targets.
However, the EU fleet CO2
targets for 2025 (15% lower
than 2021) and 2030 (31%
lower) are far more onerous,
and it’s possible an expanding
JLR will lose its derogation,
making large-scale sales of
plug-in hybrids essential from
2024 onwards. And here, for
once, JLR is confidently on
the front foot, as its prepares
to roll out the new MLA
architecture.
Elsewhere in the line-up,
Autocar understands that the
Range Rover Sport is getting
a significant mid-life hybrid
makeover now as a vote of
confidence in its enduring
appeal. Sales continue to be
very strong and a replacement
is thought to be at least three
years away.
Further out, it’s thought
that the first globally targeted
Land Rover EV will be the
so-called ‘Road Rover’, which
will be much lower and more
aerodynamic than other
Range Rovers.
Despite JLR’s new ‘Project
Charge’ cost-cutting efforts,
Autocar understands the Road
Rover is still on the company’s
model cycle plan and will
most closely compete with
Porsche’s next-generation
electric Macan and be twinned
with the next-generation
Jaguar XJ.
The future, MLA-based
Velar could also be offered in
pure-electric form, but that
next-generation model is
thought to be more than four
years away from launch, and
remains at the planning stage.
In the shorter term, the
long-awaited Defender will be
revealed to the public this year.
It will be sold in mild-hybrid and
plug-in hybrid forms. Fears
that a plug-in Defender, with
an electrically powered rear
axle, would be compromised
off road are, Autocar
understands, misplaced.
An electric motor offers
maximum torque from step-off
and the torque delivery is far
more controllable than with
a conventionally driven
rear axle, greatly improving
off-road performance.
There’s no firm news on a
pure-electric version of the
Defender, but it remains a
possibility. However, a plug-in
hybrid with 35 miles of silent
and emission-free electric
range could be as useful off
road as in a city centre.
In the immediate future,

10 AUTOCAR.CO.UK 1 MAY 2019


Recent Defender mules have sported ‘hybrid test vehicle’ stickers
the new Range Rover Evoque,
which rolls on a completely
re-engineered platform
and has received praise for
its refinement and poise, is
already available with a mild-
hybrid set-up, assisted by a
belt-driven starter/generator.
Early next year, though,
the Evoque plug-in hybrid will
arrive using a three-cylinder
engine, a 48V hybrid system
and an electrically driven
rear axle. The three-cylinder
engine alone develops a
healthy 197bhp and 148lb ft
of torque from 1.5 litres.  In
addition, the electric motor
S PY S H OTS
LAND ROVER DEFENDER
IMAGE
on the rear axle generates
106bhp and 192lb ft. The
vehicle’s electric range is
expected to be about 35 miles.
The Discovery Sport –
until recently Land Rover’s
best-selling model – has been
suffering against some strong
competition, from Volvo
especially. Judging by the
reception for the new Evoque,
however, its imminent
reinvention as a more
luxurious car with both mild-
hybrid engines and plug-in
capability should significantly
revitalise sales in 2020.
HILTON HOLLOWAY
Land Rover’s pricier
line-up cushions the
cost of plug-in tech
How the EU’s new CO2 laws will
test car makers as never before
DIESELGATE WAS ABOUT
pollution rather than emissions
of CO2 , a distinction that was
often completely lost in the
media furore that followed.
In truth, the EU’s pollution
rules for diesel engines were
surprisingly lax until the
most recent Euro 6 series
of regulations. The EU also
allowed all pollution tests to be
done in a laboratory, whereas
in the US, real-world testing of
randomly selected production
vehicles was also part of the
regime that led to the discovery
of Volkswagen’s cheating.
Although the new EU
tests and regulations have
finally managed to get on
top of the issue of pollution
measurements, the EU’s
emphasis on driving up fuel
economy (which made diesel
such a popular solution for car
makers in the first place) has
continued to get ever stricter.
And that vehicle economy will
be tested under a much more
rigorous regime itself.
According to a report by
the International Council
on Clean Transport (ICCT),
the average 2021 fleet CO2
output for car makers is 95g/
km (although, depending on
the manufacturer, that varies
between 91g/km for Fiat and
103g/km for Volvo). Using the
95g/km output as a base point,
the ICCT calculates the average
fleet CO2 will be 81g/km in 2025
and just 59g/km in 2030.
The EU also wants to see car
makers meet targeted numbers
of ‘zero- and low-emissions
vehicle’ (ZLEV) sales. Classified
as vehicles with emissions
of 50g/km and lower, ZLEVs
should make up some 15% of
a maker’s range by 2025 and
35% by 2030. Although the
NEWS
calculations are complex, the
ICCT says it should be possible
for some makers to achieve
these targets purely by building
plug-in hybrids.
This new economy regime
does, ironically, play into JLR’s
hands. This is because the
brand sells expensive vehicles,
which can be sold in plug-in
hybrid form without massively
hiking the showroom price.
Brands such as Volkswagen,
which sells huge numbers of
less expensive vehicles, will
find the new plug-in regime far
harder to accommodate.
It’s easy to see why car firm
bosses have recently been
warning that city cars and
superminis could easily be
priced out of the showroom
after 2025, with plug-in or
full-electric drivetrains
becoming vital to meet
the new EU laws. HH
Real-world emissions
testing helped the US
to spot VW’s cheating
1 MAY 2019 AUTOCAR.CO.UK 11
 Aston Martin’s
Vantage AMR will
cost from £149,995

OFFICIAL PICTURES

Manual shift for Vantage AMR

Limited-run special ditches auto for seven-speed ’box in a bid to be more engaging
features the latest version of

T
he new Aston Martin
Vantage AMR special
edition will be the first
current-generation model
to come with a manual gearbox
and is focused on offering
an “exhilarating” driving
experience.
The Vantage AMR retains
the 503bhp 4.0-litre twin-
turbo V8 from the regular
model but switches the eight-
speed automatic gearbox for
a new seven-speed Graziano-
developed manual.
It features a race-inspired
dog-leg first gear, designed
to ensure the most frequently
use gears (second through to
seventh) are in the traditional
double-H configuration.
It is mated to a new
limited-slip differential and is
offered with Aston Martin’s
Amshift system, which can
automatically blip the throttle
on downshifts to match engine
revs to road speed.
This is the first time a
self-shifter has been offered
with the Mercedes-sourced
4.0-litre V8 in any car.
Although the manual gearbox
will initially be available on only
the limited-run AMR, it will be
offered as an option on the
standard Vantage from the slower than the automatic, but
start of 2020. it retains the same governed the firm’s Skyhook adaptive
The switch to the manual top speed of 195mph. damping technology with three
gearbox means the Vantage Although the Vantage modes, but the rest of the car’s
AMR has less torque – 461lb ft AMR has less torque, Aston chassis is unchanged from the
at 2000-5000pm, compared Martin says the focus has standard model.
with 505lb ft for the automatic been on ensuring the model The Vantage AMR will be
– but it weighs 1535kg, 95kg delivers a greater level of limited to 200 units, with most
less than the standard Vantage. driver engagement, due to supplied in one of five different
The Vantage AMR takes 3.9sec the manual ’box and lighter design specifications.
to achieve 0-60mph, 0.4sec weight. The new model also The final 59 examples will
be in a special ‘Vantage 59’
` specification, featuring a
It is the first time a self-shifter has livery recognising the 60th
anniversary of the one-two
been offered with this 4.0-litre V8 finish achieved by the David
Brown Racing Aston DBR1 in
a the 1959 Le Mans 24 Hours.

FORD AGREES AMAZON AUTONOMY DEAL
Ford has signed a “multi-year, global agreement”
with Amazon to create a cloud-based system for
autonomous, connected vehicles to communicate
with the world around them. Ford has also joined
up with Rivian (p17) to develop electric vehicles.
NEW ELECTRIC BRONCO PACKS 434BHP
American EV start-up Zero Labs has revealed a
re-engineered classic Ford Bronco with an electric
powertrain. With 434bhp – a 500% increase over
the petrol original – the 150 examples will use a
five-speed manual gearbox and 70kWh battery.

12 AUTOCAR.CO.UK 1 MAY 2019


Subaru plots UK sales comeback
SUBARU IS TARGETING an
ambitious threefold increase
in UK sales by 2025 as part of
a comeback plan to return the
brand to health and match its
record sales year of 2001.
A new UK MD, Chris Graham
(formerly boss of Citroën
Ireland), has been appointed by
the importer IM Group, whose
Chassis is unchanged but it gains a new limited-slip differential development director, Torbjörn
Lillrud, is driving the push into
the next decade.
“Now we are extremely
ambitious for the UK,” said
Lillrud at the 2019 Geneva
motor show, “but in the past,
we’ve done a bad job. We didn’t
have a plan. We focused too
much on the WRC rallying
and missed the boom in
SUV sales. We forgot to tell
the right story”.
Last year, Subaru started
seeing signs of recovery,
increasing sales by 17% to
3141 from 2679, but that was
still just one-third of its record
11,000 sales in 2001.
“We are now targeting real
customers. Those that want to
drive from London to Scotland
NEWS
and have active lifestyles. We
want the dog walkers and the
climbers and the outdoors
enthusiasts. They are natural
Subaru buyers,” said Lillrud.
This year, Subaru will target
4000 sales built around
its best-sellers, the XV and
Forester. The XV receives
a facelift for 2019 and the
Forester is due a new petrol
hybrid powertrain, called
e-Boxer, towards the end of
the year. The engine is
expected to boost UK sales
to around 5000 in 2020.

XV will lead the

sales push along
with the Forester

Cabin has special leather and Alcantara trim and unique detailing

The last 59 examples will be sold in a distinctive 59 Vantage spec

Volvo: buy, trade, finance online

Same power as standard, 44lb ft less, 0-62mph 0.4sec slower
That was Aston Martin’s only
outright victory at Le Mans,
although Aston Martin Racing
– from which the AMR badge is
derived – has won the GTE Pro
class in recent years with the
racing version of the Vantage.
As well as coming in a green
and lime colour scheme similar
to the ‘59’ cars, the model will
also feature a special leather
and Alcantara interior and
unique trim details.
The Vantage AMR will cost
from £149,995, a substantial
£29,000 more than the
standard Vantage, and the
run-out 59 edition is even
pricier at £164,995. Deliveries
are tipped to start in the final
quarter of 2019.
JAMES ATTWOOD
VOLVO HAS LAUNCHED an electronic signature in released similar online
what it claims is the UK’s the second half of 2019. Used purchasing initiatives,
most comprehensive online Volvos could be offered at a although reports suggest
new car buying service. The future date. that, to date, most have
initiative allows buyers to Other manufacturers – been more useful for gaining
configure their new car, part- including Hyundai, Peugeot, customer behaviour insight
exchange their old one and, Ford and Tesla – have than profitability.
if necessary, sign a finance
agreement online in less than XC40 was the
20 minutes, the firm says. first Volvo in the
Volvos can be bought on online scheme
factory order or from stock,
with orders always linked
to a retailer, which will set
pricing. Initially, only the
XC40 was available through
the Volvo configurator, but
it will be rolled out across all
models on 3 May. Cash and
PCP deals are available now,
with PCH deals possible via

JLR WILL PAY TO REWARD DRIVERS
Jaguar Land Rover is developing a system that
allows users to earn ‘money’ as they drive.
The tech lets drivers report the likes of traffic
jams and road closures and rewards them with
cryptocurrency, stored in a digital smart wallet.
A NEW EV FOR THE CITY-CENTRE SLOG
London-based EV maker Siticars has released a
two-seat microcar aimed at drivers living in the
Ultra Low Emission Zone. The Me, available as a
car, pick-up and box van, offers 10bhp, a 48mph
top speed and a 93-mile range. It starts at £11,500.

1 MAY 2019 AUTOCAR.CO.UK 13

 NEWS
New investment
has hastened the
supercar’s debut

IMAGE

Koenigsegg’s supercar due 2020

£750,000 supercar will be launched next year with a 5.0-litre V8 and electrification
built. However, NEVS also owns

K
oenigsegg is planning to
attract new customers
with a much cheaper
and higher-volume new
model, according to boss
Christian von Koenigsegg. It’s
set to be revealed next year,
with production beginning
soon after.
The Swedish hypercar
maker is now able to make use
of far greater economies of
scale thanks to a £130 million
investment earlier this year
by Chinese-owned firm New
Electric Vehicle Sweden (NEVS,
producers of a Saab-based EV).
The partnership has given
the firm a 20% stake in
Koenigsegg’s parent company,
with further money to be
invested in a joint venture to
develop a project for “new and
untapped segments”.
Von Koenigsegg claims the
agreement, which was signed
just as funding for a new model
series had been secured,
means “we get much more
muscles and much more jobs,
and that was what I was
looking for”.
Autocar understands
the medium-term plan is to
build and sell a new supercar
at a price of £700,000 to
£800,000, less than half that
of the firm’s current cheapest
model, the Regera.
The supercar has been
under development for two
years but the NEVS deal allows
Koenigsegg to raise the pace of
development and present the
car in the first half of 2020.
The exact specifications of
the new model have yet to be
revealed, although we know
that it will feature the tried-
CEO Christian von Koenigsegg
and-tested twin-turbocharged
5.0-litre V8 with some form of
electrification.
Alongside this, it will also
use a ‘free valve’ system
from sibling engineering firm
Freevalve AB. Such tech allows
the intake and exhaust valves
to be controlled freely without
the use of camshafts, resulting
in lower fuel consumption,
reduced emissions and greater
performance.
Other models are in the
pipeline, although details
have yet to be revealed. They
will be developed and built
at Koenigsegg’s facility in
Ängelholm, Sweden, with a new
final assembly plant set to be
the assets of now-defunct
Saab, so there is potential for
it to make use of a substantial
production, research and
development facility in
Trollhätttan.
Don’t expect the new
investment and ambitions to
make Koenigsegg a big-volume
maker, though. Last year, it
produced just 18 cars and its
aim is to extend that up to and
above 100 cars a year in the
next few years with the new,
cheaper car. Longer term,
that could breach four figures,
depending on the roll-out of
future models.
LAWRENCE ALLAN

VW ELECTRIC RACER IN ’RING RECORD BID S PY S H OT

Volkswagen is testing its ID R electric V O L K S WA G E N I D R
race car at the Nürburgring ahead of
an attempt to set a new lap record. The
671bhp ID R, which broke the outright
record at Pikes Peak last year, has
been heavily modified with a Formula
1-inspired aero package that includes
a big wing and drag reduction system.
It should easily beat the Nio EP9’s
electric lap record and could get near
the Porsche 919 Evo’s outright record.
1 MAY 2019 AUTOCAR.CO.UK 15
 4 – 7 JULY

goodwood.com/fos

‘Porsche is our
benchmark,’ says
Lotus boss Feng
Lotus sets aim at Porsche
Group CEO voices ambition for a wide range of world-class cars
L
otus is aiming to target
Porsche with an extensive
overhaul of its product
line-up, according to Group
Lotus CEO Feng Qingfeng.
Feng, who also holds the
role of chief technical officer of
Zhejiang Geely (owner of Lotus
as well as the Volvo Group),
spoke to Autocar at the recent
Shanghai motor show after
Lotus officially confirmed its
Type 130 all-electric hypercar.
Confirming the British
brand’s new positioning as a
cutting-edge, engineering-led
company, he said Lotus plans
to use its technical expertise
throughout the group and to
introduce new technology that
will ultimately feature on cars
from Geely’s other brands, too.   company’s efforts.
Ford joins forces with Rivian for EV growth
FORD HAS AGREED a deal with
Rivian to develop a new model
on the growing EV maker’s
platform – and is taking a
minority stake in the firm.
The partnership, which sees
Ford take equity of around
£386 million in Rivian, will
result in a collaboration to
develop a battery EV for Ford.
No details on the type of
vehicle the two firms will
work on have been released,
although it is said to be “all
new”. In the US, Ford has
shifted its focus to pick-ups
and SUVs and is currently
developing an electric version
of the hugely popular F-150.
“For the high-end and
pioneering technology and
applications, Lotus can serve
as the frontrunner in many
cases,” Feng told Autocar,
“then gradually in the future
that kind of know-how and
those resources can be shared
with the sister brands within
the group.”
He is also refreshingly
open about how he wants the
company to be perceived, and
which rival he most aspires to
beat: “Today, Porsche is our
target and our benchmark.”
As with the German brand,
Feng admits that Lotus will
need to diversify beyond sports
cars, but also insists that these
will remain at the heart of the
Rivian’s two models on its
skateboard architecture are
an SUV and a pick-up, which
fit with Ford’s strategy. It
has secured major investors
in recent months, the latest
investment being £544m from
online retail giant Amazon.
The tie-up is the latest in a
number of partnerships that
Ford has secured as part of its
global restructuring. It recently
agreed a deal to work with
Volkswagen to develop a range
of vehicles, including vans and
mid-size pick-ups, and has
talked about building electric
vehicles using the German
maker’s MEB platform.
IMAGE
A new Lotus SUV is in the pipeline
“We know Lotus is famous
for its sports car products but,
to support the revival of the
brand, we need a much greater
line-up of products for future
growth,” he said. “A variety of
excellent products can provide
pleasant and exciting driving
experiences for our customers,
not one that is limited just to
sports cars.”
While Geely is investing to
encourage growth at Lotus,
with plans to introduce a range
of sporting models and even an
SUV (previously imagined by
Autocar, above), Feng insists
that this process must be
approached appropriately.
“A brand or a company
incapable of being self-
sustaining or profitable cannot
last,” he said, “but a company
focused exclusively on making
profit without its own mission
will not last in the long term.
“No brand can stand if
it’s always having a blood
transfusion. Take the Porsche
brand: it has wonderful
products and is financially
strong.”
Feng shares Lotus CEO Phil
Popham’s enthusiasm to return
Lotus to high-level motorsport,
but says the company won’t
rush in before it can afford to.
“Elite-level motorsport
programmes depend on
the success of our future
products,” he said. “That is a
precondition for this kind of
expensive programme.”
MIKE DUFF
Rivian R1S SUV
was revealed
last year
NEWS
CONFIDENTIAL
THE SUCCESSOR TO
the BMW i8 – whatever
form it may take – will be
as radical as today’s car
was in 2014, according to
product management boss
Peter Henrich. “The i8 has
done a tremendous job of
transforming the industry,”
Henrich told Autocar. “It
would definitely not be
appropriate to just have
a little modification or
improvement. We need to
be very creative again.”
DAIMLER’S INCOMING
CEO, Ola Källenius, is
confident he is right to back
electrification over fuel cell
technology. “There’s no
question in our mind that
the battery-electric vehicle
is the one that is scaling
first,” he said. “In spite of the
challenges, to get an electric
charging grid up and
running for the first millions
of vehicles in Europe is
relatively quick compared to
hydrogen stations.”
ANY PROSPECTS OF the
new McLaren GT aping the
firm’s Ultimate Series GT,
the Speedtail, and having
three seats were undone
by US airbag regulations.
Unlike other markets, the
US mandates airbags for
front-seat passengers, and
regulators consider the side
seats of a three-seater to be
in the front. They are set
too far back for an airbag to
deploy to them, however.
THE AUDI E-TRON’S
virtual wing mirrors, which
use cameras, have had a
mixed reaction, according to
design boss Marc Lichte. “If
you use the car for an hour,
you don’t like them,” he said.
“But if you use it for a day
or two, people love them.
I would say early customer
feedback is 50/50. When I
drive the car, I love them.
It’s the future.”
1 MAY 2019 AUTOCAR.CO.UK 17
 Silicon Valley’s own 911 hybrid
Vonnen shows Porsche the way with its performance-boosting Shadow Drive tech
P
orsche’s own hybrid 911
is due by 2022, but in the
meantime, Californian
company Vonnen has
beaten the maker at its own
game, having already turned
its hand to electrifying the
iconic sports cars.
Chuck Moreland, CEO of
Vonnen, says the idea of
hybridising the 911 came to
fruition three years ago when
a proof of concept – using a
1990s ‘996’ 911 – underlined
that it was possible.
Moreland expands: “This is
a [rear-drive] C2, and what we
did was we took a [all-wheel
drive] C4 transaxle, which has
a yoke to drive the front, we
put a motor in the tunnel and
instead of taking torque out,
we drove torque back into the
transaxle to drive the rear
wheels. It worked.”
It may have worked, but
there was more to come.
Moreland said: “Okay, cost be
damned, what if we wanted to
make this thing rip? What would
we do? And so we went back to
the drawing board and this is
what we dreamed up.”
The result is the Vonnen
Shadow Drive, a retrofit hybrid
system that adds performance
to any 911. To achieve this, it
18 AUTOCAR.CO.UK 1 MAY 2019
squeezes an electric motor
generator unit between
the flat-six engine and the
gearbox, much like Porsche
will eventually do with its ‘992’
911. It replaces the flywheel,
with the electric motor also
removing the need for the
starter motor. It’s a tight fit,
being around 25mm in depth,
shifting the gearbox forward
by the same amount – and
requiring a 25mm shorter prop
to the front if it’s fitted to a
Carrera 4 or Turbo model.
The batteries are placed
under the boot floor, and while
Vonnen is currently quiet about
the capacity, it’s enough for the
motor generator unit to deliver
a 148bhp and 150lb ft boost
to the car’s overall output
Battery pack is
located beneath
the boot floor
depending on the driving mode
selected. There are additional,
independent cooling circuits
for the motor generator unit
and the inverter supplying it,
too. The system’s weight is
95kg, but around 77kg after
the removal of the flywheel
and starter motor.
The electronic control
of the flat six is completely
unchanged, too – the Vonnen
Shadow Drive’s control unit
only needs throttle position
data to allow it to add its
electric boost when required.
The PDK here gets a reflash
to counter any clutch slip, but
otherwise the car doesn’t
know the system is there.
The system can be
entirely off, with no electrical
assistance at all, while the
Street mode adds 90lb ft of
torque when the accelerator is
between 40-60%. Sport mode
adds 80lb ft between 65-95%
throttle and an Overboost
mode adds the full 150lb ft at
the same rate as in Sport mode.
The system is hugely flexible,
too. Moreland says that it can
conceivably be fitted to any
911, manual or PDK, standard
or tuned, naturally aspirated
Wireless drive mode selector
or turbocharged, right back
to 1965 – though earlier cars
would need some additional
microswitches and sensors
to monitor inputs.
It will fit in the Boxster and
Cayman, too. Along with the
‘991’ PDK 3.4 Carrera the
system’s fitted in here,
Vonnen is currently applying
it to a GT3 for further
development.
The cost is $75,000
(about £58,000), which
is considerable, but it’s
pioneering tech, which adds
big performance without
having any detrimental effect
on emissions, something that
is important in California, and
increasingly so worldwide.
KYLE FORTUNE
Vonnen inverter sits
conspicuously on
the 911’s parcel shelf

OUR FIRST DRIVE IN VONNEN’S
PORSCHE 911 HYBRID
Forget hybrid tech for
economy or electric-only
urban motoring, the
Vonnen Shadow Drive is
for performance. There’s
nothing inside to highlight
it’s fitted – if you ignore the
power inverter located under
the rear window (and Vonnen
says it could be positioned
out of sight if customers
prefer). A dash-mounted
smartphone also shows the
status of the batteries, motor
and the boost it’s delivering.
Switched to off, the
system does almost very
little, save starting the
standard 3.4-litre flat six
and operating the stop/start
system. Switch to Street
and the changes are subtle
at first, the need for the
40%-and-above throttle
meaning you can drive
around it. Flexibility in higher
gears allows you to be lazy
with the gearbox, the motor
generator unit adding torque
and increasing tractability
in traffic. On faster roads,
it’s more apparent, yet the
electric boost seems subtly
applied. That is, until you
glance at the speedometer.
It’s deceptively quick, so
Shadow Drive conversion
costs about £58k
linear and progressive in
its delivery that you’ll find
yourself carrying way more
speed than you think. Near
silent, too – there’s only
a slight, not unwelcome,
electronic pitch audible
above the flat-six motor. In
Sport and Overboost modes,
the greater performance is
more obvious, though there
remains subtlety to the way
it operates.
The Shadow Drive moniker
is apt, enhancing without
detracting from the standard
car’s engagement; there is
obvious regeneration, the
engine braking remaining
all but identical. It’s clever,
arguably a bit too clever at
times – and might benefit
from an earlier electrical
application in Street mode to
allow you to feel the motor’s
effect earlier.
The development is
ongoing though, and
Vonnen admits there’s
opportunity for changes –
it’s all in the system coding
and application. What’s
undeniable is the potential,
something this firm has been
quick to realise by leaving
Porsche to play catch-up.
UNDER HOW VW PREDICTED THE FUTURE
THE SKIN WITH DIRECT-SHIFT GEARBOXES
JESSE CROSSE
DUAL-CLUTCH TRANSMISSIONS
(DCTs) hit the big time after Volkswagen
first introduced one on the Golf R32 back
in 2003. To date, VW has made well over
26 million of its direct shift gearboxes
(DSGs), and it’s not alone. The standard had
previously always been the torque converter
automatic (slush) gearbox and, on a few
small cars, perhaps a teeth-grindingly awful
continuously variable transmission (CVT).
DCTs are fun to use because they shift
gear with no interruption of torque from
the engine. In a conventional manual
gearbox, de-clutching interrupts the torque
to disengage each gear and engage the next.
Torque is reinstated by closing the clutch
again and opening the throttle.
In a DCT, each clutch is allocated to
roughly half the gears. So, for instance, as
first gear is engaged and driving through
‘clutch one’, second gear is pre-selected
through ‘clutch two’, which stays open.
When the driver selects second gear,
clutch one opens and clutch two closes,
taking up the drive simultaneously with no
interruption of torque. And so on.
Software algorithms control things and
try to predict the driver’s next move when
pre-selecting the next gear. So if an upshift
gear has been pre-selected and the driver
decides to overtake and a downshift is
needed, the gearbox will try to predict that.
VW may have been the first company
to launch DCTs in big numbers with its
DSG, but it wasn’t the first to get one
running. Neither were Porsche or Audi
with the deliciously named Porsche
Doppelkupplungsgetriebe (PDK), which
graced the 956 and 962 racing cars and
Sport Quattro S1 rally car.
No, the first working prototype DCT
was developed in Leamington Spa by
Automotive Products in 1980 and called the
hot-shift automatic gearbox. The concept
may have been hampered by snail-pace
electronics, but the name was excellent.
Conventional torque converter gearboxes
are not that well suited to small engines, and
especially weren’t back then, when power
consumption from a torque converter was
relatively high – and that’s what prompted
NEWS
Dual-clutch
transmissions like
Volkswagen’s seven-
the idea. speed DSG are light,
In terms of compact and efficient, saving
basic layout, fuel and reducing emissions.
modern DCTs Clutches are operated by
are similar to AP’s hydraulic pressure and
brilliant hot-shift electronics.
design. It had one
dry clutch and one wet
(running in oil). VW’s first family of DCTs
were wet clutch transmissions capable of
handling up to 258lb ft torque. The clutch
packs – developed by BorgWarner with
the trademark DualTronic – are concentric
(one inside the other) to save space and the
clutches could be smaller thanks to the
lubrication. VW launched the seven-speed
DSG for compact cars in 2008. Because the
torque capacity would be less at 184lb ft,
the clutches were dry to reduce drag, but
slightly larger in diameter with thicker
friction linings to combat wear, and had a
design life of 186,000 miles.
You’ve probably already figured out that
the reason these mechatronic marvels
happened at all is because they’re super-
efficient, save fuel and reduce emissions. In
theory, they should also deliver the ultimate
driving experience, but maybe sometimes
you just can’t beat a manual for thrills.
WET BEHIND THE GEARS
The clutches in Volkswagen’s original
six-speed DSG are ‘wet’, which means they
run in oil to reduce wear. That means they
can be smaller and concentric, packaged
one inside the other in this neat unit.
1 MAY 2019 AUTOCAR.CO.UK 19
 CEO Musk predicted
Tesla would make a
profit in Q1 this year

Tesla losses keep coming

EV pioneer has lost £545m in the first three months of this year despite strong sales

T
esla’s financial woes
continue even as the
Californian company sets
jaw-dropping records for
sales of its electric Model 3
saloon across continental
Europe and predicts
the imminent arrival of
autonomous ‘robotaxis’.
CEO Elon Musk predicted
three months ago that Tesla
would make a profit in the first
to car industry analyst Jato
Dynamics, 14,652 Model 3s
were registered in March,
an astonishing result that
surpassed sales of the BMW
3 Series and the Audi A4
(estate and saloon). Of that
number, 5315 were sold in
Norway, Europe’s leading
electric car market, giving the
Model 3 a staggering 29% of
the market.
mounting up for Tesla. As well
as finishing the Model Y, it needs
to find money to complete a
new factory in Shanghai, China,
scheduled to start later this
year, as well as develop the new
Roadster sports car and an
TESLA NET INCOME (MINUS)
-0
US$ millions
electric truck, the Tesla Semi.
A recent video from China
showing an early Model S
apparently spontaneously
catching fire has also (literally)
reignited safety fears
surrounding its cars.
Meanwhile, EV competitors
are stacking up, including the
Jaguar I-Pace (1503 European
sales in March, beating the
Model X at 874), the Audi
E-tron and Mercedes EQC.
More affordable electric
models, particularly from the
Volkswagen Group, are due
next year to rival the Model Y’s
launch, as will Ford’s ‘Mustang-
inspired’ Mach E SUV.

financial quarter of this year.
Instead, it posted one of its
worst three-month results,
losing $702 million (£545m).
Musk blamed delays in Model
3 production, as well as losses
caused by a slip in residual
values for its ageing Model S
and Model X cars. Tesla has
posted a profit in only four
quarters since 2010 and has
never had a profitable year.
Demand might be cooling
in the US, but not for Europe,
at least for the new Model 3.
Across Europe, according
It could have been even
more. Tesla hasn’t begun
right-hand-drive sales of the
Model 3 yet, or even set a UK
price. However, Musk recently
tweeted that the UK online
order page would open
“around May 1 or 2”.
Next year, Tesla will start
selling an SUV version of the
Model 3, the Model Y, and last
week, Musk predicted that it
would ultimately become more
popular than the Model S,
Model X and Model 3 combined.
However, problems are
Despite the headwinds,
-250 Tesla’s share price remains
stratospheric, much to the
-500 annoyance of the infamous
-750 ‘shorts’ (the short-seller
investors who bet against
-1000 Tesla succeeding) and the
-1250 traditional car firms.
A Ford of Europe spokesman
-1500 tweeted last week: “Since
2009, Tesla has lost $6.4 billion.
-1750 In the same time frame, Ford
-2000 has made $71.6bn. And yet as
9 10 11 12 13 1 4 15 16 1 7 18 1) of today, Wall Street values
2 0 0 2 0 2 0 2 0 2 0 2 0 2 0 2 0 2 0 2 0 0 1 9 (Q Tesla at $45bn and Ford at
2
$38bn. World is mad.”

20 AUTOCAR.CO.UK 1 MAY 2019


Even those who recommend
buying Tesla stock have to
qualify their enthusiasm.
“Our Tesla call is hard to
live with at times but we
see value in Tesla’s EV/
connectivity technology and
experimentation. We remain
confident there is a path
to sustained profitability,”
Philippe Houchois, analyst
at financial research firm
Jefferies, wrote in a note after
Tesla’s recent poor results.
That ‘experimentation’
ranges from the useful, such
as over-the-air updates, to the
wildly improbable. Falling into
the improbable category are
Musk’s claims that advances
in Tesla’s autonomous tech
will allow owners to send off
their private cars to work as
self-driving ‘robotaxis’ by as
early as next year. He said the
earning potential means we’d
all be “financially insane to buy
anything other than a Tesla”.
Financial analyst Jeffrey
Osborne at Cowen, a bank,
called the plan “half-baked”.
It’d also be unworkable across
most regions until autonomous
cars are given type approval.
But right now for Tesla,
even self-driving looks more
achievable than self-financing.
TESLA BEEFS UP MODEL S AND MODEL X
Model S Long Range can now run 370 miles on a full charge
Tesla has released a series
of updates for its Model S
saloon and Model X
SUV, including a range
improvement of more than
10% for Long Range models.
The firm claims to have
substantially upgraded the
electric drive unit with more
efficient technology used in
the new Model 3, redesigned
gearing and better cooling.
The result is a claimed US
EPA cycle range of 370 miles
for the top-spec Model S and
325 miles for the equivalent
Model X, with no changes to
the 100kWh battery pack.
At the same time, Tesla
claims power and torque
have been “significantly”
improved, although no
Model Y is tipped
to outsell 3, S
and X combined
Tesla production
continues to grow,
funds permitting
alis
figures have been quoted.
Charging times have
improved, too, with a 200kW
rate achievable on the latest
‘V3’ superchargers.
Both cars now have fully
adaptive damping for the air
suspension, developed in-
house. New wheel bearings
and tyre design claim to
boost steering feel and ride
quality. The firm has also
backtracked on its recent
decision to axe cheaper
Standard Range variants
by reintroducing them on
both models.
Owners of existing Model
S or X cars are being offered
a free Ludicrous mode
upgrade when they buy a
new Performance model.
Damien Smith
R AC I N G L I N E S
MOTOR RACING FANS
tend to have their ‘JFK
moments’, like 25 years ago
today: 1 May 1994. The day
Ayrton Senna died. Do you
remember where you were?
It’s hard to believe a
quarter of a century has
passed. I was a student at
the time, but had returned
home for a family occasion.
At sunny Imola in Italy,
Formula 1 was already
reeling from Rubens
Barrichello’s narrow escape
from a flying accident on
the Friday. Then there was
the horror of Saturday as
popular newcomer Roland
Ratzenberger lost his life
when his Simtek smashed
into a wall almost head-on.
This was the first F1 fatality
at a grand prix since 1982.
It wasn’t supposed to
happen any more.
A pall of gloom hung
over the circuit on race
day. Then at the start, a
collision catapulted debris
into the crowd, causing
minor injuries. Whatever
next? The unthinkable,
that’s what. The greatest,
most famous racing driver
of his generation would die
at Tamburello when his
Williams inexplicably shot
off the road and into the wall.
I saw the accident on
TV, then had to leave for
a church service. I could
think of little else. After the
service, I scanned the car
Senna was no saint. He was
much more interesting than that
GET IN TOUCH
NEWS
Mesmerising drive:
Senna at a sopping
Silverstone in 1988
radio (no mobile phones
or internet back then),
but news only broke after
6pm. When I returned
to university the next
day, friends treated me
as if I’d suffered a family
bereavement.
All these years on, Senna
remains an F1 colossus;
like rock stars who are lost
too young, a figure deified
in death. But to those who
knew him, and to those of
us who watched him, Senna
was no saint. He was much
more interesting than that.
For years, to most British
fans, he was a villain, too
cold and cut-throat to be a
hero. For me, that began to
change at the British GP in
1988. I spent the day sitting
miserably in driving rain
at Stowe corner – but I also
witnessed Senna’s mesmeric
dominance in the wondrous
McLaren MP4-4. Yes, he had
a car advantage, but I knew
what I’d just seen.
He continued to be a
hard man to love. The
‘professional foul’ on Alain
Prost at Suzuka’s Turn 1
in 1990 remains the most
reprehensible act ever
committed in a racing car.
But by 1994, Senna’s aura
of otherworldliness had
transcended his sport.
He was not always a good
man, but he was a great
man – and F1 has never fully
recovered from his loss.
`
a
NICK GIBBS  damien.smith@haymarket.com
1 MAY 2019 AUTOCAR.CO.UK 21
 Steve Cropley
MONDAY
After my recent banging on about electric
cars, it has been a pleasure spending time in a
conventional Volvo XC60 diesel SUV, especially
the near-ideal D4 R-Design AWD with a 190bhp
four-pot engine, eight-speed auto, four-wheel
drive and plenty of gadgets. I’d not driven one
of these, but have often admired how Volvo has
adopted progressive styling in recent years
without scaring their traditionalists.
In fact, this is such a great-looking car, it’s a bit
of a surprise to discover it’s so damned sensible. It
feels instantly well-built and spacious. The seats
are lovely to look at and sit in. The rear seating
package is better (more knee room, lower floor)
than its rival, the Land Rover Discovery Sport.
That huge Tesla-esque central screen is fun to
operate, though the dash details are a bit baroque
for my taste. The engine’s smooth, the ride’s quiet
(for a car with such big wheels) and I know I could
live happily with an XC60 but for one thing…
TUESDAY
…and that’s the important matter of size. Noticed
it acutely this morning while battling London
traffic. As roads get more congested, I’m coming
to value compactness in cars more and more.
I know one rule of modern life is that ‘space is
luxury’ but, if I were in the SUV market, I’d choose
the slimmer-hipped XC40 and get my infrequent
full passenger complement to shove up a bit.
WEDNESDAY
New details of the career of Frank Stephenson,
widely credited with designing BMW’s Mini 20
years ago, are about to be revealed in a feature-
length documentary film called Chasing Perfect,
to be screened from late May. Stephenson attracts
MY WEEK IN CARS
`
Will someone build a really
good-riding EV now, please
a
designs – but I’m looking forward to seeing how,
as a way of creating a Mini for a new millennium,
he proposed designs for 1970, 1980 and 1990
along the way.
THURSDAY
Our household’s 15-plate Fiat 500 Lounge
Twinair needed cleaning and fuelling recently, so
I took the chance to put a few extra miles under
its wheels to assess its general health. Its usual
driver, the Steering Committee, has recently
thrown herself into a renewed frenzy of work
and commuting, so this not-quite-four-year-old
is approaching 65,000 miles. Happily, the stuff
that signals expensive wear and tear (puffs of
smoke, suspension rattles, oil consumption, slow
synchros, soft clutch) is entirely absent. With
AND ANOTHER THING…
Seems the virtue of driving a green car doesn’t
extend to helping your fellow driver. Spied this trio at
a busy central London
Q-Park, each plugged
in but not charging.
Their owners were
using the spaces for
all-day parking despite
a notice asking them
to move after 90
COMMENT
Volvo XC60 ticks
many boxes, but
compact it isn’t
Frank Stephenson’s story is being told on the big screen
a few body blemishes fi xed and some forensic
detailing, this could still pass for a showroom
car. All of which answers the question that first
formed in my head over 10 years ago as I watched
Fiat’s Paolo Martinelli walk into a launch event
carrying a prototype Twinair engine: will this
tiny, hard-working, heat-generating powerhouse
last? Our answer: it will.
FRIDAY
It’s time Europe’s suspension experts took the
job of refining electric cars’ ride quality more
seriously. Having now done thousands of battery
miles, I’ve still yet to drive an electric model
good enough to compare to a quiet, supple,
conventional European – even though its built-in
mass centralisation and low centre of gravity
are supposed to be advantages. The air-sprung
Jaguar I-Pace comes closest, but at times even
that isn’t brilliant.
It all takes me back 40 years to Japanese cars
of the day, which seemed uniformly oversprung
and underdamped. We always wondered
why it took so long to correct what seemed an
elementary problem, but the car makers would
never meet it head-on. Will someone build a really
good-riding electric car now, please? Some of us
are getting impatient.
GET IN TOUCH
controversy – others claim input into some of his minutes. Annoying.  steve.cropley@haymarket.com @StvCr

1 MAY 2019 AUTOCAR.CO.UK 23

 IGNITING YOUR
PASSION FOR
CARS SINCE 1895
We are proud of our heritage, but the future is exciting for us car fans too.
Join Autocar Subscriber Extra today and be part of the next 124-year story.

WOR T H
when you subscribe today
Polarised lenses Anti-fog Designed for easy use £40
SUBSCRIBE TO AUTOCAR
For 124 years, Autocar has been dedicated to sharing with you our love of cars every
week. You can turn your support of Autocar into access to an even more exclusive club by
subscribing. Every Wednesday you’ll be first to read the magazine packed with news, reviews,
insightful features, star columnists, used car buying advice and our expanded data section.
SUBSCRIBE
You’ll also receive regular free supplements and gain access to exclusive benefits (see below).
There has never been a more interesting or significant time for the car industry and we’d love
for you to join us on what promises to be an exciting journey.

SUBSCRIBER EXTRA BENEFITS...

WEEKLY NEWSLETTERS DISCOUNTS SUBSCRIBER EVENTS COMPETITIONS
1. Exclusive content in
weekly newsletters 2. Exclusive discounts from
carefully selected partners 3. Access to exclusive
subscriber-only events 4. Subscriber-only
competitions

JUST £9.99 EVERY 4 ISSUES

PLUS FREE BOLLÉ SUNGLASSES. VISIT AUTOCAR.CO.UK/SUBSCRIBE
or call 03448 488 816 and quote promotional code ‘AC519MP’

Terms and conditions: This offer is open to UK residents only. Overseas rates are available on +44 (0) 1604 251 450. Please allow 35 days for delivery of your gift and first issue. The
gift will be sent under separate cover from the magazine and will not be despatched until your first payment has cleared. Should we run out of gifts, you will be offered an alternative
gift – there is no cash alternative. Should you wish to cancel your subscription, it will be cancelled on expiry of the current term, which will not be refundable, other than in exceptional
circumstances. Savings are based on the standard UK cover price of £3.80. Offer ends 4 June 2019.
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 23.4.19, OXFORDSHIRE ON SALE NOW PRICE £37,920

VOLVO S60
Volvo takes on the Audi A4, BMW 3 Series, Mercedes C-Class et al
with a saloon imbued with inviting Scandi-cool and sophistication
26 AUTOCAR.CO.UK 1 MAY 2019
 n America, apparently they
don’t put labels in boxes of
assorted chocolates, telling
you how each different
delightful sugary nugget is
flavoured. So, as Forrest Gump’s
mum said, life is like a box of
chocolates, in that you never know
what you’re going to get.
We British, meanwhile, being
more reserved, prefer to know
exactly what kind of chocolate
we’re getting so insist captioned
pictures are enclosed within every
box. A box of chocolates here, then,
is very much unlike life.
Which brings me, convolutedly,
to the new Volvo S60, which is the
first Volvo to be built in the US,
where it will be nothing like a box
of chocolates.
Here, it will be precisely like
one. This is a Volvo that gives
you – as you’ll guess if you’ve been
paying attention to the brand’s
recent rapid model roll-out –
precisely what you expect, because
all new Volvos follow largely the
same formula.
To date, it’s a successful one.
On the outside, it means you get
one of the best-looking cars in its
class, if you ask me, which I’m
prepared to argue you sort of did.
Standard Autocar-design-award-
winning Volvo: the new S60 has
a strong family resemblance, fine
proportions, even some discreet
aggression, with just about enough
differentiation from other Volvos
to currently avoid accusations of
Russian Dollness, although I ◊
1 MAY 2019 AUTOCAR.CO.UK 27

S60 is a relaxing, well-resolved and enjoyable car to drive, but not a sporty one
Δ suspect that’s only a matter of time.
That they’re better-looking than
today’s BMWs probably helps.
Each car has hints of suitability for
its segment, at least. The S60’s is the
segment of ordinary/nice/4.7m-long
saloons, so it’s a rival for anything
from a Ford Mondeo to a BMW
3 Series, and Volvo will probably
argue at some length that it’s at
the more premium end of the market,
given the difficulty you’d have
spending this S60’s £38,000 on a
Mondeo. But with the Ford being
much rarer than the BMW these
days, if you value exclusivity,
a Mondeo, or indeed an S60,
which hasn’t set UK sales alight
for quite some time, is among
your go-to options.
Volvo is, effectively, and by
accident rather than design, an SUV
company today, given how many off-
roaders it sells. And the S60 might
remain a niche in its line-up, given
family saloons are a declining sector.
Especially given it’s launching in
only one specification, too – a four-
cylinder 2.0-litre in R-Design trim
– although more options will come.
Nothing bigger than a four-cylinder
2.0-litre, though, and nothing diesel.
For now, that means the T5, with
the T meaning petrol and the number
relating to its power rating, which
seems to go up to eight rather than
11, disappointingly. It has 247bhp
28 AUTOCAR.CO.UK 1 MAY 2019
and front-wheel drive, although you
can have up to 394bhp and all-wheel
drive in the US in the T8, and [Volvo
spokesperson taps nose] “more
specifications and powertrains will
arrive here later”, too.
Meanwhile, the T5 drives through
an eight-speed automatic gearbox
and sits on Volvo’s SPA (Scalable
Product Architecture), which
underpins all of its big cars. It’s a
mostly steel monocoque in which
the engine sits at the front and is
transversely mounted and, in other
Volvo models, can have electrical
assistance for both front and rear
It mixes Volvo’s existing design themes with S60-specific flourishes
`
I’d have one of these over an
A4 or C-Class and almost all
conventional large family saloons
axles in place of the diesels that Volvo
is currently repulsed by.
Inside, there’s even less difference
between Volvos than there is on
the outside. Volvo has settled into
a Scandi-cool way of doing things,
with good seats, a widely adjustable
driving position, a round steering
wheel, clear dials and a vertical
touchscreen that’s relatively easy
to navigate in the scheme of things
but still makes you control too many
functions from it, in the name of
removing physical buttons. So it
looks good, works satisfactorily and,
at least, reacts quickly to inputs and
a
remembers you’ve turned off lane
keep assist the next time you get in
the car. There’s a decent-sized boot
and plenty of space in the back for
grown adults to sit behind the same
in the front.
There are adaptive dampers and
drive modes, which are among the
few things selectable via separate
buttons on the centre console, slightly
needlessly given that you’ll put it
in one mode and leave it there for
the next three years. And I suspect
you’ll get not far into the good side of
30mpg whichever mode you pick.
And whichever mode it’s in, the
S60 is a largely amiable companion,
too. Mature, sophisticated and
largely uncomplicated in feel.
Volvo’s latest four-cylinder
engine family can lack refinement,
depending on its application, but I’ve
no such qualms with the 2.0-litre
here. It starts, goes and revs quietly
and freely, with an eight-speed
gearbox that slurs nicely and seems
to react and predict well. It’s less
impressive mooching to a halt, if you
take pleasure in stopping without a
jolt, because the stop/start judders
the engine off and with it your last
couple of feet of finesse. Which is not
how a relaxing car should be.
The ride is towards the firmer end
of pliant on the 235/40 tyres and
19in rims that are optional and fitted
to our test car. It’s fine but might be

Firmish ride of our test car is unlikely to be helped by its optional 19in wheels but it’s acceptable enough
better (yet look weedier) with a bit
more tyre sidewall and what might be
the less unsprung mass of the 235/45
18s that are standard. Handling is
secure, reassuring and never exciting
but always capable and pretty
relaxing, with a relaxed steering ratio
but positive steering weight and feel
and self-centring.
Wheels aside, the car you see here
is one that comes without too many
options – metallic paint and, praise
be, a spare wheel take the R-Design
Edition from £37,920 to £38,745 –
and feels like it gets everything you’d
realistically want. Here’s where the
Guess the Volvo: yes, they all look similar inside, but we’re not complaining
‘premium’ argument comes in. You
have to try very hard to spend that
much on a regular large family car
(although better depreciation means
the Volvo is frequently little less
affordable than a high-specced one)
and even move quite a long way up
the ranges of Audi/BMW/Mercedes-
Benz compact executive cars before
you reach the Volvo’s price ticket.
I’d have one of these over an
Audi A4 or Mercedes C-Class and
pretty much all conventional large
family saloons. I think a BMW 3
Series’ superior ride and handling
would sway me, but I’m not sure the
TESTER’S NOTE
I wouldn’t dream of
calling the Volvo’s
interior dated, but
steering wheel
buttons are starting
to get multi-functions
and, in comparison,
the Volvo’s don’t
do much. MP
handling of an Alfa Romeo Giulia or
Jaguar XE or Kia Stinger would be
enough to make me ignore just how
nice the Volvo is inside.
With the consistent blurring
of different segments and such a
prolific number of cars on sale, there
have never been so many different
choices. Pick a large family saloon
or premium compact exec or even a
crossover and you’ve got, what, 20 or
more different cars to choose from?
Doesn’t matter how many, really. The
S60 is among the best of them.
MATT PRIOR
@matty_prior
FIRST DRIVES
M AT ER I A L BENEF I T S
OF MIX A ND M ATCH
Volvo’s large SPA (Scalable
Product Architecture) underpins
everything from S60 size upwards,
so its 60- and 90-badged cars.
Smaller models are put on the CMA
(Compact Modular Architecture),
although you wouldn’t necessarily
know from the inside which car
is on which platform given the
similarities of the driving layouts.
The SPA platform is mostly
steel, with very little of that being
mild steel – the floor, scuttle
panel and front bulkhead, and the
panel behind and around the rear
seats. That’s the most ordinary of
five different steel grades Volvo
uses, the others it imaginatively
dubs ‘high strength’, ‘very high
strength’, ‘extra-high strength’ and
‘ultra-high strength’.
There’s limited use of high-
strength steel on the rear, lower
D-pillars and load-bearing brackets
in the front bulkhead. Very high-
strength steel, then, makes it to
the roof and one floor cross beam
and front crash beams, extra-high
strength in two other floor cross
beams and the inner sills, with
ultra-high strength steel around
the frontal passenger floor and
lower bulkhead, and body sides and
outer sills.
Then there’s also a bit of
aluminium, in the very front crash
structure and front suspension
mounts and brace bar because
if you can save a bit of weight
around there, the car’s weight
distribution is pushed further
back, bettering handling.
VOLVO S60 T5 R-DESIGN EDITION
Smooth and sophisticated outside
and in and – just about – to drive, the
S60 slots in near the top of its class
AAAAC
Price  £37,920
Engine  4 cyls, 1969cc, turbo, petrol
Power  247bhp at 5500rpm
Torque 261lb ft at 1800-4800rpm
Gearbox 8-spd automatic
Kerb weight 1686kg
0-62mph 6.5sec
Top speed 145mph
Economy 35.3mpg
CO2, tax band 155g/km, 35%
RIVALS BMW 3 Series,
Mercedes-Benz C-Class
1 MAY 2019 AUTOCAR.CO.UK 29

