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 Issue 6378 | Volume 302 | No 1
THIS WEEK
‘It has a face like it swallowed a wasp and
a roofline resembling a nun’s wimple’

44 NEWS
Volkswagen Golf High-tech Mk8 arrives this month 8
Maserati’s bold vision Ten new models due by 2023 12
Electrified Skodas Major PHEV and EV onslaught 15
Audi RS Q3 duo SUV and Sportback get 394bhp 16
Rethink at JLR Jaguar Land Rover’s new approach 18

TESTED
Dallara Stradale Track-inspired flyweight hits UK 24
Renault Zoe More power, more range, more style 28
Peugeot 208 Respect is due to VW Polo rival 30
Aston Martin DB4 GT Zagato Continuation model 32
BMW 118i M Sport Front-drive hatch on UK roads 33
Audi A1 Sportback 35 TFSI S Line ROAD TEST 36

FEATURES
Citroën at 100 We celebrate its centenary in style 44
Jaguar I-Pace 1000-mile trans-European road trip 54 WE DRIVE TO PARIS TO CELEBRATE CITROEN’S 100TH BIRTHDAY 44
Alvis revisited UK marque is still building ‘new’ cars 58
Horiba MIRA insights Award-winning student’s view 60

OUR CARS
Toyota Corolla New arrival sets pulse racing. Really 64
Honda CR-V In praise of driver assistance tech 67
Audi E-tron Plagued by fault warnings. Now fixed 69

EVERY WEEK
Jesse Crosse The clever coating you’ll never see 17
Damien Smith Get ready for a special Wales Rally GB 19
DALLARA STRADALE: FIRST DRIVE 24 AUDI A1 SPORTBACK: EIGHT-PAGE ROAD TEST 36
Steve Cropley Most surprising car of 2019 named 21
Subscribe Save cash – and nab yourself a free toolkit 22
Your Views Streamlined potato in a jungle? No, ta 62
` ENERGY COSTS FOR 1064 MILES WERE
Matt Prior Nascar facts and a race-winning monkey 90
£64, HALF THAT OF 50MPG DIESEL CAR a
DEALS JULIAN RENDELL ASSESSES THE COST, AND NOT JUST FINANCIAL, OF HIS LONG-HAUL JAGUAR I-PACE TRIP 54
James Ruppert Why simple diesels make real sense 70
As good as new Fresh-faced Astra at keen prices 72 COVER
Spied in the classifieds £5k Fiat X1/9, £15k TVR 74 STORY
Used buying guide BMW 1 Series M Coupé: top tips 76
Road test results Autocar’s gold mine of data 79
New cars A-Z Key car stats, from Abarth to Zenos 82

IMAGE

HOW TO BAG A BMW 1M COUPE 76 ALL-NEW VOLKSWAGEN GOLF, INCLUDING GTI, R AND TWO GTE MODELS 8
2 OCTOBER 2019 AUTOCAR.CO.UK 5
 The original car magazine, published
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since 1895 ‘in the interests of the
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EDITORIAL
Email autocar@haymarket.com
Editor Mark Tisshaw
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EDITORIAL CONTRIBUTORS
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WHY ‘PREMIUM’ MUST MEAN MORE
THAN A PRICE TAG AND A BADGE
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Special correspondents Mauro Calo, Jesse Crosse, James Disdale, John
Evans, Colin Goodwin, Hilton Holloway, Julian Rendell, Richard Webber
Special contributors John Bradshaw, Edward Browne, Kris Culmer,
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THE SECOND-GENERATION Audi A1 aims to
Shaw, Alan Taylor-Jones, Becky Wells, Will Williams, Dan Wrenn
bring hitherto unseen levels of luxuriousness to the
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2 OCTOBER 2019 AUTOCAR.CO.UK 7

N E WS G O T A S T O RY ?
Email our news editor
lawrence.allan@haymarket.com
New Volkswagen Golf to be
most high-tech car in class
Mk8 Golf will pack new levels of tech for family hatches and have the lowest CO2
T
he next-generation
Volkswagen Golf, to be
unveiled this month,
aims to revolutionise
the volume hatchback market
with 48V mild-hybrid engines
and technology not yet seen
in the class.
The German maker is betting
on the new Mk8 Golf to secure
its foothold in the shrinking
segment – down 16% globally in
the first half of 2019, according
to analyst firm JATO – by
offering not only class-leading
8 AUTOCAR.CO.UK 2 OCTOBER 2019
technology but also the lowest
CO2 emissions – important for
running costs and the brand’s
social responsibility standing.
VW’s technical chief, Frank
Welsch, told Autocar that
development is now finished
and the Mk8 Golf is currently
undergoing quality testing.
He said: “We are now in
pre-production, in the phase
to make sure that one part
fits perfectly to another.
Everything we did on the
prototype is nice but now it’s
time to see whether it works
in the series solution. We are
testing in Germany, America,
Spain, China – everywhere.”
There has been much debate
about the Mk8’s engines and
which should use hybrid tech,
with decisions understood to
have been reversed following
the departure of Matthias
Müller as CEO and subsequent
appointment of Herbert Diess.
The outcome, Welsch said, is
that the volume engines – the
1.0-litre and 1.5-litre petrol
units – will be available with
a 48V system with VW’s dual-
clutch transmission only.
The 1.0-litre will make 129bhp
and the 1.5-litre 148bhp. It isn’t
yet known which engines will be
offered with a manual gearbox.
Welsch said: “We have 48V
on the mainstream petrol
engines but not on the diesel.
The diesel has better CO2
emissions anyway and diesel
is more expensive so to
keep it balanced, we did it
only on petrol.
“The 48V mild hybrid is
not only good in terms of CO2
but also comfortable driving.
You won’t hear the restart
on the start/stop system. It’s
much more powerful with the
mild-hybrid starter/generator
system. Even while driving, if
the car is just rolling, you don’t
need extra power. The engine
turns off while driving, and
if you just touch the pedal, it
starts again and you don’t feel
it. It’s very comfortable.”
Alongside the two volume
 Mk8 GTI (on right)
will top the 241bhp THE CHALLENGES THE MK8 FACES
of today’s version
L AW R E N C E A L L A N

It can be easy to overlook variety of engines and trims

the next Golf when VW is
making as much noise as
possible about the ID 3. Yes,
ambitions for global ID 3
sales to reach six figures next
year justify the fanfare, but
the Golf will remain one of
the world’s volume elite: over
730,000 examples were sold
last year. That was soundly
beaten by the Toyota Corolla,
which managed 930,000
sales in the same period,
but the Golf still dominates
Europe and VW wants that to
remain the case.
One of the biggest
challenges it faces is keeping
the Mk7 Golf’s consummate
all-round appeal. The sheer
means its appeal crosses all
age groups and many income
levels, but the brand’s aim
to reduce range complexity
could affect this.
Meanwhile, it also has
to introduce a dazzling
array of new-generation
technology without spoiling
the ergonomic simplicity and
satisfying quality standards
of the car. The ID 3 doesn’t
seem as good as the Mk7 Golf
in the latter regard, based
on poking and prodding a
few examples after the car’s
launch. Retaining all of the
Golf’s traditional virtues may
be a tough ask and one we’ll
await with bated breath.

A 400bhp Golf R Plus looks set to rival the Mercedes-AMG A45

`
The 1.0-litre and 1.5-litre petrol
engines will use a 48V mild-hybrid
system and dual-clutch gearbox
a
Estate has a longer
wheelbase and
more rear overhang

petrol engines, there will be

an updated version of the
2.0-litre TDI diesel, codenamed
EA288 Evo, which has been
significantly re-engineered
to reduce exhaust pollution.
There is also a more efficient
and responsive turbocharger
and the engine itself is lighter.
VW has claimed the unit offers
an average of 9% more torque
and power together with an
average 10g/km decrease in
CO2 emissions.
Welsch said the new Golf ◊

2 OCTOBER 2019 AUTOCAR.CO.UK 9

Minimalist-looking
Mk8 cabin makes a
feature of high-tech
Plug-in hybrid GTE
will be sold in 201bhp
and 241bhp guises
Δ will be “leading again in
terms of CO2 emissions,”
stating that its most efficient
variant under WLTP testing
will be just into three figures.
Welsch said: “We are in the
process of homologation now
and two or three engines are
already done. CO2 [in the Mk8]
is a huge step. We’ve optimised
engines and aerodynamics.”
The Golf GTE plug-in hybrid
will also continue and offer a
power boost, while a lower-
powered hybrid will also be
available. “Today’s GTI is
241bhp so the GTE should also
have 241bhp, so it’s really a
GTE.” Welsch said. “But there
are some people who just want
to stay with a similar plug-in
hybrid to today so that is why
we’re offering the 201bhp,
too. It comes without the GTE
trim and [appears] as a normal
Golf.” There will be no e-Golf as
VW focuses on its electric ID 3.
10 AUTOCAR.CO.UK 2 OCTOBER 2019
There will not be a three-door
Mk8 Golf as VW streamlines its
range in a bid to maximise profits
The next Golf GTI, due to
arrive by late 2020, is set to
use much of the hardware from
the Mk7 Golf GTI, including an
updated version of the EA888
2.0-litre turbocharged engine,
which will exceed the 241bhp of
the current iteration.
An even hotter Golf R will
follow in 2021. A range-topping
400bhp R Plus, to rival the
Mercedes-AMG A45 and Audi
RS3, is also on the cards.
The Mk8 Golf is underpinned
by an evolution of the existing
model’s MQB platform,
featuring a MacPherson-
strut front and multi-link rear
` same story we started with Mk1
a lowered slightly and the belt
suspension in combination with
adaptive damping control.
Engineers involved in the
new car’s development say
major attention has been
focused on steering accuracy.
The electromechanical set-up
of the outgoing car has been
heavily reworked to provide it
with added levels of feedback
and a more direct ratio.
The new Golf’s design, as
ever, will not be a dramatic
overhaul from its predecessor’s,
given the loyal fan base of
VW’s third biggest-selling car
globally, behind the Tiguan
and Polo. Welsch said: “It’s the
and Mk2. It’s an evolutionary
process with very small but
clear steps. It’s a little bit
more dynamic.”
Welsch said the roof line
above the C-pillar has been
line has been moved up, to
create more dynamism. He
said: “The Golf today is a little
bit more horizontal. This design
makes it look optically faster.
We made it a little bit dynamic
but everybody would know it’s
a Golf without any logo and
despite it being the new one.”
Despite VW wishing to
give its new electric ID
brand separate design to its
conventional models, the front
lighting design of the ID 3 will
be reflected in the Golf. Welsch
confirmed the Golf will have the
same floating light line leading
to the new VW logo on the
bonnet. That, too, will also be
illuminated in countries outside
of Europe, where it is illegal.
It is the interior, described as
“two steps” forward by Welsch,
where we’ll see major changes.
Already shown in sketch
form – “close to what you are
going to see,” said Welsch – the
interior is devoid of classic
cockpit cues, removing most
of the instruments and instead
using two 10.0in screens, as
well as a head-up display.
“There are not too many
buttons. We have voice
control,” said Welsch. “All
the things we have create a
better atmosphere. There are
ambient lights all the colours
of the rainbow! People love this
stuff. It’s like the new chrome.”
Although the interior design
is notably different from the ID
3’s, the idea of simplification
is the same and connectivity
features, such as over-the-air
upgrades, will also be echoed.

V O L K S WA G E N G O L F M K 8
One key focus is driving
assistance systems intended
to offer the utmost in comfort
and safety. Welsch said: “Golf,
let’s say, is lower-middle class,
and we’re bringing things from
the upper class. There are
also car-to-car and car-to-X
communication systems.” The
new model is expected to add
more self-driving capability
and features such as Area View,
which feed live images from the
car into the cockpit.
There will not be a three-
door Golf, with VW choosing
to focus on the five-door
and estate variants as it
streamlines its range in a bid to
maximise cost efficiencies and
profits. The estate will have a
50mm-longer wheelbase and
longer rear overhang than the
hatchback.
Jürgen Stackmann, VW
board member for sales and
marketing, said: “Golf has been
S PY S H OTS
Mk8 Volkswagen Golf is undergoing final testing in preparation for a launch later this month and will go on sale in the UK early next year
holding very strong, keeping
its position as uncontested
number one in Europe for many
years. And even in run-out, it
remains a very strong seller
and our job is to keep it [at the
top] in segment share.”
He added: “The next
VW: HOW WE’LL IMPROVE THE ID 3
Volkswagen’s other family-
sized hatchback, the electric
ID 3, was revealed at the
Frankfurt motor show last
month, but VW R&D boss
Frank Welsch is already
thinking of how to improve
it. “There’s still room for
optimisation. Just like in
combustion-engined cars,
look at how CO2 has come
down and down and down
because engineers have
optimised. The ID 3 is a huge
step but it’s not the end.”
Here are his three key areas.
Range
“People need range,” Welsch
said. Despite the top-end ID
3 offering 341 miles of range,
Welsch believes people want
more. “We won’t do this by
generation will bring all of
the technology and all of
the advancements that
is necessary to keep that
position. Obviously, it will
be the best Golf of all Golfs.
In its class, it will have the
best CO2 , the best technology,
giving people a bigger battery
because it’s more weight and
more cost. It’s about battery
density improving,” he said.
Technology
“It is not enough to change
the drivetrain to electric. We
have more room and it drives
like a GTI right now. We need
other USPs you don’t get in
other cars. This first step is
a good step but we’re going
to make speech recognition
more intelligent. We can also
make much more use of the
augmented reality head-up
display in the ID 3.
“We are the first ones to
have this, even in higher-
segment cars. We can improve
it by software upgrades
because the hardware is
the best digital footprint.”
Following the recent launch
of the ID 3, Stackmann doesn’t
see a risk of cannibalisation of
sales, for now. “If you look into
the mindset of who’s buying
Golf and for what reason, they
want the same as before,” he
NEWS
in the car. Now, we have a
few situations where you
can use it: navigation mode,
lane keeping, showing
snowflakes on the street if
the temperature is below
four degrees. We have to
assess which situations are
useful. We don’t want to do
video games.”
Performance variants
“People love performance
cars and people love to spend
money on it. We should have
this in the electric world as
well. This is why we do the
ID R [race car] – to show
how the performance of
electromobility can be even
better than classic ones. We
need four-wheel drive and a
performance e-motor.”
ID 3 will get a longer
range and slicker
in-cabin technology
said. “They love Golf for what
it is. They love technology but
they don’t go wild. In the long
term, in maybe six or eight
years, we will start to see
crossover between Golf and
ID 3 customers.”
RACHEL BURGESS
2 OCTOBER 2019 AUTOCAR.CO.UK 11
 Maserati sets ambitious goal
Italian marque’s revival plan includes new sports
cars, a Porsche Macan rival and electric models

M
aserati has confirmed
that 10 new models are
set to arrive in the next
four years – including a
range of hybrids and the firm’s
first fully electric powertrain,
which is destined for everything
from sports cars to SUVs.
As part of parent company
Fiat Chrysler Automobiles’
€5 billion (£4.4bn) investment
plan, Maserati will extensively
upgrade its production
facilities to build the new cars.
Every Maserati will continue to
be assembled in Italy.
The first new model will be a
heavily updated Ghibli saloon,
which is set to be unveiled next
year and feature the brand’s
first hybrid powertrain: a plug-
in system with a usable electric
range and ultra-low CO2 .
The BMW 5 Series rival
will also have level two
autonomous driving capability.
Maserati intends to progress
to ‘hands off’ level three
features – where the car can
manoeuvre in and out of lanes
and bring itself to a stop at the
side of the road – in the near
future. Updates to the Levante
and Quattroporte in 2020 are
expected to usher in similar
features and hybrid options.
Next up will be Maserati’s
first all-new car since the 2015
Levante: a sports car tipped
to use the Alfieri nameplate
first seen on the brand’s 2014
concept car. It will be produced
in Modena, where “major
production line upgrades to
accommodate its electric
powertrain” will be required.
Powertrain specs leaked
from a brand presentation
confirm that the Alfieri’s
electric powertrain, dubbed
Maserati Blue, will be a three-
motor, all-wheel drive using
800V technology and offering
a claimed 50% more
power than equivalent
combustion engines.
In 2021, Maserati will
launch a new SUV that will
rival the Porsche Macan.
Said to play a “leading role
for the brand, thanks to its
innovative technologies”, it
requires an investment of
around €800 million (£711m)
for the construction of a new
production line. The first
pre-series models will emerge
in early 2021, with production
expected soon after. An open-
top version of the new sports
car will arrive in 2021 as well.
The GranTurismo and
GranCabrio will return as
an all-new generation after
that and are said to “herald
the full-electrification era
for Maserati”. A spokesman
confirmed to Autocar that,
despite that declaration,
these new 2+2 GT models will
be offered in battery electric
and petrol forms, but it’s
expected that the petrol will be
hybridised. The BMW 8 Series
rivals will need a further
€800m (£711m) investment in
the firm’s Turin production hub.
Unconfirmed but previewed
in a leaked product plan last
month are the all-new Levante

IS M ASER ATI BITING OF F MOR E TH A N IT CA N CHE W?

M A R K T I S S H AW

This latest turnaround simply launching a sports market? Even if it hopes to in

plan for Maserati does not
lack ambition. Multi-billion
investment in facilities and
all-new models and electric
cars would be a big ask for
even the world’s largest car
makers, let alone one that
didn’t even sell 40,000 cars
last year. So is this one to file
under ‘We’ll believe it when
we see it’, or one to heartily
praise the logic of?
Maserati is trying to cover
a hell of a lot of bases. It’s not
car, but one with petrol
power, an electric variant,
and an open-top version of
both. It’s also planning an
extra SUV model, when it
hasn’t exactly set the world
on fire with its first, the
Levante. All while its existing
models are being replaced
with expanded powertrain
options and fitted with
autonomous technology.
Does Maserati really need
to cover off so much of the
the long term, does it really
need to state such lofty
ambitions without the hint
yet of something tangible to
back it up? We’re excited by
the plans yet surprised by
how little time Maserati has
given itself to realise them.
It’s worth remembering
that in 2015, Alfa Romeo
disclosed similarly ambitious
plans for its own Fiat-backed
revival. Four years on, we’ve
had just two cars from it.

VOLVO’S FIRST EV IS JUST WEEKS AWAY
Volvo will reveal a fully electric XC40 this month.
The brand’s first EV will sit atop a redesigned,
structurally stronger version of the standard car’s
CMA platform. Volvo expects all-electric cars to
make up more than half its sales volume by 2025.
FORD’S FIRST PLUG-IN HYBRID IS A VAN
The Transit Custom Plug-In Hybrid has gone on
sale as Ford’s first series-production PHEV. Prices
start from £39,145 (plus VAT) for the van, which
will soon be available in eight-seat Tourneo Custom
guise with a 1.0 turbo petrol and electric combo.

12 AUTOCAR.CO.UK 2 OCTOBER 2019


`
The Alfieri’s electric powertrain New A3 flaunts chrome strip
will be a three-motor, all-wheel AUDI IS PREPARING to launch
the new-generation A3 at the
Geneva motor show next March
drive using 800V tech and prototypes have now
dropped almost all disguise.
a The A3, closely related to the
forthcoming Mk8 Volkswagen
Golf (see p8) and built on
the second-generation MQB
architecture, features an
evolutionary look, borrowing
the geometric front-end shape
from Audi’s latest models and
eschewing the smaller A1’s
A L L- N E W bonnet vents.
M ASER ATIS: Yet there’s one distinctive
2020–2023 design detail we weren’t
expecting: chrome strips
running the length of the
bodywork on each side, from
the headlights to the tail-lights,
wrapping around the tailgate.
It’s not clear yet if this will
make production or Audi is just
experimenting ahead of the
finished design. But if it does
feature on the new car when
it is unveiled in Geneva, it will
mark a distinct departure from
the rest of the firm’s range.
The longer, wider A3 is one
of two new compact Audis in
development, the other being
an electric car built on the
new MEB architecture. The
development of this model
means there will be no electric
version of the A3.
As before, the A3 will spawn
a whole range of variants,
NEWS
including a new five-door
liftback version to rival the likes
of the Mercedes-Benz CLA and
upcoming BMW 2 Series Gran
Coupé. High-performance
S3 and RS3 versions are also
planned, along with a saloon
model to rival the Mercedes-
Benz A-Class Saloon. An A3
cabriolet is considered unlikely.
The new A3’s engine range
will include 1.0-litre, 1.5-litre
and 2.0-litre turbocharged
petrol units, the 1.0 and
1.5 using 48V mild-hybrid
technology shared with the
Golf. A 2.0-litre diesel unit will
be offered in three states of
tune. A plug-in hybrid model
will also feature in the line-up.

Chrome strip
S PY S H OT may make
Alfieri sports car 2020 AUDI A3 production

SUV and Quattroporte saloon.

These are also set to go fully
electric, targeted squarely
at Tesla, but petrol hybrid Sub-Levante SUV 2021
versions will again be offered.
Construction of a new paint
shop in Modena has begun
and it will be “equipped with
innovative, low environmental
impact technologies”, the firm
claims. It will allow customers Alfieri Cabriolet 2021
to watch their cars going
through the paint process.
A further development is
a dedicated customisation
workshop, enabling a greater
level of personalisation.
LAWRENCE ALLAN GranTurismo 2021
Deal secures GT86/BRZ future
TOYOTA AND SUBARU have will secure replacements The deal means Toyota’s
confirmed that they’ll jointly for both cars, as well as joint shares in Subaru will
Maserati’s smaller develop a successor to the engineering of all-wheel-drive increase to 20%, making it
SUV will take aim at GT86 and BRZ sports cars. models and Subaru using an “affiliated company of
the Porsche Macan First reported by Autocar Toyota’s hybrid powertrains. Toyota”. In return, Subaru will
in the 20 March issue, the new The two will also collaborate buy shares in Toyota worth
deal between the two brands on autonomous technology. around £600 million.
GranCabrio 2022

Quattroporte 2022

BRZ (pictured)
and its GT86 twin
Levante 2023 will be replaced

ASTON MARTIN IN £120M BOND ISSUE
Aston Martin has raised £120 million by issuing
bonds and is considering offering a further
£80m worth. The firm is attempting to make up
for a disappointing first half of 2019, in which it
posted a pre-tax loss of £78.8m.
CUPRA BRANDING FOR NEW HOT LEON ST
Cupra will launch a high-performance version of
the next-generation Seat Leon ST. The hot estate,
sold in the current version as a Seat Leon Cupra ST,
will shift fully over to Seat’s performance brand
when the new car’s launched towards the end 2020.

2 OCTOBER 2019 AUTOCAR.CO.UK 13

a
2YHU


-),,)/
$335 .
29('

Skoda’s electrified era begins
Plug-in Superb iV heralds Czech firm’s roll-out of hybrids and EVs
S
koda’s electrification
programme has rolled out
in earnest, with sources
confirming that the new
Octavia – due in the second half
of next year – will be launched
in both plug-in hybrid and
mild-hybrid forms.
The Czech firm has also
released details of the plug-
in hybrid Superb iV, due in
January, and presented its
Vision iV all-electric ‘crossover
coupé’ to the press (see
separate story, below). Plug-in
Karoq and Kodiaq models are
also in the frame as the brand
works to reduce its fleet-
average CO2 footprint.
Vision iV gives a taste of Skoda’s EV future
SKODA MIGHT NOT welcome
the comparison, but the
Vision iV concept has the
look of Tesla’s Model X. It’s
taller than its ID 3 Volkswagen
Group stablemate, and is
distinguished by a deep
and substantial nose and
hooped roofline.
Skoda describes the Vision
iV as a four-door crossover
coupé and says the striking
It is understood that the
Fabia and Scala won’t be
offered as plug-in hybrids,
because it’s believed that
the MQB-A0 platform can’t
accommodate a battery
pack. Mild-hybrid engines are
expected, however, when the
cars are refreshed over the
next two years.
The Vision iV, due in early
2021, will be the first Skoda to
use the Volkswagen Group’s
MEB platform. The second
MEB-based vehicle is expected
to be a more conventionally
shaped SUV.
Both MEB-based cars will be
available with a large 83kWh
styling (including the nose
light bar) is “90% -plus” that
of the final production car.
The driving position is
raised but not as high as, say,
a Kodiaq’s. It’s a reminder of
how comfortable this halfway
position is and how easy it
is to slide in and out of the
dramatically styled cabin.
Not too much can be
deduced from our short,
low-speed steer through the
Czech town of Karlovy Vary,
aside from the reminder
that EVs are a short-cut to
luxury motoring. The silence,
smoothness and seamless
shove are perhaps the biggest
selling point for EVs, above
battery, which should offer a
range of as much as 310 miles
– the sort of figure that many
in the industry hope will tip
electric cars into becoming a
mainstream choice.
Skoda will be building the
MEB cars at its own factory in
the Czech Republic rather than
at one of the two specialist MEB
factories built by Volkswagen,
suggesting it will have lower
production costs.
The new Superb iV plug-in
hybrid will cost from £31,970.
The new car combines a 154bhp
1.4-litre petrol engine with a
114bhp electric motor for a
combined output of 215bhp.
Vision iV’s styling is
at least 90% that of
the production car
dry calculations about mine-
to-wheel CO2 . The concept
features all-wheel drive
and 0-62mph in around six
seconds, which is a ballpark
figure for production.
Inside, the Vision iV is fresh
The 13kWh battery is good
for a 35-mile range – slightly
more than what most car
makers claim is the average
European driver’s daily trip. A
Type 2 wallbox will charge the
Superb in 3hr 30min, while CO2
emissions are quoted as low as
35g/km, depending on spec.
The Superb will be followed
by the Citigo E iV, Skoda’s first
BEV. It goes on sale in February
equipped with a 36kWh battery
which should offer as much as
170 miles of range. Connected
to a 40kW DC fast charger, the
car’s battery can be refreshed
to 80% in just one hour.
HILTON HOLLOWAY
and different. Will people
switch from, say, a Kodiaq for
a less rugged but more refined
and luxurious crossover? A
big dose of design bravery for
the production Vision might
give it a fighting chance.
NEWS
CONFIDENTIAL
BENTLEY’S HEAD OF sales
and marketing, Chris Craft,
has reinforced the belief that
the brand is developing its
first EV. He told Autocar:
“We’ve always been
synonymous with effortless
power and, with the torque
you get from electric
motors, that’s exactly what
it delivers. We also think
we’re pushing at an open
door. If we look at the luxury
vehicles study that was
undertaken last year, 35%
of buyers of luxury cars are
interested in electric cars,
and 30% of them say they
have already tested one.”
FERRARI’S SF90 Stradale
is a car born from demand
of the LaFerrari hypercar.
Commercial chief Enrico
Galliera explained: “We had
some very important clients
upset because they were not
able to have the top product.
The idea [with the SF90
Stradale] is to make sure
that a top-level Ferrari is a
possibility for our clients.”
RENAULT IS THE LATEST
brand to try to turn its back
on traditional volume-
boosting tactics, according
to UK boss Vincent Tourette:
“We’ve been too reliant on
tactical channels and done
fleet deals that don’t create
profit or stimulate any
loyalty, as the customers just
want the cheapest car. We
have cut self-registrations.
Our dealer network can be
improved. In doing those
things, we can grow market
share and profitability.”
OF THE 33,000
reservations already
made for the Volkswagen
ID 3, three-quarters are
‘conquest’ customers from
other brands, reported
VW sales boss Jürgen
Stackmann. He said that
number will decrease over
time but still anticipated a
high number of conquests.
2 OCTOBER 2019 AUTOCAR.CO.UK 15
OFFICIAL PICTURES
RS Q3 dynamic duo launched
Audi Sport versions of the Q3 and Q3 Sportback wield 394bhp and chassis upgrades
A
udi Sport has kicked
off the expansion of its
high-performance SUV
line-up with the launch
of the new RS Q3 Sportback
coupé crossover alongside
the second-generation RS Q3.
The sibling SUVs both serve up
394bhp from a turbocharged
five-cylinder engine.
The original RS Q3 was
launched in 2013, with Audi
Sport choosing a compact
model for its first hot SUV due
to a lack of direct premium-
class rivals. The firm believes
there is now a similar market
gap for the Q3 Sportback, with
the model launching ahead of
the Mercedes-AMG GLA 45.
Underneath their bodywork,
RS Q3’s more practical shape makes it 45mm taller than its sibling
16 AUTOCAR.CO.UK 2 OCTOBER 2019
the RS Q3 and Sportback are
mechanically identical. Each
is powered by an upgraded
version of the 2.5-litre five-
cylinder turbocharged unit
from the first-gen RS Q3. The
five-pot has been updated to
produce 394bhp compared
with 335bhp in the old model –
or 362bhp for the Performance
variant – and also offers
343lb ft. Both cars have a
0-62mph time of 4.5sec and a
governed top speed of 155mph
(174mph with the optional
Performance pack).
Power is delivered to all four
wheels through a seven-speed
automatic gearbox, with
wheel-selective torque control
to aid traction and handling.
Audi’s Drive Select system has
six modes, which include two
bespoke RS options accessible
via a steering wheel button.
Both models sit 10mm lower
than the regular versions and
feature sport suspension and
Audi’s Dynamic Chassis Control
as standard, with MacPherson
struts at the front and a
multi-link design at the rear.
They also have specially tuned
progressive steering and a
choice of 20 or 21in wheels and
steel or ceramic brake discs.
The two RS models
have been designed to stand
apart from the regular Q3
and Q3 Sportback, although
Audi designers worked to
ensure the two appear closely
Audi believes there’s a gap in the market for the RS Q3 Sportback
related to each other.
Designer Matthew Baggley
said: “When we designed the
regular Q3 and Q3 Sportback,
the aim was to give customers
as much differentiation as
possible, but for the RS models,
we felt it necessary to bring
them back together.”
They both receive a
revamped single-frame front
grille, with sculpted air intakes
similar in design to those
featured on the RS6 Avant
and RS7 Sportback. The
intakes have a ‘boomerang’
design detail offered on the Q3
versions only. Both models also
get pronounced wheel arches
that increase their width by
10mm, although the tracks are
unchanged from those of the
non-RS versions.
The differences between the
RS Q3 and the RS Q3 Sportback
are more apparent from the
side, with the Sportback’s
sloping coupé-style roof
making it 45mm lower than
the RS Q3. Both models gain a
rear roof spoiler, although the
designs differ slightly. They
also have different rear bumper
designs. Both feature twin
exhaust pipes. The previous RS
Q3 had been the only Audi Sport
model with a single exhaust.
Inside, each model offers
black leather and Alcantara
sports seats and other
bespoke details, such as Audi
Sport-exclusive displays and
functions on the Drive Select
and infotainment system.
The RS Q3 and RS Q3
Sportback will go on sale early
next year. Pricing has yet to
be set, but expect an increase
from the £44,785 starting
price of the old RS Q3.
The two models will kick
off a major expansion of Audi
Sport’s SUV range, which is
set to continue with the RS
Q8 large SUV. That car will be
revealed later this year.
JAMES ATTWOOD

Q & A M AT T H E W B A G G L E Y, E X T E R I O R
DESIGNER, AUDI SPORT
How do you approach the
design of Audi Sport SUVs?
“Working on an RS model
is always the cherry on the
top. It’s the best model from
an enthusiast’s point of
view. With the RS Q3, the
main goal was to explain
visually that there’s a
five-cylinder monster
beneath the hood.”
Why launch an RS version of
the Q3 Sportback?
“When we were designing
the Q3 Sportback, we didn’t
know at first if an RS version
would happen or not, but it
looks really cool and it would
have been a shame not to
do it. The first-generation
RS Q3 was a big hit for us
and the Sportback opens
another new market.”
Both models get sports seats and Audi Sport display functions
RS Q3 Sportback and
RS Q3 are identical
under go-faster skin
How did you make them
stand out from the regular
Q3 range?
“Normally, you’d
differentiate them from the
standard models by adding
interesting details and
elements, but we wanted
to add value differently, by
reducing features, making
them simpler and more pure.
We’ve added value through
big, bold gestures.”
UNDER WHEN BLACK ISN’T ALWAYS BLACK
THE SKIN AND A WAY TO IMPROVE BATTERIES
JESSE CROSSE
AMONG ALL THE oily bits and electronics
coming our way as cars get more
sophisticated, there are some technologies
that we’ll never even notice. Some are visible
but hiding in plain sight, yet they could
still have a huge role to play in the future
of the car. A good example is the clever
science going into functional coatings used
to make batteries smaller, safer and more
sustainable, help lidar sensors to spot dark
cars in poor visibility (which they struggle
to do) and allow sensors to work better in
wet and mucky weather.
PPG Industries may not be a household
name but the industrial giant is the largest
manufacturer of paints and coatings in the
world – and that includes the paint a body
shop uses if your car is involved in a shunt. It
predicts a diminishing market for car repair
products with the move towards autonomy
and accident-free roads, but that has also
triggered ideas for new uses of coatings.
Two of those are aimed at improving
lithium ion battery cells, a crucial
component of which are chemical binders
used in the manufacture of electrodes. As it
stands, the binder used for each cathode in a
lithium ion battery contains a toxic solvent
called N-methyl 2-pyrrolidone. It’s being
phased out under European regulations so
PPG has developed a sustainable non-toxic
substitute. It makes commercial sense as the
area needing coating in a battery is 10 times
the painted area of a car bodyshell.
The second material is a ‘smart’ fireproof
cladding. Battery packs are currently
protected with a thick, fireproof blanket
material that adds to their bulk. A new
coating will replace that and can be applied
to the outside or inside of a battery casing
like paint. At high temperatures, either
caused by an internal battery fire or external
factors, the coating expands like a sponge
by 50 times, forming an insulating layer.
In flame tests, aluminium sheet buckles
in 30 seconds, but protected by the new
material, it remains intact after three
minutes. That buys much more time for a
NEWS
New types of
paint-like coatings
promise to make better
batteries and help lidar
to see black cars in
car’s occupants to make the gloom.
themselves scarce.
Lidar is being targeted
for new treatments, too – or
rather, the cars it targets are. One thing
lidar can’t stand is black or near-black
paint colour because it does a poor job of
reflecting the light back to the lidar scanner
that enables it to ‘see’ the object, especially
in poor visibility. Some 20% of the world’s
cars are black so that will be a problem if
lidar is widely adopted for autonomous cars.
Laser light is classified as near-infrared
(NIR), so PPG is developing a near-infrared
transparent coating. Roughly translated,
this means the black base colour you see on
a car body will let the laser light through,
to be reflected back by a special pale primer
underneath. The upshot is that the lidar can
see through the black colour to the reflective
surface below, but to the naked eye, it still
looks black. Clever stuff.
IN BRIEF: WIRELESS CHARGING
Wireless charging like BMW’s trial system
rolled out in Germany and the US works by
electromagnetic induction. An alternating
current passed through a coil in the pad
creates an alternating magnetic field that
‘induces’ a current in the coil of the car’s
receiver. It’s convenient but slow (3.2kW in
this case) and not all that efficient at 85%.
2 OCTOBER 2019 AUTOCAR.CO.UK 17
 Defender will play
a core role in JLR’s
turnaround plan
JLR to hunt profits, not volume
New turnaround plan has shifted JLR’s business thinking after last year’s £3.6bn loss
J
aguar Land Rover
(JLR) is now focused
on delivering more
sustainable growth and
profits rather than chasing
volume, according to chief
commercial officer Felix
Bräutigam.
Falling sales in China and
the impact of the likes of Brexit
and the drop in demand for
diesel caused JLR to announce
a £2.5 billion turnaround plan
a year ago. Called Charge
and Accelerate, the plan has
completely changed the way
the company operates.
The move followed almost
a decade of record volume
growth (sales in 2017 exceeded
600,000, more than treble
2009’s total, and were
New all-electric XJ
is the vanguard for
JLR’s major EV push
18 AUTOCAR.CO.UK 2 OCTOBER 2019
spearheaded in recent years
by growth in China) and that
helped fuel profits, which
topped £2bn in 2015. But at
the end of the 2018/19 fiscal
year, that had turned into a
£3.6bn loss (including a £3.1bn
write-down in assets, centred
on diesel) so dramatic had the
JLR decline been.
JLR CEO Ralf Speth said at
the recent Frankfurt motor
show that the Charge and
Accelerate plan is on track
and “going very well”. He said:
“We’re ahead of targets so we
will achieve them.” He added
that each investment decision
is still a process of “turning a
stone three times” to check it is
right but the “right products”
have had investment protected.
That process meant
temporary factory shutdowns
in response to falling demand
and cutting 4500 jobs. But it
has also refocused how the
company does business.
When asked about sales
targets for the reborn Land
Rover Defender, Bräutigam
said more broadly that volume
is not something JLR now
judges itself on.
“We don’t want to be driven
by volume. It’s not the measure
of success for a premium
brand,” he said. “We want to
build great cars and make
money, not just shift units.
“It’s more about profit,
delivering that and having a
sustainable business model.
Not just business profits, but
Quality of JLR
cars sparked
protests in China
added value for the brand as
well as the company.”
JLR was hit particularly
hard by falling sales in China.
Its sales fell 22% there in 2018.
Sales of premium rivals BMW,
Mercedes-Benz and Audi rose
in China in 2018, with JLR’s
drop put down to quality issues
and an unruly dealer network.
Protesters complaining
about the quality of their cars
have been a regular feature
at JLR’s Shanghai HQ and
it’s understood that JLR is
awash with models on airfields
in the UK that had been
destined for China but can’t
be sold there due to quality
reasons, although no one in the
company will confirm this.
However, Bräutigam said
there are now the “green
shoots” of a recovery in China.
He said: “We worked intensively
with the retailers. There was
room for improvement to get
them on the highest level.”
He added that there had been
growth in July and August and
JLR will no longer discount
models in China. “China is now
focused on price, and being
aggressive on price,” he said,
adding that JLR will not join the
price war breaking out.
“What we do right and
wrong now will influence us
in China for the next 15-20
years,” he said. “I feel we’re
gaining traction and getting
better in sync to the market,
but it’s still declining [as a
whole] and facing headwinds
on a macro level. It’d be nice
if we had a tailwind but it’s a
tough environment. We got on
the treadmill, got leaner and
Charge and Accelerate got us
fitter and on a good path.”
Although Bräutigam said
there is still plenty of room
for China to grow again (“In a
country of 1.4bn people, there
are roughly 150 cars per 1000
people. It’s 800-900 per 1000
in the US and 500-600 per
1000 in Europe”), it will also

JLR opens £500m ‘creation HQ’
JAGUAR LAND ROVER has
unveiled an all-new Advanced
Product Creation Centre
at its Gaydon HQ on an
expanded site now equal in
area to 480 football pitches.
Widely known as the
Gaydon Triangle because
of its unique layout, the
£500 million centre will be
the base for almost 13,000
group engineers and is by far
the largest car creation
centre in the UK.
JLR CEO Ralf Speth claims
the centre will bring new
efficiencies by combining
the design, engineering
and production purchasing
functions under one roof for
Advanced Product Creation Centre in Gaydon will house designers and nearly 13,000 engineers
IN THE PIPELINE: DRIVING A DEFENDER BY REMOTE CONTROL
Land Rover is working on a
remote control system for its
new Defender to allow low-
speed driving from outside
the car. It’s designed for off-
road use, allowing owners to
negotiate obstacles and tight
spots with more precision than
if they were inside the car.
Chief product engineer
Stuart Frith confirmed the
car is “capable of being able
to do that in terms of its
architecture”.
He said: “We’ve got as far
as understanding how to do it
and we’ve run prototypes as
well.” The remote systems
be the most competitively and
aggressively fought market.
“We could fight for market
share at a cost, but we could
instead entice people into some
niches, and then not discount,
and say that’s the price,” he said.
The company has protected
investment in product
development and, to that
end, is instead committed to
developing more electric cars.
the first time in history. Said
to be one of the UK’s “most
sustainable non-domestic
buildings”, the centre will
obtain 10% of its energy from
solar roof panels, with the
rest coming entirely from
other renewable sources.
At the same time, the
company has unveiled an
all-new Jaguar-specific
design studio that brings the
marque’s entire 280-strong
design staff together for the
first time in 84 years. Claimed
by new design director Julian
Thomson to be the most
advanced automotive design
centre in the world, it’s built
around a central space that
require the car’s wearable
Activity Key to verify the
driver is nearby and in control
of the car. The tech would be
an extension of the Defender’s
3D Scout system, which
System to drive the
Defender remotely is
under development
join the I-Pace next year, with
a sibling model for the Range
Rover line-up following hot on
the XJ’s heels as Land Rover’s
first electric car.
The huge investments
needed in electric cars are
enough for many car makers
much larger than JLR to pool
resources in order to be able
to develop them, most notably
Volkswagen and Ford. JLR has
aims to bring design and
engineering teams closer
together.
It also includes a custom-
made clay modelling machine
that allows up to 20 models to
be worked on at once. There
are several virtual reality
systems and a central feature
is ‘The Electric’, an 11-metre
4K digital display.
provides a virtual image of
the car from a distance using
cameras surrounding the car.
Legislation is the biggest
hurdle, with regulatory bodies
wanting safety assurances.
develop electric drive units
rather than models. Electric
cars, then, are where JLR’s
product investments will lie for
the foreseeable future.
However, JLR still believes it
can make money from electric
cars in the short term. “We
don’t do hobby projects,” said
Bräutigam, when asked if the
I-Pace makes money. “Every
car has to make money.”
Damien SmithR AC I N G L I N E S
THE FAMILIAR soundtrack
of popping and banging
World Rally Cars will return
to the Welsh forests this
weekend, as Wales Rally GB
kicks off a new chapter for
an event that is celebrating
its 75th running – and a
special relationship with
this magazine.
For the first time, Britain’s
round of the World Rally
Championship will start
from Liverpool’s dockside on
Thursday before heading to
Oulton Park for an evening
of spectacular stage action
at the picturesque circuit.
Then crews head west for
three days of intense forest
action, with the climax
playing out on the winding
ribbon of road around the
Great Orme near Llandudno
on Sunday afternoon. Not
quite the five-day slog of the
‘RACs’ and ‘Lombards’ of
yesteryear, but it’s still epic.
Spain and a finale in
Australia await the crews
after Rally GB, but this
weekend still promises
to be key to the WRC title
outcome, which happily is
far from predictable this
time. Toyota’s Ott Tänak is
in pole position to land his
first title, with a healthy
17-point lead over six-time
consecutive champion
Sébastien Ogier – but the
31-year-old Estonian still
has plenty to do to end
Ogier’s incredible reign.
Last time out in Turkey,
Tänak’s Toyota Yaris was
undone by an electrical
`
Ogier has won five of the past six
Rally GBs – but not in a Citroën
a
GET IN TOUCH
NEWS
WRC points leader
Ott Tänak will be back
in the Welsh forests
problem as Ogier made
what could be a crucial
points gain with his 47th
career victory. The great
Frenchman has won five
of the past six Rally GBs,
too – but not in a Citroën.
Winning a seventh title in a
third different car, after four
for Volkswagen and two in
M-Sport Fiestas, would be
his greatest achievement –
especially against the rising
force of Tänak.
What odds a home win?
Probably long, but local hero
Elfyn Evans – who won here
in 2017 – is back in his Fiesta
R5 after missing three
rallies with a back injury,
and you can never discount
Kris Meeke. But his hopes
for Toyota will play second
fiddle to Tänak’s title needs.
Then there’s that 75th
celebration to look forward
to, with Autocar playing its
part. It was this magazine,
in 1932, that spurred the
RAC to run its own such
event and that link will be
recalled on Thursday at
Oulton with a collection of
cars from ‘RACs’ past. The
line-up includes a bevy of
crowd favourites, and some
of mine, too. Past winners
include Rauno Aaltonen’s
1965 Mini Cooper S, Björn
Waldegård’s 1977 Ford
Escort RS1800 Mk2 and
Colin McRae’s 1997 Subaru
Impreza WRC, and there’ll
even be a Lanchester 15/18
similar to the 1932 winner.
Cameras and phones at
the ready for a special day.
MOTORSPORT IMAGES
An all-electric Jaguar XJ will itself teamed up with BMW to MARK TISSHAW  damien.smith@haymarket.com
2 OCTOBER 2019 AUTOCAR.CO.UK 19
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 Steve Cropley
MONDAY
This week has been underpinned by feelings of
calmness and refinement because I’ve managed
to get my hands on the Range Rover Velar in
which Mr Editor Tisshaw has done 10,000 miles
in a few months. No need to ask if he’s enjoying
the car; just eyeball the odometer.
For me, the Velar is one JLR product I never
learned to love out of the box. Didn’t go to the
launch, and so much has happened since that
I’m only just catching up. But in the absence of
previous experience, it’s interesting the way my
feelings have warmed as I drive it now. Even
against the latest Evoque, itself the soul of a
serene car, it’s easy to detect the extra refinement,
the extra maturity of the Velar’s north-south
engine layout.
And I reckon that cabin design (especially
the premium textile trim, by Kvadrat) is so
brilliant, it brings me pleasure every time I
open the door. Would I have one? Tough ask,
but in the end an age-old prejudice intrudes.
I like my Range Rovers taller.
WEDNESDAY
What a pleasure to learn that BMW’s Mini is due
to get smaller again. True, it’ll take three years,
company bosses say, but for once the size of
progress is in the right direction. I’ll never forget
my disappointment when today’s long-nosed car
appeared, looking like it had swallowed a rubber
railway buffer. I’m used to it now; we all are.
But as a lover of the way modern Minis drive,
I’m delighted its creators reckon they can
improve the styling.
THURSDAY
Might as well come clean. After just three
months’ ownership, I’ve sold my Mk1 Lotus
MY WEEK IN CARS
`
This Ford-Lotus can’t match
the most humble 2019 Fiesta
a
I’m feeling depressed and stupid. Went into the
whole experience thinking it was going to be a
dream come true, but the honest truth is that in
early driving I realised I was never going to bond
with this car, and I never did.
What went wrong? Could blame the job,
maybe, but it’s probably more accurate to blame
my own impossible expectations. In our business,
you get used to a baseline of sophistication and
functionality in the cheapest cars that’s well
beyond any 55-year-old classic.
When you drive it, this Ford-Lotus, that once
stood on the pinnacle of desirability, can’t match
the most humble 2019 Ford Fiesta. I should have
known this. When I was out driving, people loved
the Lotus every time we stopped. But I didn’t love
it when I was moving. Thing is, I’ve always had
huge pleasure out of buying cars and motorbikes,
AND ANOTHER THING…
This novel book called The Sound of Supercars,
complete with battery-powered sound effects, costs
£12.99 and is supposed to be for kids. Having tried it
on a couple of nine-
year-olds, I know it
works. However, as
a Christmas hint for
anyone keen to please
39-year-olds, I can
guarantee it works
COMMENT
Velar has gone up in
Cropley’s estimations,
even if its height hasn’t
Tesla 3 is set for a
winter rendezvous
usually much newer or much older than the
Cortina. Twice I’ve bought aeroplanes and once
a boat. But what to do next I do not have a clue.
FRIDAY
Cheerier subject: today our road test editor, Matt
Saunders, announced that for one of this year’s
Christmas issues he wants to repeat an exercise
from last year. We Autocaristes are encouraged
to get hold of the machine that has surprised
us most, drive it to a convivial meeting point as
winter closes in, and have a damned good talk
about what and why.
Happy to reveal my choice now: the Tesla
Model 3. No car has surprised or pleased me
as much this year – and we’re talking the
£40,000 standard version.
While others have cited ride and steering
deficiencies, I’ve searched for them and found
only things I like. Maybe there’s a solution
to the question above, right there.
But mostly I’m looking forward to a
cold-weather chinwag over bangers and mash,
with a Model 3 to take home.
GET IN TOUCH
Cortina. A new owner is already enjoying it and for them too…  steve.cropley@haymarket.com @StvCr

2 OCTOBER 2019 AUTOCAR.CO.UK 21

IGNITING YOUR PASSION
FOR CARS SINCE 1895
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F I R ST D R I V E S N E W C A R S T E ST E D A N D R AT E D

TESTED 19.9.19, BEDFORDSHIRE ON SALE NOW PRICE £141,400

DALLARA STRADALE
How will the motorsport maestro’s first road car – with its 460bhp per
tonne and 820kg of downforce – transition from track to UK Tarmac?

24 AUTOCAR.CO.UK 2 OCTOBER 2019

T
o understand the buzz around
Dallara’s first road car, a
flyweight roadster simply
known as ‘Stradale’, you need
to know a bit about Dallara himself.
Gian Paolo Dallara’s trajectory
was set when he failed to win
a place reading mechanical
engineering at the Polytechnic
University of Milan. He settled
for aeronautical engineering,
which was a good choice because
in the late 1950s Ferrari realised
it needed motorsport engineers
with a deep understanding of air
flow. Already obsessed with racing,
Dallara was hired and worked
on Ferrari’s Formula 1 cars and
sports prototypes, plus the 250
GTO, before moving to Maserati,
where the Tipo 63 ‘Birdcage’ made
it onto an incipient CV that would
eventually become breathtaking.
In 1963, at the age of 27,
Dallara was poached by upstart
Lamborghini and led the team that
gave us the Miura. His decision
to install the 3.9-litre V12 engine
transversely was inspired in part
by the layout of the new Mini; Alec
Issigonis was a hero of Dallara’s,
if not quite to the same extent as
Lotus founder Colin Chapman,
who prioritised lightness. It’s no
coincidence the Stradale weighs
only 855kg without fluids.
As for how the Stradale weighs
so little, you need to look at Dallara
Automobili da Competizione,
which Dallara founded in 1973 after
working with Frank Williams on De
Tomaso’s F1 effort. It’s been a huge
success story. Decades after Dallara
Automobili helped build icons
such as the Lancia LC1 and LC2
Le Mans prototypes, which not even
the Porsche 956 could match for
single-lap pace, the company still
ranks as a leading chassis builder
in motorsport and consultancy.
Today there’s barely a single-seater
formula in which its hardware isn’t
being used, though the main focus
is Formula 3 and IndyCar. Dallara
has become a master of turning
expensive prepreg carbonfibre
into fast cars, and but for its
aluminium subframes, the road-
going Stradale is built almost
entirely from the stuff.
Gian Paolo Dallara long had
ambitions to inject his firm’s
expertise into a road car that anyone
could drive, and on typical British
roads the result looks spectacular,
if quite alien. How to describe it?
If they revived the Targa Florio
today but invited entries that had ◊
2 OCTOBER 2019 AUTOCAR.CO.UK 25
Δ somehow time-travelled back
from 20 years in the future, those
cars might look something like
the Stradale. The panels are slick,
the shut-lines tight and the beady
headlights angry, but the silhouette
bears a resemblance to the Birdcage
Dallara helped design more than
half a century ago.
Not that you get anything as
exotic as a Maserati 3.0-litre V12.
Transversely mounted ahead of
the rear axle line is a 2.3-litre
inline four built by Ford and tuned
electronically to 395bhp and 369lb ft
by Bosch. It gives the Stradale a
power-to-weight ratio to match that
of a Porsche 911 GT2 RS, though
because it’s so light, the Dallara only
needs cast-iron brakes from Brembo
and does without power steering. The
six-speed manual transmission is
also from Ford – a robotised version
is available, for a 40kg penalty – and
there’s a mechanical limited-slip
differential between the rear wheels.
This example is finished off with a
set of Pirelli P Zero Trofeo R tyres,
which aren’t so much track-day tyres
as the track-day tyres you choose to
obliterate over everything else.
At the back of our test car, which is
borrowed from importer Joe Macari,
sits an optional carbonfibre wing
that reduces the top speed from
174mph to 165mph but maximises
downforce. Overall, the Stradale
makes an astonishing 820kg of
downforce at top speed – 20kg more
than a McLaren Senna, even though
`
While you’d expect a car like the
Stradale to fight you on rough
surfaces, the opposite is true
a
Race mode lowers the chassis while colossal wing helps deliver more than 800kg of downforce
26 AUTOCAR.CO.UK 2 OCTOBER 2019
it has a much smaller surface area to
exploit. There are wide intakes and
broad barge-boards, but it’s the wing
that truly muddles your perceptions.
The Dallara is both narrower and
shorter than a BMW 1 Series yet it
has so much presence you’d swear its
footprint was more 5 Series.
Get up close and you’ll notice the
windscreen is dramatically domed,
its extremities sitting well within
the carbonfibre bodywork in true
prototype style. The central wiper
arm is pure Group C racer (no, I never
thought a windscreen wiper could
be so evocative, either). There are no
doors, but the sills are low enough
to straddle easily and Dallara has
helpfully written ‘STEP HERE’ onto
recesses in the seats. Domed windscreen helps silhouette channel spirit of old sports prototype racers
The cabin itself is compact:
essentially two chutes for driver and
passenger to slip their legs down the road’, and that’s where we have Because the front tyres are only
and some leather trim to soften the it today, but the Stradale is really 205-section, manoeuvring the car
starkness of an exposed carbonfibre intended for the track. You learn also becomes easy enough once
tub and take some of the sting out of a this quickly. The coarse-surfaced you’re trundling along at walking
¤159,600 (£141,400) list price, rising pedals are weighty but the throttle pace. It feels open and raw in here,
to ¤233,000 (£206,400) for this sensitive and the clutch biting point but the carbonfibre weave is so neat
car. Still, in a Stradale the seats are both high and perilously thin. The and the steering wheel so pro that you
essentially only padding fixed to the brake pedal bites similarly early, is find yourself perceiving the Stradale
structure, so to get ‘comfortable’ you boosted considerably and generally as luxury product, which of course it
slide the pedal box by pulling a lever feels calibrated more for 150mph is. Shame about the Ford gearlever.
hidden away to the left. The steering hammerings than softer B-road On the move you start to realise
wheel – with its little 320mm rim – inputs. Through Dallara’s sports just how good Dallara is at chassis.
then comes out a long way to meet exhaust, Ford’s turbocharged The steering is remarkable: feather
you, and the gearlever (and I don’t say engine also booms loudly and the light at speed but then linear as can
this lightly) is perfectly positioned. small digital display isn’t casual, be when the loadings increase and
Overall, it’s a good driving position, but the cockpit is at least isolated the resistance flows in, as it does
if not quite Caterham Seven good. from vibrations better than most generously. It’s a similar story with
The name means ‘Dallara for monocoque-based track-day specials. many unassisted set-ups, but in the