Europe-bound SUV pips its Volvo XC40 sibling to a very clever hybrid powertrain
he globalised nature of the car
T
industry throws up strange
anomalies. Back in May 2016,
Volvo previewed the XC40 in
Gothenburg and told us it planned to
offer the production version with a
clever three-cylinder plug-in hybrid
powertrain. Nearly three years on,
we’re still waiting to experience
that car in Europe, but we have
finally had the chance to sample the
new powertrain in a very different
environment: in a Lynk&Co 01 at the
test track of Geely Auto’s Hangzhou
Bay R&D centre in China.
Lynk&Co is a Geely subsidiary
brand using the same Compact
Modular Architecture that underpins
the 40-series Volvos. The company’s
first three products are already on
sale in China and we’ve previously
driven the 01 SUV and 02 crossover,
but the plug-in hybrid is the first
one we’ve tried that’s destined for
sale in Europe.
The powertrain is compellingly
clever. Currently front drive only,
as it will be in its Volvo applications,
it uses a seven-speed dual-clutch
automatic gearbox to integrate the
The 01 PHEV shows its best at typical, everyday pace, rather than when pushed hard. Cabin has a Euro-friendly layout
TESTED 16.4.19, HANGZHOU BAY, CHINA ON SALE 2020 MAINL AND EUROPE (UK TBC)
LYNK&CO 01 PHEV
efforts of the petrol and electric
sides of its powertrain. So while the
177bhp 1.5-litre turbocharged three-
cylinder engine can turn either of
the gearbox’s two shafts, the 80bhp
electric motor is connected to only
the one that does second, fourth,
sixth and reverse gears. The e-motor
sits downstream of the clutch pack,
meaning the 01 can be driven purely
electrically, with the petrol engine
switched off, or the motor can add
assistance and, sometimes, will be
in two gears at once, with one shaft
turned by combustion and the other
by flowing ions. The electric motor
can also vary levels of regenerative
braking by switching between
different gears.
Although the Hangzhou Bay
track has only slow-speed corners, it
features two straights long enough
to test the 01 PHEV’s acceleration.
With aggressive starts, the test car
launched itself electrically, with
the three-cylinder cutting in as the
car started to roll. Under hard use,
integration between the two sides
of the powertrain wasn’t seamless,
with a noticeable pause before the
petrol engine started to really pull.
The three-cylinder sounds muscular
when extended and the dual-clutch’s
responses felt snappier than the
slurring common to CVT-based
hybrids like the Toyota Prius. It felt
quick, too. Barring the slow getaway,
Lynk&Co’s claimed 7.3sec 0-62mph
time seemed entirely achievable.
Under the sort of lower-intensity
duty the 01 is designed for, the petrol
and electric motors played far more
nicely together, with the e-motor
adding its assistance unobtrusively
in the default hybrid mode.
There is an electric-only mode,
although I experienced it only briefly
because of a mostly depleted battery
pack. In this mode, acceleration is
limited but almost entirely silent.
Lynk&Co claims a 31.7-mile EV
range from the 9kWh battery, but
that is calculated under the generally
optimistic NEDC testing protocol.
Even on a smooth test track, the
01’s suspension settings felt soft, with
lots of body roll under even moderate
cornering loads and the front axle
struggling to digest the combined
torque output on the hairpins. We’re
FIRST DRIVES
TESTER’S NOTE
As well as this 01, the
three-cylinder PHEV
engine is offered in
the Chinese-market
Geely Bo Rui GE. I
came away from my
drive wondering how
well it would integrate
with a next-gen Lotus
sports car. MD
assured the suspension settings for
European versions will keep better
discipline.
Although Lynk&Co’s conventional
models are selling well in China
alongside the 01 PHEV, the brand
will be electrified-only in Europe.
First will come the 01 PHEV, which,
we’re told, will be launched in some
markets next year. Then shortly after,
there will be a pure-electric model
based on Geely’s new PMA electric
architecture.
We still have some significant
unanswered questions about
Lynk&Co’s plans for what will
primarily be a subscription-based
distribution model in Europe, but the
brand’s cars continue to impress.
MIKE DUFF
LYNK&CO 01 PHEV PROTOTYPE
Europe-bound 01 has a clever hybrid
set-up and the promised revisions to
the suspension will be welcome
Price  RMB 259,800, before
subsidies (approx £29,860)
Engine  3 cyls, 1477cc, turbo,
petrol, plus electric motor
Power  177bhp (petrol),
80bhp (electric)
Torque 195lb ft at 4000rpm
(petrol), 118lb ft (electric)
Gearbox 7-spd dual-clutch automatic
Kerb weight 1770kg
0-62mph 7.3sec
Top speed 130mph (governed)
Economy WLTP figures tbc
CO2, tax band WLTP figures tbc
RIVALS Kia Niro PHEV,
Mini Countryman PHEV,
Volvo XC40 T5 Twin Engine
1 MAY 2019 AUTOCAR.CO.UK 31

TESTED 25.4.19, WORCESTERSHIRE ON SALE NOW
JEEP RENEGADE
Refreshed popular model still has the looks, if not the form
ou may have seen Jeep now
Y
outsells Land Rover in
Europe, reversing the trend
of a lifetime. And it’s the
Renegade – the brand’s sure-footed
crossover hatchback, built on the
same platform as the Fiat 500X –
that’s responsible for this surprising
development, with 10 examples sold
for every Wrangler.
So it follows that, a few years into
its lifespan, the Renegade warrants
some fettling, which it has now had.
Along with pin-sharp new LED
headlights for higher-spec models,
the front bumper has been tweaked
to bear a stronger resemblance to
the Wrangler, and Jeep claims to
have improved cabin storage while
refreshing the interior.
Mechanically there are more
substantial changes, with a raft
of new engines. It’s the 1.0-litre
three-cylinder petrol ‘Firefly’ driven
Utilitarian interior is comfortable, but quality feels low
here, otherwise known as Fiat’s
Global Small Engine. It replaces the
asthmatic old 1.6-litre at the base of
the range and adds forced induction,
making 118bhp at a relatively
high 5750rpm and 140lb ft at a
commensurately low 1750rpm – an
encouragingly broad spread. There’s
also a new four-cylinder petrol with
148bhp, and a further pair of MultiJet
II turbodiesels with up to 168bhp.
You’ll need to opt for diesel power to
get Jeep’s GKN-sourced ‘rear-axle
disconnect’ four-wheel drive – as
used on the Range Rover Evoque.
Slide aboard and it’s still charming
inside, with generous head room
and panoramic visibility through
a windscreen that seems to sit bolt
upright. But the plastics remain
perceptibly low-rent and there’s a
greater emphasis on fun than finesse.
Utilitarian? Undoubtedly.
The driving experience is tolerable,
with just enough body control to nip
any queasiness among passengers
in the bud. But the ride is poor and
the steering too elastic in its action,
even if it possesses some weight. This
entry-level Renegade also feels every
bit its 11.2sec 0-62mph time, though
for a downsized three-cylinder
option the Firefly is relatively easy on
the ears and linear enough once past
some conspicuous turbo lag.
At £19,200 in Sport guise, the
Renegade will seem temptingly good
value for those already smitten by
the styling. But the fact you can’t
have this little 1.0-litre with four-
wheel drive erodes the intrinsic
appeal of the Renegade next to
more comfortable, better-riding
rivals. Without the proper off-road
hardware, the Renegade simply
doesn’t do enough to stand out.
RICHARD LANE
@_rlane_
JEEP RENEGADE 1.0 GSE
T3 LONGITUDE
Remains a left-field but likeable
choice. Diesels make better sense if
you want Jeep’s off-road pedigree
AAACC
Price  £24,400
Engine  3 cyls, 999cc,
turbocharged, petrol
Power  118bhp at 5750rpm
Torque 140lb ft at 3000-4000rpm
Gearbox 6-spd manual
Kerb weight 1320kg
0-62mph 11.2sec
Top speed 115mph
Economy 39.8mpg
CO2, tax band WLTP figures tbc
RIVALS Skoda Karoq, VW T-Roc
FIRST DRIVES
ALPINE A110 PURE
Price £46,905 On sale Now
What’s new? Entry-level Alpine arrives in the
UK billed as the purest expression of an already
sublime driver’s car
ALPINE’S MID-ENGINED
aluminium sports car has already
secured all five road-test stars, and
the A110 ‘Pure’ supposedly heightens
the driving experience by stripping
extras down to merely a pair of 13.1kg
Sabelt bucket seats. There’s no sports
exhaust, 18in wheels or Brembo
brakes, though all are available
optionally, should you want them.
As it is, you’d be hard-pushed to
identify any dynamic differences
between the Pure and more
generously equipped models, though
the standard 17in wheels might
improve ride quality a touch. There is,
of course, also the simple satisfaction
of having the A110 at its very lightest
– the Pure weighs just 1098kg. RL
AAAAA
KIA SOUL EV 64KWH
Price £30,000 (est) On sale Late 2019
What’s new? First European outing for new
electric version of boxy urban crossover
KIA DESCRIBES THE new Soul’s
design as “iconic”, decidedly
stretching the definition of an
already much-misused word. That
said, the third generation of the
urban crossover has a certain boxy
charm – greatly enhanced by the
adoption of the EV powertrain from
the e-Niro, complete with game-
changing 280-mile WLTP range.
With 201bhp, the Soul has plenty
of performance for both urban and
country driving, and rides well
on European roads. It’s set to be
a few thousand pounds cheaper
than the e-Niro; that saving comes
at the expense of space and some
practicality (particularly in the boot),
but with a dose of, admittedly slightly
slab-sided, style. JA
AAAAC
R E AD MOR E ONLINE
autocar.co.uk
1 MAY 2019 AUTOCAR.CO.UK 33
 ROAD TEST
No 5420

Kia e-Niro
PHOTOGRAPHY MAX EDLESTON

Award-winning, in-demand crossover marks Kia’s true arrival into the EV market
MODEL TESTED FIRST EDITION
Price £32,995* Power 201bhp Torque 291lb ft 0-60mph 7.2sec 30-70mph in fourth na Fuel economy 3.5mpkWh CO2 emissions 0g/km 70-0mph 45.3m

34 AUTOCAR.CO.UK 1 MAY 2019


We like
z More spacious and practical than
any other affordable EVs
z Strong, responsive pace combined
with genuine 250-mile-plus range
We don’t like
z Cabin quality looks better than it
feels in places
z Handling doesn’t inspire as much
as the outright performance level
he reception of the
T second all-electric Kia
to go on sale in the UK,
the award-winning
e-Niro crossover hatchback, has
been somewhat different than that
of the first. The Soul EV went on
sale in 2014, but it took until 2018
for the car to pass 500 registrations
in this country.
That was a crossover supermini
initially available with a 27kWh
drive battery, and with 132 miles
of claimed range, 0-62mph
performance taking longer than 10
seconds and a punchy £30k asking
price. The e-Niro marks a stark
contrast to the original Soul EV in so
many ways, but the biggest of them
all is nicely epitomised by the fact
that it burned through the 900-unit
UK sales allocation for 2019 inside
of its first month on general sale.
With a battery supply bottleneck
limiting Kia’s production ramp-
up, dealers are currently advising
customers putting a deposit down
today that it might be a year, or
longer, before their orders can be
satisfied. There is an outstanding
e-Niro order bank of some 5000
cars to deliver in Kia’s native
South Korea alone.
You’d have to assume, then, that
Kia has done things a lot differently
with the e-Niro than it did back then
with the Soul EV. People all over the
world are plainly very ready to buy
this car – and this week, we measure
precisely how great a step change in
the developmental story of the mass-
market electric car it represents.
DESIGN AND ENGINEERING
AAAAB
Since the Soul EV was a combustion-
engined adaptation, the e-Niro can
be thought of as Kia’s first purpose-
built electric car; although, since
hybrid and plug-in hybrid versions
of the Niro are also available, that
may seem a slightly troubling notion
to contemplate.
It may therefore be more helpful
to explain that both the Niro and
e-Niro are built on a platform
designed from a clean sheet to accept
electric, plug-in hybrid and hybrid
powertrain options. It’s the e-Niro
that offers the most power and the
best claimed performance statistics
of the three, being priced at the sort
of 20% premium over and above
the PHEV version that you would
expect of a performance-tuned
hot hatchback compared with a
mid-range model.
The e-Niro has a 64kWh drive
battery with two and a half times as
much storage capacity as the Soul
EV had five years ago; which, for the
moment, is significantly more than
the majority of similarly priced EVs
offer. Because it’s a purpose-built
EV, it carries that battery between
the axles and under the cabin floor,
where it doesn’t adversely affect
the car’s storage space or weight
distribution. The liquid-cooled,
lithium ion battery weighs 457kg
all on its own, and makes for a car
ROAD TEST
Range at a glance
ENGINES POWER PRICE
1.6 GDI hybrid 139bhp £23,490
1.6 GDI PHEV 139bhp £31,195
e-Niro 201bhp £32,995*
*after government grant
TRANSMISSIONS
Single-speed automatic
Kia offers the Niro crossover in
hybrid, plug-in hybrid and now fully
electric forms, although the only z Charging port is on the front grille
one available in more than one trim (as a rule, we prefer them on the back
and equipment level is the first in of the car so you don’t have to drive
the list (2, 3 and 4 trims, with just forward into parking bays). Still, it’s
over £4000 between the cheapest neatly integrated and, since it’s a CCS
and most expensive). The cheapest Combo port, compatible with most UK
hybrid still gets touchscreen motorway DC rapid chargers.
sat-nav and a reversing camera
as standard; the most expensive
adds smart cruise control, xenon
headlights and leather upholstery.
Interestingly, the e-Niro gets bigger
alloy wheels and a bigger boot
than the PHEV.
with an unladen weight claimed at
a whisker over 1.8 tonnes – and
which we measured at a whisker
under that threshold.
That makes it particularly heavy, of
course, for a car that sits somewhere z Two-tone 17in alloy wheels look neat
between a Ceed and a Sportage on and distinctive, if a bit weedy inside the
outright size – so it’s a good job Kia e-Niro’s arches. Bigger-rimmed cars
didn’t forget to include a motor ready wouldn’t go quite as far on a charge, of
to move that mass easily. The e-Niro’s course – but they might look better.
AC synchronous electric motor
drives the car’s front wheels directly
through a fixed ratio, but produces
201bhp of peak power and 291lb ft of
torque. Which, for the record, makes
for a better power-to-weight ratio
than a Seat Ateca 1.5 TSI FR, and
more torque to weight than one or
two lower-order hot hatchbacks we
could mention.
Suspension for the car is via
MacPherson struts at the front axle
and a multi-link rear. Seventeen-
inch alloy wheels, wrapped with
215-section tyres, are the only
options available – and while the z Blue body trim elements are part
latter are the same size as the ones on of a programme of subtle exterior
the related Hyundai Kona Electric design tweaks that should mark out the
we tested only last year, they’re e-Niro to those looking closely, without
Michelins rather than Nexens. screaming that it’s a martyr to the zero-
Since the Hyundai suffered with emissions cause. Arrowhead daytime
questionable grip and traction, that running lights are unique to the e-Niro.
may well prove to be a significant
point to note.
Relative to other Niros, meanwhile,
the e-Niro gets extra noise insulation
in its A- and B-pillars and more
noise-insulating front subframe ◊
z Odd not to find LED headlights on
a car like this, although the e-Niro’s
halogens are powerful enough and have
a decent auto-dipping system.
Soul wasn’t as eagerly received in the UK
1 MAY 2019 AUTOCAR.CO.UK 35
 Weights and measures
DIMENSIONS

max
0.29

m
m

930m
1000m
451-

1570mm
ax 1405 litres
ax m
mmm 0m
m
0 75
108

Kerb weight: 1812kg

885mm 2700mm 790mm

4375mm
z Driving position is slightly raised without feeling too perched. There’s plenty of
PA R K I N G space, and plenty of oddment storage between the centre cubbies and door pockets.

Typical parking space width (2400mm)

Typical garage height

2010mm

Typical leg room

750mm

z Second-row space is fit for both adults and children, with Isofix anchorages on the
2030mm (with mirrors)
outer seats and bottle-holders in the doors.
3730mm

W H E E L A N D P E DA L
ALI G N M E NT
Pedal placement is spot on.
Steering wheel could offer 30mm
a little more telescopic
reach adjustment range 170mm
for the longer-of-leg, but
you’d be unlikely to be Width 1050-1180mm
discomforted by it.

Height 490-670mm
H E AD LI G HTS Length 730-1570mm
Halogen projector lamps
aren’t stellar, but acceptable
for both range and power.
Auto-dip functionality could
be quicker, though.
Centre z Boot is 451 litres, with a split-level floor that allows you to keep the charging cables
out of the way, but would also make them hard to access with a load on-board.

Δ bushes, in all cases to counteract the Hyundai Kona Electric that we
the greater perception of wind and criticised for its shortage of cabin
road noise that the absence of a space. In each of those respects, then,
humming combustion engine as a particularly practical, affordable,
can cause. all-electric family car, you might say
the e-Niro is something of a first.
INTERIOR It offers a comfortable,
AAAAC ergonomically sound driving
Being an added-convenience position, too, with all of the controls
crossover hatchback, the e-Niro is a and the digital instrumentation
proper adult-sized four-seater with someone already well versed in
room for three kids across the second the business of driving a modern
row at a push. It has a 451-litre boot EV could want. You’ll locate a
that is unintruded by the presence of rotary transmission controller on
batteries and leaves an under-floor a raised centre console, but you’ll
storage cubby for your charging also find what look like gearshift
cables. It is a more practical family paddles behind the steering wheel.
car, by all of those measures, than a They’re actually there to allow
Nissan Leaf and offers fully 90mm you to incrementally control the
more second-row leg room than regenerative braking of the car’s
electric motor that happens on a
trailing throttle, and that has such an
abiding influence on how different
a modern EV is to drive from any
combustion-engined car. Pull the
right-hand paddle and the car’s
regen cycles upwards to max; pull
the left-hand one and it cycles back
to nothing, allowing the car to coast
entirely unchecked when you lift off
the accelerator.
Those regen paddles are also
typical of the e-Niro’s fixtures and
fittings as regards perceived quality,
because they’re quite expensive
on the eye but much cheaper to
the touch. The car’s interior door
handles also look like metal but feel
unmistakably like plastic – and fairly
cheap plastic at that – and although
much of the cabin’s lesser switchgear
and other fixtures look and feel more
materially solid, you do wonder
why Kia didn’t spend a bit more in
the areas where you can’t help but
physically interact with the car.
PERFORMANCE
AAAAA
The e-Niro’s electric motor certainly
isn’t silent when working hard –
although it’s quieter than an internal
combustion engine would be when
asked to perform in the same way.
It makes a high-pitched electronic
whine under load, layered against
a gentle turbine whizz as the rotor
gathers speed, that’s not loud or
bothersome, and isn’t without
intriguing audible character. ◊

36 AUTOCAR.CO.UK 1 MAY 2019

 ROAD TEST

z Transmission tunnel console has a big, shiny, z Lane-keeping and VESS exterior noise synthesiser z Three blue lights on the top of the dash flash in
easy-to-fumble-for rotary gear selector. Lidded default to on with every restart. The latter makes the sequence during charging so you can get an idea from
cubby behind comes with good-sized cupholders. e-Niro sound like an Imperial Tie Fighter at low speeds. outside, at a glance, how full your battery is. Handy.

Multimedia system AAABC

The e-Niro’s infotainment system is very respectable, without
being particularly impressive on a car of this price and type.
First Edition cars get an 8.0in touchscreen set-up with DAB
radio and factory navigation, the latter including European
mapping (should you find yourself abroad and reticent to use
your mobile data connection) as well as live traffic information
provided by TomTom. The navigation mapping detail is a bit
basic, and it has that sparse, oversimple feel about the menus
that smacks of something designed to work on a smaller, third-
party system’s screen. Still, it works well enough. And you can,
of course, use Apple CarPlay or Android Auto mirroring instead,
both of which the e-Niro gets as standard, as well as wireless
charging for Qi-equipped handsets.
The car’s audio is an eight-speaker, 320-watt system from
JBL, which sounds a bit more weedy than you might expect for
what is alleged to be a ‘premium’ package.

1 MAY 2019 AUTOCAR.CO.UK 37


It is a very dynamically competent act,
and an almost entirely vice-free drive
It’s interesting that, just as its
partner brand Hyundai did with the
Kona Electric, Kia has engineered
a very slight but perceptible instant
of hesitation into the e-Niro’s
throttle response – albeit one that
only seems to apply when the car’s
accelerating away from standing.
Dip deep into the right-hand
pedal and the e-Niro accelerates
with real purpose, right from the
moment its driven axle begins to
turn – but there’s a split second of
delay between the movement of
your right foot and the animation
of that axle. It’s something that
some EVs don’t have, and it’s plainly
there to help ‘normalise’ the electric
driving experience for those who’ve
spent decades driving combustion-
engined cars and won’t be used to
such a rapier connection between
pedal input and system output.
z Even with a half-tonne battery between the axles, the e-Niro can deliver hot hatchback performance, sound body control and nearly 300 miles of range on roads like this
38 AUTOCAR.CO.UK 1 MAY 2019
`
a
On the run, the e-Niro starts
out feeling really brisk up to about
50mph, its potency beginning to tail
off slightly above that speed as we’ve
become used to from directly driven
EVs, but remaining punchy enough
to feel authoritative and swift even at
motorway speeds. The car goes from
30-50mph in 2.4sec: a tenth slower
than the Kona Electric managed, but
also only two-tenths slower than the
Volkswagen Golf GTI Clubsport S we
tested in 2016. From 60-80mph, it’s
an order slower – but still almost a
second quicker than a BMW 520d.
Arguably even more impressive
than the instant, seamless muscle of
the e-Niro’s powertrain, however, is
how controllable the car’s adaptable
regen settings make it. Being able
to choose exactly where and how
quickly the electric motor recovers
kinetic energy is critically important
to both the drivability and the energy
efficiency of an EV, and the e-Niro’s
paddles allow you to do just that.
The car also has something called
Predictive Energy Control, which
uses its radar cruise control sensors
to measure your closing speed to any
car in front and can automatically
blend in motor regen on your behalf if
you want it to.
H A N D L I N G A N D S TA B I L I T Y
AAAAC
When you’ve got nearly half a tonne
of battery mass to deal with, it’s
clearly easier to hide it in a bigger car
with a longer wheelbase that it would
be in a smaller, shorter one. That’s
what the handling of the e-Niro
teaches you, specifically by creating
a more settled, stable and secure
impression than the related Hyundai
Kona Electric tested last year.
The bigger point worth noting
here is simply the lack of dynamic
compromise that the e-Niro imposes.
From the way this car handles, how
agile, manoeuvrable and obedient it
feels, the way it grips the road and the
quiet assurance with which it deals
with tighter bends and roundabouts,
the e-Niro just seems like a well-
sorted, well-behaved biggish family
hatchback. It doesn’t feel short of
grip or traction compared with the
average crossover hatchback, as
some EVs can. It doesn’t run out of
body control when driven quickly or
given a testing combination of lumps
and bumps to deal with. It is a very
dynamically competent act, and
an almost entirely blameless and
vice-free drive.
Which doesn’t quite mean that
there aren’t one or two things it
couldn’t do better, of course. The

Track notes
The e-Niro copes fairly well with
the dynamic abuse test that is the
Millbrook Hill Route – which is to say,
as well as it needs to in order to feel
secure and contained when driven
fairly quickly on the road.
Placing the e-Niro’s drive battery
down low doesn’t prevent it entirely
from affecting the car’s limit
handling, but it certainly helps take
the sting out of the equation. The EV
grips the road quite well and doesn’t
roll excessively or run out of adhesion
suddenly, so it’s entirely drivable even
as the electronic stability control
begins to chime in, which it does with
subtlety but effectiveness.
Brake pedal feel remains a bit of
a barrier to the act of driving both
quickly and smoothly, but it gets
much better in the car’s sport
driving mode than it is in Eco or Eco+,
where the regenerative mushiness
it would otherwise suffer with is
mostly tuned out.
e-Niro’s steering, in particular,
though well-paced, isn’t the most
satisfying to use, having a little
bit too much cloying weight and
communicating little by way of tyre
loading or contact patch feel. But,
while remote-feeling, it’s a long way
from obstructive or objectionable
and doesn’t prevent you from
enjoying what is a creditable
dynamic showing overall.
C O M F O R T A N D I S O L AT I O N
AAAAB
Although EVs have come a long way
in a few years, plenty of people will
still expect a car like this to need
every shred of cruising range that
might be extracted from its drive
battery, and therefore to run on noisy,
hard-compound economy tyres; to
be cradled low to the ground on its
springs so as to be more aerodynamic
AC C E L E R AT I O N
Kia e-Niro First Edition (12deg C, dry)
Standing quarter mile 15.7sec at 92.1mph, standing km 28.7sec at 108.0mph, 30-70mph 6.2sec, 30-70mph in fourth na
30mph 40mph
3.1s 4.2s
0 10s
Hyundai Kona Electric (19deg C, dry)
Standing quarter mile 15.4sec at 95.1mph, standing km na, 30-70mph 5.8sec, 30-70mph in fourth na
30mph 40mph
3.0s 4.0s
0 10s
B R A K I N G 60-0mph: 2.70sec
Kia e-Niro First Edition (12deg C, dry)
30mph-0
8.4m
0 10m
Hyundai Kona Electric (19deg C, dry)
30mph-0
9.3m
0 10m
z Suspension copes well
with the transmission
bumps, even under load.
Much better, in fact, than
it did in the hybrid we T4
tested a few years ago.
T6
T7
FINISH
– and, as a consequence, not to ride
well; and to struggle to contain
its mass over tougher surfaces, as
heavier smallish cars so often do.
None of the above applies to
the e-Niro. It has a ride with good
noise isolation, so you don’t hear
the tyres on the road any more than
you expect to; and it has suspension
that juggles the need to be supple
over shorter, sharper bumps against
the need to feel reined in over
bigger ones quite well. In the latter
respect, you can certainly feel
that the e-Niro is heavier than the
average family hatchback over
long-wave intrusions taken around
the national speed limit, but it’s still
not a car that’s disconcertingly short
on vertical body control even when
you’re in a hurry.
Kia’s efforts to make the e-Niro’s
body more aerodynamic and to
50mph 60mph
5.6s 7.2s
50mph 60mph 70mph
5.3s 6.6s 8.8s
50mph-0
23.1m
20m
20m
T3
T1
z Body roll is present but doesn’t prevent
you from making the apices of tighter bends
or adding steering lock mid-corner when
you need to.
T5
defend against wind noise also pay
dividends. At a motorway cruise,
there is a little bit of wind rustle
apparent around the door mirrors
and A-pillars – but not enough to
complain about.
BUYING AND OWNING
AAAAA
We’ll cut to the chase here. Kia’s
WLTP range and efficiency lab
testing suggests an urban range
for the e-Niro of 382 miles, and a
combined one of 282 miles. Our
testing results are a touch less
generous, suggesting that 230 miles
is the car’s absolute range limit at a
UK motorway-typical 70mph (what
we call our touring test), rising to
294 miles if you slow to 50mph and
drive in a fairly economical style, as
you might on A- and B-roads. Those
figures aren’t quite the equal of the
70mph 80mph
9.3s 11.8s
80mph 90mph
11.1s 13.9s
30m
50mph-0
25.5m
30m
ROAD TEST
T2
START
Hyundai Kona Electric, but they’re
still very commendable for an EV of
this, or indeed any, price.
Charging a 64kWh battery,
meanwhile, clearly isn’t the work
of a moment – but with a typical
domestic UK wallbox charger, it
can be achieved at home (for those
with a driveway on which to park) to
80% full in less than 10 hours. On a
100kW DC rapid charger, via the car’s
CCS Combo connection, the same is
possible in less than an hour.
The e-Niro is available in only
one model grade for now. The First
Edition gets halogen headlights,
17in alloy wheels, heated leather
seats and adaptive cruise control as
standard; costs £36,495 before the
£3500 money-off incentive currently
available from the UK government;
and qualifies for free VED road tax
and 16% benefit-in-kind tax. ◊
90mph 100mph
15.0s 19.0s
100mph
17.4s
70mph-0
45.3m
40m
70mph-0
49.9m
40m 50m
1 MAY 2019 AUTOCAR.CO.UK 39
 Data log
KIA E- N IRO FIRST
EDITION
On-the-road price £32,995*
Price as tested £33,560*
Value after 3yrs/36k miles £16,175
Contract hire pcm £495.92
Cost per mile na
Insurance 28/£765

*Prices quoted include £3500 plug-in car grant 64kWh

TYPICAL PCP QUOTE

Three years/30,000 miles £612.61
Kia’s Personal Contract Purchase scheme makes
for a predictably straight, undiscounted quote
at a reasonable 5.9% representative interest
rate, with zero manufacturer contribution and
allowing for a final balloon payment of just over
£15,000, likely leaving plenty of value in the car.

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

17in alloy wheels The e-Niro’s electric motor mounts simply up front, where the combustion engine
Roof rails might otherwise be, driving the front axle exclusively. Meanwhile, the 64kWh lithium
Front, side, curtain and knee airbags ion battery mounts underneath the cabin floor and between the axles. Weight is
Privacy glass distributed very evenly for a car like this – 54:46 front to rear.
Adaptive cruise control
Leather/faux leather upholstery ENGINE POWER & TORQUE ECONOMY
Heated seat and steering wheel Installation Permanent magnet electric TEST MPG Track 2.4mpkWh
8.0in touchscreen infotainment with motor, front-wheel drive 350 350 Touring 3.6mpkWh
Android Auto and Apple CarPlay Type AC synchronous 291lb ft at Average 3.5mpkWh
0-3600rpm
smartphone mirroring, wireless Drive battery Lithium ion polymer, 300 300
charging, sat-nav, connected services liquid-cooled, 356V, 64kWh CLAIMED City 6.0mpkWh
Eight-speaker audio system from Total system power 201bhp at 3800-8000rpm 250 250 Combined 4.4mpkWh
201bhp at
Power output (bhp)

JBL with subwoofer, DAB radio Total system torque 291lb ft at 0-3600rpm 3800-8000rpm

Torque (lb ft)

200 200
Reversing camera Power to weight 111bhp per tonne Claimed range 282 miles
Parking sensors front and rear Torque to weight 161lb ft per tonne Test range 224 miles
150 150
Automatic climate control Max motor speed 11,000rpm
with heat pump
100 100
Alarm and immobiliser
‘Graphite’ premium paint £565 50 50
Options in bold fitted to test car E M I S S I O N S & TA X
= Standard na = not available 0 Engine (rpm) 0 CO2 emissions 0g/km
0 4000 8000 12,000 Tax at 20/40% pcm £97/195

C H A S S I S & B O DY TRANSMISSION BRAKES SAFETY

Construction Steel monocoque; Type Single-speed reduction gear Front 305mm ventilated discs ABS, ESC, ESS, FCA, LKAS, LFA, HAC, TPMS
aluminium bonnet Ratios/mph per 1000rpm Rear 300mm solid discs Euro NCAP crash rating 5 stars (2016, hybrid)
and tailgate 1st 2.26/9.8 Anti-lock Standard Adult occupant 91%, child occupant 80%,
Weight/as tested 1812kg/1776kg Final drive ratio 3.53:1 Handbrake type Automatic pedestrian 70%, safety assist 81%
Drag coefficient 0.29 Handbrake location Right of centre console
Wheels 7.5Jx17in
Tyres Michelin Primacy 3 Green X, SUSPENSION STEERING CABIN NOISE
215/55 R17 Front MacPherson struts, coil springs, Type Electromechanical, Idle na Full throttle, 80mph 73dB
Spare Mobility kit anti-roll bar rack and pinion 30mph 57dB 50mph 62dB 70mph 66dB
Rear Multi-link, coil springs, anti-roll bar Turns lock to lock 2.5
Turning circle 10.6m

AC C E L E R AT I O N AC C E L E R AT I O N I N R E S I D UA L S
MPH TIME (sec) KICKDOWN 50
0-30 3.1 mph TIME (sec) Nissan Leaf e+ Tekna 62kWh
0-40 4.2 20-40 2.1 40
Hyundai Kona Electric
0-50 5.6 30-50 2.4 64kWh Premium
0-60 7.2 40-60 3.0 30
Value (£1000s)

0-70 9.3 50-70 3.7

0-80 11.8 60-80 4.6 20
0-90 15.0 70-90 5.7
0-100 19.0 80-100 7.2 10 Kia e-Niro First Edition
0-110 - 90-110 -
0-120 - 100-120 - 0
New 1 year 2 years 3 years 4 years
0-130 -
0-140 - z CAP expects e-Niro residuals to be
0-150 - slightly poorer than for Kona Electric,
0-160 - but better than for Nissan Leaf.
THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2019,
Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the e-Niro,
contact Kia Motors UK Ltd, Walton Green, Walton-on-Thames, Surrey, KT12 1FJ (0333 202 2990, kia.com/uk). Cost-per-mile figures R OA D T E S T N o 5 4 2 0
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
40 AUTOCAR.CO.UK 1 MAY 2019
 ROAD TEST
Testers’
notes
MATT
SAUNDERS
There’s little
more liberating
in modern motoring than
the feeling you get from
an EV sailing serenely
down a gentle gradient,
regenerating just enough
energy to keep it from
running away unchecked,
and gaining range as it
goes. In one sense, it feels
like personal transport
as it ought to be.

SIMON DAVIS
Odd that Kia
would elect
not to offer
the 39kWh car in
Britain when Hyundai
UK did opt to bring the
equivalent Kona Electric.
VERDICT I wonder if that’ll change

AAAAB if the current battery

supply problem persists.

The very best affordable EV yet appraised on these pages Spec advice
Until Kia expands the
hen the Hyundai Kona Electric came along only last year, we marvelled that any ordering options, the
only choices are between
W sub-£35,000 EV could offer so much battery capacity. But there will be a series-
production version of the popular Nissan Leaf along soon with almost as much,
paint colours and dealer
accessories. You can’t
have Pluto Brown on
UK cars (the only colour
and right now there’s the Kia e-Niro, too: a car featuring almost as much real-world range unique to the e-Niro),
and performance as its Hyundai sister car but with better usability, better refinement and but any other premium
shade is £565.
better ride and handling to seal the deal.
There is just a hint of plasticky feel about the e-Niro’s interior. Likewise, there is a Jobs for
slight sense that its driving experience is of fine attention to detail but not one to inspire the facelift
z A more solid feel
over longer acquaintance. Both observations explain why we’re not giving it a five-star to some of the minor
recommendation, even though some will argue that such an outstanding EV deserves one. interior fittings would
be good.
Our response would be that we’ve given outstanding EVs full-house scores before, when z Improve steering and
body control. Both are
they transcend to become outstanding cars in a broader sense. But we’ll gladly attest that good rather than great.
z Give us more
the e-Niro is the best affordable electric car this road test has yet appraised, and that it may choice about interior
specification and exterior
do more than any other to convince people about the viability of zero-emissions motoring. styling and functionality.

R OA D 1 2 3 4 5
TEST
R I VA L S
*Prices quoted include £3500 plug-in car grant

KIA E-NIRO FIRST EDITION NISSAN LEAF 40KWH TEKNA HYUNDAI KONA ELECTRIC VOLKSWAGEN E-GOLF HYUNDAI IONIQ ELECTRIC
Verdicts Brings practicality and The old EV champ deposed. 64KWH PREMIUM May well be all the EV you PREMIUM SE
on every completeness to the affordable Needs to step up on power and Not quite as tidy-handling or really need if you don’t cover Plenty of space here; less in the
new car, EV scene, and offers muscle, range, but 62kWh version will spacious as Kia relation; slightly much distance. As drivable and way of performance and driver
p82 range and good manners to boot. soon answer the critics. better on real-world range. polished as any other Golf. interest value, though.
AAAAB AAAAB AAAAC AAAAC AAABC

Price £32,995* £30,995* £32,845* £29,230* £28,545*

Power/torque 201bhp/291lb ft 148bhp/236lb ft 201bhp/291lb ft 134bhp/214lb ft 118bhp/218lb ft
0-62mph/top speed 7.5sec/104mph 7.9sec/90mph 7.6sec/104mph 9.6sec/93mph 9.9sec/103mph
CO2, range 0g/km, 282 miles 0g/km, 168 miles 0g/km, 279 miles 0g/km, 144 miles 0g/km, WLTP figures tbc

1 MAY 2019 AUTOCAR.CO.UK 41

 CHIP OFF
THE OLD
BLOCK?
The iconic Porsche 959 was so far ahead of its time that it has
taken 33 years for the 911 Carrera 4S to catch up – on paper at
least. But on the road? Andrew Frankel compares them
PHOTOGRAPHY OLGUN KORDAL

42 AUTOCAR.CO.UK 1 MAY 2019

PORSCHE 959 vs PORSCHE 911 COMPARISON

1 MAY 2019 AUTOCAR.CO.UK 43


remember well the
reception afforded to
I the Porsche 959 when
it finally went into
production in 1986,
three years after being shown in
concept form. This wasn’t just a new
level for 911-based machinery nor
even for Porsche itself. It was a new
level, period.
Those who drove it spoke of
cruising, yes cruising, at 160mph,
and the strong acceleration still
available at that speed. It blew
Ferrari’s gorgeous and still quite new
GTO (only latterly described as a
288 GTO) into instant obsolescence.
Those journalists who drove it were
thunderstruck, and rightly so.
For this was the fastest production
road car the world had ever seen.
It had 444bhp and a top speed of
more than 190mph. It could reach
62mph in 3.7sec. It didn’t just have
four-wheel drive but also a demand-
based variable torque split and even
– would you believe it? – adaptive
damping. It made the Ferrari look
like a rather elegant antique.
So here’s a set of stats from another
car: 444bhp, a top speed of 190mph,
a 0-62mph time of 3.6sec, four-wheel
drive, a demand-based variable torque
split and, yes, adaptive damping.
Pretty similar, you’d agree. Except
these numbers belong to a 2019 911
Carrera 4S, a car destined to be one
The 959’s chassis is engaging but the unrelenting pace of progress is readily apparent in the 911’s superior grip and composure
44 AUTOCAR.CO.UK 1 MAY 2019
The 959’s fascia will
be familiar if you’ve
driven a 964-gen 911
One racing
version of the 959
called the 961 was
made and it was quick
enough to come seventh
at Le Mans in 1986,
winning the GTX
category.
of the humbler members of the new
911 range once it’s fully rolled out. It
has taken 33 years, but performance
and technology regarded then as
borderline insane is now within
the preserve of the high-quality but
entirely everyday sports car.
So it seemed a good idea to take
a new Carrera 4S to meet the 959.
Unfortunately, with only around 300
being built and far fewer surviving,
959s are not exactly thick on the
ground. Indeed, finding a car whose
owner would let me drive the way
such a car was designed to be driven
was an insurmountable task. Happily,
though, the Porsche museum was
bringing a load of racing cars over to
the Goodwood Members’ Meeting
and was good enough to put a 959 on
the back of the truck – an immaculate
car that has only ever been owned by
the factory and with a mileage barely
into five figures. I don’t know what
it’s worth but certainly something the
inconvenient side of a million quid.
It was the first time I’d driven the
new, 992-generation 911 in public,
having previously only skidded
around a damp Hockenheim in one.
And, if anything, the gap between it
and its 991-gen predecessor seemed
even greater on the road than it had
on the track. I count myself as a big
fan of the standard 991 in almost all
respects, save the fact that it only feels
like a 911 if you drive the door handles
off it. And I wrote that if the 992
had one job to do, it was to make the
driving experience more accessible.
And it has: not only is it a little more
fun to drive, but that entertainment
now comes in exchange for a lot less
effort, too. It’s a fabulously easy car to
enjoy and clearly the best new 911 of
the past 25 years. It is the definitive
state-of-the-art sports car.
But the 959 set out to do something
else: to be not merely of its time but
years ahead. Decades, in fact. It was
made from space-age materials such
as Kevlar and Nomex. Its wheels
were not only magnesium but hollow,
too, their spokes full of the same air
as the bespoke Bridgestone RE71
run-flat tyres. Yes, really. It looked
like an artist’s interpretation of a
21st century 911, but that shape was

in fact designed to allow maximum
aerodynamic efficiency while
keeping the whole thing on the
ground as 200mph approached.
Yet inside, it doesn’t look futuristic
at all. It looks quite like the 964
generation of the 911 that followed on
soon after 959 production ceased in
1988. But the clues are everywhere:
the ‘959’ etched into the steering
wheel, the six-speed gearbox,
the 7200rpm redline, the torque
distribution gauge, the 350km/h
speedo, the ride height and damper
control switches… I could go on, but
you get the picture.
I’ve driven only one 959 before,
very briefly and many years ago,
yet so much of what I can see and
touch is generic middle-ages 911.
I can operate it without even thinking
PORSCHE 959 vs PORSCHE 911 COMPARISON
`
The 959 set out to
be not merely of its
time but years ahead.
Decades, in fact
a
about it, let alone requiring tuition.
When the engine fires, its sound is
that of an air-cooled 911 even though
it is one of the most extraordinary
motors ever to find its way into a road
car. It’s a 2.85-litre motor when the
911 of its day had a 3.2-litre engine
and has turbochargers working not
in parallel but series: one little turbo
to spool up fast and minimise low-rev
lethargy handing over to another far
bigger turbo once the revs were up.
Not only that, but it came with water-
cooled, twin-cam heads with four
valves per cylinder. Truth is it was a
far closer relative of the 962 Le Mans
car engine than that of any other
road-going Porsche.
Yet it’s quiet and tractable. The
clutch is gentle, the gearshift
beautifully engineered and ◊ You can detect the bones of the 959’s layout but this 911 is a spaceship by comparison
1 MAY 2019 AUTOCAR.CO.UK 45

Δ precise. And then you put your
foot down and the car’s character
changes. There’s a distant whoosh as
the car picks up the pace. There is far
more lag than you’d find in the 992,
of course, but it feels strong as the
revs rise. The chassis feels soft, far
softer than the 992’s, and the old 911
nose bob cannot be missed, but this
old dear is doing well – pulling hard,
holding its head up against a car born
an entire generation later. And then…
And then you hit 4800rpm. Which
is where the big turbo cuts in. At once,
you realise that, up until now, the
car has been barely trying. It doesn’t
press you back in your seat: it slams
you rearward. The revs are rising far
more rapidly than they ever did in the
992 so now you need another gear,
fast. The ratios are perfect because
the needle drops back down to exactly
4800rpm and the whole show starts
again. By 2019 standards, this 959 is
a startlingly quick machine. In 1986,
it must have felt like an artillery shell.
For a moment, I ponder why its
acceleration figures are so close to
the 992’s for, in truth, the older car
feels far faster. And then I realise: old
tyre technology, no instant shifting,
no launch control, no traction control,
and still it loses only 0.1sec to 62mph
compared with a brand-new 911.
Of course, there would be no
contest at all point to point. The 959
has an engaging chassis and those
Bridgestones grip hard despite being
mounted on skinny rims of just 17in
diameter. But you can feel every year
of progress in the 992’s grip and
composure, and while I didn’t much
feel like smoking the 959’s brakes,
Both share a wide, squat stance but how they manage airflow at the rear is poles apart
W H AT F U T U R E F O R T H E 9 11?
So where will the 911 of 33 years
hence be? Will it be as quick then as
a hypercar is today? I doubt it. First,
there is the law of diminishing returns
to consider and, second, the extreme
likelihood that all cars will by then be
limited in the amount of performance
they are able to deploy. It won’t
have an internal combustion engine
but whether Porsche insists on still
putting its powerplant – be it an
46 AUTOCAR.CO.UK 1 MAY 2019
The 959
I know it would lag gearbox is laid out
even further behind as a five-speeder with
the 992 when it came an additional ‘off-road’
to stopping power. ratio below first gear. In
Also, being Porsche’s reality, it works like a
first stab at four-wheel conventional six-
drive, there is no space speed ’box.
in the nose for a boot,
whereas the 992 offers rather
generous amounts of luggage space.
But the question is: do they feel
related? And the answer is that they
do, but distantly. They share that
sense of engineering integrity, some
elements of their sounds and shapes,
and positioning as long-distance
touring cars as well as being out
and out sports cars. And so normal
does the 959 feel that you could
even end up being disappointed by
it. At least until you hit 4800rpm, Prominent rear wing on the 959 helps to keep it stable even as it approaches 197mph
whereafter your brain will be well
and truly boggled.
More than anything, I loved the Porsche 911 Carrera 4S Porsche 959
959’s split personality, the way it was
so civilised until the right moment Price  £98,418 £1 million-plus
presented itself, at which point it Engine  6 cyls, 2981cc, turbo, petrol 6 cyls, 2849cc, turbo, petrol
turned into a quite magnificent Power  444bhp at 5500rpm 444bhp at 6500rpm
maniac. In that regard, the 992 Torque  391lb ft at 2300rpm 369lb ft at 5000rpm
Carrera 4S is perhaps not the correct Gearbox  8-spd dual-clutch automatic 6-spd manual
modern equivalent after all, despite Kerb weight   1565kg 1450kg
their on-paper similarities. What’s 0-62mph 3.6sec 3.7sec
needed is a car with a superbly Top speed  190mph 197mph
flexible engine that is nevertheless Economy   25.7mpg na
capable of entirely overwhelming CO2, tax band WLTP figures tbc na
even the best developed of all-wheel-
drive Porsche platforms.
A new 911 Turbo should do the
job nicely. If the stories that the S
version will have considerably more
than 600bhp are accurate, the true
successor to the 959 could be with us
before the end of the year. L
electric motor or fuel cell – behind the
rear axle line remains to be seen.
Personally, I can’t see a car like a
911 or 959 surviving the enormous
transition that is approaching. It may
look like a 911, it may even be called
a 911, but will be related in anything
other than name to the cars on this
page? I think the world will have
changed too much for the character
of such cars to survive.
PORSCHE 959 vs PORSCHE 911 COMPARISON

The 959 feels faster

on straights, the 911
quicker from A to B

`
More than anything,
I loved the 959’s
split personality
a

1 MAY 2019 AUTOCAR.CO.UK 47

The DB6 that’s
an Ast-ion Martin
Aston Martin Works has turned
a petrol DB6 Volante into an
ion-fuelled one – and it could be
the fi rst of many electric classic
Astons. Mike Duff drives it
anufacturers keep
telling us that
M electrification is
part of our future,
but what about our
past? A near-silent, ion-fuelled
DB6 might seem like the answer
to an unasked question, but Paul
Spires, president of Aston Martin
Works and the man who signed
the car off, is adamant it’s the right
call. “We need to make sure that
we’ve got the next 100 years covered,”
he says, “to make sure these vehicles
don’t become museum pieces.”
This isn’t about legislation –
there are no current plans to ban
internal-combustion classics in
any major market – but rather what
Spires describes as social pressure.
First from the affluent tech-savvy
buyers who are already shifting to
48 AUTOCAR.CO.UK 1 MAY 2019
You’d hardly spot
it’s an EV without
this warning card
EVs en masse, but also from a future
generation who will grow up without
experiencing the sounds and smell of
internal combustion.
The idea is for what Spires calls
a heart transplant: fully reversible
electrification that keeps the core
structure of a car unchanged. “I said
to the development team: ‘Don’t make
a single extra hole in the bodywork,’”
Spires says. “They haven’t.”
In place of the straight-six engine
that it left Newport Pagnell with 49
years ago, this DB6 Volante has
a module containing battery,
motor and control software that
fits in the same space formerly
occupied by the engine. We’re
not given any technical details
– a production version would
change specs – but we’re told it
weighs almost exactly the same
as the original engine and produces
similar power. If it sounds familiar,
it’s because Jaguar did something
similar with the E-Type Zero last
year, although Spires insists Aston
started work before Jaguar did.
Although the basic idea is defined,
the details are not and Spires says
much about the demonstrator would
not make it to a finished system. That
includes the Volante’s continued use
of its original five-speed manual
gearbox. A fully developed one would
switch to a single-speed drive. The
concept is also passively cooled, so
it’s unable to deal with the thermal
loads of hard use. A production
version would be actively cooled
and therefore be both tougher and
capable of supporting fast charging.
To call the conversion discreet is
an understatement. Despite circling
the DB6 twice, I can see precisely
nothing from the outside to show that
it runs on electrons instead of petrol.
It even still has exhaust tailpipes, left
on to keep it looking as original as
possible. Only popping the left-hand
fuel filler cap and seeing a charging
port reveals the transplant.
It’s the same story in the
leather-clad cabin, where the Volante
keeps a comprehensive set of chrome-
bezelled Smiths instruments,
although only the speedometer now

works. Spires says a production
version would repurpose the other
dials for EV-appropriate tasks. The
concept also still has the controls
for what is now a non-existent
heating system.
Driving couldn’t be easier. Despite
the presence of the manual gearbox,
there’s no need to use the clutch to get
rolling, or indeed once on the move.
Spires tells me to select second and
then to treat the car like a single-
speed EV. Initial acceleration is less
keen than I’m expecting it to be and
it takes a good shove on the throttle
pedal to deliver an Aston-appropriate
level of urge out of the pits. There’s
no traction control, but nor does it
feel like there needs to be, despite the
motor’s ability to produce big torque
from standstill.
Once rolling, acceleration
IT’LL ALSO FIT IN THE DB4, DB5 AND DBS
Choosing to make the EV module a
replacement for the long-lived DOHC
straight six means it can be offered
with many cars. Produced between
1958 and 1972, the six-cylinder unit
powered the DB4, DB5, DB6 and DBS
– a total of around 3000 cars. “We
chose that segment because they
have a high value and there are lots of
them out there,” Spires says.
Tailpipes are obsolete but remain to keep the original look. Handling feels period, too
continues to build, and by the time
the first corner approaches, the Aston
is already closing on the 50mph I’ve
been told to stay under to keep the
powertrain happy. Subjectively, it
doesn’t feel as fast as a petrol Aston of
the era, but much of that is probably
due to the near-total lack of noise, a
gentle electric whine replacing the
muscular note of the straight six.
Lifting off proves there is no need
to brake, thanks to regeneration
powerful enough to make it feel like
the track is surfaced with treacle.
Spires says the finished version will
have less aggressive regen to keep it
closer to the driving manners of the
original car. Given the novelty of a
gearlever, I experiment with shifting
ratios to discover there is no point:
acceleration feels identical in second
Five-speeder won’t make production
EV tech sits where the petrol unit was
ASTON MARTIN DB6 EV DRIVE
He estimates that the conversion
cost would be around £200,000
before VAT, including the return (or
storage) of the original engine.
“If we did 10% of the eligible
cars, that would be 300 – more than
enough to justify the costs,” Spires
says. “I think that is a realistic target
given where we are going in terms of
social pressure.”
and third. As intended, the rest of the
dynamic experience is practically
unchanged. By modern standards,
the DB6 has modest levels of grip
and lots of roll, but the chassis is well
mannered and it is happy to tackle
the short track at a respectably rapid
pace. It’s refined, too. There are no
creaks or rattles from the trim or the
Volante’s elderly structure.
Is it a good idea? Ultimately, that’s
for the wider market to decide and
Spires admits that a favourable
reaction from potential customers
will be required to make the business
case to invest in a production version.
“I’m desperate to do it,” he says. “My
feeling is that the pace behind EVs is
such that I’d be surprised if we don’t
have a proper programme going by
this time next year.” L
Electric DB6 drives
very much like the
petrol-fed original
1 MAY 2019 AUTOCAR.CO.UK 49
COUPES

AUDI TT
SPORT
QUATTRO
What better way to address the
prevailing criticism of the TT – that
it wasn’t really a proper sports car –
than to tear out its rear seats, drop in a
chunky metal brace in their place and
fit a pair of fixed-back bucket seats up
front? No more than 800 came to the UK
so the Sport Quattro does have rarity on
its side, but despite the weight-saving
regime, those racy seats and 237bhp,
the most athletic TT was still a bit flat
on its feet. It’s unusual, though, and for
around £10,000 you’ll pick up a minter.
WE FOUND 2005 TT Sport Quattro,
50,000 miles, £10,495