Carbonfibre tub cocoons occupants and is superbly finished, just as you’d expect from Dallara
Stradale there’s better-than-average
finesse and delicacy, and yet the
double wishbones don’t deflect if
you’re squeezed over towards the
gutters or hit a rut. That seems
like witchcraft when the sense of
connection to the road is this rich,
and so while you’d expect a car like
the Stradale to fight you on rough
surfaces, the opposite is true.
The quality of the damping, which
is adjustable for rebound as well as
high- and low-speed compression,
isn’t far behind. Here we’ve got the
suspension in its mid-setting, where
at town speeds it can punish your
backside severely, but once loaded up
it supports the car’s carbonfibre tub
Ford’s 2.3-litre engine can be programmed to deliver either 296bhp or 395bhp
as though that tub were suspended
on a giant expanse of thick, taut
cling film. Just like the steering, it’s
never fighting the road and allows
generous vertical travel but almost
no roll through corners. The lack of
roll is made all the more impressive
because the front tyres grip like
limpets and make it easy to work the
chassis eye-poppingly hard through
second- and third-gear corners. The
unity with which this car corners is
also startling, the rear axle tracing
the front like its midday shadow.
But, today, the main takeaway from
driving the Dallara Stradale is that
there’s an absurd level of untapped
potential. And some of that potential
TESTER’S NOTE
The Stradale comes
in three flavours: as
a speedster, with no
windscreen; as an
open-air roadster,
as tested here; and
as a coupé, with a
detachable roof. RL
will remain untapped. Bosch has
done a good job tuning Ford’s engine
to be more responsive and powerful
than any Focus RS owner would
recognise, but it’s no patch on the
scalpel-sharp Toyota V6 in the Lotus
Exige Sport 410. The same applies to
the gearbox, which is fine for a red-hot
hatchback but lacks precision in the
context of a thinly disguised track-day
special. Perhaps Dallara should have
taken Ariel’s lead and gone to Honda
instead, with its oversquare VTEC
engine and phenomenal gearshift.
Maybe next time.
The tappable potential lies in
the chassis. On the road you get
supreme balance that leads to
FIRST DRIVES
DALLARA THE
CONSULTA NCY
Racing cars remain the focus
at Dallara, though the company
consulted on road-car projects
long before the Stradale hit the
drawing board.
It was Dallara that designed
the body and honed the aero
properties of the Bugatti Veyron,
and was recently instrumental
in preparing the extra-special
Chiron that went beyond 300mph.
Other cars that have benefited
from Dallara’s manufacturing and
wind-tunnel capabilities include
the Enzo-based Maserati MC12 and
KTM X-Bow, and it was the KTM and
Alfa Romeo 4C that helped prepare
the company to deliver its own
take on a compact, lightweight,
technically sophisticated road car.
Equally, the need to
accommodate lucrative contracts
with major OEMs and racing
series meant several false starts
were made before the Stradale
really got going.
huge grip, which then results in
very little understeer before the
rear axle starts to rotate, with the
driver’s coccyx as the centre point.
That feels fantastic. The steering
is almost perfectly transparent
and the chassis simultaneously
benign but more capable and serious
than you’d ever need. The Dallara
Stradale is expensive compared with
certain rivals and lacks an evocative
powertrain, but it’s also a landmark
creation for one of the most respected
names in the business and sublime
on the right road. It might also prove
mind-blowing on track.
RICHARD LANE
@_rlane_
DALLARA STRADALE
Sensational chassis, good on road
but could be sublime on track. We’d
like a more involving engine, though
AAAAC
Price £141,400
Engine 4 cyls in line, 2300cc,
turbocharged, petrol
Power 395bhp at 6200rpm
Torque 369lb ft at 3000-5000rpm
Gearbox 6-spd manual
Dry weight 855kg
0-62mph 3.3sec
Top speed 165mph (with wing)
Economy WLTP figures tbc
CO2, tax band WLTP figures tbc
RIVALS BAC Mono R, Lotus
3-Eleven 430, Radical RXC
2 OCTOBER 2019 AUTOCAR.CO.UK 27
 TESTER’S NOTE
Mid-level Iconic trim
is expected to be the
most popular, and
features interior trim
that uses fabric made
from a mix of recycled
plastic and seat belts –
the first time Renault
has used recycled bits
of previous cars to
make new ones. JA
Early adopter of electric power has been refined rather than reinvented
L
ike many French models, Zoe
was at the cutting edge of fashion
when she burst onto the scene
in 2012. There weren’t many
similar models doing what she did,
and she quickly gained popularity
with her convivial, easy-going nature
and quietly subtle style.
But times change and, in the past
few years, plenty of younger models
have caught onto the trend Zoe
helped to start – and while those
models brought attention to her
and increased her popularity,
Zoe was starting to risk looking
a little behind the times.
Renault has already given Zoe
a few nips and tucks, but has now
treated her to a full makeover, and
she’s emerged revitalised, refreshed
and ready to prove that she still has
what it takes against some trendy
young upstarts.
We’ll end the tortured fashion/car
analogy there, in order to focus on the
changes Renault has made to what it
calls the third-generation Zoe, which
28 AUTOCAR.CO.UK 2 OCTOBER 2019
TESTED 27.9.19, SARDINIA, ITALY ON SALE NOW
RENAULT ZOE
is built on a reworked version of the
same basic platform as the original.
The exterior design has been
refreshed, with new lines, a bigger,
bolder Renault logo (which hides the
charging ports), a new front bumper
Bigger, 52kWh battery boosts range to 245 miles, on a par with the Nissan Leaf
and new standard LED lights.
The appearance is a little more
stylish, and closely tied to the
recently launched Clio.
More has changed inside the
car, with a refreshed interior that
feels a big step forward from the
previous model. There’s a 10in
digital instrument display as
standard, customisable lighting
and a revamped dashboard centred
on an infotainment touchscreen
(up to 9.3in in size) featuring the
latest version of Renault’s Easy Link
system. The perceived quality is an
improvement, and the mix of physical
buttons and the touchscreen makes
the car pleasingly easy to operate.
Renault claims the soundproofing
has also been substantially improved,
and while some road noise did
permeate at high speeds, the car does
offer the quiet, engine-noise-free
cruising many EV buyers enjoy.
More significant is the work
Renault has done under the skin,
with an upgraded battery and a new
motor giving the Zoe more power and
more range. The battery is 52kWh,
compared with the previous Zoe’s
41kWh version, giving a range of
up to 245 miles on the WLTP test
cycle – which the firm claims is

Extra slug of power over previous Zoes – it now makes 133bhp in R135 form – was noticeable if not especially heady
Improved interior has a 9.3in infotainment display; regenerative braking enables single-pedal driving
`
The ride is at its best at lower speeds, but can
feel unsettled on faster, flowing roads
32% more than the previous model.
a exactly transforming the driving
Significantly, that range is close to
the (closely related) Nissan Leaf,
and ahead of similarly priced entry-
level versions of the forthcoming
Peugeot e-208, Vauxhall e-Corsa and
Volkswagen ID 3.
The previous 106bhp motor has
been retained as an entry-level
option, alongside the new R135
unit, tested here, which produces
133bhp. The extra power reduces the
0-62mph time from 11.4sec to 9.5sec
and increases the top speed from
84mph to 87mph, although it does
slightly reduce the car’s range. Both
units have identical torque of 181lb ft.
The increase in power offered by
the new motor is noticeable when
you’re behind the wheel, without
experience of the Zoe. As you’d
expect, it’s not the last word in
performance but, aided by the instant
availability of the torque, it’s capable
of holding its own on faster roads in
a way that earlier versions couldn’t.
The ride and handling will be
familiar to those who have driven
the previous Zoe: it’s light and
nimble, without offering vast levels of
feedback. The generally good ride is
at its best at lower speeds, but can feel
unsettled on faster, flowing roads.
Along with the new motor, Renault
has kept up with the EV pack by
adding a new ‘B mode’ function,
which features more aggressive
regeneration under braking. While
not as expansive as the system
available on the Kia e-Niro, it allows
the car to be controlled with a single
pedal, and helps to extend the range.
That mode is particularly suited to
urban driving – which the Zoe was
designed for and where it continues
to thrive thanks to its light, nimble
steering, comparatively high seating
position and good all-round visibility.
It retains the five-seat layout and a
useful 338-litre boot.
For the sort of limited-mileage
semi-urban running most Zoe buyers
are likely to undertake, it remains an
ideal choice – one enhanced by the
improvements Renault has made.
It’s the sort of makeover that will
help to keep Zoe relevant as the
electrification movement gathers
pace. On price and range – still the
key considerations for most EV
buyers – Zoe can hold her own with
her key new rivals. We’ll have to
wait until all those new rivals have
strutted their stuff to conclude fully,
but it seems there’s plenty of life in
this comparatively old model yet.
JAMES ATTWOOD
@atters_j
FIRST DRIVES
C H A R G E S VA R Y, B U T
START AT £18,670
When the Zoe first launched,
buyers had to lease the batteries.
Renault introduced the option to
purchase the car outright in 2014;
in the UK, buyers are now split
evenly between the two options.
With leased batteries, the
lower-powered R110 Zoe in entry-
level Play trim costs £18,670,
compared with £25,670 for
outright purchase. The R135 starts
from £20,620 with the lease, or
£27,620 outright (all figures after
the government electric car grant).
Lease payments have yet to be
finalised, but are set to
be similar to the current model,
which starts from £49 per month.
The Zoe comes with a standard
AC charging port, capable of
charging at up to 22kWh, and a
7kWh wallbox home charger that
can go from 0-100% in 9hr 25min.
A 50kWh CCS DC charging port,
which can add 90 miles of range in
30 minutes, is a £750 option in the
UK on medium and higher trims.
RENAULT ZOE R135 ZE 50
Mix of improved range and power
with added style and comfort helps
keep the Zoe competitive in its class
AAAAC
Price £27,620 (after grant)
Engine AC synchronous electric
motor, rear-mounted
Power 133bhp
Torque 181lb ft
Gearbox Single-speed, direct drive
Kerb weight 1502kg
0-62mph 9.5sec
Top speed 87mph
Range 245 miles
CO2, tax band 0g/km, 16%
RIVALS Nissan Leaf, Peugeot e-208
2 OCTOBER 2019 AUTOCAR.CO.UK 29

New supermini turns on the style, but how much substance lies behind that?
W
hat’s the difference between
a small hatchback built
by Peugeot and one built
by Volkswagen? One
unappreciated distinction is that
the Volkswagen will retain its name
when a new generation is introduced
whereas the Peugeot won’t. The first
Polo arrived in 1975 and you can
still buy ‘a Polo’ today. Peugeot gave
us the tiny 104 hatch in 1976 but,
since then, the same basic recipe has
variously gone by the numbers 205,
206, 207 and, most recently, 208.
For the casual observer, that’s a bit
confusing, and if you’re Peugeot, it’s
not great for brand building.
That’s why we now have another
208. Peugeot thinks continuity and
familiarity might help its supermini
better challenge the Ford Fiesta,
Renault Clio and Polo, so the 208
moniker gets an encore, even though
the car itself is almost entirely new,
or at least heavily refreshed.
There’s a lot to get stuck into. The
design is radically different from that
of the outgoing model, which now
looks meek by comparison. The new
car is fractionally longer and wider
but lower than before. It also gets
30 AUTOCAR.CO.UK 2 OCTOBER 2019
TESTED 26.9.19, LISBON, PORTUGAL ON SALE NOW
PEUGEOT 208
aggressive-looking lighting cues and
the windscreen has been slid back
to create a longer snout and better-
defined proportions. Higher-trim
levels are then fitted with sleek, gloss-
black wheel-arch extensions that tie
in with a tail-light graphic stretching
the entire width of the bootlid. From
the front, you might argue there’s a
touch of Audi A1 going on but, from
behind, the 208 looks like a masked
New 208 is propelled by a choice of petrol, diesel and pure-electric power
superhero come to vanquish boring
design in the B-segment. In the metal,
it’s a very good-looking car, even
though there’s no three-door option.
The engine line-up is less exciting
but arguably more interesting. The
overhauled 208 is the first supermini
to offer petrol, diesel and pure-
electric powertrain options all under
one bodyshell – something enabled
by the PSA Group’s new modular
CMP platform for small cars.
Peugeot’s 1.2-litre Puretech three-
cylinder petrol engine is offered in
a trio of tunes ranging from 75bhp
to 128bhp and you can also get
an economical 99bhp 1.5-litre
four-cylinder diesel or the 134bhp
all-electric e-208 with its 211 miles
of WLTP-certified range.
The platform is clever because
whichever the engine or motor, it
slots into the same structural nook,
so all three versions can be built
on the same production line. That
matters because while only one in
20 buyers will go for diesel, Peugeot
expects as many as one in five UK
buyers to pick the electric e-208.
Unsurprisingly, it’s the e-208 that
costs the most. The most basic 208,
Active trim with the 74bhp engine,
costs £16,250 while our test car,
a 99bhp model in well-equipped
mid-ranking Allure guise, costs just
under £19,000. Even after a £3500
government grant, the least you’ll
pay for the e-208 is £25,050. The
best option for those who undertake
longer drives is the diesel, rated at up
to 71.4mpg combined compared with
around 50mpg for the petrols.

TESTER’S NOTE
One effect of the
lower roofline is that
the rear bench had to
be tilted back more
steeply than before.
You can’t tell the
difference from sitting
on it, and with 311 litres
of boot capacity, the
208 beats the Fiesta
– although it trails the
Clio and Polo. RL
`
Ford’s equivalent Ecoboost engine has the
1.2 licked for character and feels livelier
Whichever 208 you’re driving,
a through it) is also reprised, this time
it’ll play its trump card early. The
interior is very strong. In fact, this is
arguably the most attractive driving
environment in the segment and sits
near the top for comfort and certainly
in the top half for perceived quality.
At its extremities, the new two-tier
dashboard curls around the edges
of the cabin, and at its centre, the
digital display (7.0in as standard,
10.0in optionally or with GT trim)
tilts towards the driver with a row
of toggle switches nestled below.
The division of labour between
the physical controls and those on
the touchscreen display still isn’t
perfect and VW Group products are
generally more intuitive, but there’s
little else to frustrate and the layout is
very neat and feels mature.
Peugeot’s i-Cockpit (where you
view the dials over the top of the
wheel, remember, rather than
This is an eye-catching car, especially from the rear, and it rides decently on smooth surfaces
Its design exerts strong appeal but the infotainment could be more intuitive
with a steering wheel fit for a concept
car and a 3D digital instrument
panel that did in fact originate from
Peugeot’s Quartz concept. Although
it seems like a gimmick, the idea is
that information is split between
two panels, one of which sits a few
centimetres closer to the driver and
displays more urgent information,
such as speed and various alerts.
Like the new Clio, the 208 is now
generously equipped with electronic
safety systems, although you’ll still
pay extra for adaptive cruise control.
Elsewhere, the 208 is competitive for
cabin and boot space, but avoid the
panoramic roof if you don’t want rear
passengers to feel too enclosed.
Dynamically, the outlook is mixed.
This revised three-cylinder petrol is
polite, burbling gently at idle, pulling
cleanly and operating in barely
audible fashion at cruising speeds,
FIRST DRIVES
despite the fact that wind noise
isn’t something from which the 208
obviously suffers. For all this, Ford’s
battles and invested accordingly: the
208’s appeal continues to lie mainly
in its design. The big difference is
equivalent Ecoboost unit has it licked that perceived quality now lives up
for character and feels livelier, even if to the ambitious interior styling
the Peugeot is quicker on paper.
On smoother roads, the new
and it all sits inside a tremendously
attractive body. With strong residuals
chassis, with its torsion beam rear
and passive suspension, rides mainly
with impressive ease, although some
forecast, it’s a likeable package,
if not the most engaging in the
close-fought supermini class.
of the rougher Portuguese surfaces RICHARD LANE
on our test route raise concerns about @_rlane_
its UK B-road credentials. At times,
the damping can seem brittle, as PEUGEOT 208 1.2 100 ALLURE
if the car is sitting on overly short
springs and very low-profile tyres. More characterful than most rivals
This is an odd discovery because and easy to live with, but expensive
body control is generally, if anything, and no reborn 205 in dynamic terms
on the loose side. Further testing, on
UK roads, is needed before we can AAABC
make any conclusive assessment. Price £18,850
Elsewhere, there are times when Engine 3 cyls, 1199cc,
the new-found weight in the direct turbocharged, petrol
steering (still slightly elastic off Power 99bhp at 5500rpm
centre and still light) and the free- Torque 151lb ft at 1750rpm
moving rear axle can make for Gearbox 6-spd manual
entertaining progress. Again, the Kerb weight 1090kg
Fiesta is better balanced and more 0-62mph 9.9sec
linear in its controls, and a Seat Ibiza Top speed 117mph
more alert in its handling, but the Economy 46.6-53.0mpg
benign Peugeot never springs any CO2, tax band 96-102g/km, 23-24%
unpleasant surprises and grips well. RIVALS Ford Fiesta, Renault Clio
Ultimately, Peugeot has picked its
2 OCTOBER 2019 AUTOCAR.CO.UK 31
 TESTER’S NOTE
There’s a clock in the
middle of the Zagato’s
dashboard despite it
having been created
for motorsport.
Apparently, even
the works racers had
clocks and full trim in
those days. MD
ASTON MARTIN DB4 GT ZAGATO
No, this is not a first drive from Autocar’s archives but the 2019 continuation model
A
ston’s first new-old
continuation model was a
re-creation of the DB4 GT. The
brand’s second is an even more
exclusive evolution of the same car,
a near-perfect replica of the faster
DB4 GT Zagato, which was given
lighter bodywork by the Italian
coachbuilder. Just 19 will be built
by Aston Martin Works in Newport
Pagnell, with each one being sold
as a pair with the forthcoming DBS
Superleggera Zagato, priced at
£6 million (before taxes) for the
set. Even if the DB4 represents only
half that amount, it’s still the most
expensive car in production in the
world. Yet it’s still much cheaper than
an original car. When former works
Zagato ‘2 VEV’ was auctioned last
year by Bonhams, it sold for £10.1m.
Works boss Paul Spires says buyers
of the DB4 GT Zagato Continuation
models will be more likely to use
them for the historic racing series
that allow replicas and they’ll be
able to paint and trim them to
personal tastes without detriment
to originality. Aston will also offer
fully built examples of the 4.7-litre
six-cylinder engine to owners of
original cars who don’t want to
MAX EAREY
DB4 GT Zagato fully engages its driver, especially in corners. Cabin is trimmed relatively simply
32 AUTOCAR.CO.UK 2 OCTOBER 2019
TESTED 20.9.19, SILVERSTONE ON SALE NOW
risk destroying period powerplants.
The Zagato won’t be road
legal in most countries, at least
not without some serious hoop
jumping, so our first chance to
drive it was at Silverstone, on the
1.1-mile Stowe Circuit that Aston
now has an exclusive lease on. You’ll
be unsurprised to hear that the
experience was pretty special.
From the driver’s seat, the Zagato
is virtually identical to the DB4 GT.
The dashboard features chrome-
bezelled instruments and a beautiful
wooden-rimmed steering wheel, but
the trim is simple and unpretentious.
The continuations get modern safety
gear to allow motorsport use – a bolt-
in roll-cage, modern bucket seats,
harnesses and fire extinguisher and
battery isolation systems. There’s
also a race-grade fuel bag in the tank.
But in every other regard, the cars are
effectively facsimiles of the original.
It’s quick. Aston quotes 380bhp, but
admits that is conservative. There’s
enough grunt to send the rear wheels
scrabbling for traction when leaving
the pits. The straight six doesn’t enjoy
gentle use, grumbling and bogging
down when asked to run slowly. But
speed makes it instantly better.
Like the DB4 GT, the Zagato has
a four-speed dog-ring transmission
that needs to be handled confidently,
and rev matching is necessary to
smooth downshifts. The car gets all-
disc brakes – the height of technical
sophistication in 1961 – but although
these bite hard, they also reveal the
limited grip of the Dunlop racing
tyres. It’s easy to lock the front
wheels. The Zagato squirms and
shimmies under hard braking and,
after a couple of laps, the cabin is
filled with the pungent smell of hot
brake pads.
In corners, the Zagato’s modest
limits turn into a virtue, creating a
fully immersive experience that feels
very different from driving a modern
car with similar performance. The
unassisted steering is low geared
but relays clear and unambiguous
feedback, much of which is about
the lack of grip at the front end.
Understeer is easily engendered, but
it’s neutralised with less wheel input
and more throttle, reversing the
handling balance, nudging the rear
axle into oversteer. Every corner is an
adventure, requiring multiple inputs
to keep the Zagato close to a chosen
line, but it responds so well to tiny
changes that the experience quickly
becomes an addictive one.
Of course, this is on a warm, dry
and empty track. The prospect of
driving the Zagato hard in slippery
conditions, or on a circuit filled with
other cars, is altogether scarier, but
also more thrilling. We should all
share Spires’ ambition that Zagato
buyers won’t be afraid to use their
cars properly. If they do so, it should
be spectacular to watch.
Along with Jaguar, Aston was
first to build factory-sanctioned
continuation models, a trend that
more manufacturers are now set to
follow. Beyond the Zagato, there will
be a recreation of the original James
Bond DB5 complete with gadgets and
at least one other model beyond that.
Whatever that is, it will struggle to
feel as special as the Zagato.
MIKE DUFF
ASTON MARTIN DB4 GT ZAGATO
The second continuation model from
AMW is even more exclusive and
much more expensive than the first
Price  £6 million, plus taxes
(including an Aston Martin
DBS Superleggera Zagato)
Engine  6 cyls, 4670cc, petrol
Power  380bhp at 6000rpm
Torque 360lb ft at 5000rpm
Gearbox 4-spd manual
Kerb weight 1230kg
0-62mph na
Top speed na
Economy WLTP figures tbc
CO2, tax band WLTP figures tbc
RIVALS Lister ‘Knobbly’
Continuation, Jaguar
D-Type Continuation

TESTED 26.9.19, EAST SUSSEX ON SALE NOW
BMW 118i M SPORT
New entry-level front-drive hatchback fares well on UK roads
T
his may not be a widely held
opinion, but I’d say the new
third-generation BMW 1 Series
hatchback looks exactly like it
ought to. Because it looks nothing
at all like a traditional three-box
saloon of the 1980s, some will call
it inauthentic – but I’d bet that few
of the younger clientele at whom
BMW is aiming this car will be
among them. For your average 2019
30-something car buyer, a typical
modern BMW is an X1, an X3 or a
2 Series Active Tourer – and now the
1 Series looks just like them.
The first UK examples of the
car are now in the UK, with diesel
engines ranging from the 114bhp
116d to the 188bhp 120d xDrive,
and the petrols taking in the range-
topping M135i xDrive (on which a
group test is in the pipeline) and
this 138bhp 118i.
Perceived quality isn’t all it could be inside but it’s certainly more roomy now
Moving onto the same platform
as the Mini Clubman and most of
BMW’s other compact models, the
new 1 Series is slightly shorter than
the last, but because it’s also wider
and because you sit higher up within
it, it doesn’t feel any smaller. It’s
undoubtedly more spacious and
usable than its forebear, with very
respectable amounts of room in the
second row and boot – not least,
you suspect, because of the less
recumbent layout of the whole car.
Perceived cabin quality has taken
less of a transformative leap, though.
You’ll find harder, wobblier trims as
well as pudgy, pleasant ones without
searching for long.
Even in M Sport trim, on optional
19in wheels and with the BMW M
Sport Plus package, the car behaves
in a more refined and well-rounded
way than the old 1 Series ever did.
BMW’s three-pot petrol engine is
pretty quiet and smooth, while the
car’s ride is firm but fairly settled and
well isolated, considering its sportier
tuning, except over the very sharpest
ridges. Body control is good and
handling precise and purposeful,
without feeling particularly agile
or desperately engaging, although
there’s certainly enough steering
feedback to keep you interested.
The new 1 Series would beat most
family hatchbacks for driver appeal,
then, albeit perhaps not all of them
– and some of them not by much.
It’s definitely a better hatchback for
being a more conventional, front-
wheel-drive one, though; especially
since, in reality, a driven rear axle
never did many dynamic favours for
its predecessors anyway.
MATT SAUNDERS
@thedarkstormy1
BMW 118i M SPORT
Big improvements in practicality
and refinement serve BMW’s
bottom-rung model well on UK roads
AAAAC
Price £27,230
Engine 3 cyls, 1499cc,
turbocharged, petrol
Power 138bhp at 4600-6500rpm
Torque 162lb ft at 1480-4200rpm
Gearbox 6-spd manual
Kerb weight 1290kg
0-62mph 8.5sec
Top speed 132mph
Economy 45.6-47.1mpg
CO2, tax band WLTP figures tbc
RIVALS Mercedes-Benz A180,
Volkswagen Golf 1.5 TSI Evo
FIRST DRIVES
SKODA SUPERB 1.5 TSI SE L
Price £28,895 On sale Now
What’s new? Mild mid-life refresh for Skoda’s
eminent all-rounder keeps it on top of its game
OF THE 8500 Skoda Superbs
that rolled off UK dealership
forecourts last year, 83% went to
fleet customers. That private buyers
are turning their backs on cars
such as this in favour of often more
expensive, heavier, less efficient and
more dynamically compromised
SUVs is still puzzling.
Skoda’s styling, equipment and
safety assist upgrades do little to
change the Superb’s position as the
sweet spot between affordability,
perceived quality, driving dynamics
and roominess. It’s one of those
cars that’s so easy to get along
with, and the 1.5-litre TSI petrol
engine provides entirely reasonable
performance, surprising fuel
economy and excellent refinement.
And don’t worry: we haven’t
forgotten the rear leg room... LA
AAAAB
BMW X3 M COMPETITION
Price £74,470 On sale Now
What’s new? The first X3 to get the full-fat M
treatment, to the benefit of power and handling
WITH MORE POWER and torque
than any six-pot M division has yet
produced in Competition guise,
the twin-turbo S58 engine making
its debut in the X3 M delivers truly
heroic pace – but it does so in a
surprisingly linear fashion. This
uncanny impression of a naturally
aspirated motor launches the two-
tonne SUV to 60mph in a little over
four seconds.
Handling is precise, although
the adaptively damped suspension
delivers a somewhat brittle ride that
doesn’t suit UK roads brilliantly,
with the lightest of road pockmarks
transferred into the cabin.
It’s a true driver’s SUV, if there can
be such a thing, and only loses out to
a few more extravagant rivals. TM
AAAAC
R E AD MOR E ONLINE
autocar.co.uk
2 OCTOBER 2019 AUTOCAR.CO.UK 33


 


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 ROAD TEST

No 5442

Audi A1
PHOTOGRAPHY MAX EDLESTON

Original A1 showed that even superminis can be luxurious. Now there’s another one
M O D E L T E S T E D S P O R T BAC K 35 T F S I S L I N E S T Y L E E D I T I O N
Price £25,690 Power 148bhp Torque 184lb ft 0-60mph 7.9sec 30-70mph in fourth 11.5sec Fuel economy 38.0mpg CO2 emissions 120g/km 70-0mph 45.7m

36 AUTOCAR.CO.UK 2 OCTOBER 2019


We like
z Refined 35 TFSI powertrain is also
economical at a cruise
z In upper trims, the design hits the
high notes for Audi’s customer base
We don’t like
z Predictably expensive, though
interior quality doesn’t always
live up to the price
z Suspension tuning lacks finesse
on a wide variety of road
s a result of its own
A strategic choices,
Audi isn’t a car maker we
instinctively associate
with modern compact hatchbacks
– superminis, as they are so often
dubbed. Perhaps it ought to be,
though, because if it hadn’t been for
the original Audi 50 of 1974, there
might never have been a Volkswagen
Polo at all (the first-gen Polo was
just a badge-engineered Audi).
What Ingolstadt learned from
the short-lived 50 was that it would
take bigger, more imposing, more
advanced and more luxurious cars
to forge Audi’s modern reputation
– cars like the original Quattro, the
famous 100 saloons of the 1980s
and the A8 of the following decade.
It wouldn’t be until 1999, then, that
the firm would return to the idea of
a compact hatchback by making the
innovative-yet-expensive A2; and not
until later still, in 2010, that the brand
with the four rings would launch a
supermini with a fighting chance
of profitability.
That 2010 launch was the original
Audi A1: a car that collected on its
grandfather’s debt by borrowing
the contemporary VW Polo’s model
platform and did what it could,
somewhat late in the day, to get a slice
of the premium supermini market
being plundered by rival BMW’s
Mini brand, and by the likes of what
is now DS Automobiles.
Having made an unspectacular
but worthwhile contribution to the
volume ambitions of its creator, the
first-generation A1 was replaced
last year by the second-generation
car – which has only just been
made available to us with one of the
more tempting engine options that
might make it an interesting road
test subject. Built as it is on the VW
Group’s latest supermini platform,
however, and not in Germany but
at Seat’s headquarters in Martorell,
Spain, this new A1 isn’t quite the
straightforward like-for-like model
replacement that its exterior styling
might lead you to expect it to be.
DESIGN AND ENGINEERING
AAABC
We can write the obituary of the
three-door hatchback when they
become an unviable part of the
model mix even on a four-metre
supermini as they have here. In light
of the fact that less than one in five
examples of the last A1 were sold
as three-doors, Audi has elected to
offer five-door Sportback versions
only this time around. They will all
be slightly longer five-doors than
their predecessors, too, the A1 having
grown by just over 50mm in overall
length but otherwise maintaining its
dimensions across the generations.
Adopting the same MQB-A0
model platform that the current VW
Polo, Seat Ibiza and Skoda Scala all
use, the A1’s wheelbase is a match
for that of the Seat but for neither of
the other relatives. Construction is
conventional by class standards, with
steel body panels fixed onto a steel
ROAD TEST
Range at a glance
ENGINES POWER FROM
25 TFSI 94bhp £17,735
30 TFSI 114bhp £18,575
35 TFSI 148bhp £21,125
40 TFSI 197bhp £25,395
TRANSMISSIONS
5-speed manual
6-speed manual
7-speed automatic
Audi offers the A1 in a choice of six z These bronze-coloured 18in wheels
trim levels: SE, Sport, S Line, S Line will be a key part of the attraction for
Competition, S Line Contrast Edition those keen on Audi’s S Line Style Edition
and S Line Style Edition. While S A1. Rim size goes down to 15in with
Line Contrast and Style Editions cheaper examples of the car, while the
introduce differing cosmetic tweaks range-topping 40 TFSI comes on 17s.
only, cars in the S Line Competition
specification also come with the
range-topping 197bhp petrol engine.
A top-spec Vorsprung model is due
to join the A1 range at a later date,
but Audi has yet to confirm when.
monocoque chassis, and engines
mounting transversely in the front
and driving the front axle.
Diesel engines are the other items
that the new A1 is moving beyond.
Audi UK launched the A1 last year
exclusively with 114bhp, 1.0-litre z All A1s have these ‘implied’ lateral air
‘30 TFSI’ turbo petrol power, and intakes in the front bumper. On S Line
has added both less powerful and cars they’re given a more aggressive
more powerful powertrain choices appearance, while on S Line Style
subsequently – but none are diesels. Editions the blade-shaped inserts are
The range-topping option as painted gloss black for a stealthier look.
things stand is a 2.0-litre ‘40 TFSI’
option with 197bhp, which is the
only A1 in the range available with
adaptive dampers. The rest run with
passive suspension, which is both
lowered and stiffened if you choose
an S Line-trim car such as our mid-
range, 148bhp, 1.5-litre ‘35 TFSI’ test
car. All examples, meanwhile, feature
torsion beam rear suspension just
like every other car on the MQB-A0
platform; none offers four-wheel
drive. The VW Group’s 1498cc ‘evo’
four-pot turbo engine brings cylinder
shutdown technology to the A1 range, z These three lateral slits between
producing up to 184lb ft of torque, bonnet and grille are intended as
and is rated for WLTP combined fuel a visual nod to Audi’s iconic Sport
economy of anything up to 45.6mpg, Quattro. We’d say, much as they look out
depending on specification. The of place on a Q8 SUV, so do they here.
particular specification of our test
car, meanwhile – S Line Style Edition
– included 18in alloy wheels and
plenty of optional kit.
Audi’s styling for the second-
generation A1, meanwhile, gets
considerably more aggressive with
that aforementioned jump to S Line
trim. At a lower level, the car goes
without the sill and ‘implied’ lateral
air intake garnishing that our test ◊
z It’s the 1980s Quattro that Audi is
referencing again with the A1’s steeply
raked C-pillar, which tapers as it rises.
It’s arguably the one retro feature
transplant that the car makes a success
of, looking particularly good beneath a
contrasting-coloured roof.
A1’s bloodline goes back to 1974’s Audi 50
2 OCTOBER 2019 AUTOCAR.CO.UK 37
 Weights and measures
DIMENSIONS

max
0.31

m
m

9 00 m
1040m
335-

1433mm
1090 litres
x

mm
ma
mm

0
64
8 0
10

Kerb weight: 1150kg

788mm 2563mm 678mm
4029mm

z Sports seats offer reasonable lateral support, as well as a good amount of

PA R K I N G adjustability. Seat heaters come as part of the £995 Comfort and Sound Pack.
Typical parking space width (2400mm)
Typical garage height

1990mm Typical leg room

640mm

1950mm (with mirrors) z Rear seats are spacious enough for two adults to sit in relative comfort over
shorter hops. Not quite as spacious as the Polo’s rear pews, by our measurements.
3480mm

W H E E L A N D P E DA L
ALI G N M E NT
Apart from being positioned
a touch too high for some 75mm 50mm
testers, spacing was agreed
to be comfortable. Wheel 155mm
is centrally mounted, with
plenty of adjustability.
Width 940-1200mm
H E AD LI G HTS
All A1s come with automatic Height 550-
LED headlights as standard, 770mm
as well as LED tail-lights
and ‘dynamic’ scrolling
Length 660-1350mm
indicators. Beam spread
and intensity are very good
on dipped beam, though we
were unable to test the
high beam setting.
Centre z Audi’s 335-litre boot capacity falls short of the 355-litre compartments of the
VW Polo and Seat Ibiza. Still betters both the Mini and the Ford Fiesta.

Δ subject had, and might have had a and that its VW Group DNA is
less contrived overall appearance as readily identifiable.
a result. As it is, the road test jury was Of course, platform-sharing
in broad agreement that the car tries means an element of sameness is
too hard to pack visual aggression inevitable, and our top-specification
into its styling. S Line Style Edition model does
make a more convincing play of its
INTERIOR upmarket aspirations than the lower-
AAABC rung trim levels do. So you get some
While Audi has made an effort to copper-coloured inlays, as well as
differentiate the A1’s cabin from configurable LED ambient lighting
that of its VW Polo and Seat Ibiza and leather-upholstered sports seats
cousins by employing a slightly more all thrown in right out of the box.
tasteful palette of trim materials and Audi’s sharp-looking 10.1in MMI
switchgear, that relationship hasn’t Navigation Plus infotainment system
been entirely masked. Sure, it might was fitted as an optional extra,
exude more in the way of immediate claiming pride of place in the centre
opulence on first acquaintance, but of the dash fascia. It’s integrated
closer inspection reveals the A1 is cleanly into the surrounding dash
still home to its fair share of coarse, structure and, framed by attractive
sometimes flimsy feeling plastics, gloss black plastic, lends the smallest
hints of Audi big-car technological
sophistication.
But while the interior of the A1
generally looks smart, some of our
testers thought it wasn’t different
enough from its VW Group siblings
to justify its elevated price. That the
car is over £5000 more expensive
than an equivalent Seat Ibiza with the
same engine isn’t easy to overlook.
However, of even greater concern is
the competition from Mini. Not only
does the British-built car’s upmarket
interior look one of a kind, its list price
is considerably cheaper too (although
you do have to spend another four
figures on option packs to bring the
equipment levels into line). In top-tier
Cooper Sport and Cooper Exclusive
trims, a five-door Mini Hatch is
nearly £5000 less expensive.
And while you’d be able to squeeze
two adults into the Audi’s second
row in relative comfort, according
to our tape measure its typical rear
leg room figure of 640mm is some
50mm less than that of the Polo
we road tested early last year. The
A1’s 335-litre boot is also 20 litres
smaller than the Polo’s, according to
our measurements, though it does,
at least, outdo the five-door Mini’s
278-litre effort by a fair margin.
PERFORMANCE
AAABC
For something that takes stylistic
cues from Lamborghini’s Huracán
Performante (bronze alloy wheels)
and the great Audi Sport Quattro of
1985 (vents at the base of the bonnet),
our A1 35 TFSI’s performance ◊

38 AUTOCAR.CO.UK 2 OCTOBER 2019

 ROAD TEST

z Excellent Bang & Olufsen stereo system replaces z A1’s climate controls look smart by the standards of z The ambient LED lighting has 30 different colour
the standard six-speaker set-up as part of the £995 the supermini class, and feel pleasingly upmarket – on settings. Helps inject a dash more personality into the
Comfort and Sound Pack. Worth it. a superficial level, at least. A1’s admittedly rather serious cabin.

Multimedia system AAAAC

All variants of the A1 – barring the forthcoming Vorsprung model
– come with an 8.8in colour touchscreen that incorporates
basic infotainment features such as Bluetooth, DAB radio,
voice control and USB connectivity as standard.
Our test car, however, was fitted with the £1650 Technology
Pack. In addition to upgrading the touchscreen to a 10.1in unit
and introducing satellite navigation, this option pack also
replaces the standard 10.25in digital cockpit with Audi’s Virtual
Cockpit, and introduces a wireless phone charging pad and an
embedded sim card for 4G internet access.
Graphically speaking, both the infotainment screen and the
Virtual Cockpit are very impressive indeed, operating smoothly
and without much in the way of lag. In terms of ergonomics,
the touchscreen is simple to interact with when stationary,
but the loss of the rotary controller used to operate earlier
versions of Audi’s infotainment software means on-the-move
adjustments are a bit trickier.

2 OCTOBER 2019 AUTOCAR.CO.UK 39


Δ proved unremarkable and, at times,
exasperating, which is a shame given
that this engine might have proved a
sweet match for a supermini.
In dry conditions, the test car
struggled to spring off the mark as
nimbly or cleanly as we would expect.
Admittedly, Audi’s 1.5-litre four pulls
in impressively discreet fashion once
the small turbocharger has fully
woken up at 1500rpm and, beyond
an unusually high biting point for the
overly light clutch, there’s little cause
for complaint for those who live their
lives at a slower pace.
For the rest of us, and for the
person paying for a premium
hatchback with at least a little
sporting ambition, there’s a
frustrating lack of urgency because
the economy-minded gearing for the
six-speed manual transmission is
so long. Power is delivered in linear
but languid fashion, and so to go
anywhere quickly you need to work
the engine hard, shifting gears often
z Design flourishes mimic the Lamborghini Huracán Performante and Audi Sport Quattro, but our A1 couldn’t get close to acceleration figures set by a Fiesta ST and Up GTI
40 AUTOCAR.CO.UK 2 OCTOBER 2019
and using generous and sustained
throttle inputs. Sadly, this engine
simply doesn’t have the character to
reward the effort required and so, for
the most part, the A1 35 TFSI feels
somewhat limp.
The flip side is that only one
swish of the gearlever is required to
get you from stationary to 60mph,
which is rare for superminis. Our
recorded time of 7.9sec nevertheless
feels modest for a car that touts
148bhp but weighs only a claimed
1150kg. The less expensive Ford
Fiesta ST tested last year reached
60mph more than a second
sooner and, in terms of real-world
performance, the Audi falls even
further short of the mark. For the
fourth-gear haul between 30mph and
70mph, it managed a time of 11.5sec –
two seconds slower than even
the 114bhp VW Up GTI.
Those drawn to this medium-
rare A1 by the promises made by its
pugnacious looks should therefore
`
For the most part, the 35
TFSI feels somewhat limp
check their expectations. The
range-topping 40 TFSI – available
only in S Line Competition trim and
with a six-speed automatic gearbox –
looks much more sprightly on paper.
With the same 197bhp 2.0-litre
turbocharged engine found in the
VW Polo GTI, 0-62mph is dispatched
in a claimed 6.5sec, and that’s a
figure much more respectable
among the current crop of quick
hatchbacks.
Where the A1 35 TFSI excels is
its touring fuel economy, which
at 57mpg means even the modest
40-litre tank stores enough fuel for
500 miles of range.
H A N D L I N G A N D S TA B I L I T Y
AAAAC
The A1 35 TFSI represents a fairly
typical handling effort from
Audi, which is to say the chassis
feels considerably more alert and
composed than the equivalent
VW Polo but lacks the verve and
a
immediacy of a Mini Cooper.
However, it exhibits a better balance
and stability than most cars with a
wheelbase this short and, in tandem
with damping that marshals the car’s
mass more tightly than is perhaps
necessary, that lays the ground for
no-nonsense direction changes, even
at high speeds.
To some extent, this quality makes
up for the lacklustre powertrain
because, once you’ve got Audi’s
supermini going at a decent pace,
there’s so much grip on offer that
sustaining that pace rarely results
in sweaty palms or much in the way
of any drama at all. The steering is
lacking terribly in feel but its speed
is well judged, particularly off-
centre, and duly makes a Polo feel
inert and a Mini too frenetic. The
action is pleasingly accurate, though
never in any danger of actually
communicating to the driver what
might be happening down at road
level, which is a shame because, with

Track notes
Quick superminis are usually good fun
on the Hill Route and Millbrook, and
that’s largely because they leave you
with much more space to play with
than larger cars.
The issue for the A1 35 TFSI is
that it isn’t particularly quick, the
gearbox’s long ratios pouring cold
water over the true potential of the
engine – something that became
apparent on the Hill Route’s
many inclines.
The Audi nevertheless put in an
impressive showing, retaining speed
and momentum with close body
control and remaining progressive
and benign at the limits of grip on all
but the most challenging corners.
The car doesn’t naturally oversteer,
but isn’t averse to being backed into
corners in the same manner as much
more capable hot hatches. Of course,
you get a mere hint of dynamism and
it isn’t much to work with, but this
chassis still has some life to it, which
can’t be said of the steering.
a bit more honesty and weight in
the driving controls, the A1 35 TFSI
would be a peppy little driver’s car.
That’s because this chassis
responds well to a bit of
manhandling. It resists understeer
determinedly and reacts to a well-
timed lift of the throttle on the way
into corners. The rear never feels
as mobile as it does with quicker
versions of the Peugeot 208 or
Renault Clio because Audi doesn’t set
its cars up to behave in that fashion,
but there are satisfying hints of the
right kind of movements and this
means the A1 can involve its driver a
little more than you might expect.
However, it’s obvious Audi knows
its audience, and so while the A1 35
TFSI can lightly entertain its driver
and goes without four-wheel drive,
ultimately it still majors on stability
and trustworthy dynamics. With
such long gearing, there’s also next to
no chance of surpassing the traction
limits of the front tyres.
AC C E L E R AT I O N
Audi A1 Sportback 35 TFSI S Line Style Edition (23deg C, dry)
Standing quarter mile 16.7sec at 88mph, standing km 29.9sec at 113.4mph, 30-70mph 8.4sec, 30-70mph in fourth 11.5sec
30mph 40mph 50mph 60mph
2.9s 4.5s 6.1s 7.9s
0 10s
Volkswagen Polo GTI+ (28deg C, dry)
Standing quarter mile 15.2sec at 94.5mph, standing km 27.6sec at 118.7mph, 30-70mph 5.9sec, 30-70mph in fourth 9.2sec
30mph 40mph 50mph 60mph 70mph
2.7s 3.8s 5.1s 6.7s 8.6s
0 10s
B R A K I N G 60-0mph: 2.70sec
Audi A1 Sportback 35 TFSI S Line Style Edition (23deg C, dry)
30mph-0
8.4m
0 10m
Volkswagen Polo GTI+ (28deg C, dry)
30mph-0
8.9m
0 10m
z Long gearing hampers
progress on the uphill
exit of the quick T5
hairpin, resulting in the
occasional need to drop
down a gear
post-apex.
T6
T7
C O M F O R T A N D I S O L AT I O N
AABCC
There’s a price to pay for both the
relatively incisive handling and the
visual clout our test car musters
from sitting closer to the road on
its lowered sports suspension and
sizeable alloy wheels. That price is a
ride conspicuously lacking the level
of sophistication this car attempts
to convey with its impressive digital
displays and exterior design. The airy
cabin itself is welcoming enough,
with lavish seats in the front and
good forward visibility, but the car
lacks the compliance to be driven
every day and for any errand, both
in town and out of it.
It isn’t as though we’re at the limits
of what this MQB-A0 platform with
rear torsion beam can deliver, either,
because on its softer suspension,
the VW Polo demonstrates a level
of rolling refinement closer to what
you’d expect to find in the class
70mph 80mph
11.3s 14.0s
80mph 90mph
11.0s 13.7s
20m
20m
ROAD TEST
z As the pace increases, the short wheelbase starts
T2
to cause problems over T3. The handling becomes
edgy, with some tyres gripping more than others.
T4
T3
T1
z The A1 gets its short nose into T2 better
than most superminis and has the balance to
stay tidy and quick, despite possessing only
an open differential.
T5
FINISH
START
above. By comparison, at motorway And no matter how you look at it,
speeds, the A1 35 TFSI is too keen to that’s a lot for a supermini – even one
chew on the road surface, and with with as much visual presence as our
this car’s over-sized alloy wheels, it’s S Line Style Edition test car.
also louder at cruising speeds than Prices for this S Line Style Edition
even than the Nissan Micra N-Sport start at £25,690, though you’ll have
we tested recently. The Audi can at to move quickly to secure a car for
times deliver an impressive level that price, with Audi currently
of ‘togetherness’ and maturity at a phasing out the manual version
cruise, but the glass-smooth road of this trim line and electing only
surfaces required are few and far to sell the pricier automatic. In
between in Britain. addition to the raft of aesthetic
If you can live with the ride quality, tweaks introduced to the exterior –
the Audi’s interior is particularly think bronze 18in alloys, black
soothing at night, when the lighting trim detailing and darker LED
features come into their own. The A1 headlights – this figure also nets
also conveys an aura of toughness you standard equipment such as
rarely found in this segment. sports suspension, sports seats
and full leather upholstery. That
BUYING AND OWNING said, if you fancy dual-zone climate
AAACC control or sat-nav, you’ll have to
The Audi A1 starts at £17,735, with pay for the privilege.
prices rising as high as £27,230. Still, at least you won’t spend too
Start checking a few options boxes, much time (or money) on the petrol
however, and it’s possible to push that station forecourt, given the potential
figure up past the £30,000 mark. for topping 500 miles of range. ◊
90mph 100mph 110mph 120mph
17.2s 22.0s 27.3s 35.1s
20s 30s
100mph 110mph 120mph
17.4s 21.9s 28.8s
20s
50mph-0 70mph-0
23.4m 45.7m
30m 40m
50mph-0 70mph-0
24.3m 47.4m
30m 40m
2 OCTOBER 2019 AUTOCAR.CO.UK 41
 Data log
AU D I A1 S P O R T B AC K
35 T F S I S L I N E
STYLE EDITION
On-the-road price £25,690
Price as tested £28,800
Value after 3yrs/36k miles £12,575
Contract hire pcm £355.21
Cost per mile na
Insurance 26E/£719
40
litres
TYPICAL PCP QUOTE
Three years/30,000 miles £388.15
Pay a deposit of £2569 and, along with a £485
contribution from Audi, you’ll be able to put this
A1 on your drive for £388.15 per month on the
above terms. Optional final instalment stands at
£12,462.10, while representative APR is 6.6%.

EQUIPMENT CHECKLIST
18in bronze alloy wheels T E C H N I C A L L AYO U T
Darkened LED headlights No surprises here: the Audi A1 is based on the Volkswagen Group’s ubiquitous
LED tail-lights with dynamic indicators MQB-A0 supermini platform. As such, a four-cylinder motor sits transversely
Chronos Grey paint at its nose, driving the front wheels via a six-speed manual gearbox. Suspension
Contrast roof is by way of MacPherson struts up front, with a torsion beam employed at the rear.
Black exterior styling pack We weighed the A1 at 1209kg, the weight being distributed 62:38 front to rear.
Leather upholstered sports seats
Sports suspension ENGINE ECONOMY
S Line exterior styling pack Installation Front, transverse, TEST MPG Track 18.9mpg
Privacy glass front-wheel drive Touring 57.0mpg
LED Ambient Lighting Pack Type 4 cyls in line, 1498cc, Average 38.0mpg
Cruise control turbocharged, petrol
Rear parking sensors Made of Aluminium block and head CLAIMED Low 35.8mpg
Audi Drive Select Bore/stroke 74.5mm/85.9mm Mid 46.3mpg
DAB radio Compression ratio 10.5:1 High 52.3mpg
Bluetooth Valve gear 4 per cyl Extra high 44.1mpg
Audi Pre-Sense Front Power 148bhp at 5000-6000rpm Combined 45.6mpg
Technology Pack £1650 Torque 184lb ft at 1500-3500rpm
Comfort and Sound Pack £995 Redline 6250rpm Tank size 40 litres
Luggage Compartment Pack £50 Power to weight 129bhp Test range 334 miles
Dual-zone climate control £450 Torque to weight 160lb ft
Options in bold fitted to test car Specific output 99bhp per litre E M I S S I O N S & TA X
= Standard na = not available CO2 emissions 120g/km (NEDC eq)
Tax at 20/40% pcm £120/£240

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

Construction Steel monocoque Type Six-speed manual Front 276mm ventilated discs ESC, ABS, EBD, ASR, EDL, Audi Pre-Sense Front
Weight/as tested 1150kg/1209kg Ratios/mph per 1000rpm Rear 230mm solid discs Euro NCAP crash rating 5 stars
Drag coefficient 0.31 1st 3.78/5.3 2nd 2.19/9.5 3rd 1.36/14.9 Anti-lock Standard, with brake assist Adult occupant 95% Child occupant 85%
Wheels 7.5Jx18in 4th 1.03/19.6 5th 0.86/23.6 6th 0.73/27.6 Handbrake type Lever Vulnerable road users 73% Safety assist 80%
Tyres 215/40 R18, Final drive ratio 3.65:1 Handbrake location Centre console
Bridgestone Turanza T005 CABIN NOISE
STEERING Idle 41dB Max rpm in 3rd gear 79dB
Spare Mobility kit SUSPENSION Type Electromechanical, 30mph 65dB 50mph 67dB 70mph 73dB
Front MacPherson struts, coil springs rack and pinion
Rear Torsion beam, coil springs Turns lock to lock 2.7
Turning circle 10.5m

AC C E L E R AT I O N AC C E L E R AT I O N I N G E A R MAX SPEEDS IN GEAR R E S I D UA L S

MPH TIME (sec) mph 2nd 3rd 4th 5th 6th 33mph 93mph 137mph 30
Audi A1 Sportback TFSI
0-30 2.9 20-40 2.9 5.0 8.1 - - 6250rpm 6250rpm 5812rpm S Line Style Edition
25
0-40 4.5 30-50 3.0 4.2 5.7 7.7 11.2
0-50 6.1 40-60 3.4 4.3 5.6 6.8 8.5 1 3 5 20 Ford Fiesta Vignale
0-60 7.9 50-70 - 4.5 5.8 7.1 8.6
Value (£1000s)

0-70 11.3 60-80 - 5.0 6.2 7.7 9.2 15

0-80 14.0 70-90 - 5.9 6.8 8.4 10.4
0-90 17.2 80-100 - 8.0 7.7 9.3 12.3 10
0-100 22.0 90-110 - - 9.2 10.8 -
0-110 27.3 100-120 - - - - - 2 4 6 5 Mini Cooper Sport 5dr Hatch

0-120 35.1 120-140 - - - - - 0

0-130 - 140-160 - - - - - 60mph 123mph 137mph* New 1 year 2 years 3 years 4 years
0-140 - 160-180 - - - - - 6250rpm 6250rpm 4971rpm z CAP expects the A1 to outperform
0-150 - 180-200 - - - - - *claimed the Mini and the Fiesta Vignale by a fair
0-160 - RPM in 6th at 70/80mph = 2540/2903 margin in terms of their residual value.
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 A1, contact
Audi UK, Yeomans Drive, Blakelands, Milton Keynes, MK14 5AN (0800 699 888, audi.co.uk). Cost-per-mile figures calculated over three R OA D T E S T N o 5 4 4 2
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
42 AUTOCAR.CO.UK 2 OCTOBER 2019
 ROAD TEST
Testers’
notes
RICHARD
LANE
Audi says it
won’t offer
an S1 Quattro for this
generation of A1, which
is a shame because the
old 228bhp version was
a lovely thing. I’ve found
a 2018 example with
10,000 miles for less
than £20,000.

SIMON DAVIS
Wasn’t a fan of
the lightweight
steering at open
road speeds, which
combines with a lack of
feel to sap confidence
through fast corners.
Pity, because there’s
quite a well-sorted
chassis underneath it all.
VERDICT

AAABC Spec advice

The £1650 Technology
Luxury supermini lacks the polish to justify its high price Pack with its satellite
navigation, charge pad
and larger screen is a
hen the A1 joined the supermini gaggle in 2010, it set new benchmarks for worthwhile investment.
Heated seats from the
W perceived quality, powertrain refinement and all-round desirability. The
second-gen car tries to build on those attributes, taking design cues from more
Comfort and Sound Pack
(£995) will come in handy
in winter too.
rarefied Audi models and pairing them with an interior that delivers the initial wow factor
expected of a city car that costs more than many a full-sized family hatchback. Those who Jobs for
find a Mini too whimsical and a Polo too staid will therefore be drawn to this week’s road
the facelift
z Engineer in more
test subject, where they’ll find a powertrain of impressive efficiency and refinement, and a steering feel. A supermini
shouldn’t feel so remote.
responsive chassis with deep reserves of composure, if not much in the way of involvement. z More could be done
to make the cabin look
What they won’t discover is the degree of ride comfort we’d expect of the segment’s and feel like it justifies its
luxury player, at least if the car is fitted with optional Sports suspension. Such busyness premium asking price.
z It’s petty, but the
underwheel undermines the A1’s credentials as both an easy-going city car and as a car R8-aping bonnet nostrils
could probably be done
in which to cover longer distances. Some questionable interior plastics and overly long away with.

gearing that neuters the smooth-spinning TFSI engine are further frustrations that
prevent this junior Audi from taking class honours.

R OA D 1 2 3 4 5
TEST
R I VA L S

MINI COOPER SPORT 5-DOOR BMW i3 120AH VOLKSWAGEN POLO GTI+ AUDI A1 SPORTBACK 35 TFSI FORD FIESTA VIGNALE 1.0T
Verdicts HATCH MANUAL Only loses out to the Mini by Combines hot-hatch S LINE STYLE EDITION ECOBOOST 140
on every Sharp, fun handling and a unique, the skin of its teeth. Not quite performance with a classy Smart looks and sweet chassis A sweet combination of ride
new car, attractive interior help see the as entertaining to drive, but a interior and a surprisingly marred by numb steering and a refinement and handling
p82 Mini retain its status as our seriously appealing take on an refined ride. Still cheaper serious price tag. Not quite as dynamism, but lacks crucial
favourite of the posh superminis. upmarket electric supermini. than the Audi. special as it should be. brand cachet in this company.
AAAAC AAAAC AAAAC AAABC AAABC
Price £20,935 £31,850 (includes plug-in grant) £23,160 £25,690 £21,840
Power, torque 134bhp, 162lb ft 168bhp, 184lb ft 197bhp, 236lb ft 148bhp, 184lb ft 138bhp, 133lb ft
0-62mph, top speed 8.3sec, 129mph 7.3sec, 93mph 6.7sec, 148mph 7.7sec, 137mph 9.0sec, 125mph
CO2, economy/range 115-122g/km, 43.5-47.9mpg 0g/km, 182-188 miles 138-141g/km, 38.7-39.8mpg 120g/km, 45.6mpg 112g/km, 46.3-48.7mpg

2 OCTOBER 2019 AUTOCAR.CO.UK 43

 CX’s quick-acting steering
provokes a big tilt if you’re
too rapid with the wheel