SHOWING CROSSOV
Dan Prosser suggests 18 eminently more
interesting alternatives to the humdrum
high-riders flying off Britain’s forecourts
f the 10 cars that
recorded the most
O market share growth
in Europe during
2018, do you care to
estimate how many of those were
crossovers and SUVs? That’s right,
every single one of them. The SUV
is no longer a trend or a craze but a
full-blown epidemic.
With the sector growing by 20%
every year, already more than a
third of all new cars being sold right
now are SUVs of one size or another.
We’re living in a George Orwell
novel. New car buyers are terrified
of being rounded up by Thinkpol
if they so much as leaf through a
saloon or estate car brochure, so
they obediently choose high-riding
hatchbacks on PCPs instead.
Consider the Seat Arona. The tiny
Spanish crossover is certainly very
popular among buyers, sitting in
FAST
third position on our list of
hot-selling tall cars. It is equally
SALOONS
popular here at Autocar: it is the
best car of its type.
It’s refined for one so small and
its cabin is spacious, all of which
means the Arona is a terrific car
in many ways, except that it’s entirely
uninteresting to look at and even
less interesting to drive. It’s also
quite slow.
We have to believe there are
far more imaginative ways to
spend the £16,750 you’ll need to
hand over to buy even the cheapest
model in the range. In fact, here
we offer 18 significantly more
interesting cars for the same money
or less – cars that are either thrilling
to drive, dripping with character,
great to look at or, in a small number
of cases, just endearingly odd.
We are living in Crossovia, but you
needn’t be a citizen.
BENTLEY
TURBO R
Buying a ’90s Bentley for £16k is
such a bad idea, your friends and
family will assume you’ve taken
leave of your senses. But in among
all the hideous bills and the endless
breakdowns and the ruinous
fuel costs, there might even be
fleeting moments of something
approaching enjoyment. Because
you’ll be swanning around in a
Bentley that you own and only you
and a small number of onlookers
will know you paid no more than
the price of an Arona to buy it. Then
it’ll stop working again and you’ll
wish you bought the bloody Seat.
WE FOUND 1991 Turbo R,
77,000 miles, £15,695

50 AUTOCAR.CO.UK 1 MAY 2019

 NEW SUVs vs THE FIELD BUYING USED
FIAT COUPE
TURBO
Designed by Chris Bangle during
his Zorro phase, the Fiat Coupé
is instantly recognisable with its
distinctive wheel-arch slashes.
The Coupé might never achieve
classic status but, after so many
were unforgivably wiped out by the
scrappage scheme a decade ago, it
has become quite rare. Accordingly,
values are slowly on the up. Most of
the surviving cars are Turbo models
and they start today at around
£4000. Double that and you’ll find
far tidier examples, although the very
best Coupés now come with hefty
five-figure asking prices. Not the sort
of car you buy without doing your
research first.
WE FOUND 1998 Coupé Turbo,
98,000 miles, £7995

BMW Z4M COUPE

The one you really want is the Z3M
Coupé but, with values having long
since risen beyond the £20,000
mark, you’ll have to put up with the
newer Z4M Coupé instead. The later
car didn’t get the Z3’s distinctive
breadvan roofline, but its rear end is
a brilliant piece of design in its own
right. Beneath the bonnet you’ll find
the same glorious 3.2-litre straight
six that powered the E46 M3 and,
much like that car, values are only
going one way. Spend £16,000 today
and get your money back, with
interest, two years from now.
WE FOUND 2007 Z4M Coupé,
87,000 miles, £16,700

VERS THE SUV-SIGN

JAGUAR XFR
When it was new a decade ago, the XFR was like a promise
from Jaguar to all of us. It foretold what a new, modern Jag was
capable of and what its next generation of cars might be like.
There had been fast Jaguar saloons before, but none that was
as quick and agile one moment, then as effortless and refined
the next. Shoved along by a supercharged V8 that developed
more than 500bhp, it was seriously quick as well, while its
ultra-modern cabin was about as far removed from the olde
worlde Jaguar cockpits of yesteryear as it was possible to get.
WE FOUND 2009 XFR, 70,000 miles, £13,995

MASERATI
QUATTROPORTE
There have been faster saloons and others still
that were sportier to drive, but rarely has there
been a saloon as stylish as the fifth-generation
Quattroporte. While its German rivals were
clinical and even a touch sombre, the Maserati
was charming and characterful (mostly because
it was powered by normally aspirated V8 with
close to 400bhp). It achieved the notable feat of
being both exceptionally long and very cramped
in the rear, while the ride was never quite as
smooth as it should have been. But £12k doesn’t
seem like much for a car as elegant as this.
WE FOUND 2005 Quattroporte,
50,000 miles, £11,950

1 MAY 2019 AUTOCAR.CO.UK 51

 2YHU

a 
-),,)/
$335 .
29('
 NEW SUVs vs THE FIELD BUYING USED
ALFA
ROMEO
ROADSTE RS SPIDER
Alfa’s dinky
roadster was on
sale for almost
30 years. It first
appeared back in 1966 and it wasn’t until 1994 that production
was wound up. Across its four generations, you can actually see
the evolution of European crash legislation because, while the
1960s original was disarmingly pretty and delicate, the newer
versions look heavier and chunkier, like they’re wearing armour.
Inevitably, our budget will only stretch to a fourth-gen model, but
even a very late Spider is a desirable thing. It’s a drop-top Italian
sports car with a cammy four-cylinder engine, after all.
WE FOUND 1992 Spider, 49,000 miles, £15,000

LOTUS ELAN
Tell a sports car enthusiast of a certain age you drive a Lotus Elan and he’ll go weak at
the knees. He will quickly regain his composure when you clarify it’s an Elan M100, the
front-wheel-drive version that was launched in 1989, and not the iconic 1962 original.
Still, the newer Elan was a piece of Lotus history in its own right and it still looks pretty
today, thanks entirely to the incomparably skilled hand of designer Peter Stevens. In this
instance, you would have to try quite hard to spend more than £16,750. The cheapest cars
cost only £6000.
WE FOUND 1990 Elan, 30,000 miles, £13,995
HONDA S2000
Spiky handling and a driver’s seat that was set a couple of inches
too high did detract somewhat from the S2000 experience, but
the VTEC engine howled like a lunatic all the way to 9000rpm
and the manual gearshift was just so. Honda’s roadster was an
imperfect car, but a seriously characterful one. In fact, it’s the
perfect antidote to today’s tunelessly turbocharged sports cars
with their effortless paddleshift transmissions. You will find
S2000s listed for £6000 or so, but spend £10,000 and you’ll get
a well-cared-for car that won’t shed any value.
WE FOUND 2006 S2000, 76,000 miles, £9995

LANCIA DELTA
HOT INTEGRALE
HATCH ES It may be hot hatch royalty but, with five doors, a generous
boot and four-wheel drive, the Delta Integrale is really just
a crossover without the ride height. Although they’re all
left-hand drive. And if you use it through the winter, it will
mostly dissolve before the end of February. But you just won’t
care because, every time you walk up to it, you’ll spot those
delicious box arches and whenever you drive it, you’ll feel
like Miki Biasion. These cars are firmly into modern classic
territory and values reflect that, although £15,000 is still
enough for a leggier ’Grale.
WE FOUND 1989 Delta Integrale, 118,000 miles, £14,600

HONDA CIVIC ALFA ROMEO 147 GTA

TYPE R (EK9) No roadster or coupé will ever be as usable as even a small
crossover, but a high-performance hatchback will get close
Everything you need to know enough. The 147 GTA was never especially well regarded in
about the EK9 Civic Type R can its day, mostly because the chassis didn’t do an especially
be expressed in just one vital good job of putting its 247bhp down to the road. But what an
statistic: 118lb ft of torque at engine: a 3.2-litre V6 that actually looks as good as it sounds.
7500rpm. That pretty much The 147 GTA might
makes its 1.6-litre inline four well be one of the
a motorcycle engine. And then prettiest hot hatches
there’s its peak power output of all time and prices
of 182bhp, which arrives at are holding firm. You
8200rpm. The original Civic won’t find one now
Type R didn’t even pretend to be a for much less than
daily usable hatchback, preferring instead to be as focused and as uncompromising as a £10,000.
purpose-built sports car. It even had a seam-welded body to improve structural integrity. WE FOUND 2003
The EK9 was never sold here but plenty have been imported. 147 GTA, 82,000 miles,
WE FOUND 1998 Civic Type R, 121,000 miles, £9000 £9995

1 MAY 2019 AUTOCAR.CO.UK 53

ODDITIES ANTI-
OSSOV E RS
CR

VW PHAETON
A large executive saloon isn’t very odd at all, but the Phaeton’s backstory certainly is. It exists because former
Volkswagen chairman Ferdinand Piëch agreed with himself that it should. Very good things have transpired
when Piëch has done something just because he wanted to, such as Porsche winning Le Mans for the first time.
One of the challenges he set for his engineers was that the Phaeton should be able to be driven at 186mph for eight
hours in 50deg C heat, while keeping the cabin at room temperature. An OEM like Volkswagen will probably
never take a gamble like this again.
WE FOUND 2007 Phaeton V6 TDI, 45,000 miles, £10,000
LANCIA THEMA 8.32
There can’t be many more unusual cars than a boxy luxury saloon with a Ferrari V8 up front. Mounted
transversely, no less, because it drives the front wheels. It’s as though Lancia built the 8.32 as a prank (‘8.32’ is a
reference to the engine’s eight cylinders and 32 valves). Running costs today will be astronomical and you’ll be
very lucky indeed to find an original UK car because, according to reports, only 10 were ever sold here. Prices are
creeping up and you’ll need to spend around £10,000. Another one to file under ‘never to be repeated’.
WE FOUND 1987 Thema 8.32, 64,000 miles, £10,750
RENAULT AVANTIME
The trouble with calling a car Avantime – which
isn’t a word at all but basically translates to
‘ahead of its time’ – is that you’re declaring
the car in question to be a groundbreaker, or
a trendsetter. Back in 2001, Renault clearly
believed the Avantime would initiate a shift
across the market towards MPV-style cars with
only four seats and three doors. Remarkably, the
concept didn’t catch on. But it’s impossible to
dislike the Avantime, not least because it comes
from a time when car makers would play and
experiment, then bring those experiments to
market. These days we get identikit crossovers.
WE FOUND 2003 Avantime V6,
100,000 miles, £4500
WHY SO POPULAR?
Crossovers and SUVs have
become as popular as they have
for a number of very good reasons
that are difficult to refute, but
also one or two that are not so
logical. Perhaps the best reason
of all for choosing a taller car over
a comparable hatchback is the
loftier seating position, which
gives a far better view of the road
ahead and really can make you feel
safer. These cars are easier to get
into and out of, they’re less of a
strain to load heavy bags into and,
as anybody who has ever worn a
skirt and tried to elegantly extract
themselves from a very low car
will tell you, better for personal
modesty as well.
It must be acknowledged,
however, that a good number of
crossover and SUV buyers choose
such cars because they have a
status attached to them. They look
more like prestigious 4x4s than
a city car ever will, even if they’re
actually not much bigger or any
more expensive.
These cars do have their
drawbacks, though. In fact,
in engineering terms, they’re
fundamentally compromised. Their
frontal areas are greater, which
has a very real impact on fuel
efficiency. They are heavier than
conventional hatchbacks but offer
little more, if any, space inside, and
they have higher centres of gravity
as well. What’s more, studies have
shown that tall cars pose more of a
risk to pedestrians. But buyers are
voting with their chequebooks and
it’s clear that for a great number
of people, those compromises are
easily overlooked.

54 AUTOCAR.CO.UK 1 MAY 2019

 NEW SUVs vs THE FIELD BUYING USED

BUT IF YOU MUST

HAVE A NEW SUV…

TOYOTA HILUX
If you absolutely must get to a stranded flock of sheep in a flooded field
at night, or deliver urgent medical supplies to a remote African village, or
transport six insurgents and their AK-47s to a border post, you use a Toyota
Hilux. A conflict between Chad and Libya in the late 1980s has become known
as the Toyota War because of the ubiquitous use, on both sides, of the Japanese
marque’s off-roaders as ‘technicals’ – light improvised combat vehicles. Categorising all of the new
Toyota’s pick-up has been in production since 1968, making Hilux one of the crossovers and SUVs that seem to
oldest ongoing nameplates of them all. appear at a rate of one a week is no
WE FOUND 2013 Hilux, 80,000 miles, £14,900 small task, not least because these
cars are actually designed to fill
niches within niches. We split the
affordable end of the crossover and
SUV market into four segments:
compact crossovers, compact
SUVs, crossover hatchbacks and
family SUVs.
As has already been mentioned,
our pick of the compact crossovers
right now is the Seat Arona, despite
its bland interior and unremarkable
handling. But it scores highly for
refinement and interior space. The
Renault Captur and Mazda CX-3
are highly commendable.
Compact SUVs are a little
bigger and perhaps a touch more
rugged as well, with some degree
of off-road ability. Best of the lot
is the new Range Rover Evoque,
which recently knocked the Volvo
XC40 off the top spot. They lead
the class ahead of the Mazda CX-5
and Volkswagen Tiguan.
Of the crossover hatchbacks –
bigger than compact crossovers
but unlikely to venture off road
– the Seat Ateca is our favourite.
It does everything a buyer in this
sector could want it to do, with
plenty of cabin space, attractive
SUBARU styling, good economy and

FORESTER STi affordability all on its side. The

Volkswagen T-Roc and Nissan
The Forester STi is a supremely Qashqai are the best of the rest.
practical vehicle with a large boot Family SUVs are the do-it-all
and room for the whole family. It’s cars. As well as being very well
tough, rugged and hard-wearing. suited to family life, they’re
With four-wheel drive, it will also comfortable on longer journeys,
find its way out of the muddy field they can be used for towing and
or snowy back road that’s left most they have some appetite for a
other cars stranded. Quite how it muddy track as well. The Audi Q5
could be improved as a family is the best, a classy all-rounder
wagon is hard to say. It just happens that scores well for comfort and
to have a 260bhp boxer engine and refinement. It just about keeps
a limited-slip differential in the rear its nose ahead of the BMW X3
axle. The Forester STi was never and Jaguar F-Pace.
officially sold here but so many
have been imported, you won’t
struggle to find one.
WE FOUND 2007
Forester STi, 71,000
miles, £11,995
MITSUBISHI PAJERO EVOLUTION
Even the untrained eye will recognise that the Pajero Evolution is no
crossover. It has huge tack-on wheel arches and an enormous bonnet
scoop and a funny metal plate at the front. Whereas the average crossover
is designed primarily to transport young mothers across town, the Pajero
Evolution was built to win the Dakar Rally. Which it did, on 12 occasions.
It’s powered by a 3.5-litre V6 that’s good for 276bhp and a lumpy 257lb ft of
torque – and as if there were any lingering doubts as to the Pajero Evolution’s
intended purpose, its seats are stamped ‘Recaro’.
WE FOUND 1997 Pajero Evolution, 61,000 miles, £12,990

1 MAY 2019 AUTOCAR.CO.UK 55

VETTING
PROCESS
The Future Terrain team are doing something
more important than winning cups: they’re
helping to rehabilitate injured armed forces vets.
James Attwood watches them storm the Sahara
PHOTOGRAPHY LUC LACEY

56 AUTOCAR.CO.UK 1 MAY 2019

 FUTURE TERRAIN MOTORSPORT
Grant White jointly founded Future Terrain
Several
team members
admit they were
sceptical when told they’d
be rallying Dacia Dusters. That
quickly changed. “I’m a Disco
guy, but I’ve been blown away,”
says Scott Garthley. “The Duster
is capable of so much more
than you think. It’s a good
analogy for the
team.”
in 2016
he hardscrabble town
of Boudenib, the base
T for the opening stages
of this year’s Carta
Rallye, is nestled on
the edge of the Sahara desert, 10
miles or so from the Algerian border
in the far east of Morocco. Not that
you’d know it from the weather.
As the assembled crews prepare
all manner of outlandish rally-
raid machinery for the seven-day,
1250-mile marathon, including
Dakar-honed Mitsubishi Pajeros,
spaceframe buggies and monstrous
trucks, the rain is lashing down, a
bracing wind is causing havoc and
the desert scrubland has become a
Glastonbury-esque mud bath.
In the unexpected downpour,
the spirits of the competitors are as
leaden as the grey skies. But one crew
stands out – and not just because,
amid all the heavily modified rally
cars, their three Dacia Dusters look
as though they’ve been wheeled in
from a showroom. They’re briskly
carrying out their tasks with no
regard for the rain, pausing only to
trade jokes and banter.
“This is what we do,” says Scott
Garthley, shrugging. “It’s just basic
training for us.” Given the 14 members
of the Future Terrain team are all
current or former military service
personnel, he’s not exaggerating.
Many of the team have severe
physical injuries. Others have mental
injuries, such as post-traumatic stress
disorder (PTSD). Yet there are no
complaints, no excuses. They’ve been
preparing for the Carta Rallye for
months. Rain isn’t going to stop them.
Future Terrain isn’t the first
motorsport initiative for injured
service personnel, or even the first
rally-raid one: Race2Recovery raised
money for charity by twice running
a team on the Dakar Rally. Although
inspired by that project, Future
Terrain is very different – and that’s
shown by the team’s desert orange
Dusters. “We’re here for motorsport,
but it’s a background to what we’re
really trying to achieve,” says
co-founder Grant White. “We could
be doing anything, really.”
White, a former British Cross
Country Championship (BCCC)
competitor, helped establish Future
Terrain in 2016 after meeting some of
the original Race2Recovery team. At
the time, BCCC crews could feature
a disabled driver or co-driver. The ◊
1 MAY 2019 AUTOCAR.CO.UK 57
 Briefings focus on well-being as well as rall
ying

It can’t rain on their
parade: this fails to
dampen team spirit
Δ charity successfully argued for
crews made up of two disabled
competitors. But while cross-country
rallying is the focus, there are no
Dakar ambitions. White says:
“What Race2Recovery achieved by
becoming the first team of amputees
ever to finish the Dakar Rally was
incredible, but the costs of competing
weren’t sustainable. Future Terrain
was inspired by their success but we
want to be more accessible and put the
emphasis on real-world training. We
hope we’re building on their legacy.”
By focusing on the BCCC, initially
in Land Rover Freelanders, Future
Terrain could reach 40-50 veterans
on a far more modest budget
compared with competing in the
Dakar Rally and appeal to a wider
audience. The team would run one
car in the event, giving passenger
rides in a second.
“The driving becomes a
background activity,” says White.
“Where the real magic happens is
in camp. It’s where people open up
about their issues.”
The push beyond the BCCC came
after Dacia supplied Future Terrain
with four diesel Dusters. Three
were ready for the Carta: one with a
competition-spec roll-cage (allowing
it to compete in the BCCC), two
To prepare
the Dusters for
competition, the team
had to completely strip out
the insides. The process took
them around 45 minutes
with external cages – quicker than Dacia’s
for use in demos technical staff thought
and events such as possible.
the Carta.
The Dusters allowed
Future Terrain to expand its
ambitions, but still at an accessible
level: the Carta Rallye is an amateur-
level event and the Dusters ran
in the GPS Cup section, in which
crews navigate between a series
of co-ordinates within a set time.
The emphasis is on navigation and
reading the terrain, rather than
flat-out driving. For armed forces
veterans, especially in the desert
environment, it’s familiar conditions.
The aim is to show veterans how
the skills they’ve learned serving
can be applied outside the armed
forces. “Being in the military is
consuming,” says White. “People
define themselves by their roles.
Once people leave, they need to
redefine themselves and that’s not
easy when you were the sniper or
explosives expert.”
It’s tougher still when you have
life-changing physical or mental
injuries. White says the armed
forces offer a “fantastic” support
network, but adds such support “can
re-emphasise the injury. We want
to pull people away from defining

Team-mates guide themselves by their injuries.”
the driver through The 14-strong Future Terrain
the tricky sections Carta team are a diverse group, with
varying service histories, injuries
and motorsport experience.
For example, Dan Grimes is
currently in the army, and it shows.
When the team encountered another
crew surrounded by local kids pelting
their car with rocks, Grimes jumped
out to scare them off through sheer
presence. Grimes joined the team
after hearing about it at the Defence
and National Rehabilitation Centre
in Nottinghamshire, where he’s
undergoing treatment for a severely
injured knee and ankle. His injuries
were traced to bone chips to his tibia,
sustained after a fall in a military
base in Germany. His injury went
undiagnosed for 14 years, during
which time he served in the infantry,
including two tours in Afghanistan.
Grimes doesn’t just look tough.
There’s Garthley, who suffered
multiple injuries from a scud missile
strike in Iraq in 2003. His injuries
caused ongoing heart issues and
recently required the amputation
of a limb. Garthley has carved out a
career as an HR manager but admits
he was “looking for something to get
involved with. The moment I saw
what the team was doing, I could see
the value. It’s teaching skills we can
take elsewhere.”
After a cold desert night,
conditions are still miserable the
following day for the start of the
event. To share the experience,
the team are three-up in the two
Dusters with external cages, with
two members in the third. They run
together on the stage, negotiating
their way through dried river beds,
large rock fields and steep hills.
Often, one or more team members
are out of the car, guiding it carefully
through. Progress is slow, but steady.
The weather improves, but the

58 AUTOCAR.CO.UK 1 MAY 2019


`
It’s important to show
that even when you have
injuries, you have value
a river bed but, once settled, get on
used to fix tanks for a living.
In war zones. Under fire.
Bodging a fix for a Duster
Rallye radiator? Easy.
Donkey derby? No, it’s the 2019’s Carta The problem is the bolts
holding the radiators,
shattered by the force of
team’s luck dips. Hobbled by a compacted, wet mud being pushed
damaged radiator, one Duster is into them. Had it been dry, it
forced to stop. The other two press wouldn’t have been an issue.
on, but the time lost means they don’t Whatley sorts a fix, but there
visit all the checkpoints in time. No are no spares and going out for the
shame in that: only one car in the second day with patched radiators
GPS Cup makes all 20 checkpoints. risks more substantial damage.
The lead Duster ends the day third. Dacia is Morocco’s best-selling car
It hasn’t been easy: 10 hours of brand, but local Dusters use pre-
non-stop, intense focus. George Euro 6 diesels, with different bolts.
Frost, dealing with leg injuries and Spares are sourced but won’t arrive
PTSD, has driven virtually the whole for 24 hours, so the decision is made
day. He’s exhausted but is “buzzing”. to sit out day two.
While the hobbled Duster is When White tells the team late that
lowered off a recovery truck, it’s evening, there is no grumbling, no
discovered one of the others also complaint. The following morning
has a damaged radiator. Crew chief – under blue skies – the team sets to
Sean Whatley is nonplussed. He work with a renewed purpose. The
FUTURE TERRAIN MOTORSPORT
W H O ’ S T H E C R A Z I E S T R AC E R O F A L L?
The Cross Country section of the
Carta Rallye featured a staggering
array of desert-honed machinery
– and each tackles the terrain in a
different way.
Spectating is easy: find a GPS
waypoint and the cars come to you.
We found one at a dried river bed, with
steep, rocky slopes on either side.
The classic Dakar off-roaders
– think jacked-up Toyota Land
Cruisers, Mitsubishi Pajeros and
Bowler Wildcats – have to slow and
pick a line for the descent into the
the power and use their 4WD to haul
themselves back out into the desert.
Crazier are the side-by-side
buggies, lightweight motorbike-
engined spaceframe machines. With
cars are checked, toughened and
worked on. And the team takes the
opportunity to offer more training
and personal development.
Ironically, it shows what Future
Terrain is really all about. “We
emphasise vocational training,” says
White. Every crew member has done
a Lantra off-road course, while many
attended a Dacia technical event or
did HSE-certified first aid courses.
“They’re qualifications that can be
used in other walks of life,” says White.
There’s also a focus on well-being,
led by former Dakar team manager
and military veteran turned life
coach Andrew ‘Pav’ Taylor. The
team are encouraged to reflect
and talk about their emotions and
experiences. Taylor’s lessons are
shaped by his experiences with
Race2Recovery. “I threw myself
into it for two-and-a-half years,” he
says, “but it just replaced being in
the forces, and when it finished, I
huge suspension arms, they attack
and crest the bank airborne, barely
lifting from the throttle.
Craziest? The lumbering DAF
FAV75 raid truck, which overcomes
the desert through sheer diesel-
powered might. Impressive, but not
infallible: shortly afterwards, it ends
its day wedged in a wadi. Brute force
only gets you so far out here.
Progress can be
slow but you still
need full throttle
struggled. I still had to transition. I
hadn’t learned to accept my injury.”
Taylor’s role is to help ensure that
Future Terrain provides members
with a step into a new life.
The resolve he’s charged with
helping to build in the team shows.
Spares sourced, the team return
to action on day three, and for the
rest of the event. And there is no
more stopping them as they battle
the elements, and perceptions – of
themselves and the Dusters – to
reach the finish in third, fourth and
fifth places.
But White notes: “Winning a
cup is not what we’re about.” It’s
more important than that – and
inspirational to watch.
“We have a responsibility:
it’s important to show that even
when you have injuries, you have
value,” says Garthley. “If we can do
something that inspires people, we
should do something about it.” L
1 MAY 2019 AUTOCAR.CO.UK 59
 Do ya feel lucky, punk?
It’s a question you’ve got to ask yourself when buying a used supercar. Your
answer may prompt another: shall I buy a warranty? John Evans reports
ituated in the heart
of Blackburn’s motor
S dealer district and
with a ground-floor
showroom filled
with classic and performance cars,
Warrantywise, a used car warranty
company, looks for all the world like a
car dealership.
Among the sports cars and
supercars on display are a Jaguar
E-Type and XKR cabrio, Mercedes-
AMG SL55, Honda NSX, Bentley
Continental GT and a Ferrari
458. There are Lister cars in the
mix, too (Warrantywise bought
the Cambridge-based sports car
manufacturer in 2013); most notably
a Knobbly and an LFT-666 prototype,
based on the Jaguar F-Type. The first
production LFT-666, one of 99 that
will be built, is awaiting delivery in
an area behind the showroom where
future LFTs will be produced.
I’ve come to meet Lawrence
60 AUTOCAR.CO.UK 1 MAY 2019
PHOTOGRAPHY MAX EDLESTON
Whittaker, the CEO of Warrantywise. Since 2002, it has also been covering How does Warrantywise calculate
Given his taste for expensive motors, supercars and, says Whittaker, has a premium on a hypercar for
I’m not surprised when he arrives
behind the wheel of a Rolls-Royce
Dawn. It seems that luxury cars and
“thousands” of them on cover.
However, in 2016, it put a warranty
on its first hypercar – a Bugatti
which very little publicly available
workshop and reliability data exists?
“When we took on the Veyron, we
the money to pay for them are not Veyron. The premium was £10,000. looked at our data on its close relative,
in short supply at Warrantywise, a Today, the company has around 20 the Bentley Continental GT W12,”
fact that may come as no surprise hypercars on its books, the latest to says Whittaker. “We researched other
to motorists sceptical of used car be covered being a Porsche 918. The supercars, too; in particular, hourly
warranties… premium was £18,000, compared labour rates, which can be as high
Perhaps sensing my unease, with the company’s current average as £350. The Veyron appeared to be
Whittaker, looking relaxed in hypercar premium of £15,000 a reliable car that, in all likelihood,
jeans and pullover, explains that and supercar premium of £2000. wouldn’t be driven very much, so
Warrantywise has thousands of
cars on cover and pays out 84%
of claims in full. If a customer
disputes its decision, they can appeal
directly to motoring journalist and
self-styled consumer champion
Quentin Willson, who helped design
Warrantywise’s policies. He receives
five calls a week.
Founded in 2000, the company
covers mostly mainstream cars no Bugatti Veyron premium was £10,000 Porsche 918 was even more: £18,000
older than 12 years or 120,000 miles.
 WARRANTIES INSIGHT
Warrantywise boss WARRANTYWISE TOP 10
Whittaker even SUPERCAR AND HYPERCAR
covers supercars CLAIMS BY VALUE

LAMBORGHINI AVENTADOR
ENGINE

£40,701
LAMBORGHINI
GALLARDO
ENGINE

If you can afford a

Murciélago, do you
£40,614
MCLAREN MP4-12C
GEARBOX

£26,000
need a warranty?

`
Warrantywise’s current average
LAMBORGHINI AVENTADOR
GEARBOX

£20,291
hypercar premium is £15,000 PORSCHE 911
ENGINE

a £15,052
PORSCHE 911 CARRERA 2
Warrantywise has a team putting £400 from every deal into
ENGINE

dedicated to its supercar and
hypercar business. They’re old hands
at spotting rogue claims.
“Recently, a customer rang us
wanting cover for his Ferrari 458,”
£11,750
my warranty fund. It forces me to
buy the best cars and prepare them
properly before they leave here.
As a result, by the end of the year,
NISSAN GTR
I’ve usually got around £20,000
GEARBOX

says Whittaker. “We usually quote an
individual claims limit of £20,000
but he wanted us to raise it to
£35,000 and for a specific part, too.
It was obvious the car had a fault so
£11,100
unclaimed in the pot.
“I’ve just sold a Porsche 959 with
3000 miles for £1.3 million. It’s got
the same warranty as all my cars. LAMBORGHINI AVENTADOR
If it develops a fault in the next 12
COOLING SYSTEM

we declined to cover it.”
The first sunny day in spring is
when Whittaker says a short prayer.
That’s the day hypercar claims are
most likely to occur.
£9928
months, the customer can take it
to his local Porsche centre and I’ll
pick up the bill.”
In fact, Mearn’s repair fund ASTON MARTIN DB9
sounds like something every GEARBOX

“These cars aren’t driven very
often, but when they are, it’s
generally on that first sunny day of
the year. The owners get them out of
storage and go for a blast. After six
£8315
private motorist could consider.
Put away £50 a month and at the
end of the year you’ve got a nice
little repair pot. Naturally, Whittaker LAMBORGHINI GALLARDO F1
has his doubts. E-GEAR ACTUATOR

we judged it to be a good risk.”
Whittaker claims that
Warrantywise is able to cover
supercars and hypercars because
in 2004 all of its policies ceased
to be underwritten by insurers,
who are more risk averse. In their
place, Warrantywise stepped in,
calculating premiums and paying
claims directly from its income.
However, it’s a business model that
can occasionally take a big hit.
“We had a McLaren MP4-12C
on cover that developed a gearbox
problem,” says Whittaker. “Our
engineer judged it was a simple
matter of an oil seal costing about
£50. We asked George Lister
Engineering to make and fit a
replacement seal but the gearbox
software didn’t recognise it, so the
car remained in limp-home mode.
McLaren told us the only solution
was to replace the gearbox. It cost
£26,000, including fitting.”
months without turning a wheel, it’s
not surprising some of the cars don’t
make the first corner.”
Meanwhile, not every supercar and
hypercar driver is persuaded of the
benefits of a used car warranty.
“What would I want one for?”
asks David Harris, the owner
of a Lamborghini Murciélago
LP640 worth £215,000, when I
contacted him following my visit to
Warrantywise. “I did get a quote from
Warrantywise – they wanted £4000
for 12 months’ cover – but my feeling
is that a person who can afford to buy
and own something as expensive as
a Murciélago can afford to repair it.
Simply, if it goes wrong, you fix it!”
Andrew Mearns, owner of Gmund
Cars, a specialist Porsche and VW
dealership in Knaresborough,
Yorkshire, has his own solution to
supercar and hypercar warranties.
He funds his standard 12-month
warranty entirely from the business.
“I believe warranty companies’
instinct is not to pay claims,” he says,
“so I’ve cut them out and fund my
own warranty from every car I sell,
“When customers suggest it, I say
half the time you’ll get away with it
but the other half, you won’t.”
Me? I like a flutter… L
T H E Y ’ V E G O T I T C OV E R E D
Don’t fancy an independent used car
warranty for your supercar? Here are
six offered by manufacturers.
FERRARI
It’s possible to cover a Ferrari with
a transferable warranty, called New
Power15, for up to 15 years from the
date of first registration. Approved
used Ferraris up to 13 years old are
sold with a two-year factory-backed
warranty.
LAMBORGHINI
Lamborghini’s approved used car
programme offers a 12-month
warranty, extendable to 24 months.
McLAREN
It offers a manufacturer-backed and
£7437
transferable warranty with no claims
limit and no excess to pay.
ASTON MARTIN
Its extended warranties include
Premium for cars up to 15 years old
and Classic for cars over 15 years.
PORSCHE
Porsche offers an extended warranty
for cars no older than 15 years,
subject to the car undergoing a
mechanical inspection.
B U G AT T I
The Loyalty Maintenance
Programme offers servicing
packages to complement a factory-
backed warranty for vehicles up to
15 years old.

1 MAY 2019 AUTOCAR.CO.UK 61

 YO U R V I E WS
Shanghai surprise
I read your excellent online coverage
of the recent Shanghai motor show
with great interest. This event, staged
biennially with the one in Beijing,
is like a kind of Chinese Frankfurt
show – vast in both physical scale
and commercial scope.
It’s amazing to see how the likes of
LandWind and Zotye seem to have
evolved out of the copycat phase
and are delivering some genuinely
original vehicles. Aesthetically, they
may still be on an upward curve but,
by golly, they are learning. Amazing,
too, to see a raft of sports car concepts,
many electrically propelled, in a
market where we’ve long been told
there’s no demand for such models.
Which brings me neatly to my
topic: where was SAIC at what is
surely the automotive behemoth’s
home show? I have no doubt it
was there on the stands of its local
General Motors and Volkswagen
partners, but there was nothing
in your report about the SAIC self-
managed brands, including the
China-only Roewe and the export
champion MG. Two years ago at the
previous Shanghai show, we were
frankly shocked and amazed by the
promise of the striking all-electric
MG E-Motion Coupé and it was
suggested we’d see a production car
by 2019. Yet here we are and it seems
there is absolutely nothing to report
about MG in particular at this year’s
show. What’s the problem?
John Miles
Via email
Nothing remiss. It simply didn’t have
any new cars to show after a busy
year last year. In China, MG had
already sold 55,000 cars to the end
of March, which is up on last year.
It’s a big brand there and growing. It
wouldn’t be the first car maker not to
put a fanciful concept into production,
either – MT
In defence of Khan
Seems unfair to describe London
mayor Sadiq Khan as “strutting,
self-regarding” (My Week in Cars, 17
April) when what he is trying to do is
clean up air quality in the capital. As
New Alpine A110 is sweetness and light
62 AUTOCAR.CO.UK 1 MAY 2019
WRITE TO
autocar@haymarket.com
LETTER OF THE WEEK
Is Norris more interesting than a GP?
Snook (Letters, 10 April) asserts why
he thinks that one should prefer a
Porsche Cayman S (“more power...
better seats...better sat-nav...prettier
bodywork”) to an A110. Crucially,
however, Mr Snook has overlooked
the 327 reasons to prefer the A110 –
327 being the number of kilograms
fewer that the A110 weighs than the
Cayman S.
Perhaps the nickname ‘Porker’ is
WIN more apt than one presumed.
The car in front… Letter of the week
wins this ValetPRO
exterior protection
Gary Williams
Richmond-upon-Thames
I had a Toyota GT86 until two years ago. I now
and maintenance kit
have an Alpine A110 with some 500 miles under Another lunar-tic
worth £48
its wheels. I enjoyed reading John Evans’ report
Recently, I had the opportunity to try the latest (‘Mondeo For Lunar-tics’, 10 April),
GT86 with upgraded brakes, damper/steering not least because it reflects my own
settings and so on. What a revelation! The purity experience with high-milers.
and precise weighting of the controls on the In February 2000, I bought a
GT86 and the senses they bring when driving Luton-built Vauxhall Cavalier LS
hard are just wondrous – and that magnificent turbo diesel with 95,007 miles on
manual gearshift. the clock. I was its third owner. I sold
Don’t get me wrong: the Alpine is a great it exactly six years later with over
drive but there are others that border on the same 301,000 miles showing.
brilliance. Yes, the GT86 would fall behind in I had known the guy who bought
outright performance terms, but the rest of its it from me for some years previously
dynamic package is still brilliant even after the passing of time and new (yes, we’re still friends!); and he did
entrants to this segment. So, Autocar, how about a back to back? at least another 20,000 miles in it.
I have ordered a Toyota Supra and will know in September if it is a The only problems I ever had
match for these two exceptional cars. were a radiator core rusted through
Colin Hunt and two split coolant hoses. Part
Via email of the credit for this goes to my
local Vauxhall dealer, York Ward &
a London resident and car enthusiast, people. State-of-the-art engineering. Jeep Wrangler’s Euro
I welcome his efforts. Every mayor Twenty drivers. Ten teams. The NCAP safety rating
wants a legacy, and making the air fit self-styled pinnacle of motorsport. rules it out for David
to breathe is surely a worthwhile one. And aside from the occasional brief
David Sutherland moment, spectacularly dull racing.
London I’ve followed and loved Formula 1
since the early 1970s, but over the
No wrangling with safety past few years, it has totally lost focus
I’m slightly surprised that the Jeep and, in doing so, also lost the plot.
Wrangler can be awarded four stars It’s a poor state of affairs when
and come second in your comparison an interview with Lando Norris (17
despite its one-star Euro NCAP rating April) was infinitely more interesting
(Road Test, 10 April). I wouldn’t go than the woeful Chinese GP. Not
near it because of that score no matter quite the 1000th anniversary we’d all
how good it is otherwise. have hoped for, methinks.
David Macfarlane Jonathan Little
Via email Via email
Formula dull Porker by name…
Well over a billion pounds a year. In his critique of Andrew Frankel’s
Thousands of incredibly talented ‘eulogy to the Alpine A110’, Anthony
 LETTERS
Rowlatt of Wellingborough, who kept

NEXT WEEK’S ISSUE

it in top order during my ownership. G R E AT R E A S O N S T O B U Y
To summarise, the purchase
price was £2600 and the sale price
was £250, which means annual
depreciation over six years was
£392. Can’t be bad!
Jimmy James
Wellingborough O N S A L E 8 M AY

Lion’s share
Hardly a week goes by without S P E C I A L F E AT U R E
Jaguar Land Rover (JLR) being in the
news for the wrong reasons.
The only solution, I think, is
a drastic one. The PSA Group is
interested in JLR and its potential
offer deserves serious consideration.
JLR needs platform-sharing and
electrification capabilities if it is to
survive long term. There’s currently
no model beneath the Range Rover
Evoque and Discovery Sport to bring
new customers into the brand and
become loyal. The PSA Group also
has plenty of platforms ready to go to
rejuvenate the Jaguar brand.
There’s the niggling quality issues,
too, so often talked about. Also,
there’s potentially an opportunity
to increase capacity in the UK, with
Vauxhall’s Ellesmere Port, and the
Honda plant up for sale. At the heart
of JLR is its Britishness.
JLR needs urgent help – and
Speed limiters: will they really ruin our fun?
there’s a willing partner available. We look at the upcoming world of speed limiters – while
Seize the opportunity.
Casper Gorniok Andrew Frankel proves that you can have fun in a slow car
Via email
USED SPECIAL FIRST DRIVE
Plane lessons
Given the recent airliner crashes
that appear, according to statements
from Boeing, to have been caused by
autonomous safety software reacting
inappropriately and resulting in both
planes nosediving into the ground,
what lessons does the automotive
industry, licensing authorities and
insurance industry have to learn
about similar systems taking control
of motor vehicles?
Bearing in mind the aviation
industry is so safety focused, if these
systems can go wrong there, what are
the chances something similar could
happen in cars?
Brexit Brits BMW 320d M Sport
Lee Thickett Our best British used cars – a good UK’s favourite 3 Series driven here
Via email
deal all Brits can actually agree on… for the first time in its new guise
EVERY WEEK

R OA D T E S T USED BUYING GUIDE FIRST DRIVE

CONTENTS SUBJECT TO CHANGE

Maserati Levante S Last of the original Minis Audi R8 Spyder

It has had an extensive facelift, but How to get the original Mini at its latest Revised Audi sports car loses its
is it worthy of your consideration? (we mean 1990s) and possibly greatest roof and meets our testers

SUBSCRIBE autocar.co.uk/subscribe or see p24

1 MAY 2019 AUTOCAR.CO.UK 63

KIA CEED
KIA CEED
Three different models in six months
gave us valuable insights into why you
might – or might not – want to buy a Ceed
FINAL REPORT MILEAGE 2800
WHY WE R AN 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
e all like a bit of surprise
W and delight in new cars.
Whether it’s a dazzling
new feature, clever bit
of tech or sumptuous materials,
sometimes a bit of ‘wow’ factor is
worth the expense.
But for some, of greater
importance when buying a model
is the knowledge that whatever
situation you throw it into, it can
handle it with the minimum of
drama and fuss. Something that just
works – no foibles, no aggravation,
64 AUTOCAR.CO.UK 1 MAY 2019
O U R CA RS F E AT U R E D T H I S W E E K
McLAREN 720S MERCEDES-BENZ A-CLASS
no distractions. Something like the
new, third-generation Kia Ceed.
During the past six months, I have
become intimately familiar with
the Ceed range as a whole, not just
one specific model. I was spoiled
with luxuries hardly befitting a
humble family hatch with a top-spec
First Edition model, before going
utilitarian and swapping that for the
other end of the spectrum: the base
1.0-litre petrol in entry-level 2 trim.
Originally, that second car was
meant to last me until the end of
March, but it was not to be. During
a weekend of healthy snowfall and
ice build-up, the need to take evasive
action to avoid an out-of-control
Audi Q5 coming around a bend over
the white line put the Ceed into a
frustrating, unavoidable low-speed
MG ZS MINI 5DR HATCH
trajectory off the road into a ditch.
When Kia took it back for repairs
and said we’d be unable to get an
identical-spec car to replace it in time
to complete our test, we thought we’d
try the only non-performance engine
left in the line-up: the 1.6-litre diesel.
That has almost become a bit of
a dirty word in recent years, hasn’t
it? Knee-jerk government reactions
to concern over local pollutants (not
really a problem with the latest EU6d-
temp cars) mean this engine no
longer takes the lion’s share of Ceed
sales. But should that be the case?
Our lower-powered 1.6-litre diesel
is around £1200 pricier than the
TOYOTA LAND CRUISER
Lawrence was a big
fan of the Ceed’s
driving environment
identical-spec 1.0 that met a fateful
end in February. That’s a fair sum
for something that is no faster on
paper and needs to be filled with
fuel that’s currently 10 pence a
litre pricier. But factor in that the
diesel has proven to be a healthy
15-20mpg more economical on the
same journeys and, given my annual
mileage, it’s still the rational (if not
the emotional) choice.
It also feels faster thanks to
207lb ft of torque (versus 127lb ft for
the 1.0). Refinement is decent once
the motor has warmed up, although
I do miss the three-cylinder petrol
 Plush First Edition blue TEST DATA L OV E I T
car was succeeded by
a base-spec 2 red one KIA CEED 1.6 CRDi 2
TEST STARTED 29.9.18
Mileage at start 959
Mileage at end 2800
PRICES
List price new £19,850
List price now £19,850
Price as tested £19,850
Dealer value now £15,130
Private value now £14,455
Trade value now £13,760

None
OPTIONS
ECONOMY
Struggled to get to 45mpg in the 1.0
FUEL CONSUMPTION AND RANGE
Claimed economy 58.9mpg
petrol, so an easy 65mpg at a cruise
Fuel tank 50 litres
from the diesel was welcome.
Test average 61.4mpg
Test best 64.2mpg
Test worst 57.5mpg
Real-world range 665 miles
TECH HIGHLIGHTS
0-62mph 10.6sec
Top speed 116mph
Engine 4 cyls, 1598cc,
diesel
Max power 114bhp at 4000rpm
Max torque 207lb ft at 1500rpm
Transmission 6-spd manual COMFORT
Boot 380 litres Wheels might give away its entry-
Wheels 16in, alloy level spec, but the chunky sidewall
Tyres 205/55 R16 smooths out the low-speed ride.
Kerb weight 1388kg
SERVICE AND RUNNING COSTS
Contract hire rate £190
CO2 99g/km
Service costs None
Other costs None
A windscreen was
Fuel costs £176.00
replaced but the
Running costs inc fuel £176.00
Ceed was fault free
Cost per mile 9.6 pence
Depreciation £6500
` Cost per mile inc dep’n 46.6 pence

It does 95% of what a VW Golf can do for a Faults None

PREVIOUS REPORTS CABIN
Not groundbreaking but a haven of
chunk less cash, and with more standard kit 17 Oct 2018, 14 Nov, 28 Nov, 2 Jan 2019, 23 Jan,
6 Feb, 6 Mar intuitive switchgear and the driving
position is tremendously comfy.
a
SECOND OPINION regardless of spec, is a tremendously memory foam mattress into the back L OAT H E I T

Before I had a chance to
try the regular Ceed, the
sporty Proceed really
impressed me in how it drove. And
while this hatchback long-term car
was of the most basic spec, traces
of that neat handling and tied-down
ride promise were evident. I much
preferred the Proceed’s turbo petrol
engine to this diesel, though. KC
motor’s willing thrum. However,
there are a couple of reasons why you
might not choose the diesel.
The first is the long, economy-
biased gearing that admittedly
helps it to be one of the most frugal
real-world cars around, as it sits at
barely over 2000rpm at 70mph. My
commute involves a fair bit of 30mph
driving and, in fourth, the revs are
too low to be comfortable at that
speed. You can drive around that, of
course, but the trait you can’t drive
around is the extra weight over the
nose. It’s still a tidy handler, but the
diesel loses some of the petrol’s fleet-
footedness and the steering feels less
positive on turn-in.
What the Ceed has always been,
fuss-free and welcoming place to
sit after a long day in the office. Kia
hasn’t succumbed to the style-over-
substance cabin design favoured by a
number of rivals (PSA, we’re looking
at you), which is just fine by me:
the touchscreen isn’t the dominant
control point and switchgear
placement is so logical that you
genuinely never need to take your
eyes off the wheel. My stress levels
benefited from that.
Other ways the Ceed was quietly
excellent? The ride smoothness
brought about by the base model’s
16in wheels was very welcome on the
cratered, post-winter roads. It also
meant no cabin rattles (unlike the
bigger-wheeled First Edition).
The Ceed has more than proven
itself as a practical offering. A recent
airport trip for a holiday loaded it up
with four six-footers, each carrying
two weeks’ worth of luggage, with
which the Kia was just about able to
cope thanks to one of the most usable
boots in its class. Drop the false floor
and four decent-sized suitcases can
be squeezed in with a healthy shove
of the tailgate to get it closed. On
another occasion, I was able (with
a bit of trimming) to squeeze an old
DEPRECIATION IS CALCULATED FROM TAKING THE TRADE VALUE FROM THE ORIGINAL LIST PRICE MINUS OPTIONS
with the seats folded flat. All this
and yet Kia still manages to do what
many others don’t and fit a spare
wheel in the back. Little things.
If I could criticise the Kia, it’s that
there’s little to get excited about.
It’s a very competent drive but
never something you relish getting
behind the wheel of (particularly
in diesel form). The design is smart
and nicely resolved, but not one of
Peter Schreyer’s boldest efforts. And
none of the powertrains is notable STYLING
for being anything other than quite Without the First Edition’s fancy
smooth and acceptably powerful. lights and bright blue paint, the base-
It’s clear that Kia benchmarked spec car looks a bit anonymous.
the Volkswagen Golf with this car:
it’s similarly well rounded and well
thought through, but just as unlikely
to thrill or intrigue. What’s great
about the Kia, though, is that it
does 95% of what a Golf can do for
a chunk less cash, and with more
standard equipment. We know Kia
can do value but, with this generation
of Ceed, we also know it can do
simplicity, smartness and solidity.
LAWRENCE ALLAN BLUNTED BY A FULL LOAD
Not a ‘loathe’, but loading up with
luggage and passengers exposed
OWN ONE? SHARE YOUR EXPERIENCE our 1.6 diesel’s modest output.
lawrence.allan@haymarket.com

1 MAY 2019 AUTOCAR.CO.UK 65

 



  1  .(
!( 1).!( )(2 4 . ('

 9>,*9(  0B 8 ?F E 89  8* .,E . 0A8> 0A9  8B*  

.,E 8.(*9  , 8 A22,E  0A C*,,  >( $89> 8 '*9> 8  + 2 8
 09> + 9 . 0 ,9  8> D(.'  ,0- 
,,  209*>9 . ,. 9 2* *8 > >0 0A8  , 89  0  9


 -/0" 
 -0*/ 
 -0/ "

"0$ ""$ $
        
9( 28* 9( 28* 9( 28*
-00 -0/5/" -0/*


? 

?%  1%F )  



 16%  
 ? ?%  
 3<1FF
4 
&&6!3;6?4 

;%6:3&6?4  3<1FF
4 
?:6@3:6;4 

&!6:3%6!4  3<1FF
4 
?:6@3:6;4 

%%6&3%6@4
  %;6%3%6F4 @11& <
   &&613;6&4 @1&; <
   &;6?3;6F4 @1&F <



 -/0* 
 -"*  
 -0"

+$ $ "/$
        
9( 28* 9( 28* 9( 28*
-+*/ -0" 0 -"*"

   @6F &FF  



 16%     
16F   % 
 3<1FF
4   1F13@6!4 @;& '<+-  3<1FF
4 
&@6!3;6;4 

;F613&6:4  3<1FF
4 
%@6?3%6&4 

:!6%3?6;4
  %@6?3%6&4 @1@? <
   ;%6:3&6?4 @/: <



 -  
 -+5 
 -0*

"$ "$ "5$
        
9( 28* 9( 28* 9( 28*
-00*++ -/0 -0+
  
@FF 
   @%F &
   %

   )&F 16% ?  
 3<1FF
4 
&16%3;6!4 

;@6!3&6%4  3<1FF
4 
??6;3!6&4 

&:613;6F4  3<1FF
4 
 

%@6F3%6&4
  %?6?3%6?4 @1@? <
   &F6/3;6/4 @1%/ <
   &;6F3;6@4 @1&& <




  

   
             


 




 -0*" 
 -/" + 
 -0+

""%0$ "0$ "0$
  "   "   "
9( 8* 9( 8* 9( 8*
-000 -0/// -05/
 ) 16%      
16%   1%F 
   16%   
 %
 3<1FF
4 
&:613;6;4 

;F613&6:4  3<1FF
4 
?:6@3:6;4 

%16&3%6%4  3<1FF
4 
&&6!3;6?4 

;%6:3&6?4
  %@6?3%6&4 @1@@ <
   &&6!3;6?4 @1&? <
   %;6%3%6F4 @11? <


   
      


   

   




 



 

 



( 4!1 2( #4 1)  #4 )!


 !. 3)) !( 4 .( . ! +  ,00+ > 0A8 . C C 9*> 6

5"// /+5*+/ 8* 9 088 > > >*- 0# '0*.' >0 28 996   6
 (*, 9 8 9(0C. #08 *,,A9>8>*0. 2A8209 9 0.,E6

,, 28* 9 7A0>  8 0. >( 80 *.6 1@ -0.>(9

!( .  ( &1!. !
80 >D . @F5 

%

%

MERCEDES-BENZ A-CLASS
Unfamiliar A-roads in an unfamiliar A-Class held no terrors for its latest custodian
MILEAGE 4650
WHY WE ’ R E RU N N I N G IT
To see if Merc’s Golf rival has come of
age – and to try to pick the ‘perfect’ spec
erfect timing. A stretch
P that included a decent
cross-country drive and
a long, sun-drenched
Easter weekend coincided with
a welcome stint in the editor’s
Mercedes A250 AMG Line, and a
golden chance to sample a hatch of
suitably warm character.
Last time I admitted to some
negligence in the cleanliness of my
previous Audi A6 Avant, but it turns
out I’m not the only one. Still, a couple
of hours cleaning off Mr Tisshaw’s
grime [road testing assessment
by-product, actually… – ed] was well
spent, especially with a couple of
juniors on hand to ‘help’. Washing
a car is always a great way to get to
know it, and a couple of thoughts
struck as I worked up a frothy lather.
If there’s a better set of twin five-
spoke wheels out there, I haven’t seen
them. Finished in AMG titanium
LOVE IT
LOO KI N G G OO D
Handsome from every angle,
but that ‘diamond’ radiator with
chrome pins is what really elevates
Mercedes beyond its rivals.
LOATHE IT
S PE E D LI M IT A SS I ST
Flashing speed limit signs on
the dash do remind you to curb
your enthusiasm, but mostly
they are distracting.
Smith’s helpers were the perfect
height to get those rims gleaming
grey, they offer a smart visual cue
to the potency of the 2.0-litre turbo
petrol that lies beneath a car of subtle
contours (and they’re easy to clean,
too). There’s nothing brash or vulgar
about this high-spec hatch and, while
you couldn’t really describe it as a
head-turner, the lack of extravagance
only makes it more appealing – much
like its rival Volkswagen Golf GTI,
in fact. These cars prove you don’t
always have to shout to be heard.
A-Class class continues inside,
with the dark interior finished
in Artico man-made leather and
Dynamic microfibre upholstery. The
sporty seats are firm but posture-
positive over distance. The controls,
via impressive twin-10.25in wide-
vision screens, are clear and natural
to use – although a good 10 minutes
were required for familiarity on my
first acquaintance.
The cross-country trip was a
well-trodden mid-week excursion to
the Williams Formula 1 team for a
forthcoming story. But rather than
setting off on my usual motorway
autopilot, I used this excursion to
test the sat-nav via an alternative
route on (to me) unfamiliar A-roads.
Good decision. In light mid-morning
traffic, the A250 proved an engaging
companion, picking up pertly from
junctions and roundabouts and
cruising with ease along the straight
bits. There’s nothing better than
getting out on the road when you’re
usually sat behind a desk.
In the odd queue at traffic lights,
I quickly learned the advantage of
the gear selector on the right of the
steering column. Pressing in for Park
when stationary saved both idling
emissions and the effort of placing
my right foot on the brake, then
flicking down for Drive immediately
roused the stop-start function into
a smooth and easy motion. Great
ergonomics, exactly as you’d expect.
At Newbury, the nav pointed
the Merc’s elegant nose towards
Wantage via the B4494. Again, good
decision. What a great road this is,
OUR CARS
and a brilliant no-contest alternative
to the grim, truck-infested A34.
On my return to the office, I raved
to colleagues about my ‘discovery’
– only to be told it’s a regular and
much-loved Autocar road tester
haunt… My hopes of a scoop were
scuppered. Ah well.
The undulating, well-sighted and
remarkably quiet stretch offered a
perfect moment to switch from Eco
and Comfort mode to Sport, and
as you’d hope from such a car, the
difference was palpable. The rising
revs offered a pleasing soundtrack to
the taut handling and quick steering,
and a grin had spread by the time
Wantage was all too soon upon us.
Proof once again that on the right
road in the right car, you don’t have to
break the speed limit to enjoy driving
– and it tasted like more.
That feeling was shared by the
family over Easter, with reports
from the rear of ample leg room
and a comfortable ride as we used
the A-Class for a few short trips. By
the end of the long weekend, it was
clear no one wanted me to give this
car back – and I haven’t as yet. So in
your own time, Mr Editor. Happy to
babysit for as long as you need.
DAMIEN SMITH
TEST DATA
M E RCE D ES - B E NZ A250
AM G LI N E
Price £30,465 Price as tested £35,170
Faults None Expenses None
Economy 40.3mpg Last seen 24.4.19
OWN ONE? SHARE YOUR EXPERIENCE
damien.smith@haymarket.com
1 MAY 2019 AUTOCAR.CO.UK 67
 



     

    
 
  

      
     

          
 
            
      
   


            


MG ZS
It’s winning over its photographer driver – and not just for its boot
MILEAGE 5435
WHY WE ’ R E RU N N I N G IT
To see if reborn MG’s poster child is
as easy to live with as the established
names in the class
efore becoming
B custodian of this MG,
I’d been the (temporary)
keeper of the keys for
the Autocar Ford Fiesta ST for a
few weeks. Britain’s best affordable
driver’s car was suitably impressive
and reflected well on its maker. Even
the diesel-powered Ford Focus I’d
run before the ST could entertain
on a decent stretch of road. So the
question I’ve come back to more than
once now I’m running the MG SUV
is: can it offer anything close to the
driving pleasure of Ford’s finest?
And you know what? Even though
the ZS might not be particularly
exciting to point down the sort of
roads you use on the way to the more
remote Autocar photo shoots, I’ll
admit I’m warming to it. It’s not a
head-over-heels type affair by any
means, but it’s difficult not to respect
LOVE IT
CAPACI OUS BOOT
I still haven’t tired of the sheer
amount of boot space on
offer. Packing and unpacking
photography kit is a breeze.
LOATHE IT
N O FAN O F TH E FAN
The air-con fan can be a bit
asthmatic. At times, it quite vocally
sounds out of breath – irritating
when I’m listening to the radio.
Touchscreen is clear and easy to read
what the MG can do given the fact
that, even in top-spec Exclusive
guise, it costs a reasonable £17,495.
Get a bit of a trot on and there’s
nothing cheap about the way it
conducts itself. Vertical movements
over crests are tidily controlled and
shorter, sharper compressions don’t
leave me fretting about whether I
might have inadvertently shortened
my spine. In its primary ride, there’s
really not much that offends – handy
given the amount of time I spend
slogging up and down motorways.
And although it absolutely isn’t a
Fiesta ST, the ZS can corner with a
surprising amount of enthusiasm.
Again, body roll is mitigated tidily
and there’s more than enough front-
end grip on offer. There are three
different settings to alter the steering
weight, too: Urban, which makes it
almost unnaturally light but is handy
for parking; Normal, which is, um,
normal; and the heavier Sport setting.
It took me a bit of time to figure
out how to cycle between the
different modes, because there’s no
physical button to do so anywhere
in the cabin. Instead, there’s a sub-
menu within the infotainment
software, which you access via
the 8.0in touchscreen. Finding
it is a bit too convoluted for my
liking and it can be fiddly on the
go, even though the screen itself
is impressively clear and easy to
read. In any case, I’m now at the
point where I just leave it in Sport
mode. This is mostly down to the
fact that I find the heftier weight a
bit more confidence-inspiring, but
also because the faff of having to
go through the touchscreen is a bit
of a deterrent.
I’m less impressed by the MG’s
fuel economy, although this is
largely because I got so used to
getting about 500 miles of range
per tank in the Focus. The MG is
currently averaging 36.5mpg, which
admittedly isn’t terrible, but my
trips to the petrol station are more
frequent: I’m currently doing about
350 miles between fills.
That said, the interest people show
towards the ZS on the forecourt
has come as quite a nice surprise.
It might not be the sports car that
people tend to remember MG for,
but Joe Public clearly still has some
love for the marque. And that can
only be a good thing.
OLGUN KORDAL
TEST DATA
M G ZS 1.0T G D I E XCLUS IVE
Price £17,495 Price as tested £17,495
Faults None Expenses None
Economy 36.5mpg Last seen 10.4.19
OWN ONE? SHARE YOUR EXPERIENCE
olgun.kordal@haymarket.com
OUR CARS
Mini Cooper S 5dr Hatch
MILEAGE 2790 LAST SEEN 17.4.19
Ah, the Union Flag tail-lights.
Probably the most divisive light
design in history. When I chatted
to Mini design boss Oliver Heilmer
last year, he told me that reaction
to the lights had been “absolutely
positive”, adding that “maybe the
British market has been the most
critical”. The lights aren’t my cup of
tea but, I admit, they suit the car and
give it a unique selling point. RB
Toyota Land Cruiser
MILEAGE 23,450 LAST SEEN 17.4.19
After a colleague spends a few days
in the Land Cruiser, he tells me: “You
know that slow, circular motion the
bottom jaw of a cow makes while
it’s chewing. The Land Cruiser’s
motorway ride reminds me of that.”
Unusual, I think. Bit harsh, maybe.
But better than the bottom jaw of a
squirrel chewing on granola, which is
how most cars ride. MP
McLaren 720S
MILEAGE 3761 LAST SEEN 10.4.19
Interesting few days in a 570S
while the 720S had its winter tyres
changed for summer ones. The
less expensive car is prettier and
probably no slower on public roads,
but the 720S has a better interior
and far superior ride quality and is, as
a result, a far more usable every-day
car. Still love the 570S but, if I could,
I’d find the extra for the upgrade. AF
1 MAY 2019 AUTOCAR.CO.UK 69
USED CARS James Ruppert
What to buy, where to buy it and how much to pay
THE HIGH PRIEST OF BANGERNOMICS
A tidy Jag XJ with
100,000 miles will
cost around £4500

APPRECIATING DEPRECIATION
A sharp drop in value is good news for used car buyers
had to look at some so the Maserati Quattroporte V6 example with just over 100,000 miles

I stats the other day and

it seems that electric
cars outperform diesel
and petrol when it comes to holding
their value. Apparently a study of
more than 7000 cars by our sister
title What Car? revealed electric and
hybrid models retain most value over
three years and 30,000 miles, with
diesels depreciating the fastest.
That’s interesting, because for me
it brings into sharp focus just how
irrelevant resale value is. Apparently
everyone now buys cars on a PCP
basis, so although the future value
diesel, BMW 420d convertible and
Jaguar XJ V6 are also at the bottom
end of the chart.
So there’s your instant guide to
what you should be buying in a few
years’ time when the PCP expires. I
would leave it even longer for a full
shakeout of values, and, mostly for
the stupidest of reasons, it doesn’t
look at all good for diesels.
It’s a great time then to buy an
XJ 2.7 TDVi or two as a tidy 2006
` future seems to be more electrified,
is £4500 and falling. These are not
skanky private sales but car dealer
ones with warranties and include
long-wheelbase Executive spec
examples. If that’s a bit rich, drop a
zero and for £450 a 2005 Renault
Clio 1.5 dCi Expression with a
functioning MOT is yours. It delivers
EV levels of minimal cost but with
a stress-free range. It will always
be worth nothing, or something
provided it remains roadworthy.
Otherwise, the short-term
provided, that is, you can afford

W H A T WS TE
affects the monthly payments, the
used cash buyer wants to hear the
EVs and hybrids the very high cost of buying a fully
electric or hybrid vehicle. Unless
ALMO T
B O U G HE E K
bad resale news because it makes
that model cheaper for them to buy.
retain most value you need to bother with congestion
zones, go diesel or smaller petrol.
THIS W Just so you know, the new car
money is going into the premium
over three years Depreciation is always the used car
buyer’s friend, although, as ever, it
brands. They will be buying Range
Rover Evoque P250 R-Dynamics,
a still pays to shop carefully.

which lost the lowest percentage over An old Renault Clio

three years (retaining over 70% of its is worth a look if
£38,675 price tag) and 30,000 miles. it’s got an MOT
Audi A3 e-tron, Porsche Cayenne
H O N DA CR X M K3 E-Hybrid and Toyota RAV4 all retain
Not a patch on its predecessor, more than 63% of their purchase
the CRX Mk2, but we’re thinking value in specific trim configurations.
future classic here. It’s rare, it’s The less resilient ’lecky and hybrid
a sports car – of sorts – and it’s cars are headed by Renault’s Zoe in
got some novel features such as R110 i Dynamique Nav trim, holding
its Transtop powered roof. We just 26.6% of its value. Meanwhile,
spotted a privately advertised the other high depreciators are all
1997 P-reg 1.6 ESI with 140,000 oil-fired and include the Fiat Doblo
miles, a functioning roof and a and Tipo, Vauxhall Astra Sports
long MOT for £1650. We’ll only Tourer and Peugeot 308 SW diesel.
kick ourselves later… A prestige badge, however, does not
protect anyone from a drop in value,
 TA L E S F R O M R U P P E R T ’ S GA R AG E
READERS’ QUESTIONS

I’m changing my
QUESTION 11-reg Mazda 2 Sport
1.5 for something
as fun to drive but more
economical. I’m thinking
an A-Class-sized Saab 9-2
MILE AGE 129,903
coupé with a Scirocco-esque
LAND ROVER SERIES 3 roofline. Any ideas?
Calum Dalgetty, via email

There I was casually filling up with petrol and something That’s some car you’re thinking
of but you’ve answered your own
came off in my hand: the petrol cap. That’s normal, except ANSWER question: a Scirocco. You say in
your email that you’re a recent
that it’s usually attached to the car by a piece of chain so you architecture graduate, so you’ll
don’t lose it in the jungle. After 35 years, it had given up being appreciate its concept-car styling. Meanwhile,
it’s fun to drive and in diesel form will give you the
attached, which I suppose is some sort of record for a Land economy you’re looking for. We found a 2011/11-
reg 2.0 TDI with 60k miles and full Volkswagen
Rover. Anyway, I don’t think any chain ended up in the tank service history for £7990. JE
and all I had to do was get a pair of pliers out. A wonderfully
simple distraction from the potentially fleet member-ending
issue that has just reared its ugly head.

READER’S RIDE

I’m buying a car for

Ford Focus
Colin Strickland is back and keen to give us an update
on his expanding Bangernomics fleet.
He says: “The £300 Focus is still going strong and
has just passed its MOT, with just a new brake hose and
pipe needed. It’s so good that my son set a budget of
£300 for his first car. Needless to say the best value
car I found was an identical Focus. It needed a new rad,
but then a clutch slave cylinder went, taking the clutch
with it. Still, it provides zero-deprecation, low-cost
motoring and it’s just passed its MOT, too.”
QUESTION my daughter and
choosing between
a Toyota Aygo, Peugeot 108
and Citroën C1. It must have a
spare wheel, not a repair kit.
Which of these cars does?
Kenneth Haslam, Winchester
Last year, sister magazine What
Car? surveyed 251 new car models
ANSWER and found that just 8% of them
came with a full-size spare wheel,
30% with a space-saver and 55%
with a repair kit. The rest had run-flat tyres. You’ll
find most versions of the cars you mention have
a space-saver wheel. Certainly, all Aygos do. On
the C1, a space-saver is available from Feel trim
upwards but on the 108 you’ll have to splash out
on Allure to get it. JE

SEND YOUR USED CAR TALES TO  james@bangernomics.com AND READERS' QUESTIONS TO  autocar@haymarket.com
1 MAY 2019 AUTOCAR.CO.UK 71
 AS GOOD AS NEW

JAGUAR F-TYPE
The F-Type is a desirable, if pricey, sporting coupé or convertible, says John Evans
n 2013 when the F-Type convertible. The cheapest we found

I convertible launched, you was a 2013/13-reg with 27,000 miles

needed from £60,000 or and full Jaguar service history for
so to get one. Today, a six- £35,000. The coupé version was
year-old entry-level 3.0 with 35,000 called the R and had 542bhp. Pay
miles is a shade under £25,000. from around £39,000 for an early
That’s more like it. As a new 2013/13 with 40,000 miles. This
car, the F-Type has always looked engine is what it’s all about and why
expensive next to the competition, you’ve been saving all these years.
but used ones make a lot more sense. The all-wheel-drive SVR, with
There are hundreds to choose an uprated chassis and lots of aero
from at prices ranging from the features, arrived in 2016. Today,
aforementioned £25,000 all the way prices start around £65,000, a
to £140,000 for a 2016-reg limited- reflection more of their low mileages
run Project 7 convertible. In between than anything else. In fact, low
are clusters of achingly desirable mileage is a feature of used F-Types.
examples at multiple price points. Perhaps owners have something
Jaguar approved used cars start at more practical in the garage…
around £30,000 for a 2014/64-reg In 2017, the F-Type got its first
3.0 coupé with 45,000 miles, facelift and a couple of new
backed by an impressive versions. The 400 launch
two-year unlimited- edition was based on
mileage warranty.
Meanwhile,
TOP SPEC PICK
COUPE OR CONVERTIBLE?
the V6 coupé and
convertible, with
legions of Convertibles are more stylish two- or four-wheel
specialists are with a tough, powered fabric drive. We praised its
selling F-Types, hood. But coupés really look the near-perfect set-up
albeit with less biz and are least compromised and specification.
comprehensive dynamically. Used, they We found a 2017/17
warranties, as well as outnumber convertibles with 27,000 miles
private sellers whose two to one. for £47,000.
prices can be optimistic. The bigger news,
A hard economics lesson though, was the arrival
and threats to look elsewhere of the F-Type’s little brother, the
usually softens their resolve. 296bhp 2.0-litre. It doesn’t wake the
The original 335bhp 3.0 neighbours like its beefier siblings
supercharged V6 is handy enough but is lighter on its feet and great
and good value, but the more value. How about £36,950 for a
powerful, 375bhp S version is the 2018/67 with 10,000 miles?
one you’ll wish you’d bought. It costs From 2018, the F-Type’s badging
around £3000 more but supplements was changed so that the 2.0-litre
the standard car’s sports suspension, became the P300, the basic V6 the
partial leather trim and steering P340 and the V6 S the P380. The
wheel paddles with a sports 5.0-litre engines stayed the same.
exhaust, adaptive suspension Something else that remained
and a mechanical limited-slip diff. the same was the F-Type’s sheer
You want an electronic diff? charisma. This side of an Aston Early cars were rear-
You need the 488bhp 5.0 V8 S Martin, nothing can touch it. drive; all-wheel drive
arrived on the 2016 SVR
C O M PAC T C R O S S OV E R S B E S T L E A S E D E A L S

VO LKSWAG E N TOU R AN 1.6 TD I S E FO R D S - MA X 2 .0 ECO B LU E 190 ST- LI N E S E AT ALHAM B R A 2 .0 TD I 150 S E

£267 per month, £1602 deposit, 48 months,
8000 miles per year
Not as stylish as Citroën’s Grand C4 Spacetourer
and doesn’t handle as crisply as the BMW 2 Series
Gran Tourer. Instead, this is a quietly competent and
sturdy MPV that serves its market perfectly.
£301 per month, £1809 deposit, 48 months,
8000 miles per year
In terms of performance, ride and handling, the S-Max
is not the class leader it was, but it is still enjoyable to
drive and, just as important, isn’t tarred with the same
private hire brush as its Galaxy sibling.
£307 per month, £1843 deposit, 48 months,
8000 miles per year
The Alhambra bests its close relative the VW Sharan
by being slightly better value. It’s exceptionally roomy,
well equipped and good to drive. Powered sliding doors
are standard from SE L trim upwards.

72 AUTOCAR.CO.UK 1 MAY 2019

 USED CARS
NEED TO KNOW
S and R versions of the F-Type
have Jaguar’s Adaptive Dynamics
system that actively controls
vertical body movement, roll and
pitch. Check that it all works on
the test drive.
The F-Type was facelifted in 2017
(new bumpers, LED headlights,
Touch Pro infotainment) while
R-Dynamic replaced S and the 400
Sport arrived. In 2018, it got torque
vectoring, a bigger infotainment
screen and new badging.
What Car? voted Jaguar’s
approved used scheme the best
of its kind in 2018 and 2019. It
includes a two-year unlimited
mileage warranty with no limit to
the number of claims. Two-year
breakdown assistance is also
included.

JAG UAR
F -T Y P E 5 . 0
OUR PICK V 8 5 5 0 R AW D
COUPE
All the looks with
the power to match: that’s
the F-Type R. We favour the
tin-top but the convertible adds
another dimension with little
trade-off. The SVR is more
powerful but £20,000 dearer.

JAG UAR
F -T Y P E 2 . 0 I 4
WILD CARD CO U PE AUTO
The least powerful
F-Type is actually
one of the better versions to
drive. That it looks like a full-fat
F is a bonus, the cherry on the
cake being that a 2018-reg with
10,000 miles is just £36,950.

ONES WE FOUND
2014 F-Type 3.0 V6 coupé,
68,000 miles, £26,985
2017 F-Type 2.0 i4 coupé,
15,000 miles, £39,950
2015 F-Type 5.0 V8 R,
It’s common for 32,000 miles, £47,750
used F-Types to 2018 F-Type 3.0 R-Dynamic,
have low mileages 2000 miles, £62,975
Most potent engine is the 542bhp V8 in the R coupé
For more lease deals, visit whatcar.com

CITRO E N G R AN D C 4 S PACE TOU R E R 1. 5 FO R D G R AN D C- MA X 1. 5 TD Ci Z E TEC B MW G R AN TO U R E R 216D S E

B LU E H D I 130 FL AI R
£275 per month, £1649 deposit, 48 months,
8000 miles per year
So much of Citroën’s DNA is on show here: a versatile,
aircraft-style interior and a soft and supple but
composed ride. The engines aren’t bad, either.
£293 per month, £1756 deposit, 48 months,
8000 miles per year
Sliding doors, seven seats and engaging driving
manners make the Grand C-Max a compelling choice.
There’s a smaller, five-seat version but when you need
to carry half a football team, only the Grand will do.
£305 per month, £1830 deposit, 48 months,
8000 miles per year
With its BMW badge and kidney grille, the Gran
Tourer is an MPV for families who put a premium
on image. Fortunately, it’s good to drive and well
equipped, while build quality is on another level.

1 MAY 2019 AUTOCAR.CO.UK 73


Lotus Evora £27,995
f Matt Saunders’ brief
I tribute to the original
Lotus Evora (‘Prime
number’, 3 April) whetted
your appetite for the Toyota-powered
2+2 launched in 2009, then you’ll be
pleased to know clean, early cars are
now below £30,000.
We found an early 2010/59 VVT-i
with 39,000 miles for £27,995 at a
specialist. It’s a Launch Edition car
so has the Tech (nav, parking aids,
A VERY
VERSATILE
MERC
FUNK Y
OFF-ROAD
FIAT
74 AUTOCAR.CO.UK 1 MAY 2019
BUY THEM
BEFORE WE DO
cruise), Sport (cross-drilled discs,
deeper spoiler, uprated exhaust) and
Premium (extra leather, heated seats,
reversing camera) packs.
For £500 less, there’s a privately
advertised 40,000-mile 2010/60-reg,
also with all three packs and finished
in Solar Yellow. Interestingly, it’s had
many of the model’s common issues
addressed, including having new
handbrake cables and a new window
motor, a water leak in the passenger
Mercedes-Benz R-Class
£10,980
With MPV versatility, all-wheel-drive
capability, estate practicality and
saloon comfort, the R-Class had an
answer for almost everything. This
2011/61-reg seven-seat R350 CDI
auto with 100,000 miles and full Merc
history is less than £11,000.
Fiat Panda 4x4
£11,695
The basic Panda is shaded by modern
fare but few cars hold a candle to the
4x4 version. It’s short and light with a
willing engine and runs rings around
more gung-ho alternatives. This
2016/16-reg 1.3 petrol has 20,000
miles and all the trimmings.
footwell plugged and its ‘peeling’
headlights sorted. We’d go for the
dealer car. It looks better value and
comes with a 12-month warranty.
If you’re tempted by the yellow
one or to look at others, checks
should include quizzing the ECU to
see how often the engine has been
over-revved. Also make sure it’s been
serviced every 9000 miles and that
the engine mounts are sound (they
were an early warranty issue).
PRET T Y
LOOKING
PUG
WILD CARD
L AUNCH
EDITION
EVOR A
If gearchanges are difficult,
suspect stretched gear cables. Inspect
the brakes and tyres for signs of track
abuse and listen for the front anti-roll
bar bushes knocking. Look for a red
dot on the air-con condenser showing
it was replaced under warranty (early
ones were troublesome) and check
the pipes aren’t draining into the
cabin. Pray for even body panel gaps
and, last but not least, check that the
door handles work.
Peugeot 1.6 RCZ
£3980
The R version stole the headlines but
the RCZ’s concept-car looks means
a 1.6 Sport still turns heads. This
2010/10-reg car with full history has
done 115,000 miles. Be aware that
diesel versions might have potentially
expensive problems lurking.
BMW X6 4.4 M
£23,495
Your sensible side says pay no heed
to the self-regarding X6, but there’s
no denying this 2011/61-reg 4.4 V8 M
with full BMW history and just 65,000
miles looks fun. The 0-62mph sprint
goes by in less then five seconds. On
the other hand, road tax is £570.
 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

Find me a mouth-watering
V12-engined something
for £5000 or less.

FERRARI TESTAROSSA
This Testarossa project must be one of the
more expensive basket cases. It made £29,415,
although it does at least have a totally restored and
rust-proofed chassis, all of its panels (in need of
stripping and restoring) and its seats (they’ve been
retrimmed). It’s got new tyres and all of its glass, too.
BMW 750iL LWB £4999
V12-powered cars are complex machines, so I’ve gone for
something a bit more straightforward than my colleague’s E65
7 Series: a 2000 E38 7 Series. Yes, it has terrible aftermarket
wheels, but it’s still very tidy, is far less leggy and has much less
troublesome electronics than Mark’s later car. And it has some
truly wonderful period pieces, such as a wired-in car phone and
walnut picnic tables. Buy one now before it becomes sought
after, just as the E32 has become in recent years. MAX ADAMS

Also present, fortunately, are the mechanicals, ECU

and wiring loom. Good luck with that. It looks like a
job for an expert, but we know someone who, with
next to no marque knowledge, bought a Ferrari in
similar condition and now has seven of the things.

GET IT
WHILE
YOU CAN BMW 760Li LWB £3495
Imagine the thrill of owning a plush limo that purrs down the
motorway yet leaps like a leopard when you push pedal to the
metal, then think of the sheer joy of opening up the bonnet to
reveal a magnificent naturally aspirated 6.0-litre V12. This is
a Bangle BMW for the price of a knackered Renault Clio, so look
on the 5.5sec 0-62mph performance as a welcome bonus and
the hushed, luxurious and capacious interior as your birthright.
This clean 2003 example is up for peanuts, so don’t be a fool.
MARK PEARSON

VERDICT

Nissan Juke Bose Personal Edition 1.6 112 That Max Adams really should
Price new £19,355. Price now £13,480 be a car salesman. One
An all-new Juke arrives later this year, so Nissan is clearing out the old one. As a result there
are a number of pre-reg examples on forecourts, at prices that mean they won’t be around BMW 750i sold to the clown
for long. We found a 2019/19-reg 1.6 Bose Personal Edition with five miles on the clock for
£13,480. It costs £19,355 new, although you can get £2200 or so off for cash or, via the PCP
with five grand in his hand.
route, a £2700 deposit contribution from Nissan. Still makes that pre-reg look cheap, though. JOHN EVANS

1 MAY 2019 AUTOCAR.CO.UK 75


Red Bull
Former partnership
in Formula 1 led to
a special-edition
RS 265
VARIATIONS ON A THEME
The RS Mégane 250 is a hot hatch legend and a great used buy with an
array of models to suit a range of budgets. John Evans investigates
ith a hot hatch on your
W mind and £7000 in your
pocket, what are you
going to buy? Allow us to
suggest a Renault Sport Mégane 250,
perhaps the 2010/60-reg example
with 67,000 miles that we found.
It has a full service history,
every fettle slavishly listed with its
corresponding mileage in the private
seller’s advertisement. It had its
cambelt and water pump changed
last November, almost bang on
schedule. It’s had five owners, but
then, as a motor trader once told us,
that’s five honeymoons when the car
has been spoiled rotten.
Based on the third-gen Mégane,
the all-new RS 250 arrived in the UK
in 2010 before going out with a bang
in the form of the 275 Trophy R of
76 AUTOCAR.CO.UK 1 MAY 2019
HOW TO BUY A
RENAULT
MEGANE RS
2015. These two models alone
remind us just what a confusing
world planet RS Mégane can be.
To recap, from launch you had
the RS Mégane 250 powered by
a 2.0-litre turbocharged engine
producing 247bhp. It was partnered
by a cheaper and more focused Cup
version (lower, lighter, stiffer and
with a limited-slip differential),
although you could have the
standard, or Sport version as it was
called, with the Cup chassis. Both
were exceptionally well made, and
today a good used one still feels solid.
Accept nothing less.
So that’s the 250, but then, in 2011
up popped the Mégane 265 Trophy
with 261bhp. It was based on the
250 Cup but cost £3800 more, a
premium in part justified by the fact
that only 50 came to the UK. Its party
trick was the squeal from its special
Bridgestone Potenza tyres as the
car launched itself at the horizon. In
fact, they were credited with helping
the model break the front-drive lap
record at the Nürburgring.
The obligatory facelift occurred in
2012, the most obvious feature being
the new daytime LED strip lights.
Less obvious to bystanders was
the fact that the 265 engine in the
limited-edition Trophy had elbowed
aside the old 250 unit to become the
car’s standard powerplant. As before,
there were Cup and Sport versions, as
well as a combination of both.
An important thing to note,
however, is that the car’s default
mode remained 247bhp. To unleash
the full 261bhp, you press the ESP
button. Hold it down longer and the
stability aids are turned off. Check it
all works on the test drive.
And still Renault couldn’t stop
tinkering. Rattled by newcomers
such as Seat’s Leon Cupra 280, in
2014 it launched a flagship version
of the Mégane called the 275 Trophy.
With 271bhp available, the Cup
chassis as standard and a very vocal,
titanium Akrapovic exhaust doing
the dirty work, it looked like being
the best of the bunch – and then
along came the even lighter, Öhlins
suspension-equipped, limited-edition
275 Trophy R.
That’s a lot of names to remember
but, when it boils down to it, be it a
£30,000 275 Trophy R or a £7000
250 Sport, an RS Mégane is a great,
used, hot hatch buy – period.
 USED CARS
H O W T O G E T O N E I N YO U R GA R AG E

The Mégane RS wears

it well – but look out
for seat bolster splits

An expert’s view
F L OY D H O L L I N S H E A D ,
RS FOUR ASHES
“I’ve had an RS 250 for four years and
love it. The engine is strong and can
handle serious upgrades. I’ve fitted
a K-Tec Racing Stage 2 performance
pack, taking it to 350bhp. It costs
£4500 fitted, and you need to upgrade
the brakes and suspension. We do a
Stage 1 upgrade, a remap and panel
filter to 300bhp for £349. It’s enough
for most people. My favourite is the
275 Trophy R with Akrapovic exhaust
and Öhlins suspension but have you
seen the prices? Whichever one you’re
interested in, check that the gearbox,
flywheel and suspension are sound and
not making odd noises.”
attract stone chips and need attention
before corrosion sets in.
Q I N T E R I O R
Check underfloor storage cubbies for
damp and driver’s seat bolsters for
splits and cracks. Make sure all the
warning lights go out after start-up.
Also worth knowing
In 2015, a chain of dedicated Renault
Sport dealers (renaultsport.co.uk)
was launched, but if you’re disinclined
to pay main dealer rates, there are
independent specialists, such as RS
Four Ashes, and servicing, tuning and
styling firms, such as K-Tec Racing
(k-tecracing.com).

Buyer beware…
Q E N G I N E
Depending on age and mileage, check
the cambelt and water pump were
changed at six years or 75,000 miles.
An RS needs 5W-40 fully synthetic oil.
Check for oil leaks around the rocker
and sump covers.
Q T R A N S M I S S I O N
The PK4 gearbox can suffer from noisy
bearings. The cause isn’t clear but it’s
an expensive job to fix. On cars with
over 60,000 miles, the dual-mass
flywheel can develop a faint clicking or
tapping noise. It’ll only get worse.
Q S U S P E N S I O N
Rubber top-mount bushes can split
and anti-roll bar drop links wear.
The latter make a slight knock. More
serious are worn lower swivel joints,
first heard as a slight knock but in
serious cases as a creaking on full lock.
How much to spend
£70 0 0 - £ 8 9 9 9
First 250s and 250 Cups from 2010,
ranging from 40,000 to 70,000 miles.
£9 0 0 0 - £ 1 1 , 4 9 9
As above plus 2011 and 12-reg cars, and
a selection of 265s including a 2012/62
265 Cup with 40k miles for £10,750.
£ 1 1 , 5 0 0 - £ 12 , 9 9 9
Good choice of 2012 to 14-reg 265s
with low mileages.
£ 13 , 0 0 0 - £ 1 4 , 9 9 9
Mainly low-mileage, well-specced 2014
and 15-reg 265s.
£15,000 AN D ABOVE
The first 2015-reg 275s, rising to
£30,000 for late Trophy Rs.
Thanks to Floyd Hollinshead, RS Four Ashes (rsfourashes.co.uk)

Such cars are undrivable: accelerate

and the bottom of the suspension will
try to pull itself outwards; when you
brake, it will pull inwards.

Q B R A K E S A N D T Y R E S
The first RSs had Examine the edges of the discs for
heavy lipping and that the car pulls up
247bhp, rising to
271bhp at the end straight. With the front wheels at full
lock, check the inner shoulders of the
One we found
R E N A U LT M E G A N E R S 2 5 0
tyres for excessive wear. Check the C U P, 2 0 1 0/6 0 , 5 1 k M I L E S ,
` tyres are a premium brand, too. £8500
The Mégane was exceptionally well made, Q B O DY
A rare one-owner car with full Renault
history. The belt was changed at 43k
and today a good used one still feels solid Check the windscreen scuttle drainers
for blockages. Rear wheel arches
miles. Being a Cup model, it has the red
brake calipers and a limited-slip diff.
a
1 MAY 2019 AUTOCAR.CO.UK 77
          


    
9KVJ UQ OCP[ FGOCPFU HTQO YQTM JQOG CPF HCOKN[
VJGTG PGXGT UGGO VQ DG GPQWIJ JQWTU KP VJG FC[ HQT [QW
9J[ PQV RTGUU RCWUG QPEG KP C YJKNG EWTN WR YKVJ [QWT
HCXQWTKVG OCIC\KPG CPF RWV C NKVVNG QCUKU QH ŧ[QWŨ KP [QWT FC[

7R ILQG RXW PRUH DERXW 3UHVV 3DXVH YLVLW

SDXVH\RXUGD\FRXN
 ROAD TEST RESULTS
ROAD TEST RESULTS

Mpg or equivalent;
Braking 60-0mph
Make and model

Mph/1000rpm

test average/
Torque (lb ft)
Power (bhp)

Weight (kg)
30-70mph

TEST DATE
50-70mph
0-100mph
Top speed

0-60mph

touring
Facts, figures, from the best road tests FORD
Fiesta 3/5dr hatch AAAAC
No one produces as thorough a judgement on a new with an automatic) and demonstrates flexibility. 1.0T Ecoboost 122 9.6 28.1 9.6 13.2 3.2 123 125 29.3 42/52 1147 9.8.17
car as Autocar. As well as acceleration, braking, fuel » FU E L ECO N O MY Figures quoted are the average Fiesta ST 3/5dr hatch AAAAB
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
economy and noise tests, we carry out benchmark and touring fuel economy as tested. The touring Focus 5dr hatch AAAAB
limit-handling tests, setting lap times if appropriate. figure is representative of a 70mph cruise on a 1.5 Ecob’t 182PS 138 8.9 22.8 7.8 10.0 2.35 180 177 26.9 30/44 1417 20.2.19
RS 165 5.3 13.9 5.3 6.9 3.5 345 325 27.3 28/37 1599 4.5.16
But we don’t just drive at the track, essential as it is for typical UK motorway. For electric cars, the figures S-Max 5dr MPV AAAAC
finding the limits of performance. We also drive on a quoted are for the same average and touring test 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
Grand Tourneo Connect 5dr MPV AAAAC
wide range of roads. Where we have tested more than schedules but are expressed in miles per kWh†. 1.6 TDCi T’ium 103 13.2 — 13.9 19.1 2.9 114 236 26.7 40/45 1785 6.8.14
one model in a range, the rating is for the range overall. **Denotes mpkg (miles per kilogram) for hydrogen- Mondeo 4dr saloon/5dr/estate AAAAC
2.0 TDCi 130 10.0 28.8 9.4 12.7 3.1 148 258 38 53/56 1597 14.1.15
Where a model within the range meets our coveted powered fuel cell vehicles. Mustang 2dr coupé AAAAC
five-star standard, it is highlighted in yellow. » B R AKI N G 60 - 0 M PH Recorded on a high-grip 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
Bullitt 155 5.2 11.2 4.1 10.7 2.7 453 390 37.4 21/33 1782 5.12.18
» 30 -70 M PH Indicates overtaking ability surface at a test track. Ecosport 5dr SUV AABCC
through the gears. » M PH/1000 R PM Figure is the speed achieved 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
» 50 -70 M PH Recorded in top gear (*kickdown in top gear. 2.0 TDCi 122 10.9 44.2 11.8 7.4 2.6 161 251 31.6 34/39 1707 13.3.13
Edge 5dr SUV AAABC

Mpg or equivalent;
Mpg or equivalent;

Braking 60-0mph
Braking 60-0mph

Make and model 2.0 TDCi 131 9.7 27.6 9.2 5.6* 2.6 207 332 37 36/39 1949 27.7.16
Make and model

Mph/1000rpm
Mph/1000rpm

test average/
test average/

Torque (lb ft)

Torque (lb ft)

H O N DA

Power (bhp)
Power (bhp)

Weight (kg)
Weight (kg)

30-70mph

TEST DATE
50-70mph
30-70mph

TEST DATE
50-70mph

0-100mph
0-100mph

Top speed
Top speed

0-60mph
0-60mph

Civic 5dr hatch AAAAC

touring
touring

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
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
A L FA R O M E O 330e M Sport 140 6.3 15.7 5.7 6.9 2.9 249 310 40.8 40/47 1660 4.10.17 Clarity FCV AAAAC
Giulia 4dr saloon AAAAB 4 Series 2dr coupé AAAAC Clarity FCV 104 9.0 29.2 8.3 5.3* 2.9 174 221 na 51/72** 1872 12.7.17
Quadrifoglio 190 4.5 9.2 3.2 10.3 2.57 503 443 38.7 34/49 1580 29.3.17 435i M Sport 155 5.5 13.2 5.2 6.3 2.7 302 295 28.2 28/37 1585 18.9.13 CR-V 5dr SUV AAABC
Stelvio 5dr SUV AAABC M4 155 4.1 8.8 3.2 6.1 2.4 425 406 34.0 29/36 1585 9.7.14 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
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 5 Series 4dr saloon/5dr estate AAAAB HR-V 5dr SUV AAABC
Quadrifoglio 176 4.0 9.4 3.3 5.9 3.31 503 443 36.4 22/32 1931 9.1.19 520d M Sport 146 7.4 21.3 7.4 14.3 2.7 188 295 42.2 40/52 1635 31.5.17 1.6 i-DTEC SE 119 10.5 34.9 10.4 11.2 — 118 221 34.4 56/57 1324 16.9.15
4C 2dr coupé/convertible AAACC M5 155 3.3 7.5 2.7 8.9 3.1 591 553 41.1 22/28 1855 18.4.18 NSX 2dr coupé AAAAB
Spider 160 5.1 12.4 4.0 5.8 2.97 237 258 29.6 32/44 940 27.1.16 6 Series GT 5dr hatch AAABC NSX 191 3.3 7.3 2.6 4.3 2.7 573 476 35.8 25/32 1725 5.10.16
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
ALPINA 7 Series 4dr saloon AAAAC HYU N DAI
B3 Biturbo 4dr saloon AAAAB 730Ld 153 6.4 17.1 6.0 8.2 3.1 261 457 50.2 40/49 1795 11.11.15 i10 5dr hatch AAABC
B3 Biturbo 155 4.7 10.3 3.8 6.8 2.9 404 443 41.5 27/35 1610 29.8.13 8 Series 2dr coupé AAAAC 1.0 SE 96 14.7 — 16.2 19.9 2.9 65 70 20.0 44/51 925 29.1.14
840d xDrive 155 5.0 12.8 4.6 8.6 3.05 315 501 46.5 40/49 1901 16.1.19 i20 5dr hatch AAAAC
ALPINE i3 5dr hatch AAAAC 1.4 SE 114 12.2 42.4 12.1 17.3 3.0 99 99 21.8 43/54 1060 7.1.14
A110 2dr coupé AAAAA 1.3S Range Ext 99 7.7 — 6.6 4.0* 3.0 181 199 — 2.6/34† 1385 21.2.18 i30 5dr hatch/estate AAABC
Premiere Edit’n 155 4.7 10.8 3.8 6.5 2.6 248 236 28.1 28/46 1103 16.5.18 i8 2dr coupé AAAAB i30 N 155 6.4 14.8 5.6 6.1 3.1 271 260 27.4 31/43 1478 27.12.17
i8 155 4.5 10.6 3.7 3.3 2.8 357 420 33.3 50/40 1560 17.9.14 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
ARIEL X1 5dr SUV AAAAC Kona Electric 5dr SUV AAAAC
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 64kWh P’m SE 104 6.7 17.4 5.8 3.5* 3.1 201 291 — 3.7/4.0† 1734 31.10.18
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 Santa Fe 5dr SUV AAABC
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 2.2 CRDi P’m SE 127 9.3 26.4 9.8 — 2.78 197 325 40.2 38/51 2003 6.3.19
Nomad 125 4.5 12.7 3.9 7.7 3.10 235 221 26.7 —/— 735 24.6.15 X4 5dr SUV AAABC
xDrive30d 145 5.9 16.9 5.8 11.1 2.6 255 416 43.7 34/45 1895 27.8.14 JAG UAR
ASTON MARTIN X5 5dr SUV AAAAC F-Type 2dr convertible/3dr coupé AAAAB
Vantage 2dr coupé AAAAB xDrive30d M Spt 143 6.6 18.9 6.6 15.1 3.36 261 457 47.1 35/43 2279 2.1.19 V8 S Convertible 186 4.0 9.4 3.4 8.0 2.8 488 460 46.8 19/29 1655 12.6.13
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 V6 S Coupé 171 4.9 12.1 4.2 12.7 2.7 375 339 36.2 24/33 1594 11.6.14
DB11 2dr coupé AAAAB X6 5dr SUV 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
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 XF 4dr saloon/5dr estate AAABC
Rapide 4dr saloon 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
Rapide S 190 5.3 11.3 4.3 8.3 3.0 550 457 33.6 19/23 1990 20.3.13 C AT E R H A M S’brake 300 R-S 155 6.6 16.8 6.2 10.6 2.81 296 295 44.1 24/37 1727 17.4.19
DBS Superleggera 2dr coupé AAAAA Seven 2dr roadster AAAAC XE 4dr saloon AAAAB
DBS Superl’era 211 3.7 7.4 2.7 9.5 2.5 715 664 42.7 19/26 1910 21.11.18 160 100 8.4 — 8.7 7.6 4.8 80 79 16.7 39/45 490 20.11.13 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
620S 145 3.8 9.2 3.2 5.7 2.7 310 219 21.2 25/29 610 9.3.16 XJ 4dr saloon AAAAC
AU D I 3.0d LWB 155 6.3 16.5 6.6 3.6* 2.7 271 443 43.5 28/36 1960 9.6.10
A3 3dr/5dr hatch AAAAC CHEVROLET E-Pace 5dr SUV AAABC
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 Camaro 2dr coupé AAAAC D180 AWD SE 127 9.9 30.9 10.5 14 3.6 178 317 45.8 36/49 1843 11.4.18
RS3 Saloon 155 4.0 9.9 3.5 9.0 2.7 394 354 33.7 29/35 1515 6.9.17 6.2 V8 155 5.6 12.4 4.5 12.2 2.7 426 419 43.3 23/29 1175 20.6.12 F-Pace 5dr SUV AAAAC
A4 4dr saloon/5dr estate AAAAC Corvette 2dr coupé AAAAC 2.0d AWD 129 9.2 30.9 9.7 7.4 — 178 317 41.3 37/40 1775 11.5.16
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 Stingray 181 4.4 9.4 3.3 11.7 2.3 460 465 48.4 22/33 1539 8.10.14 I-Pace 5dr SUV AAAAB
†
RS4 Avant 155 4.0 9.6 3.5 11.0 3.0 444 443 38.4 24/37 1790 14.2.18 EV400 S 124 4.5 11.0 3.5 2.0 2.8 394 512 — 1.8/2.4 2133 12.9.18
A5 2dr coupé/convertible AAABC CITROEN
S5 155 4.9 11.7 4.4 9.7 3.0 349 369 40.5 26/33 1615 11.1.17 C3 5dr hatch AAABC JEEP
A5 Sportback 4dr saloon AAABC P’tech 110 Flair 117 9.6 36.6 9.4 10.5 2.6 109 151 27.0 47/62 1050 28.12.16 Compass 5dr 4x4 AAACC
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 C3 Aircross 5dr hatch AAABC 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
A6 4dr saloon/5dr estate AAAAC 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 Renegade 5dr 4x4 AAABC
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 2.0 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
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 Cherokee 5dr 4x4 AABCC
A7 Sportback 5dr hatch AAABC C5 Aircross 5dr SUV AAABC 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
50 TDI Sport 155 5.8 14.9 5.3 — 2.8 282 457 49.0 29/53 1880 11.7.18 BlueHDi 180 131 9.0 25.6 8.5 — 2.83 174 295 40.1 37/48 1540 13.2.19 Wrangler 5dr 4x4 AAAAC
TT 2dr coupé/convertible AAAAC 2.2 M’Jet-II Ov’d 112 9.0 29.9 9.1 — 2.37 197 332 38.3 29/38 2044 10.4.19
RS 155 3.6 8.4 3.0 7.8 2.7 394 354 35.1 27/37 1440 7.12.16 CUPRA
Q2 5dr SUV AAAAC Ateca 5dr SUV AAABC KIA
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 2.0 TSI 4Drive 153 4.9 12.3 4.4 9.4 3.03 296 295 33.8 29/37 1615 23.1.19 Stinger 4dr saloon AAABC
SQ2 Quattro 155 4.5 11.6 4.1 9.2 2.72 296 295 33.4 27/35 1530 20.3.19 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
Q5 5dr SUV AAAAC DACIA Rio 5dr hatch AAABC
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 Sandero 5dr hatch AAACC 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
SQ5 Quattro 155 5.5 13.7 5.0 11.1 2.6 349 369 45.2 26/32 1870 21.6.17 1.2 75 Access 97 15.3 — 17.6 23.0 3.0 74 79 20.3 32/38 941 27.2.13 Ceed 5dr hatch AAABC
Q7 5dr SUV AAAAC Duster 5dr hatch AAAAC 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
3.0 TDI S line 145 6.2 17.6 6.2 3.8* — 268 443 47.6 32/36 2245 12.8.15 SCe 115 Comfort 107 13.1 — 12.5 23.9 2.9 113 115 24.0 37/42 1179 22.8.18 Proceed 5dr shooting brake 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 1.4 T-GDi 127 9.5 28.1 8.9 13.2 2.87 138 179 24.1 34/43 1475 27.2.19
Q8 5dr SUV AAAAC DS Niro 5dr SUV 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 3 5dr hatch AAABC 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
R8 2dr coupé AAAAC BlueHDi 120 118 9.9 32.2 9.4 11.1 3.1 118 210 36.4 59/67 1150 23.3.16 e-Niro First Ed’n 104 7.2 19.0 — 3.7* 2.70 201 291 — 3.5/3.6† 1776 1.5.19
V10 Plus 205 3.1 6.7 2.6 5.7 2.8 602 413 26.8 15/23 1555 30.12.15 4 Crossback 5dr hatch AAACC Sportage 5dr SUV AAABC
BlueHDi 120 117 12.0 48.8 12.3 18.0 2.9 118 221 36.7 49/50 1290 6.1.16 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
BENTLEY 7 Crossback 5dr SUV AAABC Sorento 5dr 4x4 AAABC
Continental GT 2dr coupé AAAAB Puretech 225 141 8.6 20.2 7.0 15.1 2.9 221 221 34.0 35/45 1425 19.9.18 2.2 CRDi KX-4 128 9.3 28.6 9.4 5.7* — 197 325 35.2 35/39 1953 8.4.15
W12 First Edition 207 3.6 8.1 2.9 8.9 2.8 626 664 52.4 20/26 2244 2.5.18
Flying Spur 4dr saloon AAABC FERRARI LAMBORGHINI
W12 200 4.5 10.4 3.6 8.4 3.0 616 590 44.5 18/26 2475 7.8.13 488 GTB 2dr coupé AAAAA Huracán 2dr coupé AAAAB
Mulsanne 4dr saloon AAAAC 488 GTB 205 3.0 5.9 2.0 3.7 2.43 661 561 28.9 —/— 1525 25.5.16 Performante 201 2.9 5.9 2.0 4.9 3.0 630 442 24.5 17/22 1382 11.10.17
6.75 V8 184 5.7 13.7 4.8 2.8* 2.6 505 752 44.8 18/21 2745 21.9.11 812 Superfast 2dr coupé AAAAC
Bentayga 5dr SUV AAAAA F12 Berlinetta 211 3.1 6.2 2.2 4.9 2.6 789 530 30.0 —/24 1630 25.7.18 L AN D ROVE R
W12 187 4.9 11.6 4.4 8.7 3.0 600 664 48.2 20/25 2440 18.5.16 Discovery Sport 5dr SUV AAAAB
Diesel 168 5.2 12.6 4.6 7.6 2.9 429 664 48.7 29/39 2499 5.4.17 F I AT TD6 HSE Luxury 130 8.7 27.7 8.7 8.9 3.4 254 443 37.1 26/34 2230 12.4.17
Panda 5dr hatch AAAAB Range Rover 5dr SUV AAAAB
BMW 4x4 Twinair 103 14.6 — 15.8 16.0 3.0 84 107 20.8 37/44 1050 17.4.13 4.4 SDV8 135 7.0 19.0 6.7 3.8* 2.9 334 516 41.8 25/35 2625 12.12.12
1 Series 3dr/5dr hatch AAABC 500 3dr hatch AAAAC Range Rover Evoque 5dr SUV AAAAC
116d ED Plus 124 10.2 30.0 10.0 17.3 — 114 199 37.7 54/60 1395 27.5.15 Abarth 595 130 7.5 20.1 6.4 7.0 2.8 158 170 23.9 34/39 1035 26.2.14 2.2 DS4 121 8.4 30.8 9.5 5.7* 3.1 187 310 37.3 30/36 1815 13.7.11
2 Series 3dr coupé/convertible AAAAB 500 Twinair 108 11.7 — 13 15.3 3.3 84 107 22.9 35/39 1070 24.11.10 Range Rover Velar 5dr SUV AAABC
220d C’vble 140 8.5 24.7 8.4 9.0 2.1 187 295 34.5 50/53 1610 1.4.15 Tipo 5dr hatch AABCC D240 HSE 135 9.3 27.4 9.0 15.7 3.8 237 369 41.8 33/48 2089 30.8.17
M2 155 4.4 10.3 3.6 6.2 2.6 365 343 33.7 31/37 1595 15.6.16 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 Sport 5dr SUV AAAAB
2 Series Active Tourer 5dr MPV AAAAC 124 Spider 2dr roadster AAABC 3.0 TDV6 130 7.8 22.5 7.5 12.2 3.1 255 442 43.1 33/42 2115 2.10.13
218d Luxury 129 8.9 26.5 8.7 12.1 3.0 148 243 40.4 42/56 1450 24.12.14 Lusso Plus 134 7.3 20.9 7.1 7.2 2.8 138 177 24.9 34/38 1050 28.9.16 SVR 162 4.4 10.3 3.8 12.6 2.6 542 502 41.8 22/19 2335 15.4.15
3 Series 4dr saloon/5dr estate/5dr hatch AAAAB Abarth 124 Spider 2dr roadster AAAAC
320d Sport 146 7.7 20.9 7.6 9.7 2.6 181 280 36.2 41/57 1535 22.2.12 124 Spider 144 6.8 18.6 6.5 6.5 2.8 168 184 25.2 35/45 1060 22.3.17