MARQUE
The cars might have
changed, but the view
out remains the same DE
TRIOMPHE
Richard Bremner drives a Citroën C5
Aircross to Paris to celebrate the eternally
young 100-year-old brand’s centenary
PHOTOGRAPHY MAX EDLESTON
44 AUTOCAR.CO.UK 2 OCTOBER 2019
 Parisian cobbles
are rarely a bumpy
CITROEN AT 100 CELEBRATION
affair in a Citroën
eaping years ahead,
sometimes even
L decades, is what
Citroën is most famous
for. It has made cars
that levitated. Cars whose headlights
peered around corners. Cars with
suspension resembling frogs’ legs,
their wheels able to cross terrain
usually the habitat of tractors.
Citroën has made cars inspiring
learned philosophical prose, cars
transporting cinematic love stories,
cars to traverse remote parts of the
planet and cars whose ingenious
inner plumbing helped save a French
president from assassination.
Citroën is still innovating today,
if not at the rate that it did during its
first 50 years of life, and it may be
about to innovate more boldly again,
if its latest Ami One urban car and
centenary-celebrating 19_19 concepts
are genuine in their ambition. But
that’s in the future. Right now, we’re
driving Citroën’s new C5 Aircross
to Paris, birthplace of the company
and location for various centenary
celebrations, among them a 100-car
display of Citroëns on the site of the
original factory at Quai de Javel.
The C5 Aircross doesn’t present the
extreme styling of some of these cars
and trucks, but its make-up certainly
mirrors the emphasis on practicality
and comfort that has distinguished
some of the marque’s most famous
models, from the 1934 Traction Avant
to the 2CV and today’s C4 Cactus.
The C5’s novelties include Citroën’s
Progressive Hydraulic Cushion
suspension, an ingenious rethink of
the traditional bump-stop that allows
the car to ride on softer springs and
dampers without listing like a holed
Sadly, Double Chevron
French road signs no
longer point the way
ship. The suspension is intended to
complement comfort seats whose
15mm of extra foam topper aims
to further soothe, a feature that’s
standard on the C5’s top two Flair
and Flair+ trims. Our car is the latter
version, pulled by a 180bhp 2.0-litre
diesel via an eight-speed automatic.
The practical end of the equation
is provided by an almost totally flat
floor – rare, despite the domination
of propshaft-free front-wheel drive
these days – and a back bench whose
centre seat is as big as those flanking
it, another rarity. They’re hardly the
reinvention of the motorcar, these
features, but they’re evidence of
Citroën’s rekindled quest to design
exceptionally comfortable cars that
are down-to-earth useful.
The C5’s more softly absorbent
ride is evident within metres of
leaving Autocar’s road testing HQ
in Feltham, where there are plenty
of small-to-medium-scale bumps on
the urban back roads to the M25. The
Citroën sponges them up, often with
a serenity redolent of the days when
almost every French car rode with
the supple elasticity of a bounding
frog (no pejorative intended). But
interruptions to this pillowy comfort
occur, sometimes abruptly, if the C5
strikes a bigger, more invasive bump,
the car being jostled in ordinary,
unsophisticated style. Citroën’s old
hydropneumatic suspension would
cope better, but a chassis insider met
later at the celebrations reveals that
there are more Hydraulic Cushion
developments on the way to tackle
this issue.
It would nevertheless be great
to see more engineering solutions
worthy of the man whose name
appears on these cars. The restlessly
inventive Andre Citroën was not
only the driver of up-to-the-minute
engineering, but also an energetic
marketer of his company and his cars,
the boldness of many of his ideas
worthy of today’s tech companies.
Take finding your way.
Today, we have sat-nav, Google
Maps, Waze, signposts and a (fairly)
logical road numbering system. But
when the car was young and most
journeys short, navigating a route
beyond familiar territory was at best
frustrating, at worst hazardous. In
1921, Citroën began a collaboration
with France’s Automobile Club that
saw a network of Double Chevron-
branded signposts – France’s first
– deployed across the country. That
way, his brand couldn’t fail to be
noticed by motorists and just about
every other road user. Today, those
Double Chevron road signs are
long gone, their directing and
publicising jobs done.
Andre Citroën might be amazed
at the reach of the company now,
even if it is far from the biggest car
brand on the planet. It was an early
player in new, not-quite-capitalist
late 20th-century China, the world’s
biggest car market and one of
Citroën’s most crucial despite ◊
2 OCTOBER 2019 AUTOCAR.CO.UK 45
Citroën and Renault: French car parc bat
tle
Δ recent turbulence, it’s big in
Europe, big in parts of Africa and
intent on becoming bigger still,
especially beyond its home continent.
On the rather less adventurous
venue of a wide, lightly trafficked
autoroute, the C5 feels stable, relaxed
and impressively quiet, the calm
spoiled only by occasional wind noise
and, if you work it hard, a diesel that
airs too much of its rattling grumble.
The relative novelty of sitting high
in a Citroën (the C3 Aircross SUV is
pretty new too, and few remember
the Mitsubishi Outlander-based
C-Crosser) adds an aura of light
indomitability to the C5 mix as we
do battle in the tollbooth grand
prix. This is a race won with wits
as much as grunt, although the 180
BlueHDI has plenty of that – 395lb ft,
a 2000rpm torque peak and an eight-
gear choice enable it to depart the
card payment machine surprisingly
smartly. So the flatlands of north-
western France roll by fast.
Diversions to explore old villages
and lanes that would once have been
a rural stage for the whirring thresh
of farmers’ 2CVs reveal steering feel
vastly better than the smaller C3
Aircross provides, simply because
there’s a measure of accumulating
resistance as you swivel the
wheel. Citroën’s smaller SUV
provides so little of this that you
wonder whether it’s steer-by-wire.
Resistance doesn’t mean that you’re
being telegraphed topographical
intelligence – little of this emerges
even when the C5 is pushed hard
around a deserted French rural
roundabout, traction control dormant
– but the steering wheel definitely
feels mechanically connected to the
wheels just ahead of it.
Understeer is the barely surprising
product of such brisk circling, and
it gradually turns to a front-end
slide at speeds lower than one might
expect. Lift-off and grip is soon
restored, and without sending the
Citroën’s tail into an arc. Bends are
not so common in this flattish part of
northern France – the roads are long,
CITROEN’S STORY SO FAR
1900 Andre 1907 Citroën
Citroën opens joins struggling
gear-cutting Mors car
factory in Paris company,
becomes
boss at 29
46 AUTOCAR.CO.UK 2 OCTOBER 2019
`
The novelty of
sitting high in a Citroën
adds an aura of
indomi tability
a
narrow but open enough to allow
moderately high speeds past
fields and the odd farm building,
usually decaying. Of course,
most SUVs aren’t driven so
briskly off motorways, but you’re
left in no doubt that though this
Citroën is competent enough
Citroën’s motorsport roots run deep dynamically, the comfort side
ow d… of the ledger is where its main
rs always stoo d out from the cr assets reside. Space is another
Its ca
of these, and there is plenty of
it to be found in the front, middle and
rear sections of the cabin. It doesn’t
shout its advantages, this car, but it
certainly has them.
Some visual shouting was Andre
Citroën’s mission when he colonised
what is now France’s most famous
architectural real estate – the Eiffel
Tower. From 1925 to 1934, the
C-I-T-R-O-E-N characters adorned
the artfully tapering flanks of this
steel-lattice symbol of progress,
their neon illuminations visible
from kilometres away. Citroën
wasn’t merely thinking about the
…though the C5 is near, either. His imagination was
quite restrained by entranced by the exotic exploratory
Citroën standards potential of the motor car and the
possibility of desert crossings. These
1913 Mors 1921 Citroën 1922 10 HP B2 replaces Type A. 1923 Citroën
factory makes sponsors road Cheaper Type C 5HP launched adopts US-style
shells using Ford signs across only in yellow and inspires songs exclusive dealership
mass-production France that become radio ads – a first model
techniques that 1919 Citroën’s first car, „ Citroën initiates free test drives
will be used in WW1 the Type A-10HP, is sold „ Kégresse half-tracks filmed
fully bodied, unlike rivals. crossing Sahara, making Citroën
Demand exceeds supply a household name

The C5 Aircross
majors on comfort
and practicality
were eventually achieved with the
extraordinary Kégresse half-tracks, a
mission that produced a feature film.
Why so much multi-pronged
effort? Because Citroën was late.
Its first cars emerged in 1919. By
then, Renaults had been produced
for 20 years and Peugeot 30, while
Germany’s Benz had built the world’s
first car in 1886. Acutely aware that
he was a Jean-come-lately, Citroën
needed to offer something different,
relevant and better, and tell people
about it. So even the very first
Citroën, the Type A, advanced the art
of motorcar manufacture not so much
with the car itself but the manner in
which it was made, Citroën having
learned mass-production techniques
from Henry Ford himself.
It would not be long before the
cars themselves carried much of the
advance: the 1934 Traction Avant
was an early adopter of front-wheel
drive, fully independent suspension
and a steel monocoque construction,
its modernity yielding a 23-year
production life despite it having
the turning circle of a small moon.
That didn’t discourage Parisian taxi
drivers, nor did its heavy steering, ◊
1924 Annual 1925
production tops ‘CITROEN’
100,000 cars. appears in
British, German, lights on
Italian and Austrian Eiffel Tower,
subsidiaries open. remaining
B10 introduced until 1934
CITROEN AT 100 CELEBRATION
F O U R C L A S S I C C I T R O E N S D R I V E N T O DAY
1961 CITRO E N AM I 6 1970 CITRO E N GS
You’re looking at a French best-seller from the early ’60s. This sleek wind-cheater made most of its competitors look
It has a face like it swallowed a wasp, a roofline resembling as old as wind-up watches when it appeared in 1970. A
a nun’s wimple and sounds more power tool than motorcar. two-box fastback saloon, it should have been the hatch it
The noises emerge from a slightly more powerful 2CV twin, later became as the GSA, but in every other way it looked
although it weighs more than its shed-like little brother. forward. The air-cooled flat four – a doubled 2CV engine
So it’s slow – 50mph requires 30 seconds of puttering – provided a low centre of gravity for its geometrically
advancement – but life was slower then, especially in rural near-perfect, hydropneumatic suspension.
France, where these wilfully weird saloons once whirred. Today, the GS feels narrower even than a Citroën C1,
The Ami was designed by sculptor-turned-car designer never mind its C4 descendant, its minor controls are
Flaminio Bertoni, whose previous achievements included haphazardly located and the beat of its engine is more than
the handsome Traction Avant, the charmingly functional Subaru odd. But you acclimatise and begin to appreciate
H-van and the magnificent DS. Yet the Ami – with its weird, the positives, most obviously the ride. The loping motion
thin-panelled body – was remarkably his favourite. would be more soothing still were it not for the bump-
It’s not only the 22bhp engine that struggles – you do thump over ruts you hear rather than feel. You get used
too. The enormous single-spoke-wheel workout is heavy at to this, the sensitive power brakes and a handbrake that
parking speeds, and the heaving body roll even at modest you pull from the dashboard, and soon realise the innate
pace requires as much acclimatisation as holidaying at modernity of a car known for its limpet roadholding and
sea. But it’s amazingly comfortable and, in an unhurried ability to cruise flat out on autoroutes without imploding.
world, charming too. Despite sales of almost 1.9 million, few GSs survive.
1974 CITRO E N CX 1989 CITRO E N XM 3.0 V6
It’s hard to totally reinvent a future after only 19 years, so Drive the second-generation XM today and you’ll wonder
the CX was never going to be the automotive reimagining why this big Citroën bombed. It’s just so drivable despite
that its DS forebear was. But it came close. being large and no less odd-looking now than when it first
A triple-chamber Wankel rotary engine was planned but appeared 30 years ago.
abandoned, in the face of escalating losses and a fuel crisis, This very fit example is a keen, smooth puller, as you’d
for four-cylinder units that were noisily outmoded. hope of a 3.0 V6 automatic. But the real surprise is how
Firing up the 2200cc four of this early CX soon has nimble this car feels in manoeuvres and at speed. It’s no
the body rising, to the accompaniment of the clicks and AMG, but it’s deft enough to feel modern in a way that
whirrs that tell you you’re in for a different kind of ride. its CX predecessor doesn’t. Manageable power steering
If your journey is distant, you soon realise that this is a helps, and so does its more solid resistance to body roll.
high-speed cruiser that still cuts it today. It’s super-stable, The look of this big, Bertone-designed hatch is still
swift and supremely comfortable. Less evident will be its a thing to marvel at, from the wedged nose to stepped
extraordinary chassis balance, understeer beaten back glasshouse, abruptly cut rear and slender scallop cut
with amazing resolve. All this, the out-there dash and its scalpel-smooth along its flanks. It’s aged well, the XM,
styling make the thrashy engine easy to overlook. just like its predecessors.
1926 Lacking bank 1928 C4 and 1932 8CV Rosalie 1934 Traction Avant 1935 Andre
support, Citroën six-cylinder C6 launched; 10 replaces combines monocoque Citroën dies of
sells bonds to replace B14 C4, 15 replaces C6. body, front-drive, cancer at 57
the public Citroën now Europe’s independent suspension,
„ Citroën’s Slough largest car maker overhead valve engines
factory opens; „ Andre Citroën files for
closes in 1965 bankruptcy. Main creditor
„ B14 introduced Michelin takes over
2 OCTOBER 2019 AUTOCAR.CO.UK 47

Δ droves of Tractions once plying
the capital’s elegant streets. In this
habitat, the C5 is vastly more wieldy;
like any modern, its high-rise seats
provide a good view of Parisian
boulevards besides bolstering your
confidence in the urban cut and
thrust. Not that you’re likely
to have to dodge bullets, as
Charles de Gaulle’s driver did
during an assassination attempt on
the French president in 1962.
His official DS19 took 140 bullets
and lost two tyres to punctures,
but De Gaulle’s driver performed
a high-speed getaway enabled by
a hydropneumatic suspension
Ami 6’s 30sec slog
to 50mph is at least
observed in comfort
system able to take plenty of
cobbled punishment. In calmer
circumstances, the DS was a car that
could levitate; its high-precision,
high-pressure hydraulics allowed
it to ride on fluid at heights to suit
assorted topographies (and to ease
jacking), the same pump powering
the steering, the brakes and even
the dash-mounted gearlever. The
hydraulic hissings and clicks of
the spectacularly aerodynamic 1955
DS sped the motorcar deeper into
the future than virtually any car
before or since.
The 1955 DS was merely one of a
trio of brilliant Citroëns to emerge
over a little more than two decades
– the Traction Avant was joined a
mere 14 years later (it would have
been sooner but for World War II)
by the robustly ingenious, low-cost
2CV. In later years, these models
have been both a blessing and a
curse for the marque, their design
brilliance dazzling enough to
trigger disappointment at the many
prosaic Citroëns that have followed.
Several of these saved the company
by turning profits undreamed of
during the ’60s and ’70s, many
more have kept it that way. Yet the
DS was hardly the last of the Double
Chevron’s brilliance – the GS, SM,
CX, Visa, BX, Xantia, C4 and C6 were
all boldly individual.
The C5 Aircross is not a Citroën
that uncovers fresh engineering
vistas, but its room, comfort and
convenience are qualities shared
with lots predecessors, blending
them with subtle accomplishment.
Its styling won’t get you stabbing
the camera app of your smartphone,
but it’s a handsome, early step
along what promises to be a more
exciting road for Citroën, signposted
by the excitingly imaginative
Ami One and 19_19.

C O O L , C O M F O R TA B L E A N D C L E V E R : L I N DA JAC K S O N P O I N T S T O C I T R O E N ’ S F U T U R E
WHILE MANY HAVE been celebrating
Citroën’s past, CEO Linda Jackson’s
head is firmly rooted in the future. Her
firm is now five years into a strategy
of reinvigoration, repositioning and
consolidation – this plan is not only
about model renewal but customer
service and the buying experience.
Highlights from the first two phases
have included the renewal of the C3
supermini, currently a European best-
seller, and the launch of the C3 and
C5 Aircrosses that now give Citroën
a solid foothold in the SUV arena. The
third phase will see the launch next
year of a new C-segment hatchback,
and a big saloon part-signalled by the
CXperience concept, which Jackson
says “is our inspiration”.
The product plan, she says, “is based
on two key elements. One is to have a
design that stands out a little bit, so it’s
immediately recognisable as a Citroën,
and the other is comfort. Comfort with
a very modern approach, not just about
suspension, not just seat technology,
but also connectivity, simpler
dashboards, not so much clutter, air
quality, storage space, modularity.”
On the customer side, there’s now
scope to rent Citroëns from your
dealer, a My Citroën app to track
your car and book it a service, and
Maison Citroën, which introduces
“much warmer, more convivial
areas” to the showroom. There has
been fresh marketing impetus too.
“Last year that strategy delivered
1.1 million sales worldwide and
in Europe, which is the first region
where we’ve implemented all of those
things, it gave us an increase in sales
since 2013 of 28%,” says Jackson.
“That means we’re approaching the
objective of getting a 5% market share
in Europe. We’re well on track.” Better
still, “this is a very profitable growth”.
“What we need to do now is take
that recipe and install it across all the
regions of the world,” Jackson adds,
“and also go into new markets like
India.” India will be a target not only for
growth, but from 2021 the origin of “a
new range of cost-efficient products
which will be specifically created for
international markets”. The project is
called C-Cubed because it consists of
“three words: cool, comfortable and
clever, the last of these being about
clever and fresh ways of reducing cost
and showroom prices. The project is
“also about clever design, and thinking
about what goes into the vehicle”, she
says. “Cars in Europe often have so
much technology that people don’t
use half of it. It’s working out what’s
important for the customer.”
That includes electrified cars, too.
“Every model that we launch from
next year will have a petrol and diesel
and either a full-electric or plug-in
hybrid until 2025 when 100% of our
vehicles will become electrified,”
Jackson says.
These models should strengthen
Citroën’s hand in the UK, where
the brand’s share is not as high as
it has been. Jackson says that “the
past couple of years have been very
competitive. You can always have
market share by buying it. That’s not
our philosophy. We’ve moved the PSA
Group from a near-death situation
in 2013 to an extremely profitable
business now. And that is about
choosing where you compete. You
have to build a sound business, and we
have to accept that we do that slowly.”
Slowly, but if the 19_19 and Ami
One are indicators, at times
rather excitingly.

1940 Citroën 1948 2CV, ‘the 1950 Pierre 1957 Cheaper, 1961 Oddball
factories umbrella on Boulanger, boss of simpler ID19 twin-cylinder Ami
occupied by wheels’, makes Citroën and father replaces Traction 6 introduced,
German forces. its debut of the 2CV, dies 1955 New DS19 wins 12,000 Avant, of which becomes France’s
2CV prototypes orders on Paris show opener. 750,000 made best-seller
hidden 1947 H-van features distinctive Hydropneumatic suspension,
corrugated body panels, power steering and brakes, Bertoni
front-drive, super-low floor body create automotive legend

48 AUTOCAR.CO.UK 2 OCTOBER 2019


HOME OF THE BRAVE
Citroën’s celebratory 19_19 concept perfectly encapsulates a century of creativity
eople used to describe
P travelling in the 1955 Citroën
DS19 as ‘other-worldly’.
And when you set this self-levitating,
space-age-shaped, hydraulically
suspended car in the context of the
crude, steel-sprung, clumsily crafted
cars from 60 years ago, it’s easy to see
why. Approaching 2019’s 19_19 for
a drive triggers similarly foreign
planet thoughts.
The 19_19 is a car that looks like
no other, its pod-like cabin slung
between enormous wheels capped
with old-school mudguards, its body
part-blue, part-black, its headlights
mere strips, its glass nose recessed
beneath them. The slender pair of
conning tower-like objects bursting
from the rear of the roof lend it
that moon buggy aura; the 19_19 is
poised with the ground clearance of
one of its old, hydropneumatically
sprung ancestors sitting at
maximum ride height.
Whether intentional or not, any
`
We want to
capitalise on the
Citroën DNA with
boldness
a
1968 Citroën
buys Maserati
„ Fiat buys 15%
of Citroën, forms
holding company
1967 Dyane launched with Michelin
as 2CV replacement.
The original outlives it
reference to Citroën’s legendary
achievements with hydraulic
plumbing is perfect for a car
built to celebrate the company’s
achievement-studded centenary.
The 19_19 combines an unmissably
bold juxtaposition of wheels to body,
the ground clearance to survive
an urban dystopia, assertively
sculptural lighting and fresh palettes
of colour and texture with an exciting
slug of symbolism. The symbolism
is not only the marking of 100 years,
but also an arrow to the future.
Those wide-strung strips of nose
and tail-lights, for example, are a
sizeable hint at a look planned for
showroom Citroëns soon.
More exciting and significant than
this, though, is what the 19_19 says
about the make-up of tomorrow’s
Citroëns. Xavier Peugeot, Citroën’s
head of product planning as well
as a scion of his famous surname,
explains: “We want to capitalise
on the Citroën DNA with two key
ideas: boldness – the capacity to
dare, to challenge the rules –
and comfort.” The starting
point, however, was CEO Linda
Jackson’s discovery of a “United
Nations survey saying that, by
2050, 68% of us will be living
in cities and urban areas”. This
stat inspired the Ami One,
while a second stat – “that
62% of the 68% want to get out
of the city at the weekend” –
triggered thoughts of achieving
this in the style and comfort
provided by the 19_19.
1969 The one
millionth DS rolls
off the production
line: a DS 21 with
gold bodywork 1970 Highly sophisticated,
compact GS launched
„ Beautiful SM – hydropneumatic
suspension, V6 Maserati power
CITROEN AT 100 CELEBRATION
The comfort element is no
surprise to hear. The company is
already pursuing the realisation
of “designing cars with advanced
comfort. It’s more than about the
suspension and seats,” says Peugeot,
and includes “storage, acoustics and
simplicity”. But, he adds, “we cannot
play these two cards in the same way
as in the past. The boldness cannot
be as extreme.”
“We had lots of highly creative and
disruptive cars,” he adds, referring
to the 2CV and DS19 – machines that
almost turned vehicle engineering
on its head.
Such substantial reinventions are
not on the agenda, but Peugeot says
that Citroën will “push ideas in a
disruptive way – there are more bold
ideas to come”. One of those, namely
the 19_19’s adoption of big-diameter
wheels and relatively narrow tyres,
Peugeot hints at later.
More conventional, these days,
is that it’s fully electric and fully
autonomous – those vestigial towers
1974 CX replaces DS.
Less innovative, still
dramatic
„ Peugeot buys 38%
of Citroën
Goodyear spent
months making those
giant wheels viable
being lidar sensors – although the
driver can pilot if desired. Sizeable
doors open onto a large cabin free of
obstructive B-pillars; much of it is
upholstered in purple, with the twin
centre consoles and steering wheel
fashioned in marble-like white. The
front passenger’s generous recliner
is trimmed in white too, for a more
soothing ambience. Jackson explains
that the idea was to “move away
from a very conventional seating
arrangement. Each individual has a
different seat. They can lie in it. They
have different experiences, which
creates more of a lounge effect.
We’re thinking about all the
passengers, not just the driver.”
The latter will climb a black sill
high enough that you almost step
up into it, before sinking into the
bucket-like cluster of cushions that
is the lower portion of the driver’s
seat. Those cushions look supremely
comfortable but, because this is the
stylish but undeveloped chair of a
concept, they’re lumpier than you
might expect. Never mind – there’s
a rectangular steering wheel
to divert your interest, its
trad-Citroën single spoke
providing a not-very-readable
sequence of colour displays.
Beyond it, you stare through
a shallow windscreen bounded
by fat, curving pillars. This
vista and the shallow glazing
of the doors are reminiscent of
the view out from a fat-pillared
saloon from the 1940s, which
isn’t inappropriate given the ◊
1975 Last of 1976 Michelin
1,330,755 DSs sells Citroën
built at closing shares to Peugeot.
Javel factory PSA formed
2 OCTOBER 2019 AUTOCAR.CO.UK 49

Wheel will retract and
seat recline at nap time
Δ 19_19’s mudguards. In every other
way, though, this Citroën bounds
effortlessly into the future. The
slender black Chevron-sculpted
dashboard is bereft of instruments
and knobs, vital information being
provided instead by a head-up
display. This clean, uncluttered
look signposts Citroën’s quest for
simplified interiors decluttered
of knobs, switches and controls.
Mounted within the dashboard is
a large black cylinder that is your
so-called personal assistant, which
rises periscope-style when called
on to do the driving, before the
steering wheel and pedals retract.
‘THIS IS NOT A STUDENT PROJECT’: HOW PIERRE LECLERCQ IS REINVENTING CITROEN
WHEN YOU SEE the Citroën 19_19 and
Ami One concepts, especially together,
it’s quite easy to conclude that
they’re boldly different enough to be
semi-irrelevant. But Pierre Leclercq,
Citroën’s head of design, says of the
19_19: “There’s nothing too crazy about
it. We’re trying to be professional. This
is not a student project.” As partial
proof of this, he points out that tyre
maker Goodyear “spent a lot of money
on the concept”. Citroën’s designers
were concerned that with its huge
wheels, “it might not work well, so we
got Goodyear to explore the wheel and
tyre, which they spent several months
working on”. There would be little point
in that if this rather exciting big-wheel
concept was purely decorative.
Leclercq says: “Concept cars are
there to inspire us, the company
and the industry. Our concept car
1986 Ultralight,
low-drag AX
supermini
introduced
1982 Mid-size BX helps
turn Citroën around;
2.35 million sold
50 AUTOCAR.CO.UK 2 OCTOBER 2019
There will be no AI driving in this
prototype, but the 19_19 does drive.
The main noises of progress are the
low hum of its electric motor and
the squeal of the giant Goodyear
tyres on the painted hangar floor
(the 19_19 is confined to the inside
because its show-car bodywork
doesn’t like an unusually potent
English summer sun). You soon
discover that a resolutely rectangular
steering wheel is not the ideal piece
of direction-changing gear but, hey,
this is fantasy and it looks good. More
ergonomically effective are the subtle
start button in the marble-look centre
console (it’s actually a composite)
designers also work on the production
cars, and we always go back to them
when we’re developing new cars. The
Ami One is visionary in the short-term
future, the 19_19 is for 2030, so we had
more freedom.”
The pair are a fine celebration
of Citroën’s 100 years, bookending
its model range and pregnant with
interesting ideas. But the inevitable
question: will we see this exciting, fresh
thinking in Citroën’s showrooms?
Leclercq joined Citroën from Kia
last year and certainly sounds bullish:
“Reinvention is what we’ll do – not
just adding a bit of water to the soup.
We’ll push. We’re always talking about
revolution. I like to work for a company
making a revolution with every
generation. Citroën has always brought
something different. We’ve got to have
a story, and it’s got to be very coherent.
1990 Last 2CV
produced at Citroën’s 306-based ZX is
Portuguese plant
1989 Bertone-designed
XM fatefully combines
electronics with
hydraulic suspension
and the black ring that surrounds it,
half of this jutting beyond the brick-
like console itself. That’s your gear
selector, and it’s among the more
pleasingly weird of its type.
Citroën design chief Pierre Leclercq
says that “a suspended passenger cell
was the first idea for this car, a cloud
upon wheels” – and while it’s hard
to imagine that when trundling at
15mph in a hangar, the sumptuous
seating, the highly advanced
suspension (anti-roll systems, road-
reading via tyre sensors and Citroën’s
Progressive Hydraulic cushions aid
the suspending) and the lounge-like
airiness of the cabin make wandering
“The next five years is not just an
evolution – we want to do more than
this. We’re facing the biggest change
in the car industry, and with all that
change comes new technology. Some
people are worried and prefer to
retire. I’m excited. By 2030, we’ll look
totally different to today. We’ll have
more freedom to change proportions.
Citroëns will have better proportions
1991 Peugeot 1993 Xantia,
co-designed
utterly conventional by Citroën
and profitable and Bertone,
replaces BX
like a cloud easier to picture. It’s
certainly easy to see how you’d doze
off in the airline-style recliner of a
front passenger seat, the personal
assistant doubtless waking you on
arrival with some soft-spoken words.
Peugeot says that Citroën’s “next
cars will challenge their class codes,
as SUVs have done”. Indeed, it’s
the potential evolution of the SUV
that Jackson talks of in the context
of the 19_19’s dramatic shape and
large wheels: “You have to be careful
about adding big wheels because big
wheels add weight – you need to find
clever ways of making them light, by
making them narrower, for example.
But you certainly get a completely
different posture, and it’s something
we are testing with the 19_19.
“We shall see whether we move it.
But I think the biggest impact of this
design will be on SUVs – how we get
to something that’s very light, that’s
CO2-friendly, that’s aerodynamic,
which is something SUVs currently
aren’t. That will be an evolution.”
This is promising news
corroborated by Peugeot. “It’s too
early to explain the recipe,” he says,
“but we need different silhouettes in
the coming years.”
Citroën has created many of
those, the best of them the result
of bold imagination unfettered by
convention. That’s just like the 19_19,
whose shape, ideas, propulsion,
proportions, communication, colour,
texture and design are a more than
worthy symbol of Citroën’s creative
century. May many of the hints that it
contains become real.
in the future, and more differentiation
from other brands. It’s very positive.”
That differentiation will come from
“the contrast between the flowing
lines of our cars, a reflection of their
aeronautics, and different interiors,
which will be super-simple. This
contrast will be the future of Citroën.”
Leclercq’s enthusiasm is further
fuelled by the rising importance of
design. “Around 15, 20 years ago,
design was a luxury,” he says, not only
in cars but in the wider world. Luxury
Italian furniture maker Boffi is about
design but so is Ikea, he says by way of
example. In car design 50 years ago,
Leclercq adds, “all the engineering
was done in-house, and the design was
done outside. Now the engineering
is done with suppliers, and the design
is in-house.” And in Citroën’s house,
it sounds very exciting.
1994 Suspension’s
holy grail – no body
roll – achieved with
Xantia Activa
 CITROEN AT 100 CELEBRATION

SAVIOUR OF THE CITY CAR?

The quirky Ami One concept envisions the future of emissions-free urban mobility
t’s about the same size as
I the original Smart Fortwo
and, you might think as
Citroën is exploring
low-cost, on-demand
you prepare to board, appears urban transportation
likely to offer a fairly similar
driving experience. But in spite
of being another French-made
wheeled cube for city streets, the
Ami One provides rather different
sensations than a Fortwo does and,
indeed, has been conceived for a
different mission besides.
This is a car that not only probes
new modes of urban transport for
the near future, but also explores
the challenge facing Citroën and
all makers of small city cars. Soon
they will face European CO2 and
particulate emission standards
that threaten to push city car prices
up substantially, prompt them to
go electric or even to become
extinct. The Ami One is one
possible answer to this challenge.
Citroën marketing boss Arnaud
Belloni says that the Ami One
and the methods of selling it are
designed to tempt the young into
driving, by making it a lot more
accessible, a lot more affordable
scheme such as Zipcar, while
the longer periods would mean
ownership, probably through a PCP.
Belloni reckons young drivers
`
Ami One
upbeat mood is maintained by the
soft jangling sound it makes once
it’s on the move to warn other road
users. Accelerate, and the jangling
and a lot more convenient. The “still love cars” but are priced out speeds up. And even though this is
accessibility is about enabling
people as young as 14 in the EU
of the market. Keeping the price
low also sees plenty of “smart ideas, accelerates our the design department’s full-size
model, it’s easy to see how zippy
to drive the Ami One, because
it’s classified as a quadricycle
(in Britain, the minimum age
like the double use of panels” for
removing cost from the Ami One
itself, explains Peugeot. Its big
thoughts on this car could be, not because it’s
outright fast – its top speed is
28mph – but because it’s easy to see
requirement is 16). Despite this,
product planning chief Xavier
Peugeot says that Citroën will
doors are identical and hinged at
different ends as a consequence, the
front panels are the same but don’t
urban mobility out and to know where its colourful
body starts and ends.
There’s no high-torque electric
not develop a car that qualifies
as a quadricycle.
On affordability, Belloni points
look it because they’re mounted
at different heights, and the
wheel arches and tail-lights
a
The generous feeling of space
whizz from rest because this is a
concept, but you can be sure that
a production version would hit
out that in France it costs around are identical too. is heightened by a windscreen 28mph swiftly enough to keep up
¤1000 to get a driving licence, Despite this low-cost quest, the that wraps into A-pillars that are with bigger beasts. And it would be
¤100-150 per month to park a car Ami One has a flip-back fabric roof effectively vertical, pulling them a hell of a lot more manoeuvrable.
if you live in Paris, about ¤50 a and more space ahead of you than right out of the way. All that space Production, however, is not what the
month to insure a car, plus petrol pretty much any other car; the and plenty of colour make the Ami Ami One is destined for. “Ami One
and buying the vehicle itself. attractively shaped dashboard, such One cabin feel cheerily pleasant. The is not just for fun. We won’t make
“These are five reasons not to buy as it is, is quite some distance it, but it accelerates our thoughts
a car,” he says. Citroën’s idea for from you. The instruments on urban mobility and electric
the Ami One is that it could be used are mounted on the steering solutions,” says Peugeot.
“for five minutes, five hours, five column, to the right of which A low-cost urban transport
days, five months or five years”, is a neat rotary gear selector vehicle is imperative to deal
Citroën’s point being to underline knob. For connectivity, music, with Citroën boss Linda
the on-demand convenience of navigation and all other digital Jackson’s point that 68% of the
this approach. Peugeot reckons the desires, drivers use their world’s population will soon
young want “no waiting. They want phones, for which a specific live in cities. This statistic, she
it now, and for a specific moment.” Ami One app is available that Young drivers says, was the key driver for this
For five minutes, five hours or bundles all your required are being priced concept. Don’t expect the Ami
five days, the user would access the apps into one easily used out, says Belloni One, but do expect something
Ami One through a car-sharing arrangement. similar from Citroën in time.

1995 Saxo launched, 1996 Voluminous 1997 Marginally 1998 Artist’s 2002 Curvy C3 2003 C3
rides Max Power van-based Berlingo less dull Xsara name licensed over 5dr supermini Picasso MPV
modding frenzy launched. Not sexy but replaces ZX. Picasso’s dead body. replaces Saxo is launched
practical and popular Sells well Xsara Picasso sells
fast and cheap, 2000 C3 Pluriel launched.
unlike Pablo’s work Clever, frequently damp
„ C5. So ugly it’s facelifted
before launch. To limited effect

2 OCTOBER 2019 AUTOCAR.CO.UK 51

 CITROEN
TOP 10s
The trailblazing brand has served up some bold, beautiful and
downright bonkers fare in its time. Here’s the most memorable
STRANGEST
1 1 93 9 2 C V P R O T O T Y P E
Shed-made-in-shed look masks
best-selling brilliance
B E A U T IF U L
2 1 9 61 A M I 6
Extravagantly overhanging roof,
concave bonnet and rearwards raked
pillars implying (unavailable) pace
3 1 92 9 K E G R E S S E
Half car, half tank, the half-track
Kégresse introduced motorised
adventure to French imaginations
4 1 9 47 T Y P E H VA N
Panels shamelessly corrugated for
strength, a stub of a bonnet and
separate headlights
5 1 9 69 M 3 5
An Ami coupé shorn of odd D-pillars,
re-engineered with rotary engine and
hydropneumatic suspension
6 1968 M EHARI
Plastic-bodied, hose-out Dyane perfect
for casual Côte d’Azur moments.
Produced for 20 years
7 1 9 78 V I S A
Tall, narrow, slab-sided and snout-like
of grille, the original Visa was not a
happy-looking car but sold well
8 2016 E- M EHARI
In case you thought Citroën had
deserted Strangeville, there’s this EV
Méhari reprise, but not for Brits
9 1958 2CV SAHAR A
Car not powerful enough to ride dunes?
Then fit a second engine
1 0 1 9 8 6 B X 4T C
The forgotten Group B rally car, its
snout distended by a longitudinally
installed turbo Talbot engine
2004 New C4
features bolder design,
especially inside
2005 C1 city car launched in
collaboration with Toyota
52 AUTOCAR.CO.UK 2 OCTOBER 2019
MOST
1 1 9 70 S M
Elegantly sensuous, Maserati-
engined Gallic glamour. Could
be trouble
2 1955 DS19
Redefined automotive beauty, in
a fluid-suspended family saloon
3 1 9 61 D S D E C A P O TA B L E
BY CHAPRO N
As indulgently civilised as it looks,
worth big money now
4 1 9 74 CX
It could never repeat DS’s
reinvention, but ’74 CX still powered
extravagantly into tomorrow
5 1 9 70 G S
The 1970s’ most shapely, technically
dense, capable small saloon
2006 C4 Grand
Picasso seven-seat
MPV. Windscreen
extends into roof
– ideal for Eiffel
spotting
6 1 93 4 T R AC T I O N 1 1
Of the many Traction Avant varieties,
this is visually the most satisfying
7 1 93 4 1 1 B C A B R I O L E T
Jauntily elegant front-drive roadster,
complete with dicky seat
8 1 922 5 H P
Neat, small and pretty with its boat-
tail, and only available in yellow
9 2009 DS3
One of the prettiest superminis so far
this century, successful enough to
prompt the birth of the DS brand
10 1983 BX
Possessed of its own angular beauty,
the BX was the work of Bertone’s
Marcello Gandini, creator of
Lamborghini’s Miura and Countach
2007 Lightly 2008 New C5 2009 New C3’s
reclothed Mitsubishi advertised as windscreen cuts
Outlander produces German. Eh? deep into roof
C-Crosser SUV „ DS sub-brand
announced
WILDEST
CONCEPTS
1
2 0 1 9 1 9_ 1 9
Boldly imaginative, centenary-
celebrating autonomous EV of
tantalisingly unusual proportions
2
1956 C 10
Out-there thoughts on gap-filler
between 2CV and DS. Alloy body,
0.26 Cd, 382kg, 60mph from 2CV twin
3
1980 K ARIN
Pyramidal glasshouse, capped with
A3 sheet-sized roof, housed McLaren
F1-style three-seat cockpit
4
2006 C- M ETISSE
First of several glamorous 21st-century
sports coupé concepts from Citroën,
none producing a new SM
5
1 9 72 G S C A M A R G U E
Citroën’s first Bertone collaboration
yielded what would become the BX’s
nose, and a GS coupé six inches wider
6
2011 TU B I K
Brilliant remake of the H-van as a luxury
nine-seat MPV. A minibus made cool
7
1986 EOLE
Enclosed wheels smoothed the
computer-designed Eole to a
spectacular 0.17 Cd. Aquatic look
implied super-tanker manoeuvrability
8
1 9 92 C I T E L A
Earnest electric urban scootabout could
have been designed this century
9
2 0 0 9 S U R V O LT
Not Citroën’s usual fare, a two-seat
electric coupé, but grille hinted at 2CV
10
2008 GT BY CITRO E N
Created for Gran Turismo 5, was a 21st-
century Citroën supercar as fantastical
as the game for which it was conceived
2010 C-Zero EV, a rebadged
Mitsubishi, makes debut
„ New C4 returns to the dull.
Unless multi-coloured dash
lighting is your thing
 CITROEN AT 100 CELEBRATION
MOTORSPORT MOMENTS
1 5
2009 -19 1 9 6 8 L O N D O N -T O -
101 WRC WINS S Y D N E Y M A R AT H O N
No maker has won more. A A head-on crash robbed
record eight manufacturers’ Citroën of victory in the
and nine drivers’ titles and 1968 London-Sydney
254 podiums resulted Marathon just 98 miles from
the end of the 10,373-mile
2 rally, crippling the lead DS
IN N O V A T IO N S 1 93 4 T R A C T I O N 1 1 A L
François Lecot logs 6
400,000km in one year 2 0 07- 1 0 C 4 W R C 119 podium finishes were
Three WRC manufacturers’ collected by this saloon
1 1 9 5 4 H Y D R O P N E U M AT I C 3 titles, four drivers’ titles
SUSPENSION 1 93 3 C I T R O E N and 36 rally wins, most with 9
Super-stable, super-soft, self-levelling, ROSALIE Sébastien Loeb 1 9 5 5 -75 D S M O N T E
precision-machined hydraulics provided A teardrop-bodied single- C A R L O R A L LY
Citroën’s giant leap seat C6 covers 300,000km 7 The DS19 won the ’59 Monte
(186,451 miles) in 134 days, 2001- 06 XSARA WRC Carlo and controversially
2 1 93 4 F R O N T- D R I V E , averaging 60mph The Xsara won Citroën in ’66, when the Minis were
M O N O C O Q U E B O DY,
INDEPENDENT SUSPENSION 4
32 WRC rallies, three
consecutive WRC titles and
wrongly disqualified
BEST-SELLERS
The Traction Avant wasn’t first with 1990 - 97 Loeb three drivers’ titles 10
these, but the combination massively Z X R A L LY R A I D 1 9 8 1 CX W I N S 1
advanced mainstream cars Five championships in 8 PA R I S - D A K A R
1948 2CV
cross-country rallies, 2014 -16 W TCC The CX excelled on long-
3 1948 I NTERCON N ECTED four Paris-Dakar wins, C - E LYS E E distance events. A triple 3,868,634
STEEL SUSPENSION five manufacturers’ and Three manufacturers’ and Senegal rally winner, it won
Allowed the 2CV a level ride largely drivers’ titles drivers’ titles, 50 wins and the Paris-Dakar in 1981
2
unaffected by load, and minimised 1986 A X
boot intrusion 2,425,138
4 1 9 5 5 P L A S T I C D A S H B OA R D G RE AT ES T PR O M O TI O N S 3
The DS was the first mass-produced car 1983 BX
to use a moulded plastic dashboard 1 EIFFEL TOWER
Hard, um, to top this: Citroën colonised the
2,316,234
5 1 9 67 S W I V E L L I N G famous Paris landmark from 1925 to 1934 4
HEADLIGHTS
1 9 70 G S
Common now, light on the future in 2 CX , G R A C E J O N E S
1967, for the facelifted DS A CX blasts from the gaping mouth of 1,896,742
striking ’80s chanteuse Grace Jones
5
6 1995 N O - RO LL SUS PE N S I O N
The ultimate development of fluid 3 C4 TRANSFORMER 1999 XSARA PICASSO
suspension allowed the Xantia Activa
roll-free cornering
Inspired C4 Transformer car was “alive 1,759,841
with technology”, and a mover too
6
7 1 9 70 VA R I P O W E R S T E E R I N G 4 DS19 M I L AN TRI EN NALE 1990 ZX
World’s first variable assistance
steering, with controlled self-centring,
The DS as spaceship and sculpture at
1957’s international design exhibition.
1,709,215
for SM, CX and early XM It won the grand prize 7 SM CRANE 7
Citroën was renowned for its 1996 SA XO
8 1 9 78 S AT E L L I T E C O N T R O L S 5 2CV brochures, this floating SM shot by
Visa features fingertip operation of ‘COULDN’T’ fashion photographer Sarah Moon 1,653,514
lights, wipers, indicators and horn from Wit was the best
drum-shaped controller way to sell the still- 8 C3 VISIOSCREEN 8
outlandish 2CV, It’s difficult to think of a more dramatic way of 1955 DS/I D
9 1 9 61 T R A F F I C L U T C H
A centrifugal clutch enabled 2CV drivers
this print ad one
of a series
demonstrating the C3’s huge windscreen 1,456,115
to go clutchless in traffic jams, revving 9 2CV ‘LIBERTE’ 9
above idle in first engaging the clutch 6 LIGHT A 1961 repositioning of the 2CV as young 1 9 67 DYA N E
FIFTEEN CRASH freedom wheels as well as a farmer’s car
1 0 1 9 72 C - M AT I C A U T O M AT E D How do you prove 1,443,583
MAN UAL the toughness of 10 C6 10
An electric actuator in the gearknob your cars in the 1930s? Push one off a cliff. From the era when ads were illustrated to the
1997 XSAR A
operated the clutch for two-pedal And drive it away standard of artworks
driving. Don’t rest your hand on it… 1,317,434
2011 DS4 is more 2013 Second-generation 2014 DS sub- 2016 Third- 2017 C3 Aircross – 2018 New Berlingo
interesting than C4 C4 Picasso on new, lighter brand becomes generation C3 – first small crossover shared with Toyota,
„ DS5 is a great looker, platform. Renamed DS Automobiles, Airbumps, bi-colour „ C5 Aircross – Peugeot
ruined by iron ride Spacetourer in 2018 depriving Citroën paint, dashcam follows SUV trend,
of three models more comfortably
„ Second-generation C1
„ C4 Cactus – fresh colours,
Airbumps and new look

2 OCTOBER 2019 AUTOCAR.CO.UK 53

 ON A CHARGE
How practical is it to drive a Jaguar I-Pace across Europe? Julian Rendell finds out
he maths is simple.
Frankfurt and its
T biennial motor show
lie 501 miles from
Autocar Towers in
Twickenham, according to Google
Maps. This Jaguar I-Pace, Autocar’s
long-term test car, has an official
range of 298 miles. So you can work
out for yourself how many re-charge
stops might be needed – in theory –
to get to Frankfurt. But we’re more
interested in how such a road trip for
one of the new breed of long-range
electric cars like the I-Pace will pan
out in practice.
What makes the journey a feasible
proposition this year is the growing
number of fast-charging stations
that promise to reload the I-Pace’s
54 AUTOCAR.CO.UK 2 OCTOBER 2019
PHOTOGRAPHY OLGUN KORDAL, JULIAN RENDELL
90kWh battery in under an hour. In the planning stage, I opt for a fast-charge hardware and I-Pace
We are going to use exclusively the conservative strategy of nine fast- on-board electronics will work
fast-charger network run by Ionity
(see separate story, p57), newly
established by car makers as their
charge stops in total for a round trip
of around 1000 miles. But during the
journey itself, I’m left wishing we
together. Will the battery be
able to take a 100% charge in a
sensible time?
version of Tesla’s Supercharger could drop a couple of stops to speed Good news at the first Ionity
network and intended to facilitate up progress. charge-up on the M20 services at
exactly what Autocar is attempting: a More experience of driving the Maidstone. All goes well with the
cross-Continent journey by battery- I-Pace in the UK would have given me charger technology, which works
electric vehicle (BEV). the confidence to push the stops, but smoothly after the New Motion
Planning the journey is a there are a few unknowns about RFID card unlocks the pump and
challenge in itself. Ionity’s range, plus an unmovable electrons flow at a rate of just under
chargers are placed Apart deadline to attend a press 1kWh per minute. I pump in 36kWh
around 85 to 100 miles from a fellow conference in Frankfurt in 48 minutes and then head towards
apart and, given that hack on a similar set by news editor Belgium with a 187-mile range,
the I-Pace’s real-world mission, Autocar saw Lawrence Allan, so enough for a 60-mile buffer, and a
range appears to be three motorists using a stranding is out of confident feeling about the drive
200 miles, it’s a tricky Ionity chargers: two the question. to Shell Wetteren. The sole glitch
balance to decide how were topping-up Audi We also don’t is locating the chargers inside the
far to push the stops. E-trons, the other a know how the Ionity service area because there are no ◊
Kia Niro.
 JAGUAR I-PACE TO FRANKFURT DRIVE

STOP 1 M20 services, Maidstone.  

tery
Charge: 36kWh. Range in: 100 miles, bat
48%. Range out: 187 miles, batter y 92%
STOP 3 Bierset, Liège.
84 miles. Charge: 47kWh.
Range in: 83 miles,
battery 43%. Range out:
201 miles, battery 100%

STOP 2 Shell Wetteren, Ghent.

127 miles. Charge: 57kWh.
Range in: 50 miles, battery 25%.
Range out: 190 miles, battery 93%

T H E N U M B E R S GA M E : H O W W E G O T T O F R A N K F U R T A N D B AC K
LONDON L IEG E FRA N KF U RT GH E N T LO N D O N

LEG 1

Distance travelled 295 miles L EG 2

Total time 9hr 58min
Total charge 140kWh
Total charging time 2hr 20min
Distance travelled 192 miles
Total time 5hr 20min
Total charge 44kWh
Total charging time 51min
L EG 3
Distance travelled 338 miles
Total time 11hr 31min
Total charge 199kWh
Total charging time 3hr 6min
L EG 4
Distance travelled 199 miles
Total time 6hr 4min
Total charge 45kWh
Total charging time 42min

T RI P TOTA L Distance travelled 1024 miles Total time 32hr 53min Total charge 425kWh* Total charging time 7hr 21min
*Includes 45min 7kWh top-up, Eurotunnel

2 OCTOBER 2019 AUTOCAR.CO.UK 55

STOP 4 Bad Honnef. Charge: 44kWh.
Range in: 72 miles, battery 38%.
Range out: 184 miles, battery 92%
Δ signs. This emerges as an ongoing
challenge: none of the five charging
areas I use has signs. It doesn’t matter
at some because they can be seen
easily, but at others, it’s a matter of
driving around hoping to find them.
Exiting the Chunnel, I feel a sense
of relief that the Continental part of
the journey can start in earnest and
the I-Pace settles into the traffic at
around 70-80mph, giving us a chance
to absorb how brilliant a cruiser it
is. The seats are really comfortable,
the ride is supple yet planted and
progress is super-quiet, with only the
gentle rush of air over the body and a
little tyre noise audible. It definitely
feels like a luxury car.
I arrive at Shell Wetteren with 50
miles of range and 25% battery, more
confirmation that 200 miles is the
real-world range to plan around.
After six hours on the go, I decide
on a longer stop than is maybe ideal
for rapid progress. So with a relaxed
56 AUTOCAR.CO.UK 2 OCTOBER 2019
STOP 5
Nahetal, Bingen.
Charge: 50kWh.
Range in: 25 miles,
battery 13%. Range out:
139 miles, battery 72%
55-minute charge, the I-Pace gets I’m grateful the technology once sat-nav as I struggle to locate Ionity’s
57kWh of charge and a 93% battery: more works smoothly, but putting Bad Honnef charging station,
190 miles of range. myself in the mindset of the owner approached via a loop of local roads
At this point – 4pm on Sunday of an £80k cutting-edge BEV, I and tricky junctions, well away from
with another fast-charge in the think I’d avoid this site in future. the A9 autobahn south of Bonn.
schedule – I wish that my overnight Unfortunately, I’m committed to Again, the charger works a treat
stop in Liège, 92 miles away, had using it on my return journey. and the I-Pace drinks up the charge.
‘destination charging’ for a slow Well rested overnight, I’m on the This is a long stop as I take on 44kWh
overnight top-up. Instead, I must road by 7am on Monday, day two, because my Frankfurt hotel has no
stop on the outskirts of Liège to take with that immovable deadline of the destination charging so my return
sufficient range for the 106-mile press conference at 1.30pm. to the UK has to start with charge
drive on Monday morning to my first The I-Pace and Ionity charging already picked up in Bad Honnef.
charge-up in Germany. network are now real business tools. The discrepancy between charging
My mood sinks as I arrive at Driving conditions are much more rates at different locations also comes
Ionity’s Bierset site near Liège serious, too, with the autobahn into focus: Wetteren was a 55-minute
airport. Located at a truck packed with cars and trucks charge for 57kWh; Bad Honnef is 51
stop, the shop/toilet block Working single-mindedly heading minutes for 44kWh.
is shut, the chargers out how much to their destinations. We arrive at Frankfurt, and with
are located on the CO2 was saved on a Heavy rush-hour work at the show out of the way,
truck side of the 1024-mile electric round traffic around the next task is a photo shoot with
parking area and it trip to Frankfurt is tricky and Cologne puts me Autocar snapper Olgun Kordal. This
feels unfriendly and could be a story all of its own. behind schedule reduces the car’s range to 57 miles,
desolate. The smell The New Motion app suggested and not for the first with 44 miles to the first Ionity fast-
of the drains is also an average of about 40kg time do I curse the charger on the return leg to the UK.
overpowering. of CO2 per charge, for a I-Pace’s slow-witted I probably shouldn’t be concerned
total trip saving of
360kg.

STOP 6 Eifel West, Niederöfflingen.
Charge: 63kWh. Range in: 25 miles, battery
13%.
Range out: 181 miles, battery 90%
STOP 7 Nahetal, Bingen.
Charge: 50kWh.
Range in: 25 miles, battery 13%.
Range out: 139 miles, battery 72%
STOP 8 Wetteren, Ghent.
Charge: 60kWh.
Range in: 21 miles, battery 12%.
Range out: 162 miles, battery 82%
and should trust in the technology,
but I can’t shake the range anxiety.
Economy driving mode is selected
alongside 80km/h (50mph) on the
cruise control to preserve range. This
works and I roll into Bingen services
in euphoric mood – with 25 miles still
in the battery!
I’m learning lessons about cross-
continent BEV driving. It may well be
better to roll at a slower pace and save
time otherwise taken up by charging.
I just need an in-car app to do the
maths for me.
The drive across Germany now
takes on a sweet rhythm. I’m on a
northwesterly route home through
the Eifel mountains, traffic is light
and the speeds are good. On one
derestricted and gently downhill
section, there’s even a chance to max
the I-Pace at an indicated 129mph,
4mph above the official top speed.
Obviously, charge depletes at a
faster rate, but there’s no ill effect on
the three-stop strategy as I arrive in
Ghent for a final overnight stop.
A pleasant surprise comes in the
shape of an unused 7kW charger in
the hotel car park, so I grab a chance
to ‘destination charge’, urged on by
the hotelier, who is an electric car
enthusiast, and top up the range to
a full 200 miles for the run back to
London, where I arrive at lunchtime
on Thursday.
In many ways, this trip was so very
remarkable. Just two years ago, it
would have been impractical. Yet the
speed at which Ionity has set up its
network now makes it a reality and
the charging hardware worked 100%
reliably for me.
The cost was low, too. At ¤8 per
charge, total energy costs were £64
for 1064 miles. A 50mpg diesel car
would have cost twice that. Time is a
concern, though. Seven hours were
taken up by charging, but smarter
planning might reduce that.
JAGUAR I-PACE TO FRANKFURT DRIVE
STOP 9 M20 services, Maidstone,
128 miles.   Charge: 36kWh.
Range in: 58 miles, battery 30%.
Range out: 95 miles, battery 51%
Better signage would enhance ease
of use and fewer truck stop locations
would improve the experience.
There’s also work to be done on
intervals between chargers and I
reckon at least two fewer stops would
have been possible given a wider
choice of locations. A long-haul trip
like this would also be much more
relaxing with guaranteed destination
charging because that would have
eliminated another two stops.
But the biggest improvement in
the future will be integrating in-car
sat-nav with on-board range data
and charger location finding to make
planning the trip and responding
on route to battery charge levels
much easier.
Right now, cross-Continental
motoring is here and doable with
the Ionity network. For Autocar
readers who haven’t attempted
such a trip, it’s a new challenge
that’s worth accepting. L
Rendell enjoys the
I-Pace’s refinement
and ease of driving
W H O A R E I O N I T Y?
Ionity is a joint venture between
the BMW Group, Daimler, Ford,
the Volkswagen Group and latest
member Hyundai-Kia.
Formed in October 2017, it
is about one-third of the way
towards its target of opening
400 fast-charging locations,
capable of up to 350kW output,
across Europe by next year. Fifty
locations are planned for the
UK, with fast-charging sites in
Maidstone and Gretna Green
now operational.
Today, each session costs €8
on the Continent and £8 in the
UK – you can pay directly via
your smartphone throughout
Europe – but pence-per-kWh
charging is coming, probably in
the next six months.
2 OCTOBER 2019 AUTOCAR.CO.UK 57
ALVIS LIVES!
Alvis has not left the building: in
fact, it has just started making cars
again. John Evans pays it a visit
PHOTOGRAPHY JOHN BRADSHAW
ecarbonise the engine
and report. Check
‘
D power steering and
front wheel alignment.
Straighten up
front bumper. To be completed by
Thursday May 13th, please.’
So wrote Group Captain Douglas
Bader, the celebrated RAF fighter
ace, in a letter to the works service
manager that he left on the seat of
his Alvis ahead of its annual check-
up. It’s contained in a bundle of
correspondence relating to Bader’s
many Alvis cars (each featured a
Spitfire mascot), just one of thousands
of copies of customer correspondence
that Alvis has received since being
founded in 1919 and still keeps and
refers to, in addition to the vehicle
records for each of the 22,000 cars it
has produced and 17,000 technical
drawings relating to every major
58 AUTOCAR.CO.UK 2 OCTOBER 2019
component it has ever designed and
manufactured.
“My chief interest when acquiring
the company was these documents,”
says Alan Stote, the energetic 71-year-
old boss of Alvis who bought the
company from its retiring owner in
1994. “I’m very interested in 20th
century industrial history.”
Fortunately for Alvis, Stote is
interested in not only the company’s
past but also its future. To that end,
the former Goodyear tyre apprentice,
who went on to make a fortune in
remould tyres before selling his
company in 1988, has launched
a series of six Alvis continuation
models based on two different
chassis – three pre-war cars, each
powered by an Alvis 4.3 straight six,
and three post-war cars with 3.0-litre
Alvis engines under their bonnets.
Prices start at £250,000. So far,
four cars have been built (each
takes two years) at the company’s
Kenilworth base and orders for five
more have been received from Alvis’s
distributor in Japan. Depending
on the variant, production of each
continuation model is limited to
five or 25 cars.
Engines in the pre-war 4.3-litre
models are newly manufactured
copies of the original motor, based on
Alvis’s detailed technical drawings,
albeit with some modern updates
including fuel injection, electronic
ignition, battery management and an
ECU. The blocks and heads are cast
in West Bromwich and the cranks and
rods in Hinckley by Arrow Precision.
Remarkably, the 3.0-litre post-war
continuation models are powered by
engines that Alvis manufactured in
the 1960s and have been sitting in
stock ever since. They’re minutely
checked prior to fitment. New ones
can be made if necessary.
Alvis was founded by engineer
and businessman Thomas G John
in Coventry in 1919. Six years later, it
became the first car maker to design
and race a front-wheel-drive car.
Three years after that, its front-drive
cars claimed first and second places
at Le Mans. In 1933, it designed the
first all-synchromesh gearbox and
later that year produced the first
British car with independent front
suspension. The war caused Alvis
to shift its focus to the production of
military vehicles and aero engines for
the RAF, but after hostilities ended,
car production resumed.
Eventually, in 1967, Alvis stopped
building cars. The following year, it
relocated to Kenilworth, from where
it concentrated on making parts for
Alvis cars under the Red Triangle