1 MAY 2019 AUTOCAR.CO.UK 79

ROAD TEST RESULTS

Mpg or equivalent;
Mpg or equivalent;

Mpg or equivalent;

Braking 60-0mph
Braking 60-0mph

Braking 60-0mph

Make and model

Make and model

Make and model

Mph/1000rpm
Mph/1000rpm

Mph/1000rpm

test average/
test average/

test average/

Torque (lb ft)

Torque (lb ft)

Torque (lb ft)

Power (bhp)
Power (bhp)

Power (bhp)

Weight (kg)
Weight (kg)

Weight (kg)

30-70mph

TEST DATE
50-70mph
30-70mph

30-70mph
TEST DATE

TEST DATE
50-70mph

50-70mph

0-100mph
0-100mph

0-100mph

Top speed
Top speed

Top speed

0-60mph
0-60mph

0-60mph

touring
touring

touring
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
ES 4dr saloon AAABC Micra 5dr hatch AAAAC Levorg 5dr estate AAACC
300h Takumi 112 8.7 21.8 7.6 4.6* 2.91 215 na — 42/49 1742 6.2.19 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
LS 4dr saloon AAACC DIG-T 117 N-Sport 121 10.2 28.8 9.4 16.5 3.2 115 148 31.2 33/55 1105 27.3.19 Forester 5dr SUV 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 Note 5dr hatch AAAAC 2.0d XC 118 9.9 36.5 10.5 11.0 2.9 145 258 33.0 41/49 1540 5.6.13
1.2 Acenta Pr’m 106 12.6 — 13.4 20.3 2.9 79 81 21.8 42/54 1036 9.10.13 WRX 4dr saloon AAACC
LOTUS Juke 5dr SUV AAABC STi Type UK 159 5.4 13.3 5.1 9.4 2.8 296 300 27.6 23/31 1534 25.6.14
Elise 2dr roadster AAABC Acenta 1.6 111 10.3 41.6 9.9 12.7 3.0 115 117 19.5 36/46 1230 3.11.10
Cup 250 154 4.7 11.9 4.5 7.2 2.5 243 184 24.7 27/32 920 29.6.16 Nismo 1.6 134 6.9 17.2 6.0 7.2 2.5 197 184 23.8 31/39 1295 22.5.13 SUZUKI
Evora 2dr coupé AAAAC Qashqai 5dr SUV AAAAB Swift 5dr hatch 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 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 1.0 SZ5 121 10.5 33.0 10.3 11.8 2.9 110 125 26.3 45/56 925 17.5.17
Exige S 2dr coupé AAAAB X-Trail 5dr SUV AAABC Celerio 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 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 1.0 SZ4 96 12.9 — 14.3 25.0 3.0 67 66 22.4 54/57 835 25.3.15
GT-R 2dr coupé AAAAB Baleno 5dr hatch AAABC
M A S E R AT I Recaro 196 3.4 7.8 2.7 5.3 2.7 562 470 28.0 22/31 1752 16.11.16 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
Ghibli 4dr saloon AAABC SX4 S-Cross 5dr SUV AAABC
Diesel 155 6.5 17.2 6.0 5.1 2.7 271 443 43.3 31/40 1835 12.3.14 NOBLE 1.6 DDiS SZ4 111 10.0 32.6 10.1 8.9 2.6 118 236 35.1 57/67 1290 30.10.13
Levante 5dr SUV AAACC M600 2dr coupé AAAAB Jimny 3dr SUV AAABC
Diesel 143 6.8 19.9 6.9 4.3 3.4 271 443 46 26/42 2205 30.11.16 M600 225 3.5 6.8 2.5 4.7 2.45 650 604 29.9 18/25 1305 14.10.09 1.5 SZ5 Allgrip 90 11.9 — 11.6 15.1 4.4 100 95 19.8 29/35 1112 28.11.18
Vitara 5dr SUV AAABC
MAZDA PEUGEOT 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 208 3/5dr hatch AAACC
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 1.2 VTI Active 109 14.2 — 14.5 9.1 2.9 81 87 21.2 41/45 1080 18.7.12 TESLA
6 4dr saloon/5dr estate AAAAC GTi 30th 143 6.5 16.1 5.8 6.7 2.9 205 221 25.6 41/42 1160 11.2.15 Model S 4dr saloon AAAAB
2.2 Sport Nav 139 7.9 21.2 7.1 7.9 2.7 173 309 35 44/56 1480 23.1.13 308 3/5dr hatch AAAAC P90D 155 5.2 9.1 3.0 1.9 2.9 525 713 8.5 2.4/3.3† 2200 20.4.16
MX-5 2dr roadster AAAAB 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 Model X 5dr SUV AAAAC
1.5 SE-L Nav 127 8.4 24.8 7.9 14.7 3.3 129 111 24.5 46/49 1050 2.9.15 508 4dr saloon AAAAC 90D 155 4.7 13.1 2.8 2.5 2.7 416 487 8.5 1.6/2.0† 2508 15.2.17
CX-3 5dr SUV AAABC GT Bl’HDi 180 146 8.8 23.4 8.5 10.8 2.6 174 295 43.9 35/52 1535 24.10.18
1.5D SE-L Nav 110 10.3 34.7 10.3 10.3 — 104 199 34.8 59/60 1275 22.7.15 2008 5dr SUV AAABC T OYO TA
CX-5 5dr SUV AAAAC 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 Yaris 3dr hatchback AAABC
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 3008 5dr SUV AAABC GRMN 143 6.4 15.4 5.4 9.8 2.9 209 184 27.7 27/39 1135 28.3.18
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 GT86 2dr coupé AAAAA
McLAREN 5008 5dr MPV AAABC 2.0 manual 140 7.4 18.8 6.8 10.6 2.6 197 151 23.5 30/45 1235 4.7.12
570S 2dr coupé AAAAA 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 Prius 5dr hatch 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 Business E’tion 112 11.1 32.0 10.7 6.4* 3.1 121 — — 53/63 1400 16.3.16
720S 2dr coupé AAAAA PORSCHE Mirai 4dr saloon AAAAC
4.0 V8 212 2.9 5.6 2.0 7.7 2.4 710 568 35.4 19/24 1420 24.5.17 718 2dr coupé/roadster AAAAB Mirai 111 10.1 36.5 10.2 6.5* 3.3 152 247 22.5 44/62** 1400 27.4.16
Senna 2dr coupé AAAAA Boxster 171 5.4 12.2 4.3 5.2 2.5 296 280 25.8 26/36 1335 8.6.16 C-HR 5dr SUV AAAAC
4.0 V8 208 3.1 5.5 1.9 8.0 2.4 789 590 35.7 16/25 1345 10.10.18 Cayman S 177 4.8 10.5 3.9 4.8 2.5 345 310 25.8 28/29 1430 10.8.16 Excel 1.8 Hybrid 106 11.6 43.5 11.9 7.3* 2.7 121 — — 49/60 1420 4.1.17
P1 2dr coupé AAAAA Cayman GTS 180 4.8 10.2 3.5 4.7 2.5 361 310 25.8 28/39 1375 9.5.18
P1 217 2.8 5.2 2.2 6.0 2.3 903 664 36.0 19.6/— — 7.5.14 911 GT2 2dr coupé AAAAC VA U X H A L L
GT2 RS 211 3.0 6.1 2.2 5.6 2.6 691 553 32.1 19/28 1470 18.7.18 Adam 3dr hatch AAACC
MERCEDES-AMG 911 2dr coupé AAAAB 1.2 Jam Ecoflex 103 14.3 — 15.3 20.8 2.8 68 85 21.8 39/45 1086 6.2.13
C63 4dr saloon AAAAB Carrera S 190 4.5 9.4 3.4 7.3 2.9 414 369 36.4 27/31 1535 20.1.16 Viva 5dr hatch AAABC
C63 155 4.4 9.7 3.4 7.5 2.7 469 479 38.1 19/25 1715 3.6.15 918 Spyder 2dr coupé AAAAA 1.0 SE A/C 106 13.0 — 14.1 19.0 — 74 70 20.3 49/55 938 15.7.15
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 4.6 V8 214 2.6 5.3 1.9 2.2 2.3 874 944 41.2 28/44 1740 22.10.14 Corsa 3/5dr hatch AAABC
C63 S Coupé 180 4.3 9.2 3.2 10.7 2.69 503 516 43.2 26/34 1745 24.4.19 Panamera 4dr saloon AAAAA 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
CLS53 4dr saloon AAAAC 4S Diesel 177 4.1 10.3 3.8 — 3.0 416 627 50.7 32/43 2050 1.2.17 VXR 143 7.2 18.3 6.4 7.8 2.4 202 181 23.8 29/34 1280 6.5.15
CLS53 4Matic+ 155 4.3 10.3 3.7 9.1 2.7 429 384 43.8 31/39 1980 17.10.18 Macan 5dr SUV AAAAB Crossland X 5dr SUV AAACC
GT 2dr coupé AAAAC Turbo 165 4.7 11.8 4.3 7.9 2.4 394 406 35.7 22/31 2000 4.6.14 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
S 193 3.6 7.8 2.8 5.5 2.5 503 479 34.7 20/29 1715 29.7.15 Cayenne 5dr SUV AAAAC Astra 5dr hatch/estate AAAAC
R 198 3.6 7.3 2.7 4.6 2.4 577 516 30.7 19/23 1555 10.5.17 Turbo 177 3.9 9.3 3.3 5.3 2.8 542 568 44.7 21/31 2250 5.9.18 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
GT 4-Door Coupé 4dr coupé AAAAB 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
GT63 4Matic+ 193 3.3 7.7 2.7 10.7 2.8 577 590 42.6 22/30 2135 13.3.19 R E N A U LT Combo Life 5dr MPV AAABC
SLC 2dr convertible AAABC Twingo 5dr hatch AAABC 1.5 TD 100 En’gy 109 14.7 — 16.2 14.4 2.8 99 184 32.0 45/60 1552 27.12.18
SLC43 155 5.5 12.3 4.2 12.7 3.0 Dynamique 94 17.6 — 19.1 29.4 2.9 69 67
362 384 40.4 27/33 1595 6.7.16 20.8 42/52 865 29.10.14 Insignia Grand Sport 4dr saloon AAAAC
GLC 5dr SUV AAABC Zoe 5dr hatch AAABC 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
GLC63 S 4Mtic+ 155 3.7 8.9 3.2 15.4 2.8 503 516 43.4 19/26 2020 13.6.18 Dynamique 84 12.3 — 13.9 9.1 2.9 87 162 7.8 4.0/3.4† 1468 31.7.13 Insignia Sports Tourer 5dr estate AAACC
Clio 5dr hatch AAAAC 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
MERCEDES-BENZ 0.9 TCE 113 13.4 — 13.9 19.1 2.8 89 100 23.8 38/47 1009 6.3.13 VXR8 4dr saloon AAAAC
A-Class 5dr hatch 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 GTS-R 155 4.8 9.6 3.3 6.6 3.1 587 546 34.9 20/27 1858 10.1.18
A200 Sport 139 8.7 22.4 7.9 — 3.2 161 184 33.6 39/57 1379 4.7.18 Mégane 3dr hatch AAAAB
B-Class 5dr MPV AAAAC 275 Trophy-R 158 6.4 14.0 5.0 6.4 3.1 271 266 27 26/33 1297 5.11.14 V O L K S WA G E N
B180 Sport 132 8.4 23.5 8.3 — 2.73 134 148 33.6 33/51 1405 3.4.19 New Mégane 5dr hatch AAACC Up 3/5dr hatch AAAAC
C-Class 4dr saloon/5dr estate AAAAC 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 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
C220 Bluetec 145 8.1 22.9 8.1 11.7 2.8 168 295 42.4 41/51 1700 23.7.14 Grand Scenic 5dr MPV AAABC Polo 5dr hatch AAAAB
CLA 4dr saloon/5dr estate AAABC dCi 130 Dyn. S Nav 118 11.4 35.8 11.3 10.2 3.4 129 236 32.1 47/61 1601 25.1.17 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
220 CDI Sport 143 8.3 23.1 8.0 4.8 2.9 168 258 37.3 44/54 1525 26.6.13 Kad jar 5dr SUV AAAAC GTI 147 6.7 17.4 5.9 8.6 2.8 197 236 — 37/47 1355 1.8.18
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 dCi 115 Dyn. S Nav 113 14.5 — 14.6 17.2 2.3 108 192 35.0 52/69 1380 21.10.15 Golf 3/5dr hatch AAAAB
E-Class 4dr saloon/5dr estate/2dr convertible/2dr coupé AAAAC Koleos 5dr SUV AAACC GTI Perf. DSG 155 6.5 16.4 5.9 8.9 2.8 227 258 34.4 32/38 1402 10.7.13
E400 Coupé 155 5.6 13.4 4.9 14.8 2.9 328 354 46.7 30/39 1845 14.6.17 dCi 175 4WD Sig. 126 9.8 31.3 10.1 14.3 2.9 175 280 — 34/38 1747 20.8.17 GTE 138 7.7 18.2 6.1 7.7 2.5 201 258 7.6 44/45 1599 20.5.15
S-Class 4dr saloon/2dr coupé AAAAA 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
S350 Bluetec 155 7.3 19.0 6.8 3.9* 2.7 255 457 45.6 34/44 1975 16.10.13 R O L L S - R OYC E T-Roc 5dr SUV AAAAB
S63 AMG Coupé 155 4.5 9.6 3.4 6.8 2.7 577 664 42.8 22/25 2070 3.12.14 Phantom 4dr saloon AAAAA 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
GLA 5dr SUV AAABC Phantom 155 5.5 11.8 4.4 2.5* 2.8 563 664 51.2 8/28 2560 4.4.18 Arteon 5dr hatch AAABC
GLA220 CDI SE 134 8.1 23.8 7.8 4.7 2.65 168 258 36.4 40/48 1535 14.5.14 Ghost 4dr saloon AAAAC 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
GLC 5dr SUV AAAAC Ghost 155 4.9 10.6 3.9 2.3* 2.6 563 575 46.0 18/23 2450 7.7.10 Passat 4dr saloon/5dr estate AAAAC
GLC250d 143 7.8 23.5 7.8 15.7 3.2 201 369 46.9 39/43 1845 10.2.16 Wraith 2dr coupé AAAAB 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
GL 5dr SUV AAAAC Wraith 155 4.6 10.0 4.5 2.1* 2.9 624 590 45.9 15/27 2435 21.5.14 GTE 140 7.6 19.0 6.1 7.8 3.3 215 295 32.3 38/43 1722 7.9.16
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 Dawn 2dr convertible AAAAC Touran 5dr MPV AAAAC
X-Class 4dr pick-up AAABC 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 128 9.9 29.3 9.7 13.6 3.2 148 251 37.0 54/60 1571 3.2.16
X250d 4Matic 109 11.2 38.9 11.6 — 3.2 187 332 31.3 27/36 2159 20.6.18 Tiguan 5dr SUV AAAAB
SL 2dr convertible AAAAC S E AT 2.0 TDI 150 SE 127 10.4 33 9.6 12.4 3.2 148 251 40.0 44/52 1683 22.6.16
SL500 155 4.3 9.9 3.6 6.5 2.7 429 516 39.6 10/24 1815 8.8.12 Ibiza 5dr hatch AAAAB Caravelle 5dr MPV AAAAC
SE Tech’y 1.0 TSI 113 10.0 34.1 10.0 10.1 3.0 94 129 27.2 45/56 1047 19.7.17 2.0 BITDI Exec. 126 11.6 36.1 11.7 10.2 3.2 201 332 22.7 38/45 2386 23.12.15
MG Leon 3/5dr hatch AAAAC Touareg 5dr SUV AAABC
3 5dr hatch AAABC 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 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 3Form Sp’t 108 11.4 41.5 11.6 19.6 2.8 105 101 22.2 37/41 1150 25.12.13 Cupra SC 280 155 5.9 13.6 4.4 7.1 2.7 276 258 27.2 28/36 1441 26.3.14
GS 5dr SUV AAACC Arona 5dr SUV AAAAC V O LV O
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 SE Tech’y 1.0 TSI 107 10.5 — 10.6 11.9 3.1 94 129 26.2 37/41 1165 15.11.17 XC40 5dr SUV AAAAB
Ateca 5dr SUV AAAAB D4 AWD First Ed. 130 8.5 24.8 8.5 13.7 3.0 188 295 39.8 38/44 1735 7.2.18
MINI 1.6 TDI SE 114 10.5 35.6 9.3 14.0 2.9 114 184 36.4 50/62 1300 19.10.16 S60 4dr saloon AAAAC
Mini 3dr hatch AAAAB D4 SE Nav 143 7.6 20.4 6.9 9.2 3.0 179 295 39.4 46/59 1580 5.3.14
Cooper S 146 6.9 17.1 5.9 6.7 2.5 189 221 26.4 35/54 1235 2.4.14 SMART S90 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 Forfour Electric Drive 5dr hatch AABCC D4 Momentum 140 8.2 22.1 7.9 11.1 2.6 188 295 40.1 40/51 1717 13.7.16
Clubman 5dr hatch AAABC Prime Premium 81 13.2 — 14.5 10.6 2.8 80 118 — 3.1/3.9† 1200 23.8.17 V60 5dr estate AAAAC
Cooper D 132 8.6 25.9 8.2 10.0 2.9 148 243 34.9 51/52 1320 25.11.15 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
Convertible 2dr convertible AAAAB S KO DA XC60 5dr SUV AAABC
Cooper 129 9.2 25.4 8.8 12.4 2.7 134 162 31.0 46/53 1280 6.4.16 Fabia 5dr hatch AAAAC 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
Countryman 5dr hatch AAABC 1.2 TSI 90 SE-L 113 12.6 46 12.5 15.0 3.4 89 118 26.1 45/49 1109 21.1.15 XC90 5dr SUV AAAAC
Cooper D 129 9.0 26.4 8.4 11.5 2.8 148 243 36.2 42/48 1480 22.2.17 Octavia 4dr saloon/5dr estate AAAAC D5 Momentum 137 8.3 23.9 8.3 5.0* — 222 347 33.6 37/39 2009 17.6.15
Plug-in Hybrid 123 6.7 24.4 6.2 5.5 3.5 221 284 30.1 42/50 1735 26.7.17 vRS 245 Estate 155 6.9 16.2 5.8 7.3 2.9 242 273 29.8 33/39 1392 16.8.17
Superb 5dr hatch/estate AAAAB WESTFIELD
MITSUBISHI 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 Sport 0dr roadster AAAAC
Eclipse Cross 5dr SUV AAACC Karoq 5dr SUV AAABC Sport 250 142 3.6 11.1 6.4 4.0 2.7 252 270 22.7 32/42 665 29.11.17
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 2.0 TDI 150 Scout 122 8.9 28.7 9.6 12.8 2.86 148 251 36.1 38/47 1629 30.1.19
Outlander 5dr SUV AAABC Kodiaq 5dr SUV AAAAC ZENOS
PHEV GX4hs 106 10.0 30.5 9.5 6.2 3.0 200 245 — 44/38 1810 16.4.14 2.0 TDI Edition 121 9.5 34.7 10.1 12.2 2.8 148 251 33.5 37/48 1751 23.11.16 E10 0dr roadster AAAAB
S 140 4.3 11.2 4.1 5.3 2.9 250 295 33.9 21/23 725 7.10.15

80 AUTOCAR.CO.UK 1 MAY 2019

What Car?
New Car Buying
Find your perfect deal today at
whatcar.com/new - car - deals

Buy your next car from home

Our online service links you with trusted
dealers who will match or beat our
Target Price - so you can get your perfect
new car at a discount without the
hassle of haggling.

New Car
Buying
For full reviews of every car listed here, visit our website, autocar.co.uk
h) ) h) ) h) )
mp ph pg mp ph pg mp h pg
h p) e d( m my
(m ) h p) e d( m my
(m ) h p) e d( mp y (m )
we
r (b pe /62 no /km
we
r (b pe /62 no /km
we
r (b pe 0/6
2
no
m
(g/
km
ps 0 o (g ps 0 o (g ps o
ECONOMY EXPLAINED Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec CO 2
ABARTH D5 S 4dr saloon £62,000 AAAAC 2.0 45 TFSI quattro 242 155 5.6 TBC TBC
Between the various figures produced on 595 3dr hatch/2dr open £16,130–£21,430 AAABC The excellent 5 Series receives some Alpina tweaking to make it a 2.0 35 TDI 148 136 8.9 TBC TBC
the old-style ‘NEDC’, transitional ‘NEDC The Fiat 500’s Abarth makeover makes it a true pocket rocket. brilliant cruiser. LxWxH 4956x1868x1466 Kerb weight 1870kg 2.0 40 TDI quattro 187 146 7.4 TBC TBC
correlated’ and new-style ‘WLTP’ lab emissions LxWxH 3657x1627x1485 Kerb weight 1070kg 3.0 BiTurbo 345 171 4.9 TBC TBC
and fuel economy tests, it’s become tricky to 1.4 T-jet 145 143 130 7.8 37.2 134 A4 Avant 5dr estate £30,125–£34,825 AAAAC
1.4 T-jet 160 Trofeo 157 135 7.4 35.3 134 ALPINE Classy and demure estate lacks the dynamic sparkle of rivals.
compare manufacturers’ claimed efficiency 1.4 T-jet 165 Turismo 162 135 7.3 38.2 139 A110 2dr coupé £46,905-£50,805 AAAAA LxWxH 4725x1842x1434 Kerb weight 1370kg
on the latest new cars. When you see a fuel 1.4 T-jet 180 Competizione 177 140 6.9 36.2 155 A much, much greater car and achievement than the sum of its 2.0 35 TFSI 148 136 8.9 TBC TBC
economy and CO2 figure reference elsewhere, parts suggest. LxWxH 4180x1980x1252 Kerb weight 1080kg 2.0 40 TFSI 187 148 7.5 TBC TBC
it’s often without explanation. 695 3dr hatch/2dr open £23,530 AAABC 1.8 Turbo 252 155 4.5 TBC TBC 2.0 45 TFSI quattro 242 155 6.0 TBC TBC
So, to provide as fair and clear a basis for A convincing track-day 500 with decent dynamic ability, but overly 2.0 35 TDI 148 132 9.2 TBC TBC
comparison as possible, you’ll only ever read firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg ARIEL 2.0 40 TDI 187 144 7.9 TBC TBC
1.4 T-jet 180 Rivale 177 140 6.7 36.2 155 Atom 0dr open £39,950 AAAAB 2.0 40 TDI quattro 187 143 7.6 TBC TBC
‘WLTP combined’ fuel economy and CO2 figures Simple, purist concept remains but everything else has changed…
in Autocar’s first drive reviews, features and 124 Spider 2dr open £29,775–£33,775 AAAAB for the better. LxWxH 3520x1880x1122 Kerb weight 595kg A5 2dr coupé £34,255–£48,875 AAAAC
comparison tests – and on these data pages. Only a mildly upgraded version of the standard car – but what a 2.0 turbo 320 162 2.8 TBC TBC Refreshed coupé gets a sharper look and a refreshed interior. Still
Those are the aggregated result of four lab revelation it is. LxWxH 4054x1740x1233 Kerb weight 1060kg mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg
tests carried out across as many different 1.4 T-jet 170 167 142-144 6.9 TBC AAAAA 2.0 35 TFSI
148-153 Nomad 0dr open £38,000
148 140 8.9 47.9 133
cruising speed ranges – although they’re 2.0 40 TFSI Well inside the top 10 list of our favourite cars. A revelation and a
187 150 7.2 47.1 135
A L FA R O M E O riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg
3.0 V6 TFSI S5 quattro 349 155 4.7 38.2 170
sometimes expressed as a range rather than as Mito 3dr hatch £15,505–£21,385 AAACC 2.4 K24 i-VTEC 235 125 3.4 TBC TBC 2.9 V6 TFSI RS5 quattro 443 155 3.9 32.5 197
one specific figure to show the different results Likeable, good-looking hatch is practical, too, but dynamic flaws 2.0 40 TDI 187 150 7.7 62.8 118
recorded by the heaviest and lightest available make it an also-ran. LxWxH 4063x1720x1446 Kerb weight 1080kg ASTON MARTIN 2.0 40 TDI quattro 187 146 7.4 54.3 137
examples of the car in question (depending on 0.9 TB Twinair 105 103 114 11.4 TBC TBC Vantage 2dr coupé £120,900 AAAAB
optional equipment). Not all car makers have 1.4 TB Multiair 170 167 136 7.3 TBC TBC The faster, cleverer, more hardcore entry-level Aston tops its A5 Sportback 5dr coupé £33,365–£49,525 AAAAC
published these figures yet, however. 1.3 JTDM-2 95 93 112 12.5 TBC TBC class. LxWxH 4465x1942x1273 Kerb weight 1630kg Refined, good-looking four-door coupé is sadly short on charm and
4.0 V8 503 195 3.5 11.6 TBC finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg
In road tests, you’ll also see our own Giulietta 5dr hatch £19,750–£25,850 AAACC 2.0 35 TFSI 148 139 9.1 TBC TBC
independently produced real-world fuel Long in the tooth but still seductive, shame it’s not rounded or DB11 2dr coupé £147,900–£161,900 AAAAA 2.0 40 TFSI 187 150 7.5 TBC TBC
economy test results for comparison with the lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg The stunning replacement for the already seductive DB9 is tyre- 2.0 45 TFSI quattro 242 155 5.8 TBC TBC
lab test claims. We produce an ‘average’, ‘track’ 1.4 TB 120 118 121 9.4 36.2 164 shreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg 2.0 35 TDI 148 135 9.1 TBC TBC
and ‘touring’ figure for each car we test – as 1.6 JTDM-2 120 148 121 10.0 49.6 123-125 4.0 V8 503 187 4.0 10.6 TBC 2.0 40 TDI 187 150 7.5 TBC TBC
often as possible on a brim-to-brim test basis. 5.2 V12 AMR 630 208 3.7 13.4 TBC 2.0 40 TDI quattro 187 146 7.6 TBC TBC
Giulia 4dr saloon £33,190–£62,500 AAAAB
While ‘average’ represents the overall economy Handsome and special dynamically but lacks finesse and only DBS Superleggera 2dr coupé £225,000 AAAAA A5 Cabriolet 2dr open £38,185–£49,995 AAAAC
returned by a new car over a full road test, and comes as an auto. LxWxH 4643x1860x1436 Kerb weight 1429kg Effortlessly fast, intoxicating to drive: the big Aston is better than More practical than smaller options. Lower-powered, steel-sprung
‘track’ is relevant only to intensive performance 2.0 Turbo Petrol 200 197 146 6.6 36.2 153 ever. LxWxH 4712x2146x1280 Kerb weight 1693kg trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg
testing (the length and conditions of which can 2.0 Turbo Petrol 280 276 149 5.7 33.6 158 5.2 V12 715 211 3.7
2.0 40 TFSI 13.5 TBC 187 150 7.9 TBC TBC
vary slightly), ‘touring’ gives the best guide of 2.2 Turbo Diesel 160 158 137 8.2 53.3 128 2.0 45 TFSI quattro 242 155 6.5 TBC TBC
the kind of economy you might see from a car at 2.2 Turbo Diesel 190 187 143 7.1 52.3 128 Rapide S 4dr saloon £149,500–£152,000 AAAAC 2.0 40 TDI 187 150 8.4 TBC TBC
2.9 BiTurbo Quadrifoglio 503 191 3.9 TBC TBC The Rapide is one of the most elegant four-door sports cars in the 2.0 40 TDI quattro 187 145 8.0 TBC TBC
a steady 70mph UK motorway cruise. world. LxWxH 5019x1929x1360 Kerb weight 1990kg
We do real-world efficiency and range Stelvio 5dr SUV £34,035–£69,500 AAAAB 6.0 V12 552 203 4.4 TBC TBC A5 Sportback 4dr saloon £34,255–£48,875 AAABC
testing on electric cars, too, expressing the Alfa’s first SUV is a solid effort. Choosing the petrol version gives it Mid-sized sleek exec is still short of a selling point beyond its style.
former in terms of miles per kilowatt hour, charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg AU D I LxWxH 4711x1843x1386 Kerb weight 1605kg
as EV manufacturers do increasingly widely 2.2 Turbo Diesel 190 187 130 7.6 46.3 138 A1 Sportback 5dr hatch £17,700–£25,655 AAABC 2.0 35 TFSI 148 138 9.1 TBC TBC
by convention. 2.2 Turbo Diesel 190 Q4 AWD 187 130 7.6 44.1 147 Quite pricey, but a rounded car with plenty of rational appeal. 2.0 40 TFSI 187 150 7.5 TBC TBC
2.2 Turbo Diesel 210 Q4 AWD 207 134 6.6 43.5 147 LxWxH 4029x1746x1418 Kerb weight 1105kg 2.0 45 TFSI quattro 242 155 6.0 TBC TBC
2.0 Turbo 200 Q4 AWD 197 134 7.2 30.4 176 1.0 25 TFSI 94 118 10.5 TBC TBC 2.0 40 TDI 187 150 7.9 TBC TBC
S TA R R AT I N G S E X P L A I N E D
2.0 Turbo 280 Q4 AWD 276 143 5.7 30.4 175 1.0 30 TFSI 114 126 9.5 TBC TBC 2.0 40 TDI quattro 187 146 7.6 TBC TBC
2.9 BiTurbo Quadrifoglio 503 197 3.8 TBC TBC 1.5 35 TFSI 148 137 7.7 TBC TBC
CCCCC Inherently dangerous/unsafe. Tragically, 2.0 40 TFSI 197 146 6.5 TBC TBC A6 4dr saloon £37,750–£50,870 AAAAC
irredeemably flawed. 4C Spider 2dr open £59,835 AAABC Supremely well-constructed but a bit soulless to drive. A smart
BCCCC Appalling. Massively significant failings. It may be flawed but it’s rewarding to drive, if not the last word in A3 Sportback 5dr hatch £21,340–£26,845 AAAAC office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg
ACCCC Very poor. Fails to meet any accepted finesse. LxWxH 3989x1864x1183 Kerb weight 934kg All the above but with the added convenience of five doors and a 2.0 45 TFSI quattro 242 155 6.0 TBC TBC
1.75 TBi 240 236 160 4.5 TBC TBC usefully larger boot. LxWxH 4313x1785x1426 Kerb weight 1180kg 3.0 55 TFSI quattro 335 155 5.1 TBC TBC
class boundaries. 1.0 30 TFSI 114 128 9.9 TBC TBC 2.0 40 TDI 201 152 8.1 TBC TBC
ABCCC Poor. Within acceptable class ALPINA 1.5 35 TFSI 148 137 8.2 TBC TBC 2.0 40 TDI quattro 201 153 7.6 TBC TBC
boundaries in a few areas. Still not B3 S 4dr saloon/5dr touring £62,000–£63,000 AAAAC 2.0 40 TFSI 187 152 6.8 TBC TBC 3.0 50 TDI quattro 282 155 5.5 TBC TBC
recommendable. Previously falling behind in the power stakes, but the recent 1.6 30 TDI 114 126 10.4 TBC TBC
facelift rectifies that. LxWxH 4632x1811x1431 Kerb weight 1705kg A6 Avant 5dr estate £40,740–£52,970 AAAAC
AACCC Off the pace. Below average in nearly 3.0 BiTurbo 433 188-190 4.3 TBC TBC A3 Saloon 4dr saloon £23,910–£27,410 AAAAC A capable and high-tech throwback that’s a timely reminder of
all areas. Undercuts the case to own an A4. Upmarket interior and good to what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg
AABCC Acceptable. About average in key areas, B4 S 2dr coupé/open £73,100–£78,600 AAABC drive. LxWxH 4458x1796x1416 Kerb weight 1240kg 2.0 45 TFSI quattro 242 155 6.2 TBC TBC
but disappoints. A retuned version of the 4 Series that feels more at home on the 1.0 30 TFSI 114 131 9.9 TBC TBC 3.0 55 TFSI quattro 335 155 5.3 TBC TBC
track than the road. LxWxH 4640x1825x1373 Kerb weight 1690kg 1.5 35 TFSI 148 139 8.2 TBC TBC
AAACC Competent. Above average in some 3.0 BiTurbo 433 189-190 4.2-4.3 TBC TBC 1.6 30 TDI 114 131 10.4 TBC TBC
areas, average in others. Outstanding
in none. B5 4dr saloon/5dr touring £89,000–£91,000 AAAAC A3 Cabriolet 2dr open £29,985–£32,135 AAAAC
AAABC Good. Competitive in key areas. Is it the best alternative to an M5? Yes, at least from a practicality Compact, affordable, usable and refined. Strong performance, too.
viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg LxWxH 4423x1793x1409 Kerb weight 1380kg
AAAAC Very good. Very competitive in key 4.4 V8 BiTurbo 599 200-205 3.5-3.7 TBC TBC 1.5 35 TFSI 148 137 8.9 TBC TBC
areas, competitive in secondary 2.0 40 TFSI 187 155 7.2 TBC TBC
respects. B7 4dr saloon £115,000 AAAAC
AAAAB Excellent. Near class-leading in key A 7 Series with a power boost gives BMW a worthy challenger to A4 4dr saloon £28,725–£33,425 AAAAC
the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg High quality and competent but leaves the dynamic finesse to its
areas and in some ways outstanding. 4.4 V8 BiTurbo 599 205 4.2 TBC TBC rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg
AAAAA Brilliant, unsurpassed. All but flawless. 2.0 35 TFSI 148 139 8.6 TBC TBC
2.0 40 TFSI 187 155 7.3 TBC TBC
 N E W CAR PR I CES
h) ) h) ) h) ) h) )
mp ph pg mp ph pg mp ph pg mp h pg
p) d (m m (m p) d (m m (m p) d (m m (m p) d (m mp y (m
r (b
h
pe
e
/62 my /km
)
r (b
h
pe
e
/62 my /km
)
r (b
h
pe
e
/62 my /km
)
r (b
h
pe
e 2 m km
)
we ps 0 o no (g we ps 0 o no (g we ps 0 o no (g we ps 0/6 o no (g/
Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec CO 2
2.0 40 TDI 201 149 8.3 TBC TBC 3 Series 4dr saloon £37,660–£39,700 AAAAB 540i xDrive 335 155 5.1 28.2-30.4 TBC
2.0 40 TDI quattro 201 150 7.8 TBC TBC Latest 3 Series has a growth spurt, but size is no obstacle for an 520d 187 147 7.8 44.1-47.9 TBC
3.0 50 TDI quattro 282 155 5.7 TBC TBC engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg 520d xDrive 187 144 7.9 42.2-46.3 TBC
330i 254 155 5.8 38.2-41.5 TBC 530d 261 155 5.8 40.9-43.5 TBC
A7 Sportback 5dr coupé £46,250–£76,455 AAABC 320d 187 146 6.8-7.1 49.6-56.5 TBC 530d xDrive 261 155 5.6 37.7-41.5 TBC
Easy on the eye and to live with, but let down by stolid dynamics. 320d xDrive 187 144 6.9 47.1-49.6 TBC
LxWxH 4969x1908x1422 Kerb weight 1880kg 6 Series Gran Turismo 5dr hatch £47,930–£58,865 AAABC
2.0 45 TFSI quattro 242 155 6.2 TBC TBC 3 Series Touring 5dr estate £29,340–£47,825 AAAAB A large improvement on the 5GT and dynamically sound. Still an
3.0 55 TFSI quattro 335 155 5.3 TBC TBC There are newer, more practical estates, but dynamism makes the oddball, though. LxWxH 5007x1894x1392 Kerb weight 1720kg
2.0 40 TDI 201 152 8.3 TBC TBC Touring sparkle. LxWxH 4633x1811x1429 Kerb weight 1470kg 630i 254 155 6.3 32.1-34.9 TBC
2.0 40 TDI quattro 201 155 7.0 TBC TBC 318i 134 130 9.2-9.3 33.2-36.7 TBC 640i xDrive 335 155 5.3 26.9-29.1 TBC
3.0 45 TDI quattro 227 155 6.5 TBC TBC 320i 181 146 7.5 34.0-35.8 TBC 620d 198 137 7.9 42.8-46.3 TBC
3.0 50 TDI quattro 282 155 5.7 TBC TBC 320i xDrive 181 144 7.7-7.9 32.5-34.9 TBC 620d xDrive 198 135 8.0 40.4-44.8 TBC
330i 248 155 5.9-6.0 33.6-34.9 TBC 630d 261 155 6.1 40.4-43.5 TBC
A8 4dr saloon £68,755–£78,545 AAAAC BENTLEY 340i 321 155 5.1 30.1-31.0 TBC 630d xDrive 261 155 6.0 37.2-40.9 TBC
Technical tour de force benefits from Audi’s knack of making very Continental GT 2dr coupé £156,700 AAAAC 316d 114 127 11.3-11.4 44.1-47.9 TBC
good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg Refined and improved in every area, making the Conti a superb 318d 148 133 8.9-9.0 44.1-47.1 TBC 7 Series 4dr saloon £64,260–£85,605 AAAAC
3.0 55 TFSI quattro 335 155 5.6 TBC TBC grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 320d 187 146 7.5-7.7 44.1-53.3 TBC Rules on in-car entertainment and diesel sophistication; otherwise
3.0 55 TFSI quattro LWB 335 155 5.7 TBC TBC 6.0 W12 626 207 3.6 24.1 308 320d xDrive 187 144 7.7 41.5-46.3 TBC too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg
3.0 50 TDI quattro 282 155 5.9 TBC TBC 330d 254 155 5.6 39.8-40.9 TBC 725d 227 152 6.9 42.8-46.3 TBC
3.0 50 TDI quattro LWB 282 155 5.9 TBC TBC Continental GT Convertible 2dr open £175,890 AAAAB 330d xDrive 254 155 5.4 37.7-38.2 TBC 730d 261 155 6.1 41.5-43.5 TBC
Immensely capable and refined open-top cruiser with effortless 335d xDrive 308 155 4.9 38.2-39.2 TBC 730d xDrive 261 155 5.8 39.2-40.9 TBC
Q2 5dr SUV £22,960–£37,375 AAAAC performance. LxWxH 4850x2187x1399 Kerb weight 2414kg 740d xDrive 315 155 5.2 37.7-39.8 TBC
Audi’s smallest SUV is a decent stepping stone from the A3 to the 6.0 W12 626 207 3.7 20.2 317 3 Series Gran Turismo 5dr hatch £34,510–£47,165 AAAAC 740e 254 155 5.4 94.2-104.6 TBC
Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg Hatchback practicality meets 3 Series dynamic talent. Dull but 740Le xDrive 254 155 5.3 80.7-88.3 TBC
1.0 30 TFSI 114 122 10.3 TBC AAAAC decent. LxWxH 4824x1828x1508 Kerb weight 1580kg
TBC Mulsanne 4dr saloon £229,360–£275,000
1.5 35 TFSI 148 131 If the Rolls Phantom is best from the back seat, the Mulsanne is
8.5 TBC TBC 320i 181 146 8.0-8.1 34.0-36.7 TBC 8 Series 2dr coupé £76,270-£99,525 AAAAC
2.0 40 TFSI quattro 187 141 best in the front. LxWxH 5575x1926x1521 Kerb weight 2685kg
6.5 TBC TBC 320i xDrive 181 144 8.1-8.4 32.5-34.9 TBC Has dynamism to spare, but not quite the breadth of ability of the
2.0 SQ2 TFSI 298 155 4.8
6.75 V8 TBC
505 184 5.1-5.3 TBC TBC TBC 330i 248 155 6.1 32.8-34.4 TBC best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg
1.6 30 TDI 114 122 10.5
6.75 V8 Speed TBC
530 190 4.8 TBC TBC TBC 340i 321 155 5.1 30.1-31.0 TBC 840d xDrive 316 155 4.9 39.2-40.4 TBC
320d 187 146 7.8-7.9 44.8-47.9 TBC M850i xDrive 523 155 3.7 26.2-26.9 TBC
Q3 5dr SUV £30,770–£47,075 AAABC Bentayga 5dr SUV £135,800–£232,000 AAAAB 320d xDrive 187 144 7.8 42.2-44.1 TBC
Typically refined and competent but feels more like an A3 than an Crewe’s first attempt at a luxury SUV is a solid effort. The Diesel is 330d 254 155 5.7 39.8-40.9 TBC X1 5dr SUV £28,210–£36,970 AAAAC
Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg wondrous. LxWxH 5140x1998x1742 Kerb weight 2505kg 330d xDrive 254 155 5.4 37.7-38.7 TBC Pick of the premium bunch but a tad unrefined and has ordinary
1.5 35 TFSI 148 128-131 9.2-9.6 TBC TBC 4.0 V8 542 171 4.4 21.7 296 335d xDrive 308 155 4.9 38.7-39.2 TBC handling. LxWxH 4439x1821x1598 Kerb weight 1395kg
2.0 40 TFSI quattro 187 136 7.4 TBC TBC 6.0 W12 600 187 4.0 TBC TBC sDrive18i 138 127 9.7 39.2-40.9 TBC
2.0 45 TFSI quattro 227 144 6.3 TBC TBC 4 Series 2dr coupé £34,990–£68,545 AAAAC sDrive20i 189 138 7.4 36.7-38.2 TBC
2.0 35 TDI 148 128 9.2 TBC TBC BMW A talented GT and a brilliant B-road steer that is very well-equipped. sDrive18d 148 126 9.3-9.4 47.9-49.6 TBC
2.0 35 TDI quattro 148 131 9.3 TBC TBC 1 Series 3dr/5dr hatch £23,050–£37,785 AAABC LxWxH 4640x1825x1377 Kerb weight 1475kg xDrive18d 148 126 9.3-9.4 46.3-47.9 TBC
2.0 40 TDI quattro 188 137 8.0 TBC TBC Strong on performance and economy and as good as it could be. 420i 181 146 7.3-7.5 35.3-37.7 TBC xDrive20d 187 136 7.8 45.6-47.9 TBC
LxWxH 4329x1765x1421 Kerb weight 1375kg 420i xDrive 181 144 7.6-7.8 33.6-36.2 TBC
Q5 5dr SUV £41,200–£51,955 AAAAC 118i 134 130 8.5-8.7 35.8-38.2 TBC 430i 248 155 5.8-5.9 34.9-37.2 TBC X2 5dr SUV £27,950–£42,785 AAAAC
Appealing combination of Audi allure, affordable SUV practicality 120i 181 139-142 7.1 35.8-36.7 TBC 440i 321 155 5.0-5.2 31.0-33.6 TBC Proves crossovers aren’t always worse than the hatchbacks on
and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg 125i 220 151 6.1 35.8-36.2 TBC M4 425 155 4.1-4.3 27.7-28.5 TBC which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg
2.0 45 TFSI quattro 242 147 6.4 TBC TBC M140i 335 155 4.6-4.8 32.1-32.5 TBC M4 Competition pack 444 155 4.0-4.2 24.7-28.5 TBC sDrive18i 138 127 9.6 39.8-43.5 TBC
2.0 40 TDI quattro 187 136 8.1 TBC TBC 116d 114 124 10.5 49.6-53.3 TBC 420d 187 146 7.2-7.4 46.3-50.4 TBC sDrive20i 188 141 7.7 37.2-39.8 TBC
118d 148 131 8.2-8.4 47.9-52.3 TBC 420d xDrive 187 144 7.3 43.5-45.6 TBC M35i 302 155 4.9 33.6-34.0 TBC
Q7 5dr SUV £53,250–£80,095 AAAAC 120d 187 141 7.1-7.2 47.9-49.6 TBC 430d 254 155 5.5 40.9-42.2 TBC sDrive18d 148 129 9.3-9.8 47.9-52.3 TBC
Unengaging to drive and light on feel, but the cabin is both huge 120d xDrive 187 138 6.9 43.5-45.6 TBC 430d xDrive 254 155 5.2 38.7-39.2 TBC xDrive18d 148 128 9.2 46.3-49.6 TBC
and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg 125d 220 149 6.4 46.3-47.9 TBC 435d xDrive 308 155 4.7 39.2-40.4 TBC xDrive20d 185 137 7.7 45.6-50.4 TBC
3.0 V6 45 TDI quattro 228 142 7.3 TBC TBC
3.0 V6 50 TDI quattro 282 152 6.3 TBC TBC 2 Series 2dr coupé £25,640–£53,100 AAAAB 4 Series Convertible 2dr open £41,370–£68,545 AAAAC X3 5dr SUV £39,870–£77,070 AAAAC
A proper compact coupé now. Could be better equipped, however. A talented gran tourer with the ability to remove the roof. What’s Continues where the last one left off. Dynamically good and more
Q8 5dr SUV £65,970–£83,790 AAAAC LxWxH 4432x1774x1418 Kerb weight 1420kg not to like? LxWxH 4640x1825x1384 Kerb weight 1700kg luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg
Striking and effective coupé-SUV range-topper leaves us wanting 218i 134 130 8.8-8.9 35.8-38.2 TBC 420i 181 146 8.2-8.4 34.0-35.8 TBC xDrive20i 181 134 8.3 29.4-31.4 TBC
more. LxWxH 4986x1995x1705 Kerb weight 2145kg 220i 181 143 7.2 36.2-38.2 TBC 430i 248 155 6.3-6.4 32.8-35.3 TBC M40i 355 155 4.8 25.7-26.6 TBC
3.0 V6 55 TFSI quattro 335 155 5.9 230i 31.0-31.7 TBC
248 155 5.6 35.8-36.7 TBC 440i 321 155 5.4 29.7-30.4 TBC X3M 473 155 4.2 26.9 239
3.0 V6 45 TDI quattro 228 144 7.1 M240i 42.2-44.1 TBC
335 155 4.6-4.8 32.5 TBC M4 425 155 4.4-4.6 27.2-28.0 TBC X3M Competition 503 155 4.1 26.9 239
3.0 V6 50 TDI quattro 282 152 6.3 M2 Competition TBC TBC
404 155 4.2-4.4 28.2-29.1 TBC M4 Competition pack 444 155 4.3-4.5 26.9-28.0 TBC xDrive20d 187 132 8.0 39.2-41.5 TBC
218d 148 132 8.3-8.5 47.9-52.3 TBC 420d 187 146 8.1-8.2 44.1-46.3 TBC xDrive30d 261 149 5.8 36.7-38.7 TBC
TT 2dr coupé £32,105–£46,765 AAAAC 220d 187 143 7.1-7.2 47.1-50.4 TBC 430d 254 155 5.9 39.2-39.8 TBC M40d 321 155 4.9 35.3-36.7 TBC
Still serves up plenty of pace, style and usability for the money. It’s 220d xDrive 187 140 7.0 43.5-46.3 TBC 435d xDrive 308 155 5.2 37.7-38.2 TBC
better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg 225d 220 151 6.3 46.3-47.9 TBC X4 5dr SUV £43,740–£79,990 AAABC
2.0 40 TFSI 194 155 6.6 TBC TBC 4 Series Gran Coupé 4dr coupé £34,940–£49,895 AAAAC Downsized X6 is respectable enough if not loveable, but the X3 is a
2.0 45 TFSI 242 155 5.8-5.9 TBC TBC 2 Series Convertible 2dr open £28,840–£42,940 AAABC Essentially a prettier 3 Series. Good, but not better than the better option. LxWxH 4671x1881x1624 Kerb weight 1735kg
2.0 45 TFSI quattro 242 155 5.2 TBC TBC Better than its 1 Series forebear but lacks truly distinguishing regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg M40i 336 155 4.9 25.9-26.9 TBC
2.0 TTS 302 155 4.5 TBC TBC premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg 420i 181 146 7.5-7.7 34.9-37.1 TBC X4M 473 155 4.2 26.7 239
218i 134 130 9.4-9.6 33.6-36.2 TBC 420i xDrive 181 144 7.8-8.1 33.2-25.8 TBC X4M Competiton 503 155 4.1 26.7 239
TT Roadster 2dr open £33,855–£48,515 AAAAC 220i 181 143 7.7 34.4-35.8 TBC 430i 248 155 5.9 34.4-37.2 TBC xDrive20d 187 131 8.0 39.2-41.5 TBC
Plenty of pace and driver reward, along with prestige and design- 230i 248 155 5.9 34.0-34.9 TBC 440i 321 155 5.1 30.7-31.7 TBC xDrive30d 254 145 5.8 36.7-40.9 TBC
icon style. LxWxH 4191x1966x1355 Kerb weight 1455kg M240i 335 155 4.7-4.9 31.4 TBC 420d 187 146 7.4-7.6 46.3-51.4 TBC M40d 322 155 4.9 35.3-27.2 TBC
2.0 40 TFSI 194 155 6.9 TBC TBC 218d 148 132 8.8-9.0 45.6-47.9 TBC 420d xDrive 187 144 7.5 43.5-46.3 TBC
2.0 45 TFSI 242 155 6.0-6.1 TBC TBC 220d 187 143 7.5-7.6 45.6-48.7 TBC 430d 254 155 5.6 40.9-41.5 TBC X5 5dr SUV £57,495–£71,475 AAAAC
2.0 45 TFSI quattro 242 155 5.5 TBC TBC 225d 220 151 6.5 44.1-44.8 TBC 430d xDrive 254 155 5.3 38.2-39.2 TBC More capable, convenient, refined and classy SUV that’s a more
2.0 TTS 302 155 4.8 TBC TBC 435d xDrive 308 155 4.8 39.2-39.8 TBC satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg
2 Series Active Tourer 5dr hatch £25,480–£37,445 AAAAC xDrive40i 335 155 5.5 25.0-27.2 TBC
R8 2dr coupé £112,520–£141,200 AAAAC BMW’s FWD hatch is a proper contender but not as practical as 5 Series 4dr saloon £36,275–£97,925 AAAAB xDrive30d 261 130 6.8 34.0-37.7 TBC
Usable but no less involving or dramatic for it. V10 is deliciously some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg The perfect compromise between the comfy E-Class and dynamic M50d 395 155 5.3 32.5-33.6 TBC
brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg 218i 134 127 9.3 39.8-44.1 TBC XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg
5.2 V10 FSI RWS 532 198 220i 3.7 TBC TBC 520i 181 146 7.8 181 142
38.2-40.4 TBC X6 5dr SUV £62,235–£74,045
7.4 AAABC
37.2-38.7 TBC
5.2 V10 FSI quattro 532 198 225xe 3.5 TBC TBC 530i 248 155 6.2 248 125
35.8-38.2 TBC The world’s first off-road coupé, but appearances make it difficult
6.7 88.3-100.9 TBC
5.2 V10 FSI Plus quattro 601 205 216d 3.2 TBC TBC 540i xDrive 335 155 4.8 335 121
29.4-31.4 TBC to love. LxWxH 4909x1989x1702 Kerb weight 2065kg
11.1 55.4-58.9 TBC
218d M5 592 155 3.4 148 129
23.5-24.1 TBC 9.0-9.1 49.6-55.4 TBC
R8 Spyder 2dr open £121,210–£149,890 AAAAC 220d M5 Competition 616 155 3.3 187 141
23.5-24.1 TBC 7.6 50.4-53.3 TBC
Taking the roof off the R8 enhances the drama tenfold. 220d xDrive 530e 248 146 6.2 187 138
117.7-128.4 TBC 7.5 47.9-51.4 TBC
LxWxH 4426x1940x1245 Kerb weight 1680kg 518d 148 132 8.8 47.1-52.3 TBC
5.2 V10 FSI RWS 532 197 3.8 TBC TBC 2 Series Gran Tourer 5dr MPV £27,345–£37,305 AAAAB 520d 187 147 7.5 44.1-52.3 TBC
5.2 V10 FSI quattro 532 197 3.6 TBC TBC Brings a proper premium MPV to the table. Third row seats aren’t 520d xDrive 187 144 7.6 43.5-48.7 TBC
5.2 V10 FSI Plus quattro 601 204 3.3 TBC TBC adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 530d 261 155 5.7 43.5-45.6 TBC
218i 134 127 9.5-9.8 38.2-40.9 TBC 530d xDrive 261 155 5.4 39.2-41.5 TBC
BAC 220i 181 137 7.8 35.3-36.2 TBC
Mono 0dr open £165,125 AAAAB 216d 335 119 11.8 53.3-55.4 TBC 5 Series Touring 5dr estate £39,765–£55,755 AAAAB
An F-22 Raptor for the road, only significantly better built. 218d 148 127 9.6 47.9-51.4 TBC The excellent 5 Series made in more practical form. The 520d is
LxWxH 3952x1836x1110 Kerb weight 580kg 220d 187 138 8.2 47.9-49.6 TBC still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg
2.5 VVT 305 170 2.8 TBC TBC 220d xDrive 187 135 8.0 45.6-47.1 TBC 520i 181 139 8.2 34.9-38.2 TBC
530i 248 155 6.5 34.0-36.7 TBC

New Car
Buying

Find your perfect deal today at

whatcar.com/new - car - deals
 ) ) ) )
ph pg
) ph pg
) ph pg
) ph pg
)
p) d (m
m ph (m p) d (m
m ph (m p) d (m
m ph (m p) d (m
mp
h
y (m
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee 2 m km
)
we p sp 0 o no (g we p sp 0 o no (g we p sp 0 o no (g we p sp 0/6 o no (g/
Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec CO 2
xDrive30d 254 143 6.7 32.5-33.6 TBC 1.6 BlueHDi 100 96 114 10.6-11.2 TBC TBC 812 Superfast 2dr open £263,033 AAAAA
xDrive40d 308 146 5.8 32.5-33.2 TBC 1.6 BlueHDi 120 118 125 8.7 TBC TBC More powerful than the F12, but with better road manners making it
M50d 375 155 5.2 29.4-30.1 TBC the star of the range. LxWxH 4657x1971x1276 Kerb weight 1630kg
C4 Spacetourer 5dr MPV £22,775–£31,265 AAAAC 6.5 V12 777 211 2.9 11.2-20.0 320-572
i3 5dr hatch £35,180–£37,670 AAAAB Plushness and an improved dynamic make for a better car.
Our favourite high-end small car happens to be an EV, and it could LxWxH 4438x1826x1610 Kerb weight 1280kg F I AT
change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 1.2 PureTech 130 126 125-128 10.1 TBC TBC 500 3dr hatch/2dr open £12,010–£18,100 AAABC
120Ah 167 93 7.3 TBC 0 1.6 BlueHDi 130 126 130 10.4 TBC TBC Super desirable, super-cute city car. Pleasant, if not involving to
120Ah S 180 99 6.9 TBC 0 1.6 BlueHDi 160 158 131 8.9 TBC TBC drive. LxWxH 3571x1627x1488 Kerb weight 865kg
1.2 69hp 68 99 12.9 44.1 TBC
i8 2dr coupé/roadster £114,935-£126,935 AAAAC Grand C4 Spacetourer 5dr MPV £24,475–£32,965 AAAAC 0.9 Twinair 85 83 107 11.0 49.6 TBC
If BMW’s plug-in hybrid is what the future of the sports car looks Alternative MPV offers something fresh, comfy, spacious and
like, we welcome it. LxWxH 4689x1942x1293 Kerb weight 1485kg quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg 500L 5dr MPV £17,610–£18,895 AAACC
1.5 eDrive 374 155 4.4-4.6 128.4 TBC 1.2 PureTech 130 126 125-128 10.8 TBC TBC A costly option but has some style to fill out some of its missing
1.6 BlueHDi 130 126 130 11.3 TBC TBC substance. LxWxH TBC Kerb weight TBC 2.0 TDCi Duratorq 190 187 138 9.9 36.7-56.5 TBC
CAD I LL AC 1.6 BlueHDi 160 158 130 9.2 TBC TBC 1.4 95hp 93 103-111 12.8-13.2 34.0-34.9 TBC 2.0 TDCi D’torq 190 AWD 187 137 10.0 34.9-52.3 TBC
CTS-V 4dr saloon £85,428 AAAAC
Eat your heart out, Germany – but lacks handling finesse of its C5 Aircross 5dr SUV £23,225–£32,725 AAABC 500X 5dr hatch £17,295–£22,695 AAABC Mondeo Estate 5dr estate £23,795–£34,630 AAAAC
European rivals. LxWxH 5050x1863x1447 Kerb weight 1850kg Smooth-riding SUV has an easy-going nature, but not the most Familiar styling works rather well as a crossover. Drives okay, too. A vast and enjoyable estate that majors on everything a great Ford
6.2 V8 RWD 640 199 3.7 TBC TBC dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg LxWxH 4248x1796x1600 Kerb weight TBC should. LxWxH 4867x 1852x1501 Kerb weight 1476kg
1.2 PureTech 130 129 117 10.5 TBC TBC 1.6 E-Torq 110 108 112 11.5 36.7 TBC
1.5 SCTi Ecoboost 165 162 135 9.2-9.3 22.8-41.5 TBC
Escalade 5dr SUV £93,260 AACCC 1.6 PureTech 180 178 134 8.2 TBC TBC 1.0 Firefly Turbo 120hp 118 117 10.9 41.5 TBC
2.0 TIVCT hybrid 187 184 116 9.2 40.9-52.3 TBC
Cadillac’s luxury SUV remains too large and ungainly for the UK. 1.5 BlueHDI 130 129 117 10.4 TBC TBC 1.3 Firefly Turbo 150hp 148 124 9.1 40.9 TBC
2.0 TDCi Duratorq 150 148 128-130 10.8-11.1 36.7-61.4 TBC
LxWxH 5179x2061x1896 Kerb weight 2635kg 1.5 BlueHDI 180 174 131 8.6 TBC TBC 2.0 TDCi Duratorq 190 187 138 9.9 36.7-56.5 TBC
6.2 V8 AWD 420 112 6.7-6.9 TBC TBC Panda 5dr hatch £9965–£16,465 AAABC 2.0 TDCi D’torq 190 AWD 187 137 10.0 34.9-52.3 TBC
CUPRA Hasn’t kept pace with its rivals, but sells robust, practical charm
C AT E R H A M AAABC better than most. LxWxH 3653x1643x1551 Kerb weight 940kg
Ateca 5dr hatch £35,900-41,175 Mustang 2dr coupé/open £37,645–£48,145 AAAAC
Seven 2dr open £26,490–£53,885 AAAAB First model from Seat’s stand-alone performance brand has decent 1.2 69hp 68 96-102 14.2-14.5 44.8 TBC American muscle built for the UK. What’s not to like?
The 360 is the sweet spot in the revised range, giving the Seven pace and precision. LxWxH 4376x1841x1615 Kerb weight 1615kg 0.9 Twinair 85 83 103-110 11.2-12.1 37.2 TBC LxWxH 4784x1916x1381 Kerb weight 1653kg
just the right hit of performance. LxWxH TBC Kerb weight 490kg 2.0 TSI 300 296 153 5.2 TBC TBC 2.3 Ecoboost 286 145 5.8 30.1-32.5 TBC
1.6 Sigma Ti-VCT 270 135 122 5.0 TBC TBC Tipo 5dr hatch £14,550–£18,860 AAABC 5.0 V8 444 155 4.8 23.2-25.7 TBC
1.6 Sigma Ti-VCT 310 152 127 4.9 TBC TBC DACIA A 90s reboot that has been on a diet. Decent to drive and ample 5.0 V8 Bullitt 453 163 4.6 23.9 TBC
2.0 Duratec 360 180 130 4.8 TBC TBC Sandero 5dr hatch £6995–£9595 AAACC interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg
2.0 Duratec 420 210 136 3.8 TBC TBC A clever budget prospect but its limitations are unavoidable, even 1.4 95 93 115 12.1 36.2-36.7 TBC C-Max 5dr MPV £22,295–£28,795 AAABC
2.0 Supercharged 620S 310 145 3.4 TBC TBC after a smart facelift. LxWxH 4069x1733x1519 Kerb weight 969kg 1.4 T-Jet 120 118 124 9.6 36.7 TBC A fun-to-drive and easy-to-live-with five-seat MPV.
2.0 Supercharged 620R 310 155 2.79 TBC TBC 1.0 SCe 75 71 98 14.2 54.3 117 1.6 Multijet II 120 118 124 9.8-10.2 48.7-51.4 TBC LxWxH 4379x1828x1610 Kerb weight 1391kg
0.9 TCe 90 87 109 11.1 57.6 109 1.0T Ecoboost 100 98 108 12.6 37.2-42.2 TBC
CHEVROLET Tipo Station Wagon 5dr estate £15,550–£19,860 AAABC 1.0T Ecoboost 125 123 116 11.4 37.2-42.2 TBC
Camaro 2dr coupé/convertible £35,770–£47,850 AAABC Sandero Stepway 5dr hatch £9595–£10,595 AAABC Estate version is more practical, which mixes well with its driving 1.5T Ecoboost 150 148 134 10.2 30.4-33.6 TBC
An affordable American muscle car, but LHD only and less usable A more expensive and slightly more rugged cheap car – but still characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg 1.5 TDCi Duratorq 120 118 113-114 11.3-12.4 41.5-48.7 TBC
and unrefined. LxWxH 4784x1897 Kerb weight 1539kg limited. LxWxH 4089x1761x1555 Kerb weight 1040kg 1.4 95 93 115 12.3 36.2 TBC
2.0 Turbo 268 149 5.9-6.1 TBC TBC 0.9 TCe 90 87 104 11.1 55.4 115 1.4 T-Jet 120 118 124 9.8 34.4-36.7 TBC Grand C-Max 5dr MPV £23,895–£30,445 AAAAC
6.2 V8 446 155-180 4.4-4.8 TBC TBC 1.6 Multijet II 120 118 124 10.1-10.4 48.7-50.4 TBC Mid-sized Ford handles well and can be had in five- or seven-seat
Logan MCV 5dr estate £8495–£11,095 AAACC form. Good value, too. LxWxH 4379x1828x1610 Kerb weight 1493kg
Corvette 2dr coupé/open £72,945–£100,305 AAAB Lacks its stablemates’ charms but retains their cheapness. 1.0T Ecoboost 100 98 107 13.6 37.2-39.8 TBCFORD
LHD only and less usable and less able than rivals, but disarming LxWxH 4501x1733x1552 Kerb weight 980kg AAABC 1.0T Ecoboost 125 Ka+ 5dr hatch £11,295–£15,045
123 115 12.2 37.2-39.8 TBC
and inimitable. LxWxH 4492x1872x1239 Kerb weight 1539kg 1.0 SCe 75 71 98 14.7 52.3 120 The Ka gets two extra doors, and it’s a breath of fresh air for the 1.5T Ecoboost 150 148 123 10.2 30.4-32.1 TBC
6.2 V8 459 180 4.1-4.2 TBC TBC 0.9 TCe 90 87 109 11.1 57.7 109 range. LxWxH 3929x1910x1524 Kerb weight 1055kg 1.5 TDCi Duratorq 120 118 111-112 12.3-13.4 41.5-45.6 TBC
6.2 V8 Z06 650 196 3.7-3.8 TBC TBC 1.2 Ti-VCT 70 69 99 15.3 48.7 TBC
Logan MCV Stepway 5dr estate £12,095 AAACC 1.2 Ti-VCT 85 83 105 13.3 43.5-47.9 TBC S-Max 5dr MPV £28,395–£40,695 AAAAC
CITROEN Given a rugged makeover but still lacks charm. Extremely 1.5 TDCi 95 93 111 11.4 56.5-60.1 TBC Better to drive and better looking than most but not quite the class
C-Zero 5dr hatchback £20,520 AAACC practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg
Well-engineered electric city car, but too expensive and lacks the 0.9 TCe 90 87 106 12.4 55.4 115 Fiesta 3dr/5dr hatch £13,965–£22,895 AAAAB 1.5T Ecoboost 165 163 124 9.9 26.6-38.7 TBC
range of rivals. LxWxH 3475x1475x1600 Kerb weight 1120kg Dynamically superb and continues the Fiesta legacy. No longer the 2.0 TDCi EcoBlue 120 118 114 13.4 39.8-53.3 TBC
Electric 64 80 15.9 TBC 0 Duster 5dr SUV £9995–£18,695 AAABC class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg 2.0 TDCi EcoBlue 150 148 123 10.3 34.0-53.3 TBC
A value champion. If cheap family transport is what you require, 1.1 Ti-VCT 70 69 99 14.9 44.8-48.7 TBC 2.0 TDCi EcoBlue 150 AWD 148 122 10.6 35.8-50.4 TBC
C1 3dr hatch/5dr hatch £9635–£14,105 AAABC the Duster delivers. LxWxH 4315x2000x1625 Kerb weight 1147kg 1.1 Ti-VCT 85 83 105 14.0 44.8-48.7 TBC 2.0 TDCi EcoBlue 190 188 129 9.5 35.8-48.7 TBC
Slightly cheaper than its Toyota sibling but less visually charming. 1.6 SCe 115 111 104-105 11.0-12.0 41.5-44.1 145-155 1.0T Ecoboost 85 84 106 12.7 46.3 TBC 2.0 TDCi EcoBlue 190 AWD 188 128 9.8 31.7-46.3 TBC
LxWxH 3455x1615x1460 Kerb weight 855kg 1.5 dCi 115 111 104-105 11.8-12.4 60.1-64.2 115-123 1.0T Ecoboost 100 98 111-113 10.5-12.2 40.4-50.4 TBC 2.0 TDCi EcoBlue 240 236 140 8.1 32.5-48.7 TBC
1.0 VTI 72 71 99 12.6 TBC TBC 1.0T Ecoboost 125 123 121 9.9 46.3-49.6 TBC
DS 1.0T Ecoboost 140 138 125 9.0 46.3-48.7 TBC Galaxy 5dr MPV £29,945–£41,045 AAABC
C3 5dr hatchback £12,145–£18,835 AAABC 3 3dr hatch/2dr open £19,480–£23,480 AAAAC 1.5T Ecoboost 200 ST 197 144 6.5 40.4 TBC Huge seven-seat MPV. Easy to place on the road but not cheap to
Funky, fresh look gives a lease of life, shame that underneath isn’t Premium-brand philosophy and aesthetics appeal, but the 3 lacks 1.5 TDCi Duratorq 85 83 108 12.5 55.4-60.1 TBC buy. LxWxH 4848x1916x1747 Kerb weight 1708kg
the same. LxWxH 3996x1749x1474 Kerb weight 976kg dynamic refinement. LxWxH 3948x1715x1483 Kerb weight 1090kg 1.5 TDCi Duratorq 120 118 121 9.0 54.3-57.6 TBC 1.5T Ecoboost 165 163 124 10.0 26.6-38.2 TBC
1.2 PureTech 68 66 107 14.0 TBC TBC 1.2 PureTech 110 107 117-118 9.6-10.2 39.1-44.8 TBC 2.0 TDCi EcoBlue 120 118 114 13.6 39.2-52.3 TBC
1.2 PureTech 82 79 107 12.8 TBC TBC Focus 5dr hatch £18,300–£29,650 AAAAB 2.0 TDCi EcoBlue 150 148 122-123 10.9 33.6-52.3 TBC
1.2 PureTech 110 107 117 9.3 TBC TBC 7 Crossback 5dr SUV £27,435–£44,120 AAABC Better to drive and look at than before, and impressively good 2.0 TDCi EcoBlue 150 AWD 148 122 12.2 35.3-48.7 TBC
1.6 BlueHDi 100 96 115 10.6 TBC TBC DS’s first premium SUV certainly has the right price tag, equipment value. LxWxH 4378x1825x1471 Kerb weight 1369kg 2.0 TDCi EcoBlue 190 188 129-131 9.6-9.8 35.8-52.3 TBC
and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg 1.0T Ecoboost 85 84 110 13.5 44.1-49.6 TBC 2.0 TDCi EcoBlue 190 AWD 188 128 10.6 31.7-44.8 TBC
C3 Aircross 5dr hatchback £15,545–£21,240 AAABC 1.2 PureTech 130 129 122 10.2 42.2-48.0 TBC 1.0T Ecoboost 100 99 116 12.1 44.1-50.4 TBC 2.0 TDCi EcoBlue 240 238 135 8.9 32.5-48.7 TBC
Funky-looking C3 gets a jacked-up, rugged SUV look. 1.6 PureTech 180 178 137 8.9 35.2-38.5 TBC 1.0T Ecoboost 125 123 119-124 10-11.7 37.7-49.6 TBC
LxWxH 4155x1765x1637 Kerb weight 1088kg 1.6 PureTech 225 EAT8 218 141 8.3 33.6-36.5 TBC 1.5T Ecoboost 150 148 127-130 8.8-9.7 38.2-46.3 TBC EcoSport 5dr SUV £17,845–£24,250 AAACC
1.2 PureTech 82 79 103 15.9 TBC TBC 1.5 BlueHDi 130 TBC 121 11.7 49.3-55.3 TBC 1.5T Ecoboost 182 180 137-138 8.3-8.4 38.7-44.1 TBC Facelifted version of the pumped-up Fiesta is okay, but developing-
1.2 PureTech 110 107 115 11.3 TBC TBC 2.0 BlueHDi 180 EAT8 171 134 9.9 42.7 TBC 1.5 EcoBlue 95 94 114 11.4 56.5-64.2 TBC world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg
1.2 PureTech 130 127 124 10.4 TBC TBC 1.5 EcoBlue 120 118 117-122 10.0-10.8 49.6-62.8 TBC 1.0T Ecoboost 100 98 105 11.9 39.8-44.1 TBC
1.6 BlueHDi 100 96 109 12.8 TBC TBC F E R R A R I 2.0 EcoBlue 150 148 127-130 8.5-9.3 44.1-57.6 TBC 1.0T Ecoboost 125 123 111 11.0-11.6 34.4-44.1 TBC
Portofino 2dr open £166,551 AAAAC 1.0T Ecoboost 140 138 115 10.2 39.8-43.5 TBC
C4 Cactus 5dr hatchback £18,815–£23,330 AAABC The entry-level Ferrari has the power, the looks and the touring Focus Estate 5dr estate £19,400–£30,750 AAABC 1.5 TDCi EcoBlue 100 99 105 13.6 48.7-56.5 TBC
Interesting and novel to look at but flawed to drive. ability. LxWxH 4586x1938x1318 Kerb weight 1664kg Almost as good to drive as the hatch, but a Skoda Octavia will 1.5 TDCi EcoBlue 125 123 112-113 10.7-11.3 42.2-53.3 TBC
LxWxH 4157x1729x1480 Kerb weight 965kg 3.9T V8 591 199 14.7-28.0 230-436 carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg
3.5
1.2 PureTech 110 107 117 9.3-9.7 TBC TBC 1.0T Ecoboost 85 84 109 13.9 44.1-49.6 TBC Kuga 5dr SUV £23,060–£37,285 AAAAB
1.2 PureTech 130 128 120 8.2 TBC TBC 488 2dr coupé/open £197,418-£278,850 AAAAA 1.0T Ecoboost 100 99 115 12.7 44.1-50.4 TBC Bigger and sharper-looking than before but still retains its taut,
Calm ride mixed with explosive performance. 1.0T Ecoboost 125 123 119-120 11.2-12.2 37.7-49.6 TBC responsive handling. LxWxH 4524x1838x1689 Kerb weight 1560kg
LxWxH 4568x1952x1213 Kerb weight 1475kg 1.5T Ecoboost 150 148 129-130 8.9-9.2 38.2-46.3 TBC 1.5 Ecoboost 120 118 112 12.5 34.9-35.3 TBC
3.9T V8 GTB 650 203-205 3.0 13.5-25.9 247-478 1.5T Ecoboost 182 180 137-138 8.8 38.7-44.1 TBC 1.5 Ecoboost 150 148 121 9.7 28.2-35.3 TBC
3.9T V8 Pista 710 212 2.85 15-26.2 245-430 1.5 EcoBlue 95 94 112 11.8 56.5-64.2 TBC 1.5 Ecoboost 176 AWD 174 124 10.1 28.5-29.1 TBC
3.9T V8 Pista Spider 710 211 2.85 15-26.2 245-430 1.5 EcoBlue 120 118 116-120 10.3-11.1 49.6-62.8 TBC 1.5 TDCi 120 118 106-108 12.4-12.7 44.1-46.3 TBC
1.5 EcoBlue 150 148 126-129 8.7-9.5 44.1-57.6 TBC 1.5 TDCi 150 148 119-121 9.9-10.1 37.2-39.2 TBC
GTC4 Lusso 2dr coupé £200,890–£243,126 AAAAB 1.5 TDCi 150 AWD 148 118 10.9 37.2-39.2 TBC
Another four-wheel-drive grand tourer Ferrari that is more usable Mondeo 5dr hatch £21,995–£33,130 AAAAC 1.5 TDCi 180 AWD 177 124-126 9.2-10.0 35.3-38.7 TBC
than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg Does what great Fords do, by over-delivering on practicality,
3.9T V8 592 198 3.5 13.5-25.2 253-477 handling and value. LxWxH 4871x 1852x1482 Kerb weight 1455kg Edge 5dr SUV £36,995–£45,995 AAABC
6.3 V12 670 208 3.4 9.9-21.0 308-648 1.5 SCTi Ecoboost 165 162 133-138 9.1-9.2 22.8-41.5 TBC Mid-sized, US-developed SUV joins Ford’s fleet to take on Europe’s
2.0 TiVCT hybrid 187 184 116 9.2 40.9-52.3 TBC big SUVs. LxWxH 4808x1928x1692 Kerb weight 1912kg
2.0 TDCi Duratorq 150 148 131-133 10.7-10.9 36.7-61.4 TBC 2.0 EcoBlue 150 148 129 11.2 38.2-42.2 TBC
2.0 EcoBlue 238 235 134 9.6 34.4-41.5 TBC

What Car?
New Car Buying
 N E W CAR PR I CES
) ) ) )
ph pg
) ph pg
) ph pg
) ph pg
)
p) d (m
m ph (m p) d (m
m ph (m p) d (m
m ph (m p) d (m
mp
h
y (m
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee 2 m km
)
we p sp 0 o no (g we p sp 0 o no (g we p sp 0 o no (g we p sp 0/6 o no (g/
Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec CO 2
GT 2dr coupé £420,000 AAAAC i40 Tourer 5dr estate £21,610–£29,630 AAABC 3.0d V6 300 295 155 6.6 40.1-42.1 TBC 1.0 T-GDi 99 112 10.1 48.7 133
The GT is back as a race car for the road. Compelling if not perfect. A practical estate but still rather dull and ordinary. 2.0t 250 246 150 7.1 30.8-33.3 TBC 1.25 MPi 83 100-107 11.6-13.2 42.2-49.6 129-151
LxWxH 4808x1928x1692 Kerb weight 1912kg LxWxH 4775x1815x1470 Kerb weight 1514kg 2.0t 300 295 155 6.1 28.9-31.0 TBC
3.5 V6 Ecoboost 650 216 3.0 TBC TBC 1.6 GDI 135 133 121 11.6 38.2 TBC Rio 5dr hatch £12,220–£18,010 AAABC
1.6 CRDi 115 113 116 12.2 54.6 TBC XJ 4dr saloon £62,360–£83,105 AAAAC Looks great and is well-priced, but nowhere near its European
G I N E T TA 1.6 CRDi 136 134 121-122 11.0-11.7 52.3 TBC Mixes dynamism and refinement so well, but not as spacious or rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg
G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC cosseting as some. LxWxH 5130x1899x1460 Kerb weight 1835kg 1.0 T-GDi 99 99 115 10.3 48.7 132-133
A balanced, affordable and fine-looking track-day car. Some of the Ioniq 5dr hatch £21,790–£32,045 AAABC 3.0d V6 300 295 155 6.2 35.7-36.3 TBC 1.0 T-GDi 118 118 118 9.8 44.8-47.1 137-142
finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg First attempt at electrification for the masses is a good effort. 1.25 MPi 83 107 12.5 45.6-46.3 138-140
1.8 Zetec 135 125 TBC TBC TBC LxWxH 4470x1820x1450 Kerb weight 1370kg F-Type 2dr coupé £51,925–£113,085 AAAAB 1.4 MPi 98 103-108 11.8-13.4 42.2-46.3 138-151
1.6 Hybrid 141 139 115 10.8-11.1 61.4-62.8 TBC A full-blooded assault on Porsche’s backyard, with noise, power
H O N DA 1.6 Plug-in Hybrid 141 139 110 10.6 247.8 TBC and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg Ceed 5dr hatch £18,295–£27,185 AAAAC
Jazz 5dr hatch £14,360–£18,460 AAAAC Electric Motor 118 103 10.2
2.0t 300 TBC 0 295 155 5.7 30.3-31.2 TBC Third-generation hatchback can now compete for class honours.
Not the most compact or vivacious but has decent handling and is 3.0s V6 340 335 161 5.3-5.7 25.1-28.3 TBC LxWxH 4310x1800x1447 Kerb weight 1315kg
cleverly packaged.LxWxH 3995x1694x1550 Kerb weight 1066kg ix20 5dr hatch £15,750–£19,200 AAABC 3.0s V6 380 374 171 4.9-5.5 24.6-26.6 TBC 1.0 T-GDi 118 118 116 10.9 47.9-50.4 127-134
1.3 DOHC 99 113-118 11.2-12.3 48.7 TBC Usable high-roofed hatch is short on overall flair. 3.0s V6 380 AWD 374 171 5.1 25.0-25.3 TBC 1.4 T-GDi 138 138 128-130 8.6-8.9 43.5-46.3 139-148
1.5 DOHC 128 113-118 8.7-10.1 42.8 TBC LxWxH 4120x1765x1600 Kerb weight 1267kg 5.0s V8 550 R AWD 542 186 4.1 25.7-25.9 TBC 1.6 T-GDI 201 201 142 7.5 38.2 169
1.6 125 123 112 11.5 34.3-37.1 TBC 5.0s V8 575 SVR AWD 567 200 3.7 25.5 TBC 1.6 CRDi 114 114 118 10.6 57.6-58.9 126-129
Civic 5dr hatch £18,895–£33,525 AAAAC 1.6 CRDI 134 134 122 10.2 57.6 129
A fresh look while remaining practical, refined and upmarket. Lacks Kona 5dr hatch £17,100–£38,645 AAAAC F-Type Convertible 2dr open £57,405–£118,575 AAAAB
some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg Hyundai’s first crossover is the perfect blend of practicality, value Costs serious money, but you get a serious car with a likeable wild Ceed Sportswagon 5dr estate £19,295-£28,600 AAAAC
1.0 VTEC Turbo 126PS 124 125-126 10.2-11.2 47.9 TBC and style LxWxH 4165x1800x1550 Kerb weight 1233kg side. LxWxH 4482x1923x1308 Kerb weight 1545kg All of the above, but with cavernous, more practical load space.
1.5 VTEC Turbo 182PS 179 125-136 8.2-8.5 46.3 TBC 1.0 T-GDi 120 2WD 118 112 12.0 44.1-44.8 TBC 2.0t 300 295 155 5.7 30.4-31.1 TBC LxWxH 4600x1800x1465 Kerb weight 1389kg
1.6 i-DTEC 120PS 118 125 10.1
1.6 T-GDi 177PS 4WD 62.8 TBC 175 127 7.9 34.0-33.6 TBC 3.0s V6 340 335 161 5.3-5.7 27.4-27.9 TBC 1.0 T-GDi 118 118 118 10.9 47.1 136-137
2.0 VTEC Turbo Type R 315 169 5.8
1.6 CRDi 115 2WD 33.2 TBC 113 114 10.7 55.4-56.5 TBC 3.0s V6 380 374 171 4.9-5.5 25.9-26.2 TBC 1.4 T-GDi 138 138 128-130 8.8-9.1 44.1-45.6 141-146
1.6 CRDi 136 2WD 134 119 10.2 52.3 TBC 3.0s V6 380 AWD 374 171 5.1 25.0-25.4 TBC 1.6 CRDi 114 114 119 10.7 56.5-58.9 127-132
Civic 4 door 4dr saloon £21,240–£27,120 AAAAC Electric 39kWh 134 96 9.6 TBC 0 5.0s V8 550 R AWD 542 186 4.1 25.7-26.0 TBC
Saloon bodystyle gives Civic a more upmarket feel, without hurting Electric 64kWh 201 104 7.6 TBC 0 5.0s V8 575 SVR AWD 567 195 3.7 25.5 TBC Proceed 5dr hatch £23,835–£28,685 AAABC
its refined drive. LxWxH 4648x1799x1416 Kerb weight 1314kg Alluring and interesting, but not quite as special to drive as it looks.
1.0 VTEC Turbo 126PS 124 130 10.7 47.9 TBC Tucson 5dr SUV £22,045–£34,945 AAABC E-Pace 5dr SUV £28,930–£46,060 AAAAC LxWxH 4605x1800x1422 Kerb weight 1405kg
1.6 i-DTEC 120PS 118 125 9.9 64.2 TBC Classy, roomy cabin and predictable handling. A very competitive Jaguar’s second SUV looks enticing, but can it make an impact like 1.4 T-GDI 138 138 127-130 8.8-9.1 42.8-45.6 142-150
SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg 1.6 T-GDI 201 201 140 7.2 39.3 163
HR-V 5dr SUV £19,795–£28,245 AAABC 1.6 GDi 132PS 130 113 11.5 35.3 TBC
2.0 D150 148 124 9.5 39.1-42.6 TBC 1.6 CRDI 134 134 124 9.8-10.0 54.3-56.5 132-136
Cleverly packaged and comfortable. Bland performance and 1.6 T-GDi 177PS 175 125-126 8.9-9.2 34.9-36.2 TBC
2.0 D150 AWD 148 120 9.9-10.1 36.3-41.7 TBC
forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg 1.6 CRDi 115PS 113 109 13.7 48.7-49.6 TBC
2.0 D180 AWD 177 127-128 8.7-9.4 36.1-41.1 TBC Soul 5dr hatch £14,725–£30,495 AAABC
1.5 i-VTEC 130PS 128 116-119 10.2-11.4 42.2 TBC 1.6 CRDi 136PS 134 114-116 10.6-12.0 45.6-47.1 TBC
2.0 D240 AWD 236 139 7.0 34.5-36.9 TBC Looks divide opinion. Better value now but still hardly the best
1.5 i-VTEC Turbo 182PS 180 134 7.8 47.1-47.9 TBC 2.0 CRDi 185PS 182 125 9.5 40.9 TBC
2.0 P200 AWD 198 134 7.7 27.8-30.1 TBC option. LxWxH 4140x1800x1600 Kerb weight 1275kg
2.0 P250 AWD 245 143 6.6 27.1-29.5 TBC
1.6 GDi 130 130 115 10.6 TBC TBC
CR-V 5dr SUV £25,595–£35,445 AAAAC Santa Fe 5dr SUV £33,425–£43,295 AAABC 2.0 P300 AWD 295 151 5.9 26.2-28.1 TBC
1.6 T-GDi 201 201 122 7.5 TBC TBC
Tardis-like SUV stalwart has lots of space for five and a big boot. Another big Korean SUV with lots of space for not a lot of cash. 1.6 CRDi 134 134 112-113 10.7-10.8 TBC TBC
LxWxH 4605x1820x1685 Kerb weight 1515kg Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg F-Pace 5dr SUV £36,520–£74,835 AAAAC 27kWh Electric Drive 109 90 11.0 TBC 0
1.5 i-VTEC 171 130 9.3 38.7 TBC 2.2 CRDi 200 197 127 9.3-9.4 38.7-43.5 TBC Credible first SUV effort is as refined and dynamic as a Jaguar
1.5 i-VTEC AWD 171 124-129 9.8-10.0 32.5-36.2 TBC 2.2 CRDI 200 AWD 197 127 9.4-9.5 38.7-40.4 TBC should be. LxWxH 4746x2070x1667 Kerb weight 1690kg Optima 4dr saloon £22,260–£25,700 AAACC
2.0 i-MMD hybrid 181 112 9.2 40.9 TBC 2.0d 163 160 121 10.2 40.9-44.8 TBC Looks the part but is well off the pace set by its European rivals.
INFINITI 2.0 20d 180 177 129 8.5 39.9-43.4 TBC LxWxH 4855x1860x1465 Kerb weight 1590kg
NSX 2dr coupé £144,755 AAAAB Q30 5dr hatch £21,300–£37,540 AAABC 2.0 20d 180 AWD 177 129 8.7 36.8-40.0 TBC 1.6 CRDi 134 134 121-122 10.6-11.2 53.3-54.3 137-139
Honda’s supercar given a modern reboot, and it’s some piece of Infiniti’s first hatch uses the A-Class blueprint. Great to look at, not 2.0 25d 240 AWD 236 135 7.2 35.4-38.5 TBC
engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg so good to drive. LxWxH 4425x1805x1495 Kerb weight 1407kg 3.0 V6 30d 300 AWD 295 150 6.2 34.2-36.6 TBC Optima Sportswagon 5dr estate £23,100–£38,995 AAACC
3.5 V6 hybrid 573 191 2.9 TBC TBC 1.6t 122 120 124 9.4 38.2-38.7 TBC 2.0 25t 250 AWD 246 135 6.8 27.2-29.2 TBC Engine and finish leave it well behind rival European estates.
1.6t 156 153 134 8.9 35.8 TBC 2.0 30t 300 AWD 295 145 6.0 26.2-28.0 TBC LxWxH 4855x1860x1465 Kerb weight 1620kg
HYU N DAI 2.0t 211 208 146 7.2 34.9 TBC 5.0 V8 SVR 550 AWD 548 176 4.1 22.1 TBC 1.6 CRDi 134 134 124 9.8-10.7 51.4-52.3 140-143
i10 5dr hatch £9895–£14,425 AAAAC 2.0t 211 AWD 208 143 7.3 32.8 TBC 2.0 T-GDi 241 241 144 7.3 30.4 211
Prioritises maturity over fun, resulting in a car that is practical and 2.2d 170 167 137 8.3 44.1-45.6 TBC I-Pace 5dr SUV £64,495–£74,995 AAAAB 2.0 GDi PHEV 202 119 9.1 188.3 34
well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg 2.2d 170 AWD 167 134 8.5 39.8-40.9 TBC Fast, refined and the first of its kind from a European
1.0 DOHC 64 97 14.7 50.4 TBC manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg Stinger 4dr saloon £32,435–£40,535 AAABC
1.2 DOHC 84 103-109 12.1-13.8 40.9-46.3 TBC QX30 5dr hatch £29,720–£35,570 AAABC EV400 398 124 4.5 TBC 0 Sleek coupé-shaped saloon has the appeal and dynamics to rival
Q30 with a more rugged look, but doesn’t improve on the standard Europe’s best LxWxH 4830x1870x1400 Kerb weight 1717kg
i20 5dr hatch £13,995–£18,645 AAAAC car. LxWxH 4425x1815x1530 Kerb weight 1542kg JEEP 2.0 T-GDi 244 149 5.8 29.4 217
Combines decent performance with good practicality and running 2.2d 170 AWD 167 134 8.5 39.2-40.9 TBC Compass 5dr SUV £23,755–£35,325 AAACC 3.3 V6 T-GDi 365 168 4.7 27.7 233
costs. LxWxH 4035x1734x1474 Kerb weight 980kg Wants to be a catch-all crossover, but is beaten by more road- 2.2 CRDi 197 143 7.3 40.9 179
1.0 T-GDI 100 98 113-117 10.8-11.4 47.9-49.6 TBC Q50 4dr saloon £43,415–£50,195 AAACC focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg
1.0 T-GDI 120 118 118 10.2 46.3 TBC Credible compact saloon competitor with some novel touches. 1.4 Multiair II 140 138 119 9.9 TBC TBC Venga 5dr hatch £15,625–£19,520 AAACC
1.2 MPI 75 74 99 13.6 46.3 TBC LxWxH 4790x1820x1445 Kerb weight 1676kg 1.4 Multiair II 170 4WD 167 124 9.5 TBC TBC A versatile interior, but firm ride and high price disappoint.
1.2 MPI 84 83 106 12.8 45.6-46.3 TBC 3.5 V6 Hybrid 364 359 155 5.1 31.4 TBC 1.6d MultiJet II 120 118 115 11.0 TBC TBC LxWxH 4075x1765x1600 Kerb weight 1253kg
3.5 V6 Hybrid 364 AWD 359 155 5.4 26.2 TBC 2.0d MultiJet II 140 4WD 138 118 10.1 TBC TBC 1.6 123 111-115 10.4-11.1 34.4-37.2 172-187
i30 5dr hatch £17,125–£29,495 AAABC 2.0d MultiJet II 170 4WD 167 122 9.5 TBC TBC
As good as we’ve come to expect from Hyundai, but not one inch JAG UAR Carens 5dr MPV £19,505–£28,445 AAABC
better. LxWxH 4340x1795x1455 Kerb weight 1194kg XE 4dr saloon £31,505–£45,640 AAAAB Renegade 5dr SUV £23,500–£31,400 AAABC Nicely up to scratch without feeling cheap or austere, but no class
1.0 T-GDi 120 118 118 11.1 45.6 TBC Tops the pile thanks to outstanding driver appeal. Poised and Middling compact crossover with chunky looks but no obvious leader. LxWxH 4525x1805x1605 Kerb weight 1483kg
1.4 T-GDi 140 138 127-130 8.9-9.2 42.2-46.3 TBC engaging but refined. LxWxH 4672x1967x1416 Kerb weight 1450kg charm. LxWxH 4236x1805x1667 Kerb weight 1346kg 1.6 GDi 133 115 10.9 TBC TBC
1.6 CRDi 115 113 118 11.0-11.2
2.0d 163 160 58.9-60.1
132-133 8.3-8.9 47.8-50.7 TBC TBC 1.0 GSE T3 120 118 115 11.2 38.2 TBC 1.7 CRDi 114 114 110 12.7 TBC TBC
2.0 T-GDi 250 N 247 155 6.4
2.0d 180 177 140 34.97.6-7.9 45.7-51.1 TBC TBC 1.3 GSE T4 150 148 122 9.4 38.2-39.8 TBC 1.7 CRDi 139 139 117-120 10.0-10.9 TBC TBC
2.0 T-GDi 275 N Performance 272 155 6.1
2.0d 180 AWD 177 140 34.07.8 40.8-44.7 TBCTBC 1.6d MultiJet II 120 118 111 10.2 45.6-48.7 TBC
2.0d 240 AWD 236 155 6.1 38.9-42.5 TBC 2.0d MultiJet II 140 4WD 138 113 9.5-10.2 37.7-40.4 TBC Niro 5dr SUV £23,490–£30,845 AAABC
i30 Fastback 4dr saloon £20,435–£29,995 AAABC 2.0t 200 197 148 7.2 32.5-35.1 TBC 2.0d MultiJet II 170 4WD 167 122 8.9 35.8 TBC Kia’s first full hybrid is a solid attempt, but it lacks the refinement
Combines good looks with sensible practicalities and dynamic 2.0t 250 246 155 6.2 32.6-25.1 TBC of better rivals. LxWxH 4355x1805x1545 Kerb weight 1500kg
charm LxWxH 4455x1795x1425 Kerb weight 1287kg 2.0t 300 AWD 295 155 5.4 30.0-33.2 TBC Cherokee 5dr SUV £35,750 AABCC 1.6 GDi Hybrid 139 101 11.1 TBC TBC
1.0 T-GDi 120 118 117 11.5 54.3 TBC Hamstrung by poor UK specification. Uninspiring but practical and 1.6 GDi Hybrid PHEV 139 107 10.4 TBC TBC
1.4 T-GDI 140 138 129 9.2 49.6-52.3 TBC XF 4dr saloon £34,950–£53,035 AAAAB roomy. LxWxH 4624x1859x1670 Kerb weight 1738kg
2.0 T-GDI 275 N 272 155 6.1 34.0 TBC Outstandingly broad-batted dynamically, plus a pleasant cabin. 2.2d MultiJet 185 4WD 182 127 8.8 TBC TBC Stonic 5dr SUV £16,540–£21,200 AAABC
LxWxH 4954x1987x1457 Kerb weight 1545kg Kia’s first crossover is striking and reasonably good considering
i30 Tourer 5dr estate £17,625–£26,125 AAABC 2.0d 163 160 132 8.7 46.1-50.4 TBC Grand Cherokee 5dr SUV £49,880 AAABC the value. LxWxH 4140x1760x1520 Kerb weight 1160kg
Another solid car. Good value and practical but lacks excitement. 2.0d 180 177 136 8.0-8.1 44.8-50.9 TBC The best Jeep on sale by some margin. Comfortable and well-
LxWxH 4585x1795x1465 Kerb weight 1245kg 2.0d 180 AWD 177 136 8.4 40.2-44.4 TBC equipped. LxWxH 4828x1943x1792 Kerb weight 2266kg
1.0 T-GDi 120 118 117 11.4 47.9-49.6 TBC 2.0d 240 AWD 236 153 6.5 38.5-42.7 TBC 3.0 MultiJet 250 4WD 247 126 8.2 TBC TBC
1.4 T-GDi 140 138 126-129 9.2-9.5 44.8-46.3 TBC 3.0d V6 300 295 155 6.2 40.8-43.2 TBC
1.6 CRDi 110 108 117 11.3 58.9-60.1 TBC 2.0t 250 246 152 6.6 31.5-34.4 TBC Wrangler 2dr/4dr SUV £44,865–£48,365 AAAAC
1.6 CRDi 136 134 123 10.9 56.5-57.6 TBC 2.0t 300 AWD 295 155 5.8 29.9-32.6 TBC Heavy-duty off-roader goes anywhere, but lacks on-road manners.
LxWxH 4223x1873x1840 Kerb weight 1827kg
i40 4dr saloon £22,995–£29,125 AAABC XF Sportbrake 5dr estate £37,390–£55,035 AAAAB 2.2d MultiJet II 200 4WD 197 114 9.5 28.8-30.4 TBC
Useful, inoffensive and well-priced, but don’t expect any fireworks. Superb XF is now available in the more practical Sportbrake form.
LxWxH 4745x1815x1470 Kerb weight 1497kg It’s a win-win. LxWxH 4954x1987x1496 Kerb weight 1660kg KIA
1.6 GDI 135 133 122 11.5 39.2 TBC 2.0d 163 160 136 9.3-9.4 45.8-48.2 TBC Picanto 5dr hatch £9720–£14,720 AAACC
1.6 CRDi 115 113 117 12.0 56.6 TBC 2.0d 180 177 138 8.8 44.0-48.4 TBC Nice drive and cabin, but now overshadowed by rivals.
1.6 CRDi 136 134 122 10.8-11.5 54.3 TBC 2.0d 180 AWD 177 136 8.9 39.3-43.1 TBC LxWxH 3595x1406x1485 Kerb weight 935kg
2.0d 240 AWD 236 150 6.7 37.8-41.5 TBC 1.0 MPi 66 100 13.8 49.6-50.4 127-129