Traditional skills
work alongside
high-tech ones
We road tested the 4.3 Litre Sports Tourer
brand and restoring and
servicing vehicles for customers.
Over 50 years later, under the
ownership of Stote, the company
is still restoring cars and making
and distributing parts around the
globe for the 4800 Alvis models that
remain on the road. Around 200 pass
through its workshop each year.
On the day I visit, Stote greets me
in the company’s large showroom,
filled with Alvis models of all ages.
Stote’s enthusiasm for Alvis is
infectious. He soon has me cooing
` over a 4.3-litre Bertelli Sports Coupé.
I’m more familiar with the later,
About 4800 more restrained Park Ward-bodied
TF21 cars, and there are a few in
Alvis cars remain the showroom, but the pre-war 4.3s
are stunning. However, all but the
earliest Alvis models on display share
on the road a graceful, perfectly proportioned,
low-slung look. Unfortunately, none
is available to drive, so I’ll have to
a imagine how they feel.
From the showroom, we walk
Stote (left) bought
Alvis in 1994 partly
for its large archive
the few hundred yards or so to the
main workshop, a large three-storey
building where the company’s
22-strong team of parts experts
and craftsmen and women toil. It’s
a fascinating place, with old Alvis
heirlooms, including those original
engines and even the original parts
bins from 1929, rubbing shoulders
with state-of-the-art production and
vehicle testing machinery.
Old and new skills rub shoulders,
too. For example, in one area, Daz, an
expert in aluminium work, is shaping
the body panel of a continuation
model using an English wheel.
Every so often, he places it against
a full-sized wood buck of the car
to determine the accuracy of the
curvature he’s forming. Watching
him is Alistair Pugh of A2P2
Specialists Reverse Engineering,
a specialist supplier, who uses a
laser to digitise the original Alvis
bodies to the last millimetre in order
Alvis retains records for the 22,000 cars it has built and has 17,000 technical drawings
4.3 Litre
Engine  6 cyls in line, 4387cc, 175bhp,
245lb ft, fuel injection
Transmission 6-spd, all-synchromesh
Suspension  All-independent
Brakes  Discs all round
Chassis Galvanised steel
Body Aluminium over ash frame
CATCH-UP ALVIS
A LV I S : T O B E
C O N T I N U E D…
“They’re not replicas. It’s just
been a long time between orders,”
says Alvis boss Alan Stote about
his series of continuation cars.
They comprise three pre-war
4.3-litre models (Vanden Plas
Tourer, Bertelli Sports Coupé
and Lancefield Concealed Hood)
and three post-war 3.0-litre cars
(Graber Super Coupé, Graber
Super Cabriolet and Park Ward
Drop Head Coupé), each costing
from £250,000. Government
agency Vosa was involved from the
start, making sure each car met
individual vehicle approval regs.
to generate the data necessary to
produce the buck Daz is referencing.
Stote now leads the way to another
building containing around 20 Alvis
cars in various stages of decay that
he’s collected over the past 40 years
and intends to restore. Elsewhere,
another building is home to 40
Alvis models owned by customers
and awaiting servicing. A 70-point
service, Krypton tune, fresh MOT
and a valuation costs £595.
As I leave, he thrusts a copy of
The Autocar’s 1938 road test of the
Alvis 4.3-litre Sports Tourer into my
hands and indicates its conclusion:
‘There are cars, good cars and super
cars. When a machine can be put
into the last of these three categories,
considerable praise is due to the
makers. This model is the latest
4.3 Litre Alvis Sports Tourer.’
“See: it’s the first supercar!”
exclaims Stote. “Autocar says so!”
With an imagination like that,
Alvis is in good hands. L
3.0 Litre
6 cyls in line, 2993cc, 165bhp,
120lb ft, fuel injection
5-spd, all-synchromesh
All-independent
Discs all round
Galvanised steel
Aluminium over ash frame
2 OCTOBER 2019 AUTOCAR.CO.UK 59
 Getting a sense
of perspective
After working with UK car makers, our Autocar-Courland Next Generation Award
winner has changed gear at Horiba MIRA. Felix Page catches up with him
aving already spent
time at McLaren,
H Toyota and Nissan,
Lewis Campbell’s
four-month career in
motoring is already shaping up to be
more colourful than some of even the
longest-standing industry kingpins.
However, it’s this latest placement
that offers the best overview of
not just British manufacturing
but the global automotive sector
as a whole. Horiba MIRA, unlike
Campbell’s previous hosts, is not
a car maker but is one of the most
influential and advanced motoring
institutions in the UK. Once little
more than an abandoned airfield
where manufacturers came to put
new models through their paces, the
site has evolved into a revered hub for
automotive development since it was
purchased by Japanese technology
giant Horiba in 2015.
Campbell told us he has “been very,
very lucky to be able to jump around a
couple of different departments” and,
when we caught up with him, he was
rounding off a week at the company’s
new Vehicle Resilience (VRES)
facility. He said the 100-strong team
there is working to make “connected
and autonomous cars more secure
going into the future” and can reveal
little about what goes on behind
PHOTOGRAPHY MAX EDLESTON
closed doors. However, that doesn’t
mean Campbell has been stuck on the
other side of the curtain. “I’ve been
seeing everything that goes on around
the department,” he said, stopping
short of revealing vital trade secrets.
This department was always
destined to be a good fit for Campbell,
who won the Autocar-Courland
Next Generation Award with a
plan to tackle vehicle cloning using
innovative blockchain technology.
“A large part of my idea was based
around cybersecurity and vehicle
identification,” he said, “and at
CTO Graeme Stewart (left) tells Lewis Campbell: ‘We need new people with fresh ideas’
VRES they’re looking at lots of
different ways of securing vehicles.
So the same underlying principles of
cybersecurity across my design also
can be found here.”
It’s not all comfortingly familiar,
though. Campbell’s first two weeks
at MIRA were spent getting up to
speed at the Energy Efficiency and
Vehicle Dynamics research facilities,
where he saw first-hand the stringent
processes that help to ensure each
new car is better than its predecessor.
He said: “Getting to see some of the
vehicle simulations and some of the
different projects they’re working on
was amazing.” Watching the ‘world-
famous’ Kinematics and Compliance
test rig in action was also listed as an
early highlight.
The benefits of such an all-
encompassing panorama of the
motoring industry’s journey into
the future are not lost on Campbell,
who said the placement “has really
helped contextualise everything. You
can drive a couple of hundred metres
down the road at the facility and see
a completely different aspect of the
business. As you drive through the
gate here, you really are driving into
the heart of the automotive industry.”
With a clear passion for preserving
drivers’ privacy and autonomy,
Campbell was quickly given a chance
to prove his abilities with a specially
tailored individual project. He said:
“I’ve been creating a cybersecurity
demo platform to show some of the
vulnerabilities that can arise from
connected cars.”
Spending some time working
individually, he said, “has been
great to consolidate the things that
I’ve learned while here”, because
although the collaborative ethos
of MIRA is a crucial factor in its
propensity to carry out influential
research, “jumping around so many
different departments, it can be hard

to get a grasp of any one thing over a
short period of time”.
So how does the work at this top-
secret research facility compare with
the manufacturer roles Campbell
previously sampled? “The difference
between an OEM and a place like
MIRA is quite stark,” Campbell
said. “MIRA isn’t beholden to any
one OEM, which allows them to
do innovative things that an OEM
couldn’t justify investing the money
into,” which brings together “a very
concentrated group of talented
individuals in their field.”
And the highlight of Campbell’s
time in Nuneaton? Taking a BMW
M3 out on the track was exciting, he
said, but the biggest takeaway is “how
much MIRA wants to invest in the
future of the automotive industry”.
Campbell is a member of the
University of Glasgow’s successful
Formula Student team, which has
been granted access to MIRA’s
proving grounds to fine-tune this
season’s racer, an opportunity that,
Campbell thinks, speaks volumes
about the company’s commitment to
young talent. “That’s going to help us
learn new things and those skills will
then permeate through our team, and
we’ll take those skills through the
industry with us,” he said. “It’s the
ripple effect of what MIRA’s doing in
supporting the next generation that I
think is really quite admirable.”
Campbell will now travel up the
road from Nuneaton to Coventry,
where he will build on everything
he has learned so far with a month
at Jaguar Land Rover. L
`
The ripple effect of MIRA supporting
the next generation is admirable
a
WHY HORIBA MIRA IS GOOD FOR OUR
AWA R D W I N N E R – A N D V I C E V E R S A
“The transition from being just a
proving ground, as people may
perceive Horiba MIRA, is something
that’s been going on for quite
a number of years,” says chief
technical officer Graeme Stewart.
“It’s really important to bring
together engineering and testing
in order to provide better overall
solutions and you can take a lot of
learning from the testing.”
Learning is the key word.
Where better for Campbell to use
his comprehensive and diverse
automotive skillset to reach definitive
verdicts than at a facility where
observation and reaction are the core
principles on display?
“The pace of change in the
automotive industry is now greater
than anything that’s been seen since
the beginning of automobile history,
and that means we need new people
coming in with fresh ideas, because it
needs new thinking,” says Stewart.
Essentially, cars are quickly
becoming more intelligent and
thus more prone to technological
manipulation, so it’s up to
organisations such as Horiba MIRA
to look at the situation with a
fresh pair of eyes.
TOYOTA (GB) PLC
 YO U R V I E WS
Too posh to pull
As I drift around the Yorkshire Dales
in my Caterham on a summer’s
evening, I chuckle at the grubby,
hard-working Series 90 Defenders
I see pulling the inevitable sheep
trailers behind. Never washed, multi-
scarred and not always in the best of
nick, this is a working tool for many
farmers in this part of the world.
One thing I am sure, these farmers
will never replace their tired current
Defenders with anything that is
as posh as the new one and costs
£45,000, however capable. Does
Land Rover appreciate this? Yes,
of course it does, but does it care?
No, not a bit. A pity, and I assume it
means that Mitsubishi, Toyota et al
will be the vehicle of choice in future.
Phill Greetham
Via email
Friendly fire
Although I’ve never owned a
Defender, nor any other JLR product,
I have a very good friend who
currently has a Series 1, a 110, one of
the last 90s off the production line
and a Discovery 4. He’s also had at
least two Range Rover Sports that I
can recall and he has a Jaguar XKR.
From this, I think it safe to say that
he’s been a loyal supporter of the
brand over many years.
When I asked his opinion of the
new Defender, his response was
succinct and to the point: “No
chuffing manual. I don’t believe it.”
I suspect he won’t be putting
down a deposit. Your assertion that
“it will give Discovery 4 owners
somewhere to go” clearly won’t
apply in this particular case.
Kevin Moran
Via email
(Not) Hobson’s choice
So Sir Jim Ratcliffe has decided to
produce his ‘spiritual successor’ to
the Defender in Portugal, forfeiting
one of the marketing advantages
it would have had over JLR’s new
Slovakian-built namesake.
The facility at Bridgend will be a
‘screwdriver’ operation, inserting
drivetrains and interiors to otherwise
Steve’s patience with Audi is exhausted
62 AUTOCAR.CO.UK 2 OCTOBER 2019
WRITE TO
autocar@haymarket.com
LETTER OF THE WEEK
Citroën Pluriel: a ‘missed opportunity’
for the reasons given in your report
(First drives, 18 September). It’s
amazing how far it has come in such
a short time, but one thing McLaren
struggled with is getting the front-
end styling right. The GT delivers.
David Dunbar
Via email
Missed opportunity
Max Adams’ choice of the Citroën C3
Pluriel in Clash of the Classifieds
WIN (18 September) reminded me it was
Stunned by new Defender Letter of the week
wins this ValetPRO
exterior protection
probably the last example of the
quirky and innovative models that
Hugely enjoyed your thoughtful introduction to Citroën keep promising, but which
and maintenance kit
the new Defender (11 September). As an 82-year- have yet to really happen.
worth £48
old petrolhead surviving largely on memories, A hatchback with a roll-back roof
I’ll agree with your gist that Gerry McGovern and a pillarless format normally the
and his team have thought all the obstacles and preserve of Mercedes coupés, this
possibilities right through and have done a could have been a winner, but Citroën
stunning job, precisely judged for huge sales in apparently didn’t bother to design the
world markets. The new design is ultra-modern, seals properly. Making the side rails
wonderfully detailed, unique in appearance and removable turned a good idea into a
character, and so much more appropriate to its daft one, reducing the integrity of the
calling for fun, hard work and adventure than bodywork and providing routes for
any of its rivals. Who wants a streamlined potato more water to gush in. If it had been
in the jungle or the outback? designed properly with fixed rails, it
If traditionalists are confused, they need not be; would have been unique and possibly
they must keep their wonderful old vehicles and not grumble too much even successful. Citroën should have
if others new to the Defender name prefer the best SUV available and are another go, properly executed this
happy to pay for the unique experience. time, but the Pluriel will remain one
David Stevens of motoring’s missed opportunities.
Via email Michael J Bacon
Via email
fully assembled and painted bodies. appeared in bumpers concealing Motor shows need
Logistically, it makes no sense to small pipes. Many cars now have the support of all car
freight nearly completed vehicles to design flourishes which could be makers, says Richard
Wales to do this and will simply add assumed to be exhausts but are not.
to the price of the finished product. However, Audi has taken this
While one might have been able to fakery to a whole new level. The new
convince the average buyer of an MG S6 has quad exhaust pipes sticking
3 that their car was made in the UK out the back. Fitting, you might
because it had its engine installed think, for a fire-breathing petrol V8.
at Longbridge, at the Grenadier’s But no, all four pipes are fake, as is
price point Ineos will find it far more the engine noise coming through
difficult to make its case. the car speakers. The reality is
Giles Hobson  that hidden under the car is a twin
Via email exhaust connected to the car’s diesel
engine. Shame on you, Audi.
Audi full of hot air Steve Butterworth
It seemed to start with some Via email
manufacturers putting twin exhaust
pipes on performance wannabes The GT delivers
when in fact only one pipe was I think the McLaren GT represents
real. Then large apparent exhausts a landmark for the company, but not
 LETTERS
No-shows in Frankfurt
I wish Autocar had informed its

NEXT WEEK’S ISSUE

G R E AT R E A S O N S T O B U Y
readers which vehicle manufacturers
were not exhibiting at the recent
Frankfurt motor show.
The following companies failed
to support the show: Alfa, Citroën,
Dacia, Fiat, Ferrari, Kia, Lexus,
Mazda, MG, Mitsubishi, Nissan, ON SALE 9 OCTOBER
Peugeot, Renault, Ssangyong,
Subaru, Suzuki, Tesla, Toyota and
Volvo. Can you wonder why motor S P E C I A L F E AT U R E
shows will be a thing of the past
when vehicle manufacturers
choose not to support them?
I visit most shows, but I think it
will be ‘Auf Wiedersehen, Frankfurt’
and ‘Au Revoir, Paris’. But Geneva
will continue as it is still the best
show in Europe.
NEC Birmingham has long gone,
but it too suffered the same problems
with manufacturers failing to
support it. Thankfully I remember
Earls Court. The show manager
Gerry Kunz OBE put on a terrific
show and was well supported by
all manufacturers.
Richard Grant
Leighton Buzzard, Bedfordshire

Russian doll syndrome

In this world of constant cost-cutting,
it appear that Audi has taken extreme
measures in its design department.
McLaren F1 vs P1 vs Senna
I could always understand that, for Nearly one million of you have watched our YouTube film on McLaren’s
premium brands, having styling cues
from their larger, more expensive hypercar trio. Now Andrew Frankel tells you why they’re so special
models filter down the ranks made
sense in more ways than one. I N V E S T I G AT I O N BEHIND THE SCENES
However, from someone who,
for most cars, can spot make, model
and trim from more than a hundred
yards, I am now of the opinion that
Audi has employed a Xerox machine
to replace the entire design team
– except for the person styling the
A8, which always appears to set the
language for the rest of the line-up.
The A8, A6 and A4 are now almost
indistinguishable from each other
inside and out. While Mercedes is
almost as bad, BMW seems to have
found the right balance between a
cohesive design language across its
saloons yet not allowing the 3, 5 and
7 to suffer Russian doll syndrome.
Will autonomous cars happen? Inside Gaydon
Damon Zeid No, says a leading expert. Read Meet the man running JLR’s
London
why the industry is dialling back vast new engineering centre
EVERY WEEK

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CONTENTS SUBJECT TO CHANGE

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Fourth generation of the purist’s It was on sale for 13 years, creating The 8 Series is a good base for a
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2 OCTOBER 2019 AUTOCAR.CO.UK 63

AUDI E-TRON
TOYOTA COROLLA
Is this excitement we’re feeling? About the world’s best-selling car? Yes, it really is
FIRST REPORT
WHY WE ’ R E RU N N I N G IT
To find out if the reborn, revamped
Corolla can cut it with the best in the
hugely competitive family car class
have a confession to
make. I have just been
I given the keys to a new
Toyota Corolla and I am…
excited. Genuinely. Is that normal?
That doesn’t feel like it’s normal.
Excitement has rarely been an
emotion you’d relate to a Corolla,
despite – or perhaps because – it’s
the world’s best-selling car. The
Corolla has always been seen as safe,
dependable, a little bit average.
It’s arguably an unfair tag:
previous versions of the Corolla have
featured numerous innovations
64 AUTOCAR.CO.UK 2 OCTOBER 2019
O U R CA RS F E AT U R E D T H I S W E E K
CITROEN BERLINGO DS 7 CROSSBACK
and some impressive performance
versions – including huge motorsport
success in touring cars and the World
Rally Championship. It’s a car with
a proud automotive history: earlier
this year, I made the case for it to be
named our automotive ‘icon of icons’
at the Autocar Awards.
It didn’t win our public vote,
predictably. And that’s because,
despite those notable highs, the
standard road-going versions didn’t
exactly set pulses racing. The Corolla
has always just been sort of… there.
As a result, when the Corolla
disappeared from the UK in 2006
– replaced by the Auris hatchback
– it didn’t attract the attention
you’d expect from the loss of such
a long-running nameplate. People
shrugged, and moved on.
And now it’s back. But people
HONDA CR-V RENAULT MEGANE RS
aren’t shrugging nonchalantly
any more. Because the new Corolla
looks really very nice. It’s stylish
and dramatic, and underpinned
with on-trend tech and plenty of
nice flourishes. It’s actually quite
interesting. It really is, I think,
a little bit exciting.
But is that excitement genuine and
merited, or is it merely the result of
the intrigue of Toyota attaching a
previously moribund nameplate to a
moderately dramatic family hatch?
That’s what I’m aiming to find out in
the coming months.
Certainly, first impressions are
good: the Corolla’s styling reflects
Toyota’s recent trends, with a mix of
sharp edges and rounded elements.
It’s slightly less dramatic in execution
than the Prius or C-HR, but the
result is probably a better balance:
TOYOTA COROLLA
it would stand out in a line-up of
family hatches, but it’s not so extreme
that it’s going to scare anyone off.
Still, it undeniably has presence and
character – not something you could
say about some previous versions
of the Corolla.
That this Corolla – representing
the 12th generation of the model – is
different from its titular predecessor
is of little surprise. The world has
changed since 2006 (the iPhone
didn’t exist back then, for one
thing…). But it’s also a substantial
step forward from the Auris it
directly succeeds in the UK (this car
was first unveiled as the new Auris
before a late name change).
It’s built on Toyota’s new TNGA
platform, and is being offered in the
UK with a choice of two versions of
the firm’s long-established hybrid

It feels like a car that has something
different to offer in a crowded market
powertrain (or self-charging hybrid,
as Toyota’s marketing department
would have it – a controversial turn
of phrase we’ll discuss further in a
future report). Having sampled the
SECOND OPINION
My wife crinkled her nose
when I told her what I’d just
brought home (we used to
own an Auris). Keep an open mind, I
said. Sure enough, once she set eyes
on the Corolla, she made the sort
of approving noises I’d expected.
First impressions were of a sharp,
attractive hatchback that has plenty
of room for the kids and is very easy
to live with. There might even be a
hint of character in there. Let’s see
if the dep ed can find it. DS
Our Corolla comes in
top-spec Excel mode
with all the trimmings
`
a
2.0-litre petrol is augmented by Toyota’s so-called self-charging hybrid system
of driver assistance systems.
The only real option available
to us was the paint colour: we
plumped for Sterling Silver,
a £795 extra over the base
white. That raised the price
First impressions of our car to £29,870, which
inside are of an puts it close to the 1.5-litre
‘ordinary’ interior Ford Focus ST-Line I ran
prior to this – and which,
as our favourite family
1.8-litre unit several times in hatch, represents the benchmark
the past – it’s taken from the Prius, the Corolla must beat.
and also featured in a C-HR we had The stylish design doesn’t carry
on our fleet last year – we’ve opted over quite so well to the interior. It’s a
for the new system featuring a bit more ordinary, and controls such
2.0-litre petrol engine, with an as the touchscreen – complete with
output of 178bhp. welcome but slightly infirm physical
It’s the powertrain our road buttons around the edges to select
testers have favoured, and from key features – feel a little on the
initial impressions I can see why: it’s budget side. It’s not an unpleasant
quiet and impressively refined, with place to be, by any means, but it’s not
near-seamless switching between as pleasant as the Focus – which, in
electric and combustion power. Plus, turn, isn’t on a par with offerings
from our early runs, we’ve been from the likes of Volkswagen and
getting pleasingly close to the official Mercedes-Benz.
54.3mpg WLTP-rated fuel economy. From early impressions, the
As well as that powertrain, we’ve Corolla also isn’t as sharp in terms
opted for the top-spec Excel trim, of handling as the Focus, a feeling
which comes with plenty of kit as emphasised by the very light
standard, including a reversing steering. But it makes up for that in
camera and sensors, LED lights, park refinement: it feels remarkably easy
assist and Toyota’s Safety Sense suite to drive for long motorway runs, with
OUR CARS
a sense of quiet contentment helped
by the hushed, efficient powertrain
and single CVT gear. The hybrid
system can run purely on the battery
and, were it not for the little ‘EV’
symbol on the display, at times it’s
hard to notice whether the engine has
kicked in or not.
It feels like a car that has
something different to offer in the
crowded family hatch market, and
I’m looking forward – and yes,
excited – to find out how that is
reflected in the coming months.
That the new Corolla can create
such emotions is already one big tick
for it. It’s no longer a car that’s just
there – and it might just be an ideal
family car for right now.
JAMES ATTWOOD
TEST DATA
T OYO TA C O R O L L A E XC E L
2.0 HYBRID
Price new £29,075 Price as tested £29,870
Options Sterling Silver paint £795
Economy 54.3mpg Faults None
Expenses None
OWN ONE? SHARE YOUR EXPERIENCE
james.attwood@haymarket.com
2 OCTOBER 2019 AUTOCAR.CO.UK 65
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HONDA CR-V HYBRID
Turns out intrusive driver assistance systems might not be a bad thing, after all
MILEAGE 6661
WHY WE ’ R E RU N N I N G IT
Is the world’s best-selling SUV still
as comfy, refined, spacious and
dynamically competent in hybrid form?
very sinew of his back
E rippled in the morning
sun. Sweat poured from
his helmet as he got out
of the saddle approaching the short
rise. Three stags turned their heads
in choreographed unison, following
the cyclist each with a watchful eye.
He was doing a good job, spinning
the pedals to carry about 18mph into
the hill as I followed near-silently
in the CR-V Hybrid behind.
At 8am every morning, Richmond
Park is like a marble run of cyclists
when you’ve petulantly tipped all
the marbles down at the same
time. This particular cyclist was
blissfully unaware that he wasn’t
just controlling his own speed but
also mine in the following Honda.
I had set the adaptive cruise control
(ACC) to 20mph as that’s the speed
limit in the park. The radar system
was detecting every acceleration
and deceleration of the Lycra-clad
LOVE IT
HARDY HYB RI D
The all-wheel-drive system put
up with all the weather this
summer could throw at it.
LOATHE IT
D O D GY D O O RS
Unlocking the passenger doors
takes multiple key presses, even
if the boot’s already open.
CR-V’s flappy paddles have helped
McCabe reappraise his driving style
commuter in front and smoothly
holding me at a suitably safe distance.
The ACC is a remarkable system
that I’ve become remarkably at ease
with. That’s to say that it’s not just
a handy tool for cruising on the
motorway but I find myself using it in
flowing traffic at a variety of speeds,
on A-roads and B-roads as well.
It took me a while to trust it at first,
for no reason other than my personal,
illogical wariness of technology. But
now, with my right foot demonstrably
covering the brake, I have confidence
in it to the extent that, in a safe
scenario, I’ll follow a cyclist
just using the car’s systems to
regulate my speed.
Coupled with the CR-V Hybrid’s
Lane Keep Assist System (LKAS), the
adaptive cruise can quickly reduce
a lot of the fatigue of driving. In fact,
I’d go further than that. When in
EV mode, with only the soundtrack
of a digitally generated noise for
pedestrians, and both ACC and LKAS
activated, the interior of this hybrid
SUV is so relaxing it could host one
of your hygge, millennial, meditative
hot-yoga classes.
And it’s a similar story on the
motorway, even with the Atkinson-
cycle combustion engine ignited.
Recently, we journeyed to South
Wales to film an Ariel Nomad take on
a Triumph Scrambler on a mini forest
rally stage for Autocar’s YouTube
channel. The vast majority of that
schlep from Autocar’s HQ in outer
London is spent sitting on the M4.
After several hours with adaptive
cruise and lane keep assist firmly set
to on, I was notably less tired than on
other occasions when we’ve filmed
on roads around the same area.
In this way, the technology packed
into our Honda is gradually changing
my driving habits. Besides ACC and
LKAS, another system weaselling
its way into my everyday style is
this hybrid derivative’s regenerative
braking. On the back of the steering
wheel, there are two flappy paddles.
Rather than shifting up and down
OUR CARS
gears (as the Honda has a rather
complicated eCVT ’box), the paddles
control the amount of regenerative
braking induced by the hybrid
powertrain. Pull the left paddle up
to three times, and it increases the
retardation force, while the right one
eases this same effect off.
As the cyclist slowed on the uphill
rise, I took a clear opportunity to
pass and I soon approached one
of the meze of mini-roundabouts
dished up around Richmond Park.
At this point, rather than braking
with my right boot, I used my right
thumb to deactivate the adaptive
cruise control and then pulled the
left paddle to slow the car down more
aggressively. I could see it was clear,
so I reactivated ACC and pulled the
right paddle to reduce the braking
force. The CR-V accelerated back to
20mph and settled into a comfortable
cruise once more.
Passing through the gates at the
top of the hill and into Richmond,
I realised I’d driven through the
entire park without using my feet at
all. The CR-V Hybrid is undoubtedly
changing me: not just in driving style
but also in my natural distrust of
such systems. I’m impressed.
MITCH McCABE
TEST DATA
H O N DA CR -V 2 .0 i - M M D
HYB R I D S R AWD e CV T
Price new £34,470 Price as tested £35,320
Faults None Expenses None
Economy 44.1mpg Last seen 25.9.19
OWN ONE? SHARE YOUR EXPERIENCE
mitch.mccabe@haymarket.com
2 OCTOBER 2019 AUTOCAR.CO.UK 67
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AUDI E-TRON
Absence makes the heart grow fonder – and patience wear thin
MILEAGE 4350
WHY WE ’ R E RU N N I N G IT
To see whether Audi has raised the
bar for electric vehicles with its
advanced Jaguar I-Pace rival
he adaptive cruise
control (ACC) on our
T E-tron – a feature I value
for its ability to adjust
the car’s speed automatically in all
sorts of situations, from congested
motorways and average speed zones
to slip roads and roundabouts – has
been permanently out of action for
quite a few weeks now. Keen to get
it working again, I booked the car in
for a check-up at the Audi dealership
in Walton-on-Thames, Surrey. I had
to wait for around three weeks for a
slot, but the car was picked up from
my home address on the allotted
morning and was meant to be
returned later the same day. However,
that didn’t quite go according to plan.
You see, it turned out that the
E-tron needed a new ACC control
module, but the component was on
back order, which meant a potential
delay of several weeks before the
LOVE IT
S E ATI N G POS ITI O N
The seats are elevated to the ideal
height for sliding in and out with
ease, but not so high that you feel
like you need the assistance of
a stepladder.
LOATHE IT
WE I G HT
Even in comparison with other
luxury SUVs such as the Volvo
XC90, the E-tron feels heavy
on the move. And it is, weighing
in at more than 2.5 tonnes.
The fault warnings have gone… for now
fault could be fixed. While they had
the car, Walton Audi carried out some
other scheduled software updates
and returned it, as planned, while we
decided what to do about the ACC.
However, an alarming number of
fault warnings – everything from
a loose wheel to problems with
the suspension, four-wheel-drive
system and stability control – started
pinging up on the instrument panel
when I went to move the car, so I
immediately called the dealer and
they took the car back that same
evening. The warnings kept coming
back intermittently and apparently
couldn’t be erased permanently
with the faulty ACC control
module still in place.
In the end, Audi UK came to the
rescue with a new module, and I got
the car back four days later with all of
the issues sorted – under warranty, as
you’d expect. I couldn’t fault Walton
Audi’s efforts – they were excellent
to deal with, providing me with
regular updates by phone and email
about the status of ‘my’ E-tron and
giving me a car to drive while mine
was with them – but the episode
did serve to highlight the potential
dramas involved in maintaining
such a complex car. Hopefully it’s just
teething problems on our very
early example of the E-tron.
Those four days of E-tron
deprivation made me realise
just how much I prefer driving
EVs these days – especially one
as comfortable and refined as
the big Audi. While I’ll never
turn down a chance to drive
something particularly exciting,
such as a Porsche 911 GT3, most
conventionally powered cars feel
like dinosaurs in comparison
with the E-tron.
Although the E-tron is one of the
quietest cars we’ve ever tested at
30mph and 70mph, it isn’t silent, of
course. Even with our car’s acoustic
side glass fitted, you’ll still hear some
wind and road noise at high speeds,
and I’ve noticed that its electric
motors make more of a whine under
acceleration and deceleration than
those of many of the other EVs I’ve
driven; by all accounts, the new
Mercedes-Benz EQC is even quieter.
Nevertheless, you have to look to
the likes of the far more expensive
Rolls-Royce Phantom to find a
conventionally powered car that
generates less noise on the move than
the E-tron. Between its refinement
and its exemplary ride comfort, the
E-tron is right up there with the very
best in terms of luxury.
ALLAN MUIR
TEST DATA
AU D I E-TRO N 55 Q UAT TRO
Price £68,020 Price as tested £74,725
Faults Emergency call function, adaptive
cruise control Expenses None Test range
220 miles Last seen 11.9.19
OWN ONE? SHARE YOUR EXPERIENCE
allan.muir@haymarket.com
OUR CARS
Citroën Berlingo
MILEAGE 11,281 LAST SEEN 11.9.19
I’ve discovered another benefit
to the Berlingo’s physical climate
controls. Not only are they easier
to find by touch than a touchscreen
when you’re concentrating on the
road ahead, but fussy passengers
can change the temperature without
also obscuring your navigation
directions. In the C3 Aircross I
drove last year, you had to leave the
sat-nav just to add a few degrees. LL
Renault Mégane RS 280
MILEAGE 1896 LAST SEEN 28.8.19
As the miles have mounted, I’ve
settled on a driving mode I like and
have found a way to neuter, or at
least mitigate, some – if not all – of
our Mégane RS 280’s little quirks
and irritants. So far I’d say the VW
Golf GTI has little to fear in the daily
driver stakes – but the Mégane is still
proving easier to live with than many
would imagine. More next time. MS
DS 7 Crossback
MILEAGE 6120 LAST SEEN 18.9.19
I recently had a chance to get the
DS 7 alongside its DS 3 Crossback
sibling. Although ‘my’ SUV seems the
better resolved product, I wish it had
some of the smaller car’s distinctive
design touches. Separately, turns
out the DS 7 does have a variable
boot floor, meaning I could’ve had
a better night’s sleep in it after the
Reading Festival (11 September). LA
2 OCTOBER 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
You can find a 1.4
diesel VW Lupo for
£600 if you search