New Car
Buying

Find your perfect deal today at

whatcar.com/new - car - deals
 ) ) ) )
ph pg
) ph pg
) ph pg
) ph pg
)
p) d (m
m ph (m p) d (m
m ph (m p) d (m
m ph (m p) d (m
mp
h
y (m
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee 2 m km
)
we p sp 0 o no (g we p sp 0 o no (g we p sp 0 o no (g we p sp 0/6 o no (g/
Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec CO 2
1.4 MPI 98 107 12.2 45.6 141 ES 4dr saloon £35,150-£45,650 AAABC 2.2 Skyactiv-D 150 148 130 9.1 47.1-53.3 TBC
1.0 T-GDi 118 115 9.9 46.3-47.1 137-138 Gatecrashes the German-controlled saloon market in a way the GS 2.2 Skyactiv-D 184 181 140 7.9 47.1-51.4 TBC
1.6 CRDI 108 112 10.9 57.6 128 could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg
2.5 VVT-i ES300h 218 112 8.9 48.7-53.2 TBC CX-3 5dr SUV £18,995–£24,995 AAAAC
Sportage 5dr SUV £20,305–£34,545 AAABC Another supermini SUV with a sporting bent. Quite pricey but nicely
Good ride, handling and usability. Looks good and is decent value. IS 4dr saloon £31,895–£40,995 AAABC appointed. LxWxH 4275x1765x1535 Kerb weight 1230kg
LxWxH 4480x1855x1635 Kerb weight 1454kg Sleek compact executive car is well-made and interesting but still 2.0 Skyactiv-G 121 118 119 9.0 42.8 TBC
1.6 GDi 130 113 11.1 34.9-35.7 179-184 a left-field choice. LxWxH 4680x1810x1430 Kerb weight 1620kg 2.0 Skyactiv-G 150 148 124 8.8 34.9-38.2 TBC
1.6 T-GDi 174 127 8.9 34.4-34.9 184-187 2.5 VVT-i IS300h 220 125 8.3 44.1-50.0 TBC 1.5 Skyactiv-D 115 103 114 9.9 54.3 TBC
1.6 T-GDI AWD 174 125-126 8.8-9.2 31.7-32.5 198-203
1.6 CRDi 114 114 109 11.4 49.6 150 LS 4dr saloon £73,270–£98,670 AAABC CX-5 5dr SUV £24,795–£34,395 AAAAC
1.6 CRDi 134 134 112 10.8-11.4 44.8-47.1 158-167 Luxury saloon gets more tech and opulence but is let down by its Offers powerful diesel engines and strong performance, plus a
1.6 CRDI 134 AWD 134 112 11.6 42.8-43.5 169-173 hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg
2.0 CRDi 182 48V AWD 182 125 9.2 39.8-40.4 183-186 3.5 V6 VVT-i LS500h 348 155 5.4 35.7-36.2 TBC 2.0 Skyactiv-G 165 162 125 10.3 36.7-38.2 TBC 2.0 C220d 192 149 7.0 46.3-52.3 TBC
2.2 Skyactiv-D 150 148 112-127 9.4-10.3 43.5-49.6 TBC 2.0 C220d 4Matic 192 145 7.3 42.8-47.9 TBC
Sorento 5dr SUV £30,225–£42,925 AAAAC RC 2dr coupé £39,145–£69,690 AAABC 2.2 Skyactiv-D 184 181 129 9.6 39.8-42.8 TBC 2.0 C300d 241 155 6.0 44.1-49.6 TBC
Kia moves upmarket with a smart, well-priced and nicely appointed An also-ran, but the V8 RC F packs plenty of character and handles 2.0 C300d 4Matic 241 155 6.0 42.8-48.7 TBC
seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg MX-5 2dr open £18,995–£25,795 AAAAA
2.2 CRDi 197 127 9.0-9.6 37.7-41.5 177-196 2.5 VVT-I RC300h 220 118 8.6 40.9-45.5 TBC Brilliantly packaged, priced and perfectly poised but more vibrant C-Class Cabriolet 2dr open £39,104–£83,036 AAAAC
5.0 V8 RC F 470 168 4.5 25.0 TBC than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg Take all the good bits about the coupé and add the ability to take
KTM 1.5 Skyactiv-G 132 129 127 8.3 44.1 TBC the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg
X-Bow 0dr open £57,345–£70,717 AAAAC LC 2dr coupé £76,595–£91,995 1.6 C180 156 137-138 8.9 33.6-41.5 TBC AAAAC 2.0 Skyactiv-G 184 181 136 6.5 40.4 TBC
Eccentric looks and sharp handling but expensive. Superb-looking coupé shows flickers of what made the LFA great.
1.5 C200 181 146 8.5 36.2-40.4 TBC
LxWxH 3738x1915x1202 Kerb weight 847kg MX-5 RF 2dr open £22,595–£29,195 AAAAA 1.5 C200 4Matic
LxWxH 4770x1920x1345 Kerb weight 1935kg 181 143 8.8 33.2-38.2 TBC
2.0 R 290 143 3.9 TBC TBC 5.0 V8 LC500 470 168 4.4 24.4 TBC Remains perfectly poised and vibrant, even with a folding metal 2.0 C300 258 155 6.2 34.0-37.7 TBC
2.0 GT 280 143 4.1 TBC TBC 3.5 V6 LC500h 354 155 4.7 34.8 TBC roof. LxWxH 3915x1735x1230 Kerb weight 1090kg 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 TBC
1.5 Skyactiv-G 132 129 126 8.6 44.1 TBC 4.0 V8 AMG C63 469 155 4.2 24.6-24.8 TBC
LAMBORGHINI NX 5dr SUV £35,950–£45,500 AAACC 2.0 Skyactiv-G 184 181 124-126 7.9-8.7 37.7-40.4 TBC 4.0 V8 AMG C63 S 503 174 4.1 24.4-24.8 TBC
Huracán 2dr coupé £162,900–£238,000 AAAAC Some good ideas, but dramatically off the pace to drive. 2.0 C220d 191 145 7.5 44.8-49.6 TBC
Junior Lambo mixes usability and drama skilfully. Performante is LxWxH 4630x1845x1645 Kerb weight 1905kg McLAREN 2.0 C220d 4Matic 191 142 7.8 40.9-46.3 TBC
the most rounded. LxWxH 4459x1924x1165 Kerb weight 1389kg 2.5 VVT-I NX300h 4WD 194 112 9.2 35.7-37.1 TBC 540C 2dr coupé £126,055 AAAAC 2.0 C300d 242 155 6.3 42.2-47.1 TBC
5.2 V10 572 198 3.4 21.4 332 The affordable end of McLaren’s spectrum isn’t any less enthralling
5.2 V10 Evo 631 201 2.9 20.3 332 RX 5dr SUV £49,700–£61,700 AAABC to drive. LxWxH 4530x2095x1202 Kerb weight 1449kg E-Class 4dr saloon £38,065–£94,725 AAAAC
5.2 V10 Performante 631 201 2.9 19.7 357 Low flexibility, but hybrid option makes a degree of economic 3.8 V8 533 199 3.5 23.2 276 A wee bit pricey, and less sporting than its rivals, but still comfy
sense. LxWxH 4890x1895x1690 Kerb weight 2100kg and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg
Aventador 2dr coupé £278,000-£360,000 AAAAC 3.5 V6 RX450h 308 124 7.7 35.3-37.1 120-127 AAAAA 2.0 E220d 570S 2dr coupé/open £145,305-£164,750
189 149 7.3 43.5-51.4 TBC
Big, hairy V12 has astonishing visuals and performance. Handling Blisteringly fast and exciting supercar-slayer with hugely appealing 2.0 E220d 4Matic 189 149 7.5 42.8-47.9 TBC
could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg LOTUS handling. LxWxH 4530x2095x1202 Kerb weight 1440kg 2.0 E300e 329 155 5.5 134.5-156.9 TBC
6.5 V12 S 730 217 2.9 15.4 499 Elise 2dr open £37,450–£46,550 AAAAC 3.8 V8 562 204 3.1 23.2 276 2.0 E300de 312 155 5.7 176.6-201.8 TBC
6.5 V12 SVJ 759 217 2.8 15.8 486 A delicate, vivid and unfettered drive; if you want a daily driver, 3.0 E400d 4Matic 335 155 4.9 37.7-42.8 TBC
shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg 570GT 2dr coupé £154,000 AAAAA 3.0 AMG E53 4Matic+ 429 155 4.5 29.7-31.4 TBC
Urus 2dr coupé £159,925 AAAAC 1.8 VVT-i 220 217 145 4.2 36.7 TBC The 570GT retains the lusty, fast appeal of its sister car, even with 4.0 V8 AMG E63 S 4Matic+ 594 155 3.4 22.8-23.7 TBC
Lambo’s second SUV is more alluring and aims to use the V8’s 1.8 VVT-i 246 242 151 3.8 36.2 TBC added practicality. LxWxH 4530x2095x1201 Kerb weight 1498kg
power better. LxWxH 5112x2016x1638 Kerb weight 2200kg 3.8 V8 562 204 3.3 23.2 276 E-Class Estate 5dr estate £40,065–£96,725 AAAAC
4.0 V8 631 189 3.6 22.2 325 Exige 2dr coupé £56,850–£99,800 AAAAB Far more practical than its rivals, but pricier and less sporty than
Sharp, uncompromising track car. Unforgiving on the road. 600LT 2dr coupé £185,500 AAAAA those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg
L AN D ROVE R LxWxH 4084x1802x1129 Kerb weight 1125kg Lighter, faster and more athletic than the 570S. McLaren at its very 2.0 E220d 189 146 7.7 41.5-47.1 TBC
Range Rover Evoque 5dr SUV £31,505–£49,815 AAAAC 3.5 V6 VVT-i 350 345 162-170 3.8-3.9 28.2 TBC best. LxWxH 4604x2095x1191 Kerb weight 1356kg 2.0 E220d 4Matic 189 145 7.8 40.9-44.8 TBC
Dripping with desirability; poised and capable on- and off-road. 3.5 V6 VVT-i 380 374 170-178 3.6-3.7 27.7 TBC 3.8 V8 592 204 2.9 23.2 277 2.0 E300de 312 155 5.8 166.2-176.6 TBC
LxWxH 4370x1985x1635 Kerb weight 1679kg 3.5 V6 VVT-i 430 428 180 3.2 27.7 TBC 3.0 V6 E400d 4Matic 335 155 5.1 37.2-40.9 TBC
2.0 eD4 145 113 10.6 TBC TBC 720S 2dr coupé £218,020 AAAAA 2.0 E200 181 144 8.1 31.0-35.3 TBC
2.0 TD4 174 121-124 8.5-9.5 TBC TBC Evora 2dr coupé £76,225–£112,500 AAAAC The start of an era for McLaren and what a way to begin it is. 3.0 V6 AMG E53 4Matic+ 429 155 4.5 29.4-30.7 TBC
2.0 Si4 240 234 135 6.9 TBC TBC Dynamically it puts nearly everything else in the shade. Shame LxWxH 4543x2059x1196 Kerb weight 1419kg 4.0 V8 AMG E63 S 4Matic+ 594 155 3.5 22.6-23.3 TBC
about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg 4.0 V8 710 212 2.9 23.2 276
Range Rover Evoque Convertible 3.5 V6 VVT-i 400 394 174-186 4.2 TBC TBC E-Class Coupé 2dr coupé £41,370–£64,740 AAAAC
2dr SUV £46,450–£53,135 AAABC 3.5 V6 VVT-i 410 404 174-190 4.1-4.2 25.7-26.7 TBC Senna 2dr coupé £750,000 AAAAA Big, laid-back four-seat tourer. Borrows looks from the ravishing
Loses its roof but retains its ability to stray from the asphalt. 3.5 V6 VVT-i GT430 424 190 3.8 25.7-26.6 TBC Astounding circuit performance made superbly accessible. S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg
LxWxH 4370x1980x1609 Kerb weight 2037kg LxWxH 4744x2155x1229 Kerb weight 1309kg 2.0 E300 237 155 6.4 31.0 TBC
2.0 TD4 174 121 9.7 TBC TBC M A S E R AT I 4.0 V8 789 208 2.8 22.7 280 2.0 E350 295 155 5.9 TBC TBC
Ghibli 4dr saloon £53,415–£57,325 AAACC 3.0 E450 4Matic 362 155 5.6 29.1-31.4 TBC
Range Rover Velar 5dr SUV £45,135–£64,530 AAAAC Maser’s compact exec has the allure but lacks power and is poorly MERCEDES-BENZ 3.0 AMG E53 4Matic+ 429 155 4.4 30.1-31.4 TBC
Dubbed the most car-like Landie ever and it doesn’t disappoint. finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg A-Class 5dr hatch £23,075–£35,580 AAAAC 2.0 E220d 189 150 7.4 43.5-50.4 TBC
Expensive. LxWxH 4803x2032x1665 Kerb weight 1829kg 3.0d V6 271 155 6.3 33.2-35.7 TBC A little bit of luxury in a desirable, hatchback-sized package. 2.0 E220d 4Matic 189 149 7.6 42.2-47.1 TBC
2.0 D180 174 125 8.9 52.5 142 3.0 V6 345 166 5.5 23.5-24.9 TBC LxWxH 4419x1992x1440 Kerb weight 1445kg 3.0 E400d 4Matic 335 155 5.1 38.2-42.2 TBC
2.0 D240 234 135 7.3 48.7 154 1.3 A180 136 134 9.2 42.2-47.9 TBC
3.0 V6 D275 271 135 6.7 42.8 175 GranTurismo 2dr coupé £92,230-£107,865 AAACC 1.3 A200 163 140 8.2 40.9-47.9 TBC E-Class Cabriolet 2dr open £45,865–£69,235 AAAAC
3.0 V6 D300 292 150 6.5 44.1 167 Not short on richness or desirability and well capable of stirring 2.0 A220 187 149 6.9 37.7-41.5 TBC Refined and sophisticated four-seater in the same mould as the
2.0 P250 243 135 6.7 37.2 173 the soul. LxWxH 5652x1948x1481 Kerb weight 1873kg 2.0 A220 4Matic 187 146 6.9 35.8-39.8 TBC S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg
2.0 P300 292 145 6.0 36.2 178 4.7 V8 453 185 4.8 TBC TBC 2.0 A250 224 155 6.2 37.7-41.5 TBC 2.0 E300 237 155 6.6 30.0 TBC
2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 TBC 2.0 E350 295 155 6.1 TBC TBC
Range Rover Sport 5dr SUV £64,085–£101,145 AAAAB GranCabrio 2dr open £106,285–£114,330 AAACC 1.5 A180d 116 126 10.5 53.3-61.4 TBC 3.0 E450 4Matic 362 155 5.8 28.8-30.7 TBC
Bigger and better; a cut-price Range Rover rather than a jumped-up Fantastic looks and soundtrack but an average chassis overall. 2.0 A200d 148 137 8.1 53.3-58.9 TBC 3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 TBC
Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg LxWxH 4971x1945x1461 Kerb weight 1973kg 2.0 A220d 187 146 7.0 52.3-57.7 TBC 2.0 E220d 192 147 7.7 42.8-48.7 TBC
2.0 Si4 296 125 7.0 TBC TBC 4.7 V8 453 177-179 4.9-5.0 TBC TBC 2.0 E220d 4Matic 192 145 7.9 41.5-45.6 TBC
2.0 P400e PHEV 398 137 6.3 TBC TBC B-Class 5dr hatch £26,975–£32,375 AAABC 3.0 E400d 4Matic 335 155 5.2 37.7-40.9 TBC
3.0 SDV6 297 140 6.8 TBC TBC Quattroporte 4dr saloon £76,050–£86,675 AAACC A slightly odd prospect, but practical and classy nonetheless.
4.4 SDV8 330 140 6.5 TBC TBC Now a full-sized executive limo, with some added flair. Off the pace LxWxH 4393x1786x1557 Kerb weight 1395kg S-Class 4dr saloon £75,285–£189,260 AAAAA
5.0 V8 495 155 5.0 TBC TBC in several key areas. LxWxH 5264x1948x1481 Kerb weight 1860kg 1.3 B180 136 132 9.0 40.4-47.1 TBC Mercedes has given the S-Class a refresh and an added boost of
5.0 V8 SVR 535 162 4.5 TBC TBC 3.0d V6 271 155 6.4 33.2-35.7 TBC 1.3 B200 163 139 8.2 39.8-46.3 TBC tech. LxWxH 5141x1905x1498 Kerb weight 1970kg
3.0 V6 339 167 5.1 23.5-24.9 TBC 1.5 B180d 116 124 10.7 51.4-60.1 TBC 3.0 V6 S450 L 389 155 5.1 33.2-26.2 TBC
Range Rover 5dr SUV £81,900–£177,735 AAAAB 2.0 B200d 148 136 8.3 51.4-57.7 TBC 3.0 V6 S500 L 457 155 4.8 33.2-36.2 TBC
Wherever you are, the Rangie envelops you in a lavish, invincible Levante 4dr SUV £58,315–£72,525 AAACC 2.0 B220d 187 145 7.2 50.4-56.5 TBC 3.0 V6 S560e L 472 155 5.0 104.6-128.4 TBC
sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg Italian flair and good looks in abundance, but diesel not as 4.0 V8 AMG S63 594 155 4.3 23.2-24.4 TBC
2.0 P400e PHEV 398 137 6.4 TBC TBC sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg C-Class 4dr saloon £30,845–£75,733 AAAAC 6.0 V12 AMG S65 611 155 4.2 18.6 TBC
3.0 SDV6 275 271 130 7.4 TBC TBC 3.0d V6 271 143 6.9 29.1-30.0 189 Merc ramps up the richness, but the engines and dynamics aren’t 6.0 V12 S650 Maybach 611 155 4.7 19.5-20.0 TBC
4.4 SDV8 339 330 135 7.0 TBC TBC 3.0 V6 339 156 6.0 20.7-22.4 249 refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg 2.9 S350d 282 155 6.0 38.7-44.1 TBC
5.0 V8 525 518 155 5.1 TBC TBC 3.0 V6 S 424 164 5.2 20.9-22.4 253 1.6 C180 156 140 8.2-8.3 37.7-43.5 TBC 2.9 S400d 335 155 5.4 38.7-44.1 TBC
5.0 V8 565 557 155 5.1 TBC TBC 1.5 C200 181 149 7.7 37.7-43.5 TBC
MAZDA 1.5 C200 4Matic 181 145 8.1 35.3-39.8 TBC S-Class Coupé 2dr coupé £105,875–£190,855 AAAAC
Discovery Sport 5dr SUV £30,145–£50,665 AAAAB 2 5dr hatch £13,595–£17,395 AAAAC 2.0 C300 258 155 5.9 35.3-39.8 TBC More tech and cleaner engines make the opulent luxury tourer
Seven seats, at home on-road and off-road, plus new-found Grown-up, well-made and drives with charm and vigour; engines 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 TBC more appealing. LxWxH 5027x1912x1414 Kerb weight 2065kg
desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg aren’t brilliant. LxWxH 4060x1695x1495 Kerb weight 1075kg 4.0 V8 AMG C63 469 155 4.1 25.5-25.9 TBC 4.0 V8 S560 455 155 4.6 26.4-27.7 TBC
2.0 eD4 145 112 10.0 TBC TBC 1.5 Skyactiv-G 75 74 106 12.1 49.6 TBC 4.0 V8 AMG C63 S 503 180 4.0 25.5-25.9 TBC 4.0 V8 AMG S63 594 155 4.2 24.1-24.6 TBC
2.0 TD4 E-Capability 145 112 11.0 TBC TBC 1.5 Skyactiv-G 90 88 110-114 9.4-12.0 49.6 TBC 1.6 C200d 158 140 7.9-8.5 48.7-61.4 TBC 6.0 V12 AMG S65 611 155 4.1 18.6 TBC
2.0 TD4 174 117 8.4-9.4 TBC TBC 1.5 Skyactiv-G 115 113 124 8.7 48.7 TBC 2.0 C220d 192 149 6.9 45.6-53.3 TBC
2.0 SD4 234 127 7.1 TBC TBC 2.0 C220d 4Matic 192 145 6.9 40.9-47.9 TBC S-Class Cabriolet 2dr open £117,670–£198,780 AAAAC
2.0 Si4 240 234 124 7.1 TBC TBC 3 5dr hatch £20,595–£24,995 AAAAC 2.0 C300d 241 155 5.9 43.5-49.6 TBC As above but with the added allure of a retractable fabric roof.
2.0 Si 290 281 135 6.5 TBC TBC Pleasing dynamism teamed with good practicality and punchy 2.0 C300d 4Matic 241 155 5.8 42.2-47.9 TBC LxWxH 5027x1912x1420 Kerb weight 2150kg
diesel engines. LxWxH 4060x1695x1495 Kerb weight 1351kg 4.0 V8 S560 455 155 4.6 26.4-27.2 TBC
Discovery 5dr SUV £47,625–£70,405 AAAAB 2.0 Skyactiv-G 120 118 121 8.9 43.5 TBC C-Class Estate 5dr estate £32,045–£79,528 AAAAC 4.0 V8 AMG S63 594 155 4.2 23.7-23.9 TBC
The country bumpkin given elocution lessons without losing its 2.0 Skyactiv-G 165 162 130 8.2 37.7 TBC Decent practicality and fantastic interior. It’s a shame that it’s only 6.0 V12 AMG S65 611 155 4.1 18.6 TBC
rugged capabilities. LxWxH 4970x2073x1888 Kerb weight 2115kg 1.5 Skyactiv-D 105 103 115 11.0 65.7 TBC ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg
2.0 SD4 234 121 8.0 TBC TBC 2.2 Skyactiv-D 150 148 130 8.1 47.1 TBC 1.6 C180 156 138-139 8.4-8.5 34.0-42.2 TBC CLA Coupé 4dr saloon £27,395–£46,785 AAABC
3.0 V6 Td6 251 130 7.7 TBC TBC 1.5 C200 181 146 7.9 36.7-40.9 TBC Still suffers from divisive styling, although it adds further appeal to
2.0 Si4 295 125 7.3 TBC TBC 3 Fastback 4dr saloon £20,595–£21,495 AAAAC 1.5 C200 4Matic 181 143 8.4 34.5-38.7 TBC the A-Class. LxWxH 4640x1777x1432 Kerb weight 1395kg
Refined and dynamically satisfying in a saloon bodystyle. 2.0 C300 258 155 6.0 34.5-38.7 TBC 1.6 CLA180 119 130 8.7-9.0 36.7-42.2 TBC
LEXUS LxWxH 4060x1695x1495 Kerb weight 1345kg 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.8 TBC 1.6 CLA200 154 143 8.2 35.8-40.9 TBC
CT 5dr hatch £25,150–£31,250 AAAAC 2.0 Skyactiv-G 120 118 123 8.8 43.5 TBC 4.0 V8 AMG C63 469 155 4.2 25.0-25.5 TBC 2.0 CLA220 4Matic 181 149 7.1 33.2-35.8 TBC
Hybrid-only hatch has a pokey cabin and mismatched character 4.0 V8 AMG C63 S 503 174 4.1 24.8-25.5 TBC 2.0 CLA45 AMG 4Matic 370 155 4.2 29.7-30.4 TBC
traits. LxWxH 4350x1765x1445 Kerb weight 1465kg 6 4dr saloon £23,195–£32,685 AAABC 1.6 C200d 158 137 8.2-8.7 47.1-57.7 TBC 2.1 CLA220d 171 144 7.7 44.8-50.4 TBC
1.8 VVT-i CT200h 134 112 10.3 53.2-54.3 TBC A compelling mix of size, economy and performance. Interior is a 2.0 C220d 192 145 7.0 44.8-51.4 TBC 2.1 CLA220d 4Matic 171 143 7.7 42.8-47.1 TBC
let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.0 C220d 4Matic 192 142 7.4 41.5-46.3 TBC
2.0 Skyactiv-G 145 143 129 9.5 40.3-42.2 TBC 2.0 C300d 241 155 6.0 42.8-47.9 TBC CLA Shooting Brake 5dr estate £28,245–£47,635 AAABC
2.0 Skyactiv-G 165 162 135 9.1 42.2 TBC 2.0 C300d 4Matic 241 155 6.0 41.5-47.1 TBC The most practical of the A-Class range, but it suffers for its
2.5 Skyactiv-G 194 191 138 8.1 38.2 TBC challenging styling. LxWxH 4640x1777x1435 Kerb weight 1430kg
2.2 Skyactiv-D 150 148 130 9.1 55.4 TBC C-Class Coupé 2dr coupé £35,285–£78,023 AAAAC 1.6 CLA180 119 130 8.8-9.1 35.8-40.9 TBC
2.2 Skyactiv-D 184 181 140 7.9 47.9-53.5 TBC Nice balance of style, usability and driver reward. 1.6 CLA200 154 140 8.5 35.3-40.9 TBC
LxWxH 4696x1810x1405 Kerb weight 1505kg 2.0 CLA220 4Matic 181 146 7.2 33.6-36.2 TBC
6 Tourer 5dr estate £24,095–£33,585 AAABC 1.6 C180 156 140 8.5 35.3-42.8 TBC 2.0 CLA45 AMG 4Matic 370 155 4.3 29.1-30.1 TBC
Attractively styled but only average to drive. 1.5 C200 181 149 7.9 37.7-42.2 TBC 2.1 CLA220d 171 142 7.8 43.5-48.7 TBC
LxWxH 4805x1840x1480 Kerb weight 1465kg 1.5 C200 4Matic 181 145 8.4 35.3-39.8 TBC 2.1 CLA220d 4Matic 171 140 7.8 41.5-45.6 TBC
2.0 Skyactiv-G 145 143 129 9.5 41.5 TBC 2.0 C300 258 155 6.0 35.8-39.8 TBC
2.0 Skyactiv-G 165 162 135 9.1 41.5 TBC 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 TBC CLS Coupé 4dr saloon £53,100–£84,120 AAAAC
2.5 Skyactiv-G 194 191 138 8.1 37.2 TBC 4.0 V8 AMG C63 469 155 4.0 25.0-25.5 TBC Retains the sleek coupé style and has more tech – without losing
4.0 V8 AMG C63 S 503 180 3.9 25.0-25.5 TBC its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg

86 AUTOCAR.CO.UK 1 MAY 2019

 N E W CAR PR I CES
) ) ) )
ph pg
) ph pg
) ph pg
) ph pg
)
p) d (m
m ph (m p) d (m
m ph (m p) d (m
m ph (m p) d (m
mp
h
y (m
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee 2 m km
)
we p sp 0 o no (g we p sp 0 o no (g we p sp 0 o no (g we p sp 0/6 o no (g/
Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec CO 2
2.0 CLS350 313 155 6.0 32.1-34.9 TBC 1.5 Cooper 134 130 7.8-7.9 43.5-47.9 TBC Qashqai 5dr SUV £19,995–£31,145 AAAAB
3.0 CLS450 4Matic 356 155 4.8 31.4-34.0 TBC 2.0 Cooper S 189 145-146 6.7-6.8 38.7-43.5 TBC The defining modern crossover. The Mk2 is better in all areas,
3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 30.1-31.0 TBC 2.0 John Cooper Works 227 152 6.1-6.3 38.7-40.4 TBC hence its popularity. LxWxH 4394x1806x1590 Kerb weight 1331kg
3.0 CLS350d 4Matic 277 155 5.7 37.7-41.5 TBC 1.3 DIG-T 140 138 120 10.5 40.1-41.4 TBC
3.0 CLS400d 4Matic 330 155 5.0 37.7-41.5 AAAAB 1.3 DIG-T 160
TBC 5dr Hatch 5dr hatch £16,890–£25,030
158 123-124 8.9-9.9 40.0-41.4 TBC
Mini charm in a more usable package, but still not as practical as 1.5 dCi 115 113 112 12.3 51.9-53.7 TBC
SLC 2dr open £32,749–£48,400 AAABC rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 1.7 DCI 150 148 119 9.5 46.4-50.2 TBC
Another small convertible exhibiting all the charm that a Mercedes 1.5 One 101 119 10.1-10.5 42.8-47.1 TBC
should. LxWxH 4143x1810x1301 Kerb weight 1435kg 1.5 Cooper 134 129 8.1-8.2 42.2-47.1 TBC X-Trail 5dr SUV £29,930–£37,525 AAABC
1.6 SLC180 152 139-140 7.9-8.1 37.2-42.8 TBC 2.0 Cooper S 189 143-144 6.8-6.9 38.2-42.8 TBC There aren’t many cheaper ways of owning an SUV. Has a better
2.0 SLC200 178 147-149 6.9-7.0 37.2-40.4 TBC range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg
2.0 SLC300 237 155 5.8 35.3-37.2 TBC Convertible 2dr open £20,080–£30,625 AAABC 1.6 dCi 130 128 111-116 10.5-11.4 TBC TBC
3.0 V6 AMG SLC43 356 155 4.7 31.7-32.5 TBC A fun open-top car but compromised on practicality and dynamics. 1.6 dCi 130 4WD 128 115 11.0 TBC TBC
LxWxH 3821x1727x1415 Kerb weight 1280kg 1.6 DIG-T 163 160 124 9.7 TBC TBC
SL 2dr open £78,345–£119,045 AAAAB 1.5 Cooper 134 128-129 8.7-8.8 41.5-45.6 TBC 2.0 dCi 177 174 123 9.6 TBC TBC PORSCHE
Big, luxurious drop-top is classier than a royal stud farm. Few feel 2.0 Cooper S 189 142-143 7.1-7.2 38.7-40.9 TBC 2.0 dCi 177 4WD 174 121-126 9.4-10.0 TBC TBC 718 Boxster 2dr open £47,935–£64,721 AAAAB
more special. LxWxH 4631x1877x1315 Kerb weight 1735kg 2.0 John Cooper Works 167 149 6.5-6.6 37.2-38.7 TBC Our idea of drop-top heaven. Exceptional to drive, whether cruising
3.0 V6 SL400 356 155 4.9 TBC TBC 370Z 2dr coupé £29,805–£40,305 AAABC or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg
4.7 V8 SL500 442 155 4.3 25.9-26.9 TBC Clubman 5dr hatch £19,995–£27,685 AAAAC Old-school and profoundly mechanical coupé. The Healey 3000 of 2.0 290 170 4.9-5.1 31.4-33.2 TBC
5.5 V8 AMG SL63 568 155-186 4.1 23.2-23.5 TBC Cheery and alternative Mini ‘six-door’ takes the brand into new today – but meaner. LxWxH 4265x1845x1315 Kerb weight 1496kg 2.5 S 339 177 4.4-4.6 29.1-30.7 TBC
territory. LxWxH 4253x1800x1441 Kerb weight 1375kg 3.7 V6 323 155 5.3 23.3-23.6 TBC 2.5 GTS 355 180 4.3-4.6 28.5-30.4 TBC
AMG GT 2dr coupé/open £110,645–£148,530 AAAAC 1.5 One 102 115 11.3 39.2-43.5 TBC 3.7 V6 Nismo 339 155 5.2 23.2 TBC
Million-dollar looks and a railgun V8, but extremely firm chassis 1.5 One D 114 119 10.8 56.5-58.9 TBC 718 Cayman 2dr coupé £46,075–£62,860 AAAAA
affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 1.5 Cooper 134 127 9.1 39.2-43.5 TBC GT-R 2dr coupé £81,995–£151,995 AAAAC Scalpel-blade incisiveness, supreme balance and outstanding
4.0 V8 GT 462 188-189 4.0 23.0-23.5 TBC 1.5 Cooper D 148 132 8.5-8.6 50.4-56.5 TBC Monstrously fast Nissan has been tweaked and sharpened. Still a driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg
4.0 V8 GT S 507 193 3.8 23.0-23.3 TBC 2.0 Cooper S 189 142 7.1-7.2 36.7-39.8 TBC blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 2.0 290 170 4.9-5.1 31.4-33.2 TBC
4.0 V8 GT C 541 196-197 3.7 21.9-22.1 TBC 3.8 V6 562 196 TBC 20.2 TBC 2.5 S 339 177 4.4-4.6 29.1-31.0 TBC
4.0 V8 GT R 568 198 3.6 22.1 TBC Countryman 5dr hatch £23,385–£33,995 AAABC 3.8 V6 Nismo 591 196 TBC 19.6 TBC 2.5 GTS 355 180 4.3-4.6 28.5-30.7 TBC
Bigger than before, but still more funky than useful. Still not all that
AMG GT 4-Door Coupé 4dr saloon £121,350-£135,350 AAAAB pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg NOBLE 911 2dr coupé £93,110–£207,506 AAAAB
New four-door, four-wheel-drive GT may be a confusing car to 1.5 Cooper 136 124 9.7 37.2-40.9 TBC M600 2dr coupé £248,000–£287,600 AAABC Still as brilliant and distinctive as any before it. More than worthy
contemplate, but it’s a deeply impressive one to drive. LxWxH 1.5 Cooper All4 136 122 10.3 35.3-40.4 TBC Deliciously natural and involving; a bit ergonomically flawed. of its iconic status. LxWxH 4499x1808x1294 Kerb weight 1413kg
5054x1953x1447 Kerb weight 2100kg 2.0 Cooper S 192 140 7.5-7.6 35.8-38.2 TBC LxWxH TBC Kerb weight 1198kg 3.0 Carrera S 408 188-191 4.0-4.3 27.2-28.5 TBC
4.0 V8 GT63 4Matic+ 585 193 3.4 21.4-22.6 TBC 2.0 Cooper S All4 192 138 7.6 34.4-36.2 TBC 4.4 V8 662 225 TBC TBC TBC
3.0 Carrera GTS 437 191-193 3.6-4.1 26.2-28.0 TBC
4.0 V8 GT63 S 4Matic+ 639 196 3.2 21.4-22.1 TBC 2.0 Cooper D 150 129 9.1 47.9-54.3 TBC 4.0 GT3 486 197-198 3.4-3.9 TBC TBC
2.0 Cooper D All4 150 127 9.0 46.3-49.6 TBC PEUGEOT 4.0 GT3 RS 513 193 3.2 TBC TBC
GLA 5dr SUV £25,105–£47,960 AAABC 1.5 plug-in hybrid 220 123 6.8 88.3-97.4 TBC iOn 5dr hatch £20,534 AABCC 3.8 GT2 RS 680 211 2.8 TBC TBC
Not the most practical crossover but good looking and very decent Good electric powertrain; looks extremely old hat against better
to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg MITSUBISHI EV rivals. LxWxH 3474x1475x1608 Kerb weight 1120kg 911 Cabriolet 2dr open £102,755–£112,552 AAAAB
1.6 GLA180 120 124 8.7-9.0 35.3-40.4 TBC Mirage 5dr hatch £11,295–£14,020 AAACC 47kW 62 81 15.9 TBC 0 Cutting the top off enhances the aural drama. For visual impact
1.6 GLA200 152 134 8.1-8.4 34.9-39.8 TBC A straightforward hatchback – but not for the likes of us. choose the Targa. LxWxH 4499x1808x1289 Kerb weight 1500kg
2.0 GLA250 4Matic 204 143 6.6 32.5-35.8 TBC LxWxH 3795x1665x1505 Kerb weight 845kg 108 3dr/5dr hatch £9690–£14,985 AAABC 3.0 Carrera S 408 187-188 3.7-3.9 26.4-28.0 TBC
2.0 GLA45 AMG 4Matic 370 155 4.4 29.4-30.1 TBC 1.1 Mi-VEC 79 107 11.7-12.8 47.9-55.4 TBC Sister car to the Aygo – and a distant second to most city car 3.0 Carrera GTS 437 190-192 3.6-3.8 25.0-26.6 TBC
2.1 GLA200d 132 127 9.1-9.5 42.2-46.3 TBC rivals. LxWxH 3475x1615x1460 Kerb weight 840kg 3.0 Targa 4 GTS 437 190-191 3.7-4.1 25.9-26.4 TBC
2.1 GLA200d 4Matic 132 124 9.1 41.5-45.6 TBC ASX 5dr SUV £19,570–£29,485 AAACC 1.0 72 71 100 13.0 53.5-57.3 TBC
2.1 GLA220d 4Matic 171 135 7.7 40.4-44.8 TBC Decent engines, but otherwise an unexceptional crossover. 1.0 72 2-Tronic 71 100 15.2 51.6-55.0 TBC Panamera 4dr saloon £72,890–£148,128 AAAAA
LxWxH 4355x1770x1640 Kerb weight 1260kg Revamped big saloon is an absolute belter, making it almost the
GLC 5dr SUV £37,340–£91,594 AAAAC 1.6 Mi-VEC 115 114 11.5 37.7 TBC 208 3dr/5dr hatch £14,900–£18,735 AAABC perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg
Not exactly exciting to drive, but does luxury and refinement 1.6 DI-D 2WD 112 113 11.2 TBC TBC A big improvement for Peugeot, if not for the supermini class. 3.0 V6 4 321 162 5.5-5.6 25.0-26.9 TBC
better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg 1.6 DI-D 4WD 112 111 11.5 TBC TBC LxWxH 3475x1615x1460 Kerb weight 1065kg 2.9 V6 4S 428 179 4.4-4.5 TBC TBC
2.0 GLC 250 4Matic 208 138 7.3 28.5-31.7 TBC 2.2 DI-D 4WD 148 118 10.8 TBC TBC 1.2 PureTech 82 79 109-111 12.2-14.5 46.6-51.5 TBC 2.9 V6 E-Hybrid 449 172 4.6-4.7 78.5-85.6 TBC
3.0 V6 AMG GLC43 4Matic 356 155 4.9 24.8-26.7 TBC 1.2 PureTech 110 107 118 9.8-9.6 39.1-46.5 TBC 4.0 V8 GTS 458 181 4.1 22.2-23.5 TBC
4.0 V8 AMG GLC63 4Matic 462 155 4.0 22.1-23.2 TBC Eclipse Cross 5dr SUV £21,915–£31,015 AAACC 1.5 BlueHDi 100 102 117 10.7 55.6-67.7 TBC 4.0 V8 Turbo 533 190 3.8-3.9 22.1-23.0 TBC
4.0 V8 AMG GLC63 S 4Matic 495 155 3.8 22.1-22.8 TBC Stylish, future-looking mid-sized SUV shows where Mitsubishi’s 4.0 V8 Turbo S E-Hybrid 671 192 3.4-3.5 74.3-80.7 TBC
2.1 GLC 220d 4Matic 168 130 8.3 36.7-41.5 TBC destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg 308 5dr hatch £20,000–£29,920 AAAAB
2.1 GLC 250d 4Matic 198 138 7.6 36.7-42.2 TBC 1.5 Mi-VEC 2WD 160 124-127 9.3-10.3 33.2-37.7 TBC Classy all-round appeal makes it a serious contender, but rear Panamera Sport Turismo 5dr estate £72,890–£140,870 AAAAA
3.0 GLC 350d 4Matic 255 148 6.2 32.8-36.7 TBC 1.5 Mi-VEC 4WD 160 124 9.8 32.5 TBC space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg The Panamera in a more practical form, and now it’s a good-looking
1.2 PureTech 110 107 117 11.1 40.4-47.7 TBC beast. LxWxH 5049x1937x1428 Kerb weight 1880kg
GLC Coupé 5dr SUV £42,365–£93,989 AAAAC Outlander 5dr SUV £28,220–£46,060 AAABC 1.2 PureTech 130 126 128-129 9.1-9.6 41.3-48.9 TBC 3.0 V6 4 321 160 5.5 24.6-25.6 TBC
A coupé-shaped SUV destined to be outrun by the X4 – unless Creditable effort, but still cheap in places: PHEV a boon for fleet 1.6 PureTech 225 224 146 7.4 36.9-40.1 TBC 2.9 V6 4S 428 177 4.4 TBC TBC
you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg users. LxWxH 4695x1810x1710 Kerb weight 1565kg 1.6 PureTech 260 259 155 6.0 37.8 TBC 2.9 V6 E-Hybrid 449 170 4.6 76.3-80.7 TBC
2.0 GLC 250 4Matic 211 138 7.3 29.1-31.7 TBC 2.0 Mi-VEC 4WD 148 118 13.3 32.5 TBC 1.6 BlueHDi 100 99 112 12.2 54.9-63.8 TBC 4.0 V8 GTS 458 179 4.1 22.2-23.2 TBC
3.0 V6 AMG GLC43 4Matic 356 155 4.9 25.0-26.9 TBC 2.2 DI-D 4WD 148 118-124 10.2-11.6 TBC TBC 1.5 BlueHDi 130 126 127 9.8 53.2-62.7 TBC 4.0 V8 Turbo 533 188 3.8 22.1-22.8 TBC
4.0 V8 AMG GLC63 4Matic 462 155 4.0 22.4-23.5 TBC 2.0 Mi-VEC PHEV 200 106 11.0 139.7 TBC 2.0 BlueHDi 180 EAT8 175 140 8.2 45.0-49.4 TBC 4.0 V8 Turbo S E-Hybrid 671 192 3.4 72.4-74.3 TBC
4.0 V8 AMG GLC63 S 4Matic 495 155 3.8 22.4-23.2 TBC
2.1 GLC 220d 4Matic 168 130 8.3 37.7-40.9 TBC Shogun Sport 5dr SUV £37,775–£39,775 AAACC 308 SW 5dr estate £20,950–£29,330 AAAAC Macan 5dr SUV £46,344–£48,750 AAAAB
2.1 GLC 250d 4Matic 198 138 7.6 37.7-41.5 TBC Has a fitness for purpose that could appeal to those who tow or Estate bodystyle enjoys the classy appeal of the hatchback. Spookily good handling makes this a sports utility vehicle in the
3.0 GLC 350d 4Matic 255 148 6.2 33.6-36.7 TBC haul big loads LxWxH 4785x1815x1805 Kerb weight 2100kg LxWxH 4585x1563x1472 Kerb weight 1190kg purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg
2.5 DOHC 4WD 179 112 11.0
1.2 PureTech 110 107 TBC TBC 117 11.6 40.4-47.7 TBC 2.0 243 139 6.7 25.7-28.2 TBC
GLE 5dr SUV £55,685–£62,300 AAAAC 1.2 PureTech 130 126 127 9.5-10.0 41.3-48.9 TBC 3.0 V6 S 351 157 5.3 23.9-25.7 TBC
The ML replacement isn’t inspiring to drive but does come with a MORGAN 1.6 PureTech 225 224 146 7.5 36.9-40.1 TBC
classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg 3 Wheeler 0dr open £40,075 AAAAA 1.5 BlueHDI 100 99 111 12.3 54.9-63.8 TBC Cayenne 5dr SUV £55,965–£99,291 AAAAB
3.0 V6 GLE 400 4Matic 364 155 5.7 26.2-32.5 TBC The eccentric, characterful and brilliant Morgan is a testament to 1.5 BlueHDi 130 126 126 10.0 53.2-62.7 TBC Refreshed look, improved engines, interior and a better SUV
3.0 V6 GLE300d 4Matic 243 149 7.2 33.6-39.2 TBC English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg 2.0 BlueHDi 180 EAT8 178 139 8.4 45.0-49.4 TBC overall. LxWxH 4918x1983x1696 Kerb weight 1985kg
3.0 V6 GLE350d 4Matic 272 143 6.9 29.1-36.2 TBC 2.0 V-twin 68 68 115 7.0 TBC TBC 3.0 V6 330 152 6.2 22.2-24.1 TBC
3.0 V6 GLE400d 4Matic 328 149 5.8 29.4-35.3 TBC 2.0 V-twin 82 82 115 6.0 TBC TBC 508 4dr saloon £25,039–£37,439 AAAAC 2.9 V6 S 428 164 5.2 TBC TBC
Stylish and likeable but lacking the polish of more premium rivals. 4.0 V8 Turbo 533 177 4.1 20.2-20.8 TBC
GLE Coupé 5dr SUV £65,030–£102,010 AAAAC 4/4 2dr open £40,205 AACCC LxWxH 4750x1859x1430 Kerb weight 1535kg
Not the prettiest SUV you will ever see, but a decent option against Has its appeal but not as rewarding to drive as it could be. 1.6 PureTech 180 178 143 7.9 38.0-41.8 TBC RADICAL
the BMW X6. LxWxH 4900x2129x1731 Kerb weight 2240kg LxWxH 4010x1630x1220 Kerb weight 795kg 1.6 PureTech 225 220 155 7.1 36.3-39.8 TBC RXC GT 2dr open TBC AAABC
3.0 V6 GLE 350d 4Matic 251 140 7.0 TBC TBC 1.6 i4 Sigma 110 115 8.0 TBC TBC 1.5 BlueHDi 130 129 129 9.4-9.7 51.4-59.8 TBC Designed for pounding around a track; out of its element on the
3.0 V6 AMG GLE43 4Matic 379 155 5.7 23.2-24.1 TBC 2.0 BlueHDI 160 158 143 8.4 45.2-51.1 TBC road. LxWxH 4300x1960x1127 Kerb weight 1125kg
5.5 V8 AMG GLE63 S 4Matic 568 155 4.2 18.2-18.7 TBC Plus 4 2dr open £44,105 AABCC 2.0 BlueHDi 180 174 146 8.0 45.0-50.6 TBC 3.5 V6 400 400 179 2.8 TBC TBC
Needs more chassis finesse, but the Plus 4 still charms 3.5 V6 650 650 180 2.7 TBC TBC
G-Class 5dr SUV £94,000–£143,305 AAABC nonetheless. LxWxH 4010x1720x1220 Kerb weight 927kg 2008 5dr SUV £17,730–£24,490 AAABC
Massively expensive and compromised, but with character in 2.0 GDi 154 118 7.5 TBC TBC Efficient and well-mannered but facelift still leaves it short on R E N A U LT
abundance. LxWxH 4764x1867x1954 Kerb weight 2550kg space and style. LxWxH 4159x1829x1556 Kerb weight 1045kg Twizy 2dr hatch £6695–£7995 AAABC
3.0 G350d 4Matic 282 124 7.4 25.2-25.9 TBC AACCC 1.2 PureTech 82 Roadster 2dr open £55,075
79 105 13.5 43.8-46.8 TBC Zany solution to personal mobility is suitably irreverent and
4.0 V8 AMG G63 4Matic 577 137 More advanced, but pricey and needs better brakes.
4.5 18.6-18.8 TBC 1.2 PureTech 110 107 117-119 9.9-10.3 39.1-44.8 TBC impractical. LxWxH 2338x1381x1454 Kerb weight 474kg
LxWxH 4010x1720x1220 Kerb weight 950kg 1.2 PureTech 130 126 124 9.3 44.4-49.9 TBC MB L7e 17 50 TBC TBC 0
GLS 5dr SUV £73,940–£106,870 AAABC 3.7 V6 Cyclone 280 140 5.5 TBC TBC 1.6 BlueHDi 100 96 112 11.3 TBC TBC
The replacement for the massive GL can still seat seven in 1.6 BlueHDi 120 116 119 9.6 52.9-58.2 TBC Zoe 5dr hatch £18,420–£27,820 AAABC
comfort. LxWxH 5162x1982x1850 Kerb weight 2475kg Plus 8 2dr open £83,405 AAACC A far more practical zero-emission solution. Attractive price, too.
3.0 V6 GLS 350d 4Matic 251 138 7.8 27.4-29.4 TBC Old V8 charm lives on, but there’s no ignoring the high price. 3008 5dr SUV £24,575–£36,845 AAAAC LxWxH 4084x1730x1562 Kerb weight 1470kg
5.5 V8 AMG GLS63 4Matic 568 155-168 4.6 17.7-18.2 TBC LxWxH 4010x1751x1220 Kerb weight 1100kg Cleverly packaged Peugeot offers just enough SUV DNA to make 5AGEN2 86 84 13.5 TBC 0
4.4 V8 367 155 4.5 TBC TBC the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg 5AGEN3 89 84 13.5 TBC 0
X-Class 5dr pick-up £35,238–£47,412 AAAAC 1.2 PureTech 130 126 117 10.5-10.8 36.5-43.6 TBC
Lifts the bar on commercial vehicle comfort while retaining tough Aero 8 2dr open £88,194 AAABC 1.6 PureTech 180 178 136 8.0 35.2-39.6 TBC Twingo 3dr hatch £10,750–£13,455 AAACC
qualities. LxWxH 5340x2113x1819 Kerb weight 2234kg Morgan’s flagship is a modern take on a classic look, although the 1.5 BlueHDi 130 126 119 9.5 48.0-56.3 TBC Handsome, unusual rear-engined city car but not a class leader.
2.3 X220 d 163 105 12.9 TBC TBC old charm remains. LxWxH 4147x1751x1248 Kerb weight 1180kg 2.0 BlueHDi 180 175 131 8.9 42.3-47.1 TBC LxWxH 3595x1646x1554 Kerb weight 865kg
2.3 X250 d 190 109 11.8 TBC TBC 4.4 V8 367 170 4.5 TBC TBC 1.0 SCe 70 67 94 14.5 47.9-48.7 TBC
3.0 V6 X350 d 285 127 7.9 TBC TBC 5008 5dr SUV £26,725–£38,995 AAAAC 0.9 TCe 90 87 103 10.8 45.6-47.9 TBC
NISSAN Less MPV, more SUV, and shares its siblings’ good looks. Competent
MG AAAAC to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg
Micra 5dr hatch £12,875–£20,005 Clio 5dr hatch £13,615–£19,165 AAAAC
3 5dr hatch £9695–£12,995 AAABC Refreshed look and better handling makes it an enticing choice. 1.2 PureTech 130 126 117 10.4-10.9 36.5-44.2 TBC An attractive,stylish and practical proposition, but cheap in places
Neatly tuned and nice sporty styling. Breaks the mould for sub- Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg 1.6 PureTech 180 178 135 8.3 35.2-39.6 TBC and feels dated. LxWxH 4062x1732x1448 Kerb weight 1059kg
£9000 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 1.0 71PS 70 98 16.4 46.3 TBC 1.5 BlueHDi 130 129 119 10.7 48.0-56.3 TBC 0.9 TCe 75 75 110 12.3 46.3-47.1 TBC
1.5 VTI-Tech 104 108 10.4 TBC TBC 0.9 IG-T 90 88 109 12.1 47.1 TBC 2.0 BlueHDi 180 175 131 9.1 42.3-47.1 TBC 0.9 TCe 90 87 112 12.2-13.1 47.1 TBC
1.0 IG-T 100 98 114 10.9 50.4 TBC 1.5 dCi 90 87 109-112 12.0-12.9 56.5-57.6 TBC
ZS 5dr SUV £12,495–£17,795 AAACC 1.0 DIG-T 117 115 121 9.9 47.9 TBC
Much improved on previous MGs, but still lacks the sophistication 1.5 dCi 90 88 111 11.9 TBC TBC Mégane 5dr hatch £17,715–£29,195 AAABC
of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg Stylish and refined but bland. Nothing exceptional.
1.5 VTi-Tech 104 109 10.9 TBC TBC Leaf 5dr hatch £26,190–£29,390 AAAAC LxWxH 4359x1814x1447 Kerb weight 1340kg
1.0T GDi 109 112 12.4 TBC TBC Better looks, better value and better range from this second-gen 1.2 TCe 140 138 127 10.6 42.8-45.6 TBC
electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg 1.5 Blue dCi 115 113 118 11.1 58.9-62.8 TBC
GS 5dr SUV £15,095–£21,095 AAACC 40kWh 147 89.5 7.9 TBC 0 1.8 RS 280 276 158 5.8 TBC TBC
MG’s first attempt at a small SUV is an attempt to re-establish the
brand. LxWxH 4500x1800x1665 Kerb weight 1385kg Juke 5dr hatch £15,505–£21,805 AAABC Mégane Sport Tourer 5dr estate £18,915–£24,615 AAABC
1.5 TGI 163 112-118 9.6 TBC TBC High-riding, funky hatch is a compelling package. High CO 2 figures, Stylish and refined estate car is still bland like the hatch. Smaller
though. LxWxH 4135x1765x1565 Kerb weight 1605kg than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg
MINI 1.6 112 110 111 12.5 34.0-35.8 TBC 1.2 TCe 140 138 127 9.8 42.2-44.8 TBC
3dr Hatch 3dr hatch £16,190–£29,990 AAAAB 1.5 dCi 110 108 109 11.2 49.6 TBC 1.5 Blue dCi 115 113 118 11.1 56.5-61.4 TBC
Three-pot engines and cleverly designed interior make the Mini a
superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg
1.5 One 101 121 10.1-10.2 43.5-47.9 TBC

1 MAY 2019 AUTOCAR.CO.UK 87

 ) ) ) )
ph pg
) ph pg
) ph pg
) ph pg
)
p) d (m
m ph (m p) d (m
m ph (m p) d (m
m ph (m p) d (m
mp
h
y (m
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee 2 m km
)
we p sp 0 o no (g we p sp 0 o no (g we p sp 0 o no (g we p sp 0/6 o no (g/
Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec CO 2
Scenic 5dr MPV £21,715–£26,455 AAABC Koleos 5dr SUV £27,495–£31,495 AAABC Octavia 5dr hatch £18,315–£31,170 AAAAC
Good-looking MPV riding on 20in wheels, but overall a bland car to Koleos name returns and is a vast improvement on before, but no Does comfort and practicality like no other. Good, frugal engines
drive. LxWxH 4406x1866x1653 Kerb weight 1428kg class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg too. LxWxH 4670x1814x1461 Kerb weight 1225kg
1.2 TCe 140 138 121 10.1 40.4-41.5 TBC 1.0 TSI 115 2.0 dCi 175 169 126 10.7 38.2 TBC 113 126 9.6-9.7 45.6-50.4 126-141
1.8 dCi 120 118 TBC TBC TBC TBC 1.4 TSI 150 2.0 dCi 175 4WD X-Tronic 169 125 9.5 36.2 TBC 148 136 7.8-7.9 44.1-48.7 132-145
2.0 TSI 190 188 147 7.3 40.9 155-156
Grand Scenic 5dr MPV £23,515–£28,255 AAABC R O L L S - R OYC E 2.0 TSI 245 vRS 241 155 6.4 38.2-38.7 165-168
Good-looking seven-seat MPV is bland to drive and the third row Wraith 2dr coupé £224,823–£280,223 AAAAB 1.6 TDI 115 113 126 9.8 53.3-58.9 126-139
seats are tight. LxWxH 4634x1866x1655 Kerb weight 1495kg An intimate and involving Rolls. Not as grand as some, but other 2.0 TDI 150 148 135 8.1 53.3-56.5 132-139
1.2 TCe 140 138 118 11.4 39.8-40.9 TBC traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 2.0 TDI 184 vRS 182 142-145 7.6-8.1 44.8-50.4 146-164
1.8 dCi 120 118 120 12.1 TBC TBC 6.6 V12 624 155 4.6 19.8 327
Octavia Estate 5dr estate £19,515–£31,495 AAAAC
Captur 5dr SUV £15,725–£22,065 AAAAC Dawn 2dr open £266,055–£302,655 AAAAB Class-leading amount of space and practicality. Comfortable, too.
Jacked-up Clio is among the better downsized options. Stylish and Essentially as above, except with a detuned engine and in elegant LxWxH 4667x1814x1465 Kerb weight 1247kg
fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 1.0 TSI 115 convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg
113 124-125 9.8 42.8-48.7 131-149 Turismo 5dr MPV £20,995–£27,495 AAACC
0.9 TCe 90 87 106 13.2 44.1-45.6 TBC 1.5 TSI 150 6.6 V12 148 134 563 155
7.9-8.0 42.8-46.3 137-149 5.0 19.6 330 Incredibly ungainly but offers huge real estate for the money.
1.3 TCe 130 128 124 10.2 42.8-44.1 TBC 2.0 TSI 190 188 143 7.4 35.3-39.8 160-182 LxWxH 5130x1915x1850 Kerb weight 2115kg
1.3 TCe 150 148 130 Ghost 4dr saloon £227,423–£262,823
9.5 42.8-43.5 AAAAC 2.0 TSI 245 vRS
TBC 241 155 6.5 37.1-38.2 168-172 2.2d 178 175 108-116 TBC TBC TBC
1.5 dCi 90 87 106 ‘A ffordable’ Rolls is a more driver-focused car than the Phantom.
13.1 51.3-53.2 TBC 1.6 TDI 115 113 124-125 9.8-9.9 51.4-56.5 131-144
Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 2.0 TDI 150 148 132-134 8.2-8.3 52.8-53.3 140-149 SUBARU
Kadjar 5dr SUV £20,595–£29,995 AAAAC 6.6 V12 563 155 4.9-5.0 19.8-20.0 327-329 2.0 TDI 150 4x4 148 130 8.1 47.9-51.4 143-153 Impreza 5dr hatch £24,310–£25,010 AAACC
Fine value, practical, decent to drive and good-looking, but the 2.0 TDI 150 4x4 Scout 148 129 8.8 44.8 164 Appealing hatchback has been steadily improved but still feels
Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg Phantom 4dr saloon £362,055 AAAAA 2.0 TDI 184 vRS 182 135-140 7.7-8.2 43.5-49.6 151-170 old-fashioned. LxWxH 4415x1740x1465 Kerb weight 1374kg
1.2 TCe 140 138 119 10.1-10.7 41.5-44.1 TBC Phantom takes opulent luxury to a whole level. 1.6i 112 112 12.4 35.9 TBC
1.6 TCe 160 158 127 9.2 42.8 TBC LxWxH 5762x2018x1646 Kerb weight 2560kg Superb 5dr hatch £23,805–£36,675 AAAAC 2.0i 153 127 9.8 TBC TBC
1.5 dCi 115 112 112-113 11.7-11.9 55.4-60.1 TBC 6.75 TV12 563 155 5.3-5.4 20.3 318-319 Another great Czech value option that’s big on quality and space if
not on price. LxWxH 4861x1864x1468 Kerb weight 1340kg Levorg 5dr estate £30,010 AAACC
Cullinan 4dr SUV £250,000 AAAAC 1.4 TSI 150 148 137 8.3-8.5 40.9-45.6 141-157 Impressively practical but only offered with an automatic gearbox
Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TSI 272 4X4 270 155 5.5 32.8 194 and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg
that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg 1.6 TDI 120 118 128 10.5-10.6 52.3 142 1.6i 167 130 8.9 TBC TBC
6.75 TV12 563 155 5.2 18.8 341 2.0 TDI 150 148 135-137 8.5-8.6 50.4-52.3 140-146
2.0 TDI 190 187 145 8.3 50.4 147 XV 5dr SUV £25,310–£28,510 AAACC
GREATEST ROAD TESTS S E AT 2.0 TDI 190 4X4 187 143 8.0 44.8 166 No-nonsense crossover doesn’t quite make enough sense.
Mii 5dr hatch £11,900–£12,420 AAABC
OF ALL TIME Not as desirable or plush as the Up but nearly as good to drive. Superb Estate 5dr estate £24,225–£37,955 AAAAC 1.6i
LxWxH 4450x1780x1615 Kerb weight 1355kg
112 109 13.9 35.3 TBC
LxWxH 3557x1643x1474 Kerb weight 929kg Even more commendable than above, primarily thanks to its 2.0i 154 120 10.4 TBC TBC
1.0 60 59 99 14.4 50.4-53.3 TBC enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg
1.0 75 74 106 13.2
1.4 TSI 150 148 13549.6-51.4 TBC
8.4-8.6 39.2-43.5 146-163 Forester 5dr estate £30,000–£32,500 AAACC
2.0 TSI 272 4X4 270 155 5.6 32.5 197-198 Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless.
Ibiza 5dr hatch £15,495–£21,645 AAAAB 1.6 TDI 120 118 127-128 10.6-10.7 49.6 148-150 LxWxH 4610x1795x1735 Kerb weight 1488kg
Reinvigorated Ibiza is more mature and takes the class honours 2.0 TDI 150 148 132-135 8.6-8.8 49.6-52.3 142-150 2.0i 150 148 118-119 10.6-11.8 32.2 TBC
from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 2.0 TDI 190 187 TBC TBC 48.7 151-152
1.0 MPI 80 79 106 14.6 45.6-48.7 TBC 2.0 TDI 190 4X4 187 142 7.4 43.5 170-171 Outback 5dr estate £29,995–£33,010 AABCC
1.0 TSI 95 93 113 10.9 47.9-53.3 TBC Acceptable in isolation but no class leader.
1.0 TSI 115 113 121 9.3 44.1-50.4 TBC Karoq 5dr SUV £21,945–£33,375 AAAAC LxWxH 4815x1840x1605 Kerb weight 1612kg
1.6 TDI 95 93 113 7.5 55.4-60.1 TBC Yeti replacement may not have its forebear’s quirkiness, but it’s 2.5i 172 130 10.2 33.0 TBC
brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg
Leon 5dr hatch £18,260–£30,980 AAAAC 1.0 TSI 115 113 116 10.6 40.4-44.1 146-159 BRZ 2dr coupé £27,025–£28,510 AAAAA
RENAULT 5 TSE TESTED 13.12.85 A creditable effort and a notable improvement in form, with plenty
1.5 TSI 150 148 126 8.1-8.3 38.2-41.5 154-167 The GT86’s half-brother looks great in Subaru blue. Cheaper, too.
of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 1.5 TSI 150 4x4 148 121 9.1 34.4-34.9 183-186 LxWxH 4240x1775x1320 Kerb weight 1242kg
Renault made major under-the-skin changes 1.0 TSI 115 113 121 9.8 46.3-50.4 TBC 1.6 TDI 115 113 116 11.0-11.1 46.3-49.6 149-159 2.0i 197 130-140 7.6-8.2 33.3 TBC
for the second generation of its long-serving 1.5 TSI EVO 130 128 126 9.4 42.2-46.3 TBC 2.0 TDI 150 148 127 9.0 49.6-50.4 147-150
supermini. We look back at our test of the 1.5 TSI EVO 150 148 134 8.2 40.9-48.7 TBC 2.0 TDI 150 4x4 148 121 8.8 42.8-44.8 165-173 SUZUKI
range-topping TSE. 2.0 TSI 190 188 142 7.2 38.7-40.4 TBC Celerio 5dr hatch £8999–£10,499 AAABC
2.0 TSI Cupra 288 150 6.0 35.8-38.7 TBC Kodiaq 5dr SUV £25,775–£42,895 AAAAC Pleasing to drive, cheap to buy and decent to sit in. No-nonsense
1.6 TDI 115 113 122 9.8 49.6-55.4 TBC Skoda’s first seven-seat SUV is a viable alternative to a traditional and likeable for it. LxWxH 3600x1600x1540 Kerb weight 835kg
A transverse-engine layout finally replaced the 2.0 TDI 150 148 134 8.4 TBC TBC MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg 1.0 K10C Dualjet 66 96 13.0 58.8 TBC
original R5’s longitudinal configuration, but 1.5 TSI 150 148 123 9.3 36.2-37.7 165-176
unlike the car’s rivals, this was to save weight and Leon ST 5dr estate £19,255–£34,370 AAAAC 1.5 TSI 150 4x4 148 120-122 9.5-9.6 31.7-33.2 194-202 Ignis 5dr hatch £11,849–£14,849 AAAAC
improve impact absorption rather than boost Good-looking and responsive hatchback-turned-estate. 2.0 TSI 190 4x4 188 TBC TBC 30.0-31.7 201-205 Cute and rugged-looking 4x4 city car capable of tackling roads
cabin space, which remained poor in the back. LxWxH 4549x1816x1454 Kerb weight 1236kg 2.0 TDI 150 148 123 9.8 44.8-46.3 161-165 bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg
1.0 TSI 115 113 122 10.1 45.6-50.4 TBC 2.0 TDI 150 4x4 148 120-122 9.4-9.6 38.7-42.8 172-190 1.2 Dualjet 87 106 11.8 52.9 TBC
The flexible 1.4-litre engine offered plenty of 1.5 TSI EVO 130 128 129 9.5 41.5-46.3 TBC 2.0 TDI 190 4x4 187 130 8.3 38.7-39.2 188-191 1.2 Dualjet SHVS 87 106 11.4 54.1 TBC
poke and remained smooth up to 5500rpm, but a 1.5 TSI EVO 150 148 134 8.2 40.4-48.7 TBC 2.0 BiTDI 239 4x4 vRS 237 136 7.0 35.3 211 1.2 Dualjet SHVS 4x4 87 103 11.1 54.1 TBC
low fifth gear made our testers yearn for a proper 2.0 TSI 190 188 144 7.3 38.7-39.8 TBC
overdrive and reduced economy to a merely 2.0 TSI Cupra 288 155 5.2 32.1-33.6 TBC SMART Jimny 3dr SUV £15,499–£17,999 AAABC
reasonable 29.5mpg. 1.6 TDI 115 113 122 10.6 53.3-55.4 TBC Fortwo 3dr hatch/open £12,110–£27,135 AAACC Charming 4x4 is capable and affordable but retains its dynamic
The characteristically French soft ride in the Pricey two-seater has urban appeal but is short on performance foibles. LxWxH 3645x1645x1725 Kerb weight 1135kg
Arona 5dr SUV £17,145–£25,170 AAAAC and handling. LxWxH 2695x1663x1555 Kerb weight 890kg 1.5 VVT 100 90 11.9 32.2-35.8 178-198
previous R5 got much stiffer with the addition Seat’s second SUV doesn’t disappoint, with it taking charge of the 1.0 71 68 94 14.4-15.5 44.1-48.7 TBC
of coil springs up front, and around town the class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg 0.9 90 87 96 10.4-11.7 44.1-49.6 TBC Swift 5dr hatch £12,499–£18,499 AAABC
car jolted and jittered over poor surfaces. Ride 1.0 TSI 95 93 107 11.2 45.6-48.7 TBC Electric Drive 79 80 11.5-11.8 TBC 0 Given mature looks, more equipment and a hybrid powertrain, but
improved as speed increased, but wind and road 1.0 TSI 115 113 113 9.8-10.0 44.1-46.3 TBC it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg
noise marred motorway cruises. Steering was 1.5 TSI EVO 150 148 127 8.3 44.8-48.7 TBC Forfour 5dr hatch £11,910–£22,285 AAACC 1.2 Dualjet 87 111 11.9 55.4 115
lighter than before but rubbery on straights. 1.6 TDI 95 93 107 11.9 49.6-56.5 TBC Four doors give the Smart more mainstream practicality. Still 1.2 Dualjet SHVS 4x4 87 105 12.6 49.7 128
Grip was excellent in corners, eventually
1.6 TDI 115 113 115 10.3 50.4-57.6 TBC expensive, though. LxWxH 3495x1665x1555 Kerb weight 975kg 1.0 Boosterjet 108 118-121 10.0-10.6 49.6-51.8 123-136
1.0 71 68 94 15.9-16.9 43.5-47.1 TBC 1.4 Boosterjet Sport 138 130 8.1 47.1 135
giving way to understeer. Turn-in braking brought Ateca 5dr SUV £21,940–£34,120 AAAAB 0.9 90 87 102 11.2-11.9 45.6-47.9 TBC
oversteer, but only in extremis. Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. Electric Drive 79 80 12.7 TBC 0 Baleno 5dr hatch £13,249–£16,249 AAABC
Cosmetic changes were limited, but the LxWxH 4363x1841x1601 Kerb weight 1280kg Suzuki’s family-sized hatchback makes use of clever little engines.
addition of a black plastic ‘belt’ updated the R5’s 1.0 EcoTSI 115 113 114 11.0 42.8-42.8 TBC S S A N G YO N G LxWxH 3995x1745x1470 Kerb weight 920kg
image for the 1980s. 1.5 TSI EVO 150 148 123 8.6 33.6-41.5 TBC Tivoli 5dr SUV £14,495–£21,495 AAABC 1.0 Boosterjet 108 118-124 11.0-11.4 46.8-52.4 TBC
2.0 TSI 190 4Drive 187 132 7.9 32.5-33.6 TBC Trails the Duster as the best-value small crossover – but not by
1.6 TDI 115 113 114 11.5 44.1-54.3 TBC much. LxWxH 4195x1795x1590 Kerb weight 1270kg Vitara 5dr SUV £16,999–£25,649 AAABC
FOR Performance, efficiency, handling 2.0 TDI 150 148 122 9.0 46.3-50.4 TBC 1.6 128 126 99-106 11.0-12.0 35.3-38.2 TBC Utterly worthy addition to the class drives better than most.
AGAINST Ride, space, road noise 2.0 TDI 190 4Drive 187 132 7.5 TBC TBC 1.6d 115 113 107-109 12.0 45.3-54.3 TBC LxWxH 4175x1775x1610 Kerb weight 1075kg
1.0 Boosterjet 108 111 11.5-12.5 39.4-45.9 139-162
Alhambra 5dr MPV £27,590–£38,325 AAAAC Tivoli XLV 5dr SUV £19,745–£22,245 AAABC 1.4 Boosterjet 136 124 9.5-10.2 36.6-43.6 146-174
This cheaper version of the VW Sharan is spacious, versatile and Now grown in size for more practicality but that doesn’t increase
good to drive. LxWxH 4854x1904x1730 Kerb weight 1755kg the Tivoli’s appeal. LxWxH 4440x1798x1635 Kerb weight 1405kg S-Cross 5dr SUV £17,499–£26,099 AAABC
1.4 TSI 150 148 124 9.9 33.2-35.8 TBC 1.6 128 126 99-106 11.0-12.0 34.9-37.2 TBC A worthy crossover if not a class leader. Refreshed looks give a
2.0 TDI Ecomotive 150 148 123-124 10.2-10.3 38.7-44.1 TBC 1.6d 115 113 107-109 12.0 42.8-51.4 TBC lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg
1.0 Boosterjet 108 106-112 11.0-12.4 404-44.9 120-131
S KO DA Korando 5dr SUV £18,995–£25,495 AAACC 1.0 Boosterjet Allgrip 108 109 12.0 39.2 127
Citigo 3dr hatch £8890–£11,890 AAABC Good for a Ssangyong but poor by class standards. 1.4 Boosterjet Allgrip 136 124 10.2 37.7-38.8 141
A Czech take on the city car is more fun to drive than its plain-Jane LxWxH 4410x1830x1710 Kerb weight 1725kg
exterior suggests. LxWxH 3597x1641x1478 Kerb weight 854kg 2.2d 178 175 115 9.9 37.7-42.8 TBC TESLA
1.0 MPI 60 GreenTech 59 100 13.9 54.3-55.4 115-118 2.2d 178 4x4 175 115 9.9 35.3 TBC Model S 5dr hatch £72,850-£84,140 AAAAB
1.0 MPI 75 GreenTech 74 107 13.1 53.3 119-120 Large range makes it not only a standout EV but also the future of
Musso 5dr SUV £25,133-£35,033 AAACC luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg
Fabia 5dr hatch £12,260–£18,835 AAABC Practical pick-up has a refined engine and direct steering, but ride Standard range 323 140 4.2 TBC 0
Comfortable, affordable, easy-to-drive and attractive, but no more needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg Long range 602 155 4.1 TBC 0
so than its rivals. LxWxH 4009x1958x1452 Kerb weight 1151kg 2.2d 181 178 115-121 12.2 TBC TBC Ludicrous Performance 602 155 2.4 TBC 0
1.0 MPI 60 58 98 16.6 50.4 127
1.0 MPI 75 73 104 14.9 48.7-49.6 128-130 Rexton 5dr SUV £28,995–£38,995 AAABC Model X 5dr SUV £81,050-£88,050 AAAAB
1.0 TSI 95 94 114 10.8 50.4-51.3 124-127 A vast improvement. Better on the road but without ditching its A genuine luxury seven-seat electric SUV which also has a large
1.0 TSI 110 108 121 9.6 49.6-51.4 125-128 argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg range. LxWxH 5036x2070x1684 Kerb weight 2459kg
1.0 TSI 110 DSG 108 120 10.1 47.1-47.9 133-136 2.2d 181 178 115 11.3-11.9 TBC TBC Long range 602 155 4.7 TBC 0
Ludicrous Performance 602 155 2.8 TBC 0
FA C T F I L E Fabia Estate 5dr estate £14,160–£19,070 AAAAC
Price £6195 Engine 4 cyls in line, 1397cc, petrol Power Far more practical, majoring on boot space while doing what a T OYO TA
72bhp at 5750rpm Torque 78lb ft at 3500rpm 0-60mph good Skoda should. LxWxH 4271x1958x1473 Kerb weight 1182kg Aygo 3dr hatch £9695–£14,595 AAACC
11.4sec 0-100mph 53.4sec Standing quarter 18.2sec, 1.0 MPI 75 74 105 15.2 49.6 128-130 Impactful styling does a lot to recommend it, but not as refined nor
75mph 60-0mph na Top speed 104mph Economy 21.6mpg 1.0 TSI 95 94 115 10.9 50.4-51.4 124-128 as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg
1.0 TSI 110 108 122 9.7 49.6-51.4 125-129 1.0 VVT-i 71 99 13.8 45.8-57.7 TBC
W H AT H A P P E N E D N E X T… 1.0 TSI 110 DSG 108 121 10.2 47.1-47.9 134-136
A year later, the 1.4-litre engine from the TSE Yaris 5dr hatch £13,515–£26,295 AAABC
provided the base unit for the popping 115bhp Rapid Spaceback 5dr hatch £14,635–£18,930 AAABC Stylish interior but ultimately a scaled-down version of bigger
Renault 5 GT that went on to become a high-
With the Rapid’s skinny body, a hatchback shape makes the most Toyotas. LxWxH 3495x1695x1510 Kerb weight 975kg
sense. LxWxH 4304x1706x1459 Kerb weight 1090kg 1.0 VVT-I 67 96 15.3 61.1-61.4 TBC
street hero. With the arrival of the Clio in 1991, the 1.0 TSI 95 93 114 11.1 49.6-51.4 126-129 1.5 VVT-I 108 108 11.0-11.2 54.3-57.6 TBC
writing was on the wall for the aged R5, and it saw 1.0 TSI 110 108 122 9.9 49.6-50.4 128-130 1.5 VVT-I Hybrid 71 102 11.8 67.3-76.3 TBC
out its final years as the budget Campus before 1.0 TSI 110 DSG 108 121 10.2 46.3-47.1 135-138 1.8 VVT-I GRMN 206 143 6.3 TBC TBC
departing in 1996.

88 AUTOCAR.CO.UK 1 MAY 2019

 N E W CAR PR I CES
) ) ) )
ph pg
) ph pg
) ph pg
) ph pg
)
p) d (m
m ph (m p) d (m
m ph (m p) d (m
m ph (m p) d (m
mp
h
y (m
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee /62 my /km
)
r (b
h
ee 2 m km
)
we p sp 0 o no (g we p sp 0 o no (g we p sp 0 o no (g we p sp 0/6 o no (g/
Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec C O2 Po To 0-6 Ec CO 2
C-HR 5dr SUV £21,880–£29,170 AAAAC Crossland X 5dr SUV £17,710–£23,080 AAABC T-Roc 5dr SUV £19,270–£31,050 AAAAC 2.0 DOHC Turbo 285 152 3.7 TBC TBC
Coupé-shaped crossover certainly turns heads and impresses on Vauxhall’s small SUV is competent enough but lacks any real VW’s junior SUV is beguiling and sophisticated. It drives rather well, 2.3 DOHC Turbo RR 385 158 2.7 TBC TBC
the road. LxWxH 4360x1795x1565 Kerb weight 1320kg character. LxWxH 4212x1765x1605 Kerb weight 1245kg too. LxWxH 4234x1992x1573 Kerb weight 1270kg
1.2 Turbo 112 114-118 10.9-11.1 39.7-41.5 TBC 1.0 TSI 115 1.2i 83
113 116 10.1 81
43.5-44.8 TBC 105 14.0 42.2-44.1 TBC WESTFIELD
1.2 Turbo AWD 112 111 11.4 34.0-34.4 TBC 1.5 TSI EVO 150 1.2i Turbo 110
148 127 8.3 108
38.7-42.2 TBC 117 10.6 39.8-46.3 TBC Sport 2dr coupé £19,950–£35,800 AAAAC
1.8 VVT-I Hybrid 119 105 11.0 55.3-57.6 TBC 1.2i Turbo 130
1.5 TSI EVO 150 4Motion 148 127 8.4 128
34.0-34.9 TBC 128 9.1 42.2-44.1 TBC Sport Turbo is very quick and fun but not a patch on the
2.0 TSI 190 4Motion 1.5 Turbo D 102
187 134 7.2 101
34.0-34.4 TBC 111 9.9 55.4-58.9 TBC Caterhams. LxWxH TBC Kerb weight TBC
Corolla 5dr hatch £21,300–£30,340 AAAAC 1.6 TDI 115 113 116 10.3 49.6-50.4 TBC 1.6 Sigma 135 TBC TBC TBC TBC
Rebranded hatch has rolling refinement, interior ambience and Mokka X 5dr SUV £20,640–£25,840 AAABC 2.0 TDI 150 148 124 8.6 48.7-50.4 TBC 1.6 Sigma 155 TBC TBC TBC TBC
affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg Compact and competent but lacks any persuasive qualities. 2.0 TDI 150 4Motion 148 124 8.7 45.6-46.3 TBC 2.0 Duratec 200 TBC TBC TBC TBC
1.2 VVT-I 114 124 9.3 39.2-44.8 TBC LxWxH 4275x1780x1658 Kerb weight 1394kg 2.0 Ecoboost 252 TBC TBC TBC TBC
1.8 VVT-I Hybrid 122 111 10.9 55.3-62.7 TBC 1.4 Turbo 140 138 119-122 9.3-10.1 34.4-36.7 TBC Tiguan 5dr SUV £23,990–£38,790 AAAAC
2.0 VVT-I Hybrid 180 111 7.9 50.4-43.2 TBC 1.4 Turbo 140 4x4 138 116 9.3 34.4-39.2 TBC An improvement on the previous model and will continue to sell by Mega 2dr coupé £14,999–£15,595 AAABC
1.6 CDTi 136 134 117-118 9.3-10.3 43.5-50.4 TBC the bucket load. LxWxH 4486x1839x1654 Kerb weight 1490kg Mega engines make it rapid, but not as fun as Caterham’s R range.
RAV4 5dr SUV £29,635–£36,640 AAACC 1.5 TSI EVO 130 128 119 10.2 39.8-40.9 TBC LxWxH TBC Kerb weight TBC
A solid option but ultimately outgunned by Korean competition. Grandland X 5dr SUV £23,410–£34,930 AAACC 1.5 TSI EVO 150 148 124 9.2 36.7-38.2 TBC 1.3 Suzuki Hyabusa 177 136 3.0 TBC TBC
LxWxH 4605x1845x1675 Kerb weight 1605kg Does well to disguise its 3008 roots but too bland to stand out in a 2.0 TSI 190 4Motion 188 131 7.9 39.2-42.8 TBC 2.0 VTEC S2000 240 TBC TBC TBC TBC
2.5 Hybrid 194 112 8.4 48.7-50.4 TBC congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg 2.0 TSI 230 4Motion 228 142 6.3 29.7-30.4 TBC
2.5 Hybrid AWD 194 112 8.4 47.8-48.7 TBC 1.2 Turbo 130 128 117 10.9-11.1 37.7-42.8 TBC 2.0 TDI 150 148 125-127 9.3 44.8-47.9 TBC ZENOS
1.5 Turbo D 130 128 116 11.3 49.6-53.3 TBC 2.0 TDI 150 4Motion 148 124-125 9.3 39.2-42.2 TBC E10 0dr coupé £26,995–£39,995 AAAAB
Land Cruiser 5dr SUV £34,690–£54,040 AAABC 2.0 Turbo D 177 175 133 9.1 42.8-45.6 TBC 2.0 TDI 190 4Motion 187 131 7.9 38.7-39.2 TBC The latest in a long line of mid-engined British marvels. Expect a
A real go-anywhere vehicle. Totally rugged and available with dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg
seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg Combo Life 5dr MPV £20,130-£22,230 AAABC Tiguan Allspace 5dr SUV £30,095–£41,040 AAAAC 2.0 Ecoboost S 250 145 4.0 TBC TBC
2.8 D-4D 171 109 12.1-12.7 27.4-31.0 TBC Van-based people carrier is usable, spacious and practical, if not Has all the Tiguan’s sensibility and refinement, now with the bonus 2.3 Ecoboost R 350 155 3.0 TBC TBC
very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg
GT86 2dr coupé £27,285–£31,795 AAAAB 1.2 Turbo 110 108 109 11.9 38.2-40.9 TBC 1.5 TSI EVO 150 148 123 9.5 35.3-35.8 TBC
Almost the most fun you can have on a limited budget. Splendid. 1.5 Turbo D 100 99 107 12.7 42.8-47.9 TBC 2.0 TSI 190 4Motion 188 130 7.9 TBC TBC
LxWxH 4240x1775x1320 Kerb weight 1247kg 1.5 Turbo D 130 128 115 10.6 47.1-49.6 TBC 2.0 TDI 150 148 124-126 9.8 43.5-44.1 TBC
2.0i 197 130-140 7.6-8.2 32.8-33.2 TBC 2.0 TDI 150 4Motion 148 123-124 9.9 38.2-38.7 TBC
VO L K S WAG E N 2.0 TDI 190 4Motion 187 130 8.6 38.2-38.7 TBC
Prius 5dr hatch £24,245–£28,350 AAAAC Up 3dr/5dr hatch £9825–£23,650 AAAAC
Better all round compared with its predecessors. Challenging It’s no revolution, but VW’s hallmarks are in abundance. LxWxH Touareg 5dr SUV £49,095–£58,295 AAAAC
looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg 3600x1428x1504 Kerb weight 926kg Hints of ritziness and sportiness don’t impinge on this functional
1.8 VVT-i Hybrid 120 112 10.6
1.0 60 60.1-61.4 TBC 59 100 14.4 53.3-54.3 TBC luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg
1.0 75 74 106 13.2-13.5 51.4-53.3 TBC 3.0 V6 TDI 231 228 135 7.5 33.2-34.9 TBC W H AT ’ S C O M I N G W H E N
Prius Plug-in Hybrid 5dr hatch £31,695–£33,895 AAAAC 1.0 90 88 114 9.9 54.3-55.4 TBC 3.0 V6 TDI 286 282 148 6.1 32.8-34.9 TBC
Plug-in version is clever and appealing. Seems more comfortable in 1.0 115 113 119 8.8 49.6-50.4 TBC
its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg e-Up 81 80 12.4 TBC 0 V O LV O
1.8 VVT-i Hybrid 120 101 11.1 235.4 TBC AAAAC
V40 5dr hatch £23,995–£29,820
Polo 5dr hatch £14,330- £23,155 AAAAC Not perfect, but handsome, well-packaged, pragmatic and likeable.
Prius+ 5dr MPV £27,830–£30,175 AAACC A thorough going-over makes it more mature, but the Polo is still a LxWxH 4370x2041x1470 Kerb weight 1417kg
Expensive, old and ugly variant of the Prius, but can carry seven. bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg 2.0 D2 116 118 10.5 47.9-56.5 TBC
LxWxH 4645x1775x1575 Kerb weight 1500kg 1.0 65 64 102 15.5 47.1-48.7 TBC 2.0 D3 145 130 8.4 47.1-55.4 TBC
1.8 VVT-i Hybrid 132 103 11.3 47.0-48.7 TBC 1.0 80 78 106 15.4 46.3-48.7 TBC 2.0 T2 119 118 9.8 38.2-42.8 TBC
1.0 TSI 95 93 116 10.8 44.8-52.3 TBC 2.0 T3 148 130 8.3 37.2-42.8 TBC
VA U X H A L L 1.0 TSI 115 113 124 9.5 44.8-49.6 TBC
Viva 5dr hatch £10,480–£12,805 AAABC 2.0 TSI GTI 200 197 147 6.7 38.7-39.8 TBC V40 Cross Country 5dr hatch £28,070–£29,819 AAAAC
Plenty of space but lacks its rivals’ equipment, joie de vivre and 1.6 TDI 80 79 109 12.9 53.3-55.4 TBC Handsome hatchback gets a rugged makeover but loses some of
refinement. LxWxH 3675x1595x1485 Kerb weight 939kg 1.6 TDI 95 93 115 10.8 53.3-55.4 TBC its likeable nature. LxWxH 4369x2041x1439 Kerb weight 1428kg
1.0i 74 106 13.1-14.0 45.6 TBC 2.0 D3 145 118 8.5 47.9-55.4 TBC
1.0i Rocks 72 106 13.1 45.6 TBC Golf 3dr/5dr hatch £18,765–£35,635 AAAAB 2.0 T3 148 130 8.5 37.2-40.9 TBC Mazda CX-30
Does exactly what everyone expects. Still the king of the family On sale December, price £22,000 (est)
Adam 3dr hatch £13,850–£15,700 AAACC car. LXWXH 4258x1790x1492 Kerb weight 1206kg S60 4dr saloon £37,920 AAAAC Mazda has found a gap to bridge in its European
Certainly looks the part, but there are better superminis ahead of 1.0 TSI 85 83 112 11.9 48.7-50.4 TBC Fresh-faced saloon now sits comfortably among the ranks of its SUV range, with the CX-30 sitting between
it. LxWxH 3698x1720x1484 Kerb weight 1101kg 1.0 TSI 115 113 123 9.8 41.5-57.6 TBC German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg the CX-3 and CX-5. With underpinnings taken
1.2i 70 69 103 14.9
1.5 TSI EVO 130 128 43.5-44.1 TBC
130 9.1 44.1-46.3 TBC 2.0 T5 248 145 6.5 35.3-39.8 152-155
1.5 TSI EVO 150 148 134 8.3 42.2-45.6 TBC from the latest Mazda 3, as well as the clever
Corsa 3dr/5dr hatch £11,730–£19,735 AAABC 2.0 TSI 245 GTI Performance 241 154-155 6.2 36.7-37.7 TBC V60 5dr estate £32,410–£41,460 AAAAB new compression ignition petrol engines, and a
Refined, stylish and practical, but its engines aren’t so good. 2.0 TSI 300 4Motion R 296 155 4.6-5.1 32.5-32.8 TBC Spacious and comfortable, with a characterful, Scandi-cool design. striking coupé-SUV design, the CX-30 has all the
LxWxH 4021x1736x1479 Kerb weight 1141kg 1.6 TDI 115 113 123 10.2-10.5 50.4-55.4 TBC LxWxH 4761x1916x1427 Kerb weight 1729kg ingredients needed to be a sales hit for the brand.
1.4i 75 74 101 15.5 42.2-43.5 TBC 2.0 TDI 150 148 133-134 8.6 50.4-52.3 TBC 2.0 D3 147 127 9.5 45.6-55.4 TBC We’ll have to wait until the end of the year before it
1.4i 90 88 109 13.2 38.2-42.8 TBC 2.0 TDI 184 GTD 181 143-144 7.4-7.5 48.7-52.3 TBC 2.0 D4 187 137 7.6 46.3-55.4 TBC
1.4i Turbo 100 98 115 11.0 42.8-43.5 TBC e-Golf 134 93 9.6 TBC 0 2.0 T5 246 145 6.7 34.0-38.7 TBC reaches showrooms, however.
1.4i Turbo 150 148 129 8.9 40.4-42.2 TBC
Golf Estate 5dr estate £21,345–£36,835 AAAAB V60 Cross Country 5dr estate £38,270 AAAAC M AY
Astra 5dr hatch £18,900–£26,030 AAAAC Practical load-lugging estate doesn’t erode the well-rounded Golf Brings extra ride height, all-wheel drive and off-road body cladding. Audi A4 facelift, R8 facelift, Bentley Continental GTC,
Good handling and nice engines, but its working-class roots still package. LxWxH 4567x1799x1515 Kerb weight 1295kg LxWxH 4784x1916x1499 Kerb weight 1792kg DS 3 Crossback, Ferrari 488 Pista Spider, Porsche
show through. LxWxH 4370x1809x1485 Kerb weight 1244kg 1.0 TSI 115 108 TBC TBC 41.5-44.8 TBC 2.0 D4 187 130 8.2 42.8-47.9 TBC Cayenne Coupé
1.0i Turbo 105 103 121 10.5 45.6-47.9 TBC 1.5 TSI EVO 130 128 131 9.5 43.5-47.1 TBC JUNE
1.4i Turbo 125 123 127 8.6 43.5-45.6 TBC 1.5 TSI EVO 150 148 135 8.7 41.5-44.8 TBC S90 4dr saloon £36,120–£58,555 AAAAC Audi Q4, Q7 facelift, SQ2, Hyundai Tucson N Line,
1.4i Turbo 150 148 134 7.8 38.2-44.1 TBC 2.0 TSI 300 4Motion R 296 155 4.8 32.5-32.8 TBC Volvo’s mid-sized exec majors on comfort, style and cruising Lexus RC and RC F facelift, Peugeot 508 SW
1.6 CDTi 110 108 124 10.2 55.4-58.9 TBC 1.6 TDI 115 113 124 10.7 49.6-57.6 TBC ability. LxWxH 4963x2019x1443 Kerb weight 1665kg
1.6 CDTi 136 134 127 9.0 48.7-57.6 TBC 2.0 T4 2.0 TDI 150
185 130 8.7148 134-135 8.9
33.2-37.7 TBC 50.4-52.3 TBC J U LY
2.0 T5 2.0 TDI 184 GTD
248 140 6.8181 143-144 7.8-7.9
33.2-37.7 TBC 47.9-49.6 TBC Aston Martin DBS Superleggera Volante, Audi RS6 Avant,
Astra Sports Tourer 5dr estate £20,350–£24,680 AAAAC 2.0 D4 185 140 8.2 43.5-50.4 TBC RS7, SQ8, BMW 330e and M340i, X3 and X4M, Ford
More composed and practical than the hatchback. Golf SV 5dr MPV £21,000–£29,320 AAAAC 2.0 D5 PowerPulse AWD 228 145 7.0 39.2-43.5 TBC Ranger Raptor, Mercedes-Benz GLC and GLC Coupé facelift,
LxWxH 4702x1809x1510 Kerb weight 1273kg Probably the least appealing member of the Golf family but still 2.0 T8 Twin Engine AWD 310 155 4.8 97.4-117.7 TBC Tesla Model 3, Toyota Camry
1.0i Turbo 105 103 121 11.0 45.6-47.9 TBC resolute. LxWxH 4338x2050x1578 Kerb weight 1335kg
1.4i Turbo 125 123 127 9.0 43.5-45.6 TBC 1.0 TSI 85 83 110 13.0 47.1-47.9 TBC V90 5dr estate £38,120–£60,555 AAAAC AU G U S T
1.4i Turbo 150 148 134 8.2 37.7-44.1 TBC 1.0 TSI 115 113 119 11.3 41.5-43.5 TBC luxury estate takes on the 5 Series and the E-Class. Comfy and a Audi S6, S7 Sportback, Bentley Bentayga Speed, DS
1.6 CDTi 110 108 121 10.7 54.3-58.9 TBC 1.5 TSI EVO 130 128 126 9.6 41.5-45.6 TBC good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg 7 Crossback E-Tense, Ford Focus ST, McLaren 600LT Spider,
1.6 CDTi 136 134 127 9.5 47.9-57.6 TBC 1.5 TSI EVO 150 148 132 8.8 40.9-42.8 TBC 2.0 T4 185 130 8.9 33.2-37.7 TBC
1.6 TDI 115 113 119 11.0 48.7-55.4 TBC 2.0 T5 248 140 6.7 33.2-37.7 TBC Mercedes-Benz EQC, Renault Zoe, Skoda Kamiq, Toyota
Insignia Grand Sport 5dr hatch £19,940–£37,620 AAAAC 2.0 TDI 150 148 130 9.2 49.6-52.3 TBC 2.0 D4 185 140 8.5 43.5-50.4 TBC Corolla Trek, Vauxhall Corsa, VW Golf GTI TCR
The good-looking and tech-filled Insignia makes an attractive 2.0 D5 PowerPulse AWD 228 145 7.2 39.2-43.5 TBC
proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg Passat 4dr saloon £23,495–£33,575 AAAAC 2.0 T8 Twin Engine AWD 310 155 4.8 97.4-117.7 TBC SEPTEMBER
1.5 Turbo 140 138 130 9.3 42.8-44.1 TBC Lands blows on rivals with its smart looks, civilised refinement, Aston Martin DBX, Audi E-tron Sportback, Hyundai Ioniq
1.5 Turbo 165 162 138 8.4 38.7-44.1 TBC quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg V90 Cross Country 5dr estate £43,020–£57,935 AAAAC facelift, McLaren Senna GTR, Mercedes-Benz CLA Shooting
1.6 Turbo 200 198 146 7.2 36.7-39.8 TBC 1.5 TSI EVO 150 148 135 8.6 43.5-47.1 TBC Volvo’s large comfy estate given a jacked-up, rugged makeover. Brake, Nissan Juke, Porsche 718 Cayman GT4, Taycan,
1.6 Turbo D 110 108 127 10.9 55.4-57.6 TBC 1.6 TDI 150 148 135 8.9 49.6-53.3 TBC LxWxH 4936x2019x1543 Kerb weight 1826kg Range Rover Velar SVAutobiography, Skoda Superb,
1.6 Turbo D 136 134 126-131 9.9-10.2 47.1-54.3 TBC 2.0 TDI 190 188 146 8.1 49.6-50.4 TBC 2.0 D4 AWD 185 130 8.8 40.4-43.5 TBC Toyota Supra, Volvo XC90 update, VW Passat facelift
2.0 Turbo D 170 167 139-140 8.2-8.4 43.5-51.4 TBC 2.0 D5 PowerPulse AWD 228 140 7.5 38.2-40.9 TBC
2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 36.7 TBC Passat Estate 5dr estate £25,095–£35,175 AAAAC 2.0 T5 AWD 250 140 7.4 30.4-32.5 TBC OCTOBER
All the Passat’s redeeming features in spacious, practical estate 2.0 T6 AWD 310 140 6.3 30.4-32.5 TBC Aston Martin Valkyrie, Bentley Bentayga Hybrid, BMW
Insignia Sports Tourer 5dr estate £21,500–£39,120 AAAAC form. LxWxH 4767x2083x1516 Kerb weight 1395kg 1 Series, 8 Series Gran Coupé, Ford Mondeo, Jaguar XF,
The practical version of the Insignia that aims to take the fight to 1.5 TSI EVO 150 148 135 8.6 38.7-44.8 TBC XC40 5dr SUV £29,910–£38,020 AAAAC Kia Ceed PHEV, Land Rover Discovery Sport facelift,
premium rivals. LxWxH 4986x1863x1514 Kerb weight 1487kg 1.6 TDI 150 148 135 8.9 49.6-53.3 TBC Volvo’s take on the crossover aims to rival BMW, Mercedes and Mercedes-Benz V-Class, Peugeot 3008 PHEV, 508 PHEV,
1.5 Turbo 140 138 129 9.6 40.9-42.8 TBC 2.0 TDI 190 188 146 8.1 47.9-51.4 TBC Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg Vauxhall Astra facelift, Vivaro, VW T-Roc R
1.5 Turbo 165 162 135 8.6 37.7-42.8 TBC T3 152 124 9.4 36.7-39.8 TBC
1.6 Turbo 200 198 144 7.4 36.2-39.2 TBC Arteon 4dr saloon £33,320–£40,425 AAABC T4 AWD 185 130 8.5 32.8-35.3 TBC N OV E M B E R
1.6 Turbo D 110 108 125 111.1 53.3-55.4 TBC VW’s flagship saloon is well-made and luxurious but rather bland to T5 AWD 243 140 6.5 31.0-34.0 TBC Aston Martin Rapide E, Audi A3, Bentley Flying Spur,
1.6 Turbo D 136 134 127-132 10.1-10.5 46.3-52.3 TBC drive. LxWxH 4862x1871x1450 Kerb weight 1505kg D3 145 124 9.8 44.1-51.4 TBC BMW M8, X6 and X6 M, Ford Kuga, Kia Xceed, Mazda CX-3,
2.0 Turbo D 170 167 137-139 8.4-8.6 42.2-49.6 TBC 1.5 TSI EVO 150 148 137 8.9 39.2-40.4 TBC D3 AWD 145 124 7.5 42.8-44.8 TBC Mercedes-AMG A45, Mercedes-Benz GLE Coupé, GLS,
2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 36.2-36.7 TBC 2.0 TSI 190 187 149 7.5 TBC TBC D4 AWD 185 130 7.9 39.8-44.1 TBC Peugeot 208 and 208 Electric, Polestar 1
2.0 TSI 272 4Motion 270 155 5.6 32.5-33.2 TBC
Insignia Country Tourer 5dr estate £27,150–£30,365 AAAAC 2.0 TDI 150 148 137 9.1 49.6-52.3 TBC XC60 5dr SUV £38,320–£60,670 AAABC DECEMBER
Spacious estate gets a rugged makeover – and it doesn’t spoil the 2.0 TDI 190 187 148 8.0 48.7-50.4 TBC Looks like a small XC90 and carries on where the old one left off. A BMW 2 Series Gran Coupé, X3 PHEV, Borgward BX5,
fine formula. LxWxH 4986x1863x1514 Kerb weight 1666kg 2.0 TDI 190 4Motion 187 145 7.8 43.5-44.8 TBC good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg BX7, DS 3 Crossback EV, Honda e prototype, Kia Soul EV,
2.0 Turbo D 170 167 135-137 8.6-8.8 41.5-47.1 TBC 2.0 BiTDI 240 4Motion 236 152 6.5 TBC TBC 2.0 D4 AWD 185 127 8.4 36.7-44.8 TBC
2.0 Turbo D 170 4x4 167 135 9.3 41.5-47.1 TBC 2.0 D5 PowerPulse AWD 228 137 7.2 35.3-40.4 TBC Mazda CX-30, Mercedes-Benz GLB, Mini Cooper SE,
2.0 BiTurbo D 210 4x4 207 142 7.7 36.2 TBC Touran 5dr MPV £24,045–£30,870 AAAAC 2.0 T5 AWD 247 137 6.8 30.1-34.0 TBC Tesla Model Y, Vauxhall Grandland X PHEV
Dull overall, but it’s a capable MPV, well-made and hugely refined. 2.0 T8 Twin Engine 310 140 5.3 83.1-100.9 TBC
LxWxH 4527x1829x1659 Kerb weight 1436kg 2 02 0
1.0 TSI 115 113 119 11.3 39.2-41.5 TBC XC90 5dr SUV £51,860–£72,795 AAAAC Alfa Romeo Tonale, Audi E-tron GT, Q4, Q4 E-tron, RS Q3,
1.5 TSI EVO 150 148 130 8.9 37.2-39.8 TBC Clever packaging, smart styling, good to drive: Volvo’s closest thing RS Q5, Bentley Continental GT V8 and GTC V8, BMW iX3,
1.6 TDI 115 113 118 11.4 47.9-51.4 TBC to a class-leader. LxWxH 4950x2008x1776 Kerb weight 1961kg M3, M4, Cupra Formentor, Ferrari F8 Tributo, Fiat 500,
2.0 TDI 150 148 128-129 9.3
2.0 D5 PowerPulse AWD TBC TBC 228 137 7.8 34.0-36.7 TBC 500e, Ford Mustang hybrid, Hyundai i20 N, Jeep Compass
2.0 T5 AWD 250 134 7.9 26.9-30.4 TBC PHEV, Renegade PHEV, Land Rover Defender, Maserati
Sharan 5dr MPV £29,115–£39,350 AAAAB 2.0 T6 AWD 310 143 6.5 26.2-28.8 TBC Alfieri, McLaren Speedtail, Mercedes-AMG GLS 53, GLS
Full-sized seven-seater offers versatility, space, VW desirability 2.0 T8 Twin Engine 310 140 5.6 74.3-83.1 TBC 63, Mercedes-Benz EQA, S-Class L, Mini Electric, Peugeot
and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg 2008, 508 Peugeot Sport Engineered, Pininfarina Battista,
1.4 TSI 150 148 123-124 9.9 31.4-35.8 TBC VUHL Polestar 2, Rolls-Royce Ghost, Seat el-Born, Leon, Skoda
2.0 TDI 115 113 114 12.6 TBC TBC 05 0dr open £59,995- £89,995 AAAAC Octavia, Vision iV, Toyota, Corolla GR Sport, Vauxhall eCorsa,
2.0 TDI 150 148 123-124 10.3 39.8-43.5 TBC Mexican track-day special has a pleasingly pragmatic and forgiving Mokka X, VW Golf Mk8, ID hatch, T-Roc
2.0 TDI 177 175 132-136 8.9 39.8-40.4 TBC chassis. LxWxH 3718x1876x1120 Kerb weight 725kg

1 MAY 2019 AUTOCAR.CO.UK 89

 Matt Prior
an I hand you this
C tiny violin? I feel like
we should play a little
number in sympathy
for people who drive modern
supercars on the road.
I know it’s an unusual minority
group to garner support for, but they
have it tougher than you think.
For one: there’s the lack of
sympathy and understanding for
them in the first place – the UK’s
peculiar brand of envy politics sees
to that. People’s first thoughts when
they see a supercar are that it’s
being driven by a footballer, banker,
exploitative capitalist, someone with
a rich dad, or a foreigner who doesn’t
pay any taxes. Basically, then, drive
a supercar and already not a lot of
people are on your side.
And because they’ve been bold
enough to drive a Lamborghini
wrapped in silver, people are
similarly unafraid to tell them what
they think. Driving a supercar is like
having YouTube comments piped
direct into the cabin.
None of which matters, of course,
because they’ve got the supercar,
TESTER’S NOTES
Driving a modern supercar on the road is
a crushingly frustrating experience
and those pointing and swearing
haven’t, correct? Which means
they’ve got the smugness of untold
performance and motoring nirvana,
anywhere, at any time.
Well, they haven’t. Driving a
modern supercar on the road is a
crushingly frustrating experience.
Take the acceleration. A supercar
has got loads of it – just this week,
we’ve timed a McLaren 720S to
60mph from rest in well under three
seconds. But 60mph is, really, as fast
as any of us can accelerate to on the
road, even in the unlikely event that
we find ourselves front-row centre at
traffic lights in the right conditions.
I know the speed limit is 70mph on
motorways and dual carriageways –
which would allow another couple of
tenths of accelerative wonder – but
nobody can really go from 0-70mph
anywhere, because we can’t stop on
those kinds of road.
So, in truth, the most acceleration
supercar owners will routinely feel is
coming out of a roundabout. So about
two seconds of it.
And they can’t really go faster
than that. Sure, a supercar can
reach 180mph in half a mile, and
the temptation must be there, when
the roads are quiet. But life with
E S TA B L I S H E D 1 8 95
For £360k, you’ll
be, um, first away
from traffic lights
Icelandic expedition
29 September 1933
TO CELEBRATE THE thousandth
anniversary of its parliament,
Iceland arranged a gathering at the
historical meeting site Thingvellir.
Three years later, one CDH
Briggs detailed in Autocar driving
in the 800-strong train over the 30
miles from the capital, Reykjavik.
“A standard detachable body
was fitted to trucks, turning them
into rough-and-ready coaches, and
private cars [invariably American]
were commandeered,” he wrote.
“The roads were little better
than tracks, built up with loose
stone consisting of a sort of ash or
lava. The procession was organised
` thoroughly, with a traffic controller
stationed about every half-mile.”
Briggs had to leave his car due
to insufficient ground clearance,
continuing on an Icelandic pony. So
he had a double shock when he later
a met an untroubled cavalcade – with
and usually holding a smartphone. the Prince of Sweden at the helm.
It’s what it must be like to walk down
a red carpet, or be an escaped red
panda in a shopping centre: the G E T M O R E AU T O C A R
centre of everyone’s focus.
Everybody in the world has a
camera, everyone is a publisher. So
supercar drivers can forget breaking
the law, or even staying within it but
trying to test the performance: pretty
bold, given every indiscretion is just
one upload and hashtag from being X
broadcast to the world.
So supercars have got to be driven Watch a Honda Civic Type R
slowly. And that’s even worse: they’re and VW Golf GTI TCR face off
too wide, there’s naff-all ground
clearance, their wheels are intensely
kerbable, splitters are vulnerable
and carbonfibre is brittle. Even on youtube.com/autocar
the relative safe space of a motorway,
they’re circled by Nissans whose
passengers – or, almost as likely, autocar.co.uk/facebook
drivers – are pointing phones at them.
The above is, of course, fiction.
Well, some of it is, anyway. twitter.com/autocar
Unfortunately, some of it isn’t. It’s
no wonder most supercars cover
hundreds, rather than thousands, of autocar_official
miles a year, and that there’s a market
for discreet £250,000 4x4s.
SUBSCRIBE
GET IN TOUCH
 matt.prior@haymarket.com
autocar.co.uk/subscribe
a supercar is never quiet. There is For all our latest print and digital
A Rolls, discreet? Well, it’s all relative
always, always, somebody watching, @matty_prior subscription offers
90 AUTOCAR.CO.UK 1 MAY 2019
THE ULTIMATE IN
PERFORMANCE UPGRADES
AT DMS AUTOMOTIVE
WE’VE BEEN UNLEASHING
AUTOMOTIVE PERFORMANCE
FOR OVER 20 YEARS

DMS F10 M5 (EVO DEC ‘15) “730BHP, 200MPH+ TYRE-SHREDDING MONSTER”

DMS MCLAREN 650S (EVO OCT ’15) “REAL MUSCULARITY AND THE STRENGTH OF THE MID-RANGE IS STAGGERING”
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”

BELOW IS A SMALL SELECTION OF OUR MORE POPULAR UPGRADES:

AUDI MERCEDES-BENZ PORSCHE MACAN TURBO (ALL MODELS) » 480+BHP

RS6 4.0 T V8 » 700+BHP (+DE-LIMIT)
RS6 V10 » 680+BHP (+DE-LIMIT)
2017 R8 V10 » 650BHP (+DE-LIMIT)
R8 V10 » 592+BHP (+DE-LIMIT)
RS4/RS5 » 488+ BHP (+DE-LIMIT)
RS3/TTRS » 420+ BHP (+DE-LIMIT)
RS3/TTRS (NEW) » 480+ BHP (+DE-LIMIT)
S3 / GOLF R » 375+ BHP (+DE-LIMIT)
3.0TDI (ALL MODELS) » 315+ BHP
3.0 BI-TDI (ALL MODELS) » 380+ BHP
Q7/A8 4.2 TDI » 400+ BHP
BMW
M2 » 435BHP (+DE-LIMIT)
M3/M4 » 540+BHP (+DE-LIMIT)
M5/M6 » 730+BHP (+DE-LIMIT)
X5M/X6M » 730+BHP (+DE-LIMIT)
X5M50D/X6M50D » 450BHP
M135I/M235I » 410+BHP
i8 » 415BHP
120I/220I/320I/420I » 275+BHP
116D/216D/316D » 160BHP
118D/218D/318D » 225BHP
120D/220D/320D/420D » 240BHP
328I/428I » 295BHP
335I/435I » 410+BHP
330D/430D/530D/730D » 360BHP
335D/435D/535D » 395+BHP
550I/650I » 555+BHP (+DE-LIMIT)
640D/740D » 395BHP (+DE-LIMIT)
X530D/X630D » 360BHP
X540D/X640D » 395BHP
A45/CLA45 AMG » 420+BHP
AMG GT/GTS » 560BHP (+DE-LIMIT)
C43/E43/GLC43 AMG » 455BHP
C63/63S 4.0T AMG » 620+BHP
C63 6.3 AMG » 530+BHP
500 4.7 BITURBO (ALL MODELS) » 498+BHP
63 AMG 5.5 BITURBO (ALL MODELS) »
700+BHP
55 AMG KOMPRESSOR » 600+BHP
(+DE-LIMIT & SUSPENSION LOWERING)
S65 » 780BHP (+DE-LIMIT)
SL65 AMG » 690BHP (+DE-LIMIT)
SL65 BLACK » 720BHP (+DE-LIMIT)
SLK 55 AMG » 420BHP
200 CDI (ALL MODELS) » 173BHP
220 CDI (ALL MODELS) » 230BHP
250 CDI (ALL MODELS) » 260BHP
C300 HYBRID » 285BHP
C300E » 350BHP
C400/E400 » 400BHP
350 CDI (ALL MODELS) » 315BHP
420/450 CDI (ALL MODELS) » 358BHP
ALL 2017 RANGE ROVERS AVAILABLE
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