DIESEL DO NICELY
Diesels from the mid-noughties are simple, cheap and useful
am always relieved to
discover that it isn’t just
I me who reckons motor
cars, for some of us
anyway, are a bit too complicated for
their own good. If your requirements
are fairly modest and you want to
spend money on a mortgage or food,
then constantly upgrading to the
latest model is not the best policy.
Steve is like me and wasn’t at all sure
what he should do with his lovely
2003 Audi A4 in Ming Blue with
160,000 miles when he had the offer
very groovy on-trend boxy style that
doesn’t cost £26,000 like one of those
new-fangled Honda Es, what about
a Lupo? These teeny Volkswagens
came with a 1.4 engine and Pump
Diesel technology. A 2002 one in tidy
condition and with the Sport moniker
starts at £595. More ambitious sellers
try and get a more substantial £1500.
It is tiny, though. Fun, but tiny.
I’d be inclined to go for a VW
` of sense and I found a 65,000-mile
Passat, but then again, what could be
more exciting than an Alfa Romeo
badge? So why not go for a pretty
156 JTD? The Sportwagon is not the
biggest estate car in the world, so just
regard it as a largish hatch. I came
across a 2002 example with a solid
160,000 miles and lots of recent work,
such as clutch and cambelt, for £1200.
Then again, a Peugeot 406 is
another wonderful blast from the
past. A 2.0 HDi estate makes all sorts
2002 example. It was on offer for

W H A T WS TE
of a friend’s 2008 Jaguar X-Type
Tourer with 50,000 miles, a full
Those diesels didn’t £1800. That was with a dealer.
Provided you don’t want to go
ALMO T
B O U G HE E K
service history and new clutch.
Both car are diesels.
deserve to die or be inside Ultra Low Emission Zones,
there are still excellent reasons for
THIS W The issue was that Steve’s A4 has
sickly air-con and fixing it is way drowned in AdBlue looking back into the early 2000s
for one of those rather excellent
more than the car is worth. But that
is not necessarily the point. If a car
a old-school diesels. Steve did.

is doing a job, then it’s often worth Alfa 156 JTD wagon:
sticking with it. There is 160,000 on tidy 160,000-miler
the clock of Steve’s A4, though, so from 2002 is £1200
maybe some bits are wearing out.
D O D G E R AM 3500 5.7 More to the point, the X-Type he has
Memories of a second- been offered is in superb condition.
generation Ram 8.0 V10 So I told him he’s better off spending
sampled in 1998 are still vivid, a bit more and going for the Jag.
but until one falls into our hands Anyway, let’s stick with this, as
again, this more modest third- that era of diesels did not deserve
gen 5.7 double-cab of 2004 to die and, more lately, be drowned
will do. It has done only 59,000 in AdBlue. Steve, like many others,
miles and the seller, a Dodge needs a car that can cope with lots
specialist, says it’s rust-free of short city work and doesn’t have a
with an immaculate interior. silly diesel particulate filter (DPF).
He wants £8000 for it. If you wanted a town runabout
with 50mpg-plus potential and a
 TA L E S F R O M R U P P E R T ’ S GA R AG E
READERS’ QUESTIONS

My 2007-reg Focus
QUESTION ST has lost power. It’s
making no unusual
mechanical noises, but I’m
sure I can hear it whistling. I’m
worried it’ll cost a bomb to fix.
James Davies, Exeter

MILE AGE 104,258 Don’t despair. It sounds like the oil

diaphragm has failed, a common

PORSCHE CAYENNE ANSWER problem on early, second-

generation STs. You can check
by removing the dipstick. If the
whistling stops, it’s the diaphragm. The good
We got a letter in the post from Porsche. I believe it is recall news is that you can fix it yourself since it’s fairly
number R/2019/204 and there are 11,745 vehicles affected by accessible. (You can see it below the top of the
engine on the left-hand side. It’s covered by a
it. This recall was issued on 29 July 2019. Basically, it is all about round plastic cap.) Detach and move aside the
airbox and trunking to access it. Pop off the cap
the automatic gearbox because the selector lever cable plastic and remove the diaphragm. A new one is £20. JE
sleeve may break. The remedy is to replace it.
All we have to do is book it in with our local dealer, who isn’t
very local at all. So we are trying free up some time to do this.
It takes around an hour and I am not sure if there is much to do
there apart from test drive a Taycan.

READER’S RIDE
Are RDE2 diesels on
QUESTION sale now or must
buyers still pay more
road tax and company car
tax while car makers recover
from the dash to WLTP?
Steve Lynch, Burgess Hill

Although this new, tougher version

Audi A4
Well, this is nice. Here’s Steve’s lovely A4 (see main
story) and he doesn’t like the direction modern diesel
engines have been going in: “The world has gone
backwards and produced an engine with little or no
low-end torque and lots of DPF problems.
“That’s why I bought a 2003 A4 PD TDI 1.9. The PD
engine has solenoid-operated injectors running in oil.
Even the cables run in oil. I also like the north-south
layout of engine/transmission, which allows equal-
length driveshafts and superb weight distribution.”
of the Real Driving Emissions test,
ANSWER which will run alongside WLTP,
doesn’t come into force until next
January, some car makers have
already released diesel cars that comply with
it. They include the Mercedes A-Class, B-Class
and GLE, the Jaguar XE and XF, the Range Rover
Evoque, the new BMW 1 Series and the facelifted
Vauxhall Astra. These cars avoid being placed
in the next road tax band in their first year and
company drivers escape the 4% benefit in kind
diesel surcharge. JE

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

VAUXHALL ASTRA
It looks just like the recently revised model but, says John Evans, it’s better value
rices start at £5000 for but if you fancy more luxury, there’s
a high-mileage 2016- Elite (leather-covered and powered
P reg 1.6 CDTi, so a used
Vauxhall Astra is a
sports seats, automatic lights and
wipers, and lashings of chrome).
tempting proposition. It won’t look The model was launched in 2015
or feel as classy as a Volkswagen and has just been facelifted. Actually,
Golf but then you’ll pay £2500 more that’s underselling the changes
for the pleasure of owning that since the latest Astra now features
particular people’s car. The Ford new Euro 6d- and RDE2-compliant
Focus is closer in appearance and feel engines plus improved suspension.
to the Astra but even that will set you What hasn’t changed is the model’s
back around £1000 more. styling, which must say something
Of course, as the old saying about the rightness of the original,
goes, you get what you pay for, and if not Vauxhall’s bank balance.
in the Astra’s case, what you get But more tax efficient and better to
is a reputation for unreliability. drive though it is, why spend £18,885
According to the latest survey by on the cheapest facelifted Astra, the
our sibling magazine, What Car?, 1.2 110 SE, when for £15,000 you
the Astra diesel is the least reliable could have a pre-facelift model in a
family car you can buy. high spec and with a strong
The petrol version engine? Something like a
fares better, but better 2019/19-reg Astra 1.4T
still are the Focus
and the Golf.
TOP SPEC PICK
U LTI MATE
150 Griffin. Spec-
wise, this run-out
Not a good start For once, a trim name that’s special sits between
for Vauxhall’s close to the truth. Heated and Tech Line Nav and
family hatchback, powered leather seats, climate SRi and new, it cost
then, except there’s control, LED matrix headlights, around £19,950.
so much to like 18in alloys and multiple Features include
about it that it seems driver assist features — dual-zone climate
a shame to condemn they’re all here. control, 18in alloy
it on the strength of a wheels and a sat-nav.
survey. For one thing, it The 148bhp 1.4-litre petrol
was developed on UK roads, engine is a good performer and
earning it a big tick on any thinking economical as well.
driver’s score card. It’s light, and For even better economy, target the
light on its feet. It’s also roomy and 1.6 CDTi diesel in 109bhp and 134bhp Diesel Astras are
practical and its engines – a range forms or, one of our favourites, economical but can
of petrol and diesel units – are, by the 104bhp 1.0T petrol. It’s among suffer unreliability
and large, economical, refined and the best three-pots out there – all
fun to punt. snarly and punchy but, thanks to
The range of trims is a little its balancer shafts, smooth, too. For
baffling but, regardless, even basic more power, try the 124bhp 1.4T.
Design is well equipped (7.0in You’re still thinking about the
colour touchscreen with Vauxhall’s Astra diesel’s poor reliability, right?
IntelliLink phone connectivity, a Then go for that more reliable but
digital radio, air-con and 16in alloy still economical 104bhp 1.0T petrol
wheels). Our pick is SRi, the next up, and think what fun you’ll have.

ECONOMICAL PETROLS BEST LEASE DEALS

SUZU KI CE LE R I O 1.0 SZ2
£929 deposit, £155 per month, 48 months,
8000 miles per year
The featherweight Celerio has real-world economy
of around 57mpg. It’s also good to drive, with a
surprising turn of speed when the road opens up,
although it’s more at home in town.
VO LKSWAG E N U P 1.0 M OVE U P
£878 deposit, £146 per month, 48 months,
8000 miles per year
The Up can wring more than 53 miles from a gallon of
the hard stuff. That’s a real-world figure, too. Granted,
the Celerio betters it by a remarkable 4mpg but the Up
looks and feels classier and its image is stronger.
SUZU KI BALE N O 1.0 BOOSTE RJ E T SZ-T
£1317 deposit, £220 per month, 48 months,
8000 miles per year
Suzuki does it again, this time with the larger, Fiesta-
sized Baleno, which can do up to 55mpg. It’s an unsung
hero you overlook at your cost since there’s more kit
here and a bigger boot than most rivals offer.

72 AUTOCAR.CO.UK 2 OCTOBER 2019

 USED CARS
NEED TO KNOW
The Astra’s 1.6 CDTi ‘Whisper’
diesel motor is quieter than the
engine it replaced but not as
whisper quiet as Vauxhall claims.
Still, it does have acoustic covers
to muffle noise and vibration, as
well as the lowest internal friction
in its class. These facts, at least,
should shock your dinner party
guests into silence.
Although smaller and lower than
the model it replaced, and with
a shorter wheelbase, the Astra
under the spotlight here is roomier.
For example, rear-seat passengers
enjoy 35mm of extra leg room.
Don’t buy a used Astra on the
strength of its remote OnStar
concierge service. The facility is
being terminated in December
2020, and since January 2019,
no new Astras have been fitted
with the system.

VA U X H A L L
ASTRA 1.0T
OUR PICK 1 0 5 S R I
This little three-
cylinder turbo petrol
strikes just the right balance
between fun and low running costs,
and SRi trim brings a good sat-nav
and a larger, 8.0in touchscreen.

VA U X H A L L
A S T R A 1 . 6T
WILD CARD 2 0 0 S R i
Understated looks
meet a fire breather
of an engine. The 1.6T can rattle
off 0-62mph in just 6.6sec.
Meanwhile, it handles and rides
This era of Astra with aplomb. A Q-car to savour.
is available as a
hatch and estate
ONES WE FOUND
2016 Astra 1.6 CDTi Tech Line,
113,000 miles, £4990
2017 Astra 1.0T 105 Design,
14,000 miles, £7650
2018 Astra 1.4T 150 SRi,
4000 miles, £12,995
2019 Astra 1.4T 150 Elite Nav,
Entry Design trim is well equipped but SRi is our pick 11,000 miles, £13,850

For more lease deals, visit whatcar.com

S E AT I B IZ A 1.0 S E TECH N O LOGY KIA PI CANTO 1.0 1 5D R S E AT LEO N 1.0 TS I S E

£884 deposit, £147 per month, 48 months,
8000 miles per year
Seat’s sharp-looking supermini ekes 54 miles out of a
gallon of unleaded. Impressive stuff, but this car also
knows how to play, thanks to a responsive engine that
pulls impressively from low revs and an unruffled ride.
£700 deposit, £117 per month, 48 months,
8000 miles per year
Not the all-rounder that the Ibiza can claim to be but
still a well-packaged city runabout and, with 53mpg on
the cards, frugal with it. It’s a keeper, too, with a seven-
year warranty that rivals can only dream about.
£1082 deposit, £180 per month, 48 months,
8000 miles per year
Like Suzuki, Seat does the double with this, the Golf-
sized Leon. It’s a remarkable feat, with the roomy
five-door posting a real-world 53mpg. On top of that,
it’s a tidy handler and most models are well equipped.

2 OCTOBER 2019 AUTOCAR.CO.UK 73


Fiat X1/9 Gran Finale £4990
recall the day in 1989
when, as a young
I Fiat salesman, I was
commanded to push the
new Croma and Tipo to the corners of
the showroom in order to make space
for the unregistered X1/9 Gran Finale
that had arrived. It was exquisite but
attracted no interest and one day
disappeared, no questions asked.
Today, Fiat’s two-seat, mid-
engined, rear-drive sports car, on
WILLYS
JEEP
ANTIDOTE
KOOK Y
HOT
HATCH
74 AUTOCAR.CO.UK 2 OCTOBER 2019
BUY THEM
BEFORE WE DO
sale from 1972 to 1989, is considered
a classic. It’s rare, though – rust-free
ones rarer still.
But happily, you don’t have to pay
fortunes to own a good one. One
such as the 1989 G-reg example with
52,000 miles that we found priced at
£4990. It’s a Gran Finale (in essence,
an SE with a dealer-fitted rear spoiler
and badge), finished in metallic red
and powered by the later 1.5-litre
engine introduced in 1978.
Land Rover Lightweight
Safari £8000
This was a military vehicle based on
the 88in Land Rover chassis and
designed to be carried by air into hot
spots (it’s why its flat body panels can
be removed). This example, which has
free-wheeling hubs and an overdrive,
uses a Ford Transit diesel engine.
Citroën C2 1.6 VTS
£1495
The VTS (2004-09) made up for the
disappointment we felt about its
VTR sibling with more power (125bhp
versus 110bhp), a close-ratio gearbox
and a quicker steering rack that can
surprise anyone unfamiliar with it.
This 2007 find has 85,000 miles.
The private seller says it has
a new battery, clutch, set of tyres,
gear linkage, water pump and timing
belt. He claims it has no rust but
admits it has been welded in the
past, undersealed and repainted.
Encouragingly, it has a new MOT
with no advisories.
On the strength of that thumbs
up, we’ll not worry too much about
the structural and safety aspects of
the car (they’re still worth checking,
HOOD-
DOWN
REVERIE
WILD CARD
CL ASSIC
FOR THE
BR ASSIC
though) and instead concentrate on
known rust spots including wings,
doors and wheel arches. The engine
bay is cramped and many repairs
can only be done with the engine out,
so we’ll check for oil leaks and odd
noises, too. Finally, we’ll be sure that
what few electrical features there are
all work. Concerning X1/9s, ‘Fix it
again Tuesday’ could easily run
into Thursday, too.
JOHN EVANS
Triumph Spitfire 1500
£3980
There are always a few Spitfires in
small ads but few as nice as this one
for the money – a 1978 1500 with
just 60,000 miles and, unbelievably,
full service history. It comes with a
new battery and alternator and the
heated seats from an MX-5.
TVR Griffith 500
£15,000
This Griffith has done just 33,000
miles and is unrestored and
unmolested. Check everything
from the chassis outriggers to the
condition of the windscreen base (it
can rot and let in water), and poke any
underseal with a screwdriver – hard.
 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

Gentlemen, find me a coupé for

£10,000 that’s a daily driver but
can also do track days.

BMW E34 M5 Nissan 350Z 3.5 GT £9995

Unfortunately for the E34 of 1988-95, it was the follow-
up to the original M5 – the much-loved E28 of 1984-88.
Perhaps that’s why prices are reasonably low, since it
can’t be the fault of the car, which is terrific. The first
ones were powered by a 3.5-litre straight six producing
311bhp, but in 1991 the model gained a 3.8 and 335bhp.
Then, in 1994, the five-speed Getrag manual ’box
became a six-speed. An example of this 335bhp
six-speed version passed though auction recently. The BMW M3 £9995
1994-registered car had 106,000 miles, refurbished MARK PEARSON John’s after a daily driver that can be used
suspension and new Pilot 4s. It fetched £14,840. for track-day fun too, and nothing answers the call like this
sexy black 2005 M3 I’ve found. It’s punching a 343bhp, super-
smooth inline six and will dismiss the 0-60mph sprint in 5.2sec.
Its handling is unbeatable and its mechanicals unburstable.
Comes with 19in CSL wheels too. What you got? A Datsun?

FUTURE
MAX ADAMS Wow! Such a low blow there. Look, I like an M3 as
much as the next petrolhead, but it’s getting to the point where

CLASSIC
you wouldn’t want to risk ruining one on a track. I’d much rather
have this highly tunable 2008 Nissan 350Z with its brawny V6
and near identical stock performance figures.
MP By near identical, you mean slower? I think most know the
Beemer is the superior handler here, and far nicer to sit in and
better balanced. Don’t get me wrong, I like your Cherry, but
it’s no M3.
MA Did you not see my bit about it being highly tunable?
MP What, spend more money? You’d have the most expensive
Sunny out there…
MA I C1 (geddit?) isn’t averse to highlighting some of Nissan’s
best-selling models. Speaking of which, there are loads of
350Zs out there, so parts will be far cheaper compared
with your M3.
MP All I know is I look forward to drifting round bend
after bend, singing joyfully, while you’re in Halfords
looking up your parts prices.
Honda Civic Type R GT Price £25,000 (2018/67, 14,000 miles) VERDICT
Predicting a Type R will be a future classic is hardly sticking your neck out, but this particular
version looks more certain than some given its huge performance and agility. Its extreme
looks are polarising but that’s half the appeal. There are two versions, GT and non-GT; The Nissan is value, but the
the former costing £2000 more. The extra cash brings an upgraded stereo and a sat-nav
(neither that impressive) but, more usefully, parking sensors and dual-zone climate control. M3 is the business.
It also has blindspot and cross traffic assist, both of which will help keep it clear of trouble. JOHN EVANS

2 OCTOBER 2019 AUTOCAR.CO.UK 75


M1
BMW’s first
mass-produced
mid-engined car, and
not to be confused
with the 1M.
BUY NOW WHILE STOCKS LAST
BMW’s 1 Series M Coupé is a hoot to drive. Just 450 were sold new and even fewer
are on our roads now, so prices are rising. John Evans tells you what to look out for
f you were one of the lucky
450 people who bagged
I a new BMW 1 Series M
Coupé in 2011 for its list
price of £39,990, then congratulations.
Depending on how well you’ve looked
after it and its mileage, it may not
have lost a penny in depreciation.
As this was written, of the 25 or so
1 Series M Coupés, or 1Ms as they’re
known, on a leading classified sales
site, 20 were priced at £39,990 or
more. In fact, three were nudging
£60,000. The tragedy is that all
the cars advertised for more than
£40,000 had done less than 40,000
miles and the most expensive
less than 10,000.
But their owners or sellers have
first to achieve these prices, and
considering how picky buyers can be
76 AUTOCAR.CO.UK 2 OCTOBER 2019
HOW TO BUY A
BMW 1 SERIES
M COUPE
at this level, that may not always be
possible. The heads of those shopping
for a 1M will also be filled with tales
of previously stolen 1Ms – OBD
programming thefts were a problem
with some early cars – as well as
scarily expensive repair bills.
However, they will also be filled
with tales of just how good the 1M
is to drive. It was launched in 2011,
and once all 450 cars were sold (two-
thirds were snapped up before the
first car hit the showrooms), that was
it. As a result, most wear 2011/11-reg
or 2011/61-reg plates although you do
see the occasional 2012/61 car, not that
it makes any difference to the value.
To distinguish it from lesser
1 Series Coupés, the 1M has a wider
track and enormous arches, home
to four specially designed 19in alloy
wheels. From certain angles, it
actually looks like a hot rod.
Power comes from a twin-
turbocharged 3.0-litre straight six
that produces 335bhp and drives
the rear wheels through a specially
developed, short-throw, six-speed
manual gearbox. Stab the M button
on the steering wheel and an
overboost function provides an extra
37lb ft of torque, taking the total
output to 369lb ft across a highly
accessible 1500rpm to 4500rpm.
Standard equipment included a
limited-slip differential, DSC stability
control whose intervention points
can be adjusted by the driver, those
19in Y-spoke alloy wheels, dual-zone
air conditioning and leather and
Alcantara trim with orange stitching.
Options included a Harman Kardon
sound system, sat-nav, adaptive
headlights and high beam assistant,
none of them crucial to a 1M’s value.
What does help pile on the pennies,
because it’s quite sought after, is
Valencia Orange paintwork, one of
only three exterior colours offered,
the others being Black Sapphire
and Alpine White. That said, some
of the most expensive 1Ms are in
these last two colours, proving that,
ultimately, mileage, condition and
provenance are the most important
determinants of price.
Even so, the model can throw a
curve ball, such as the immaculate
43,000-mile example with full
BMW service history and extended
warranty we found for £34,000. It
seems too good to be true. It’s got to
be worth a gander, surely?

H O W T O G E T O N E I N YO U R GA R AG E
The 1M encourages
this behaviour so
do check the tyres
An expert’s view
J A C K D AY, S U T H E R L A N D
M POWER CARS
“Because it’s rare, great to drive and
has that M badge, the 1M is always
going to be valuable and sought after.
Prices are rising fast. It’s a fickle
market, though. We sold one overnight
but another hung around for four
months. Collectors are moving in
now and paying strong prices for
the best cars. By ‘best’, I mean
immaculate, finished in orange and
unmodified. When buying a 1M, I always
check for signs of track day use and
sub-premium tyres that suggest
shallow pockets.”
Buyer beware
Q E N G I N E
Start it from cold and check for poor
running caused by failing injectors.
Rev the engine to around 2500rpm,
then throttle off and listen for the
turbo wastegate bearing chattering.
It’s around £2000 to fix. Related
warning signs are engine management
issues. However, these could also
relate to a failing fuel pump or worn
nitrogen oxide sensor. On the display
screen, check the service history
that’s stored on the key fob.
Q D R I V E T R A I N
On the test drive, feel for the propshaft
bearing vibrating (also felt as a
thumping sensation) and listen for
the limited-slip differential groaning
during low-speed turns.
Q G E A R B OX
Check for abused clutches and
synchros and note that a replacement
dual-mass flywheel costs over £1200.
Q S U S P E N S I O N , S T E E R I N G
AND TYRES
Make sure the rear springs aren’t
broken. Check the brake discs aren’t
heavily lipped. Suspect track day use
Check the iDrive if the brakes judder. Ensure all tyres
are the same, premium brand and not
works and inspect
carpets for damp wearing unevenly.
Q B O DY
` Any rust will be repair related. Check
Power comes from a twin-turbocharged the consistency of panel gaps and for
fresh paint and overspray. Lift the boot
3.0-litre straight six that produces 335bhp carpet and examine the floor for signs
of buckling or fresh paint.
a
USED CARS
Q I N T E R I O R
Inspect the driver’s seat bolster and
be sure the heating system works.
Check the iDrive control system
functions. Most failed units freeze
up and are expensive to replace. Feel
for damp carpets in the footwells and
boot, where blocked drain channels
can direct water to the interior,
jeopardising the electronics.
Also worth knowing
Dealers we spoke to were clear that
the 1200-mile running-in service is
key to preserving a 1M at peak value.
One even said they wouldn’t consider
buying a 1M that hadn’t had it.
How much to spend
£3 4 , 0 0 0 - £3 5 , 4 9 9
Cheapest 1Ms with up to 65,000 miles
but in good condition and with solid
histories. Most in black and white.
£3 5 , 5 0 0 - £37, 9 9 9
Mileages generally below 50,000.
£3 8 , 0 0 0 - £3 9, 9 9 9
Good number of 1Ms, including a BMW
approved used example in black with
only 30,000 miles for £39,000.
£40,000 - £4 4 ,999
Thanks to Richard Bigwood (mtekautomotive.co.uk), Dave Swinney and Jack Day (mpowercars.co.uk)
More Valencia Orange cars in this price
range, with mileages of about 20,000.
£ 4 5 , 0 0 0 - £6 0 , 0 0 0
Low-mileage, one-owner cars,
including a 5000-mile example “only
driven in the dry” for £55,000.
One we found
BMW 1 SERIES M COUPE,
2 0 1 1 , 4 0 K M I L E S , £3 9, 9 8 0
Around £4500 more than a similar
private-sale car but it’s approved
used so fully warranted and properly
prepared. Like the private-sale car, it’s
also finished in Valencia Orange.
2 OCTOBER 2019 AUTOCAR.CO.UK 77
 WANTED
SHORT
NUMBER
PLATES
FOR
SILVERSPEED
Dealers in quirky cars and great plates at realistic prices
REWARD I
2 CHARAC

Example lik
Urgent priv
NEED A
TER PLATE
FOR CASH
e M6 or 4A
ate sellers
We only sell plates we own. Good old fashion service. Been in the business 25 years.
CASH!!!! please call!
!!
Tel 07961 808069 • Email alspeed@live.co.uk
REN 1 1 AYK 101 AE 1 VDN 3 ake RAE3S
Premium Selection

POA £7,995 £5,995 £13,995 £7,995 £2,995

New Stock just in

5 XH 111 OV Mus55a FXN 1 150XE JAY4E IX0X 4XNE I6XE
£14,995 £5,995 (Looove) £14,995 £7,995 £4,995 £5,995 £9,995 £3,995 £3,995

3 aku 6 TY 1£7,995
YYG XAM 1S 4664H NAD74A 88U0X 3VJY
£5,995 (Baku) £16,995 £1,295 £3,995 £2,995 £1,695 £2,995
170C 1 HXA 50 EU 1 VTV XAM 1S
£9,995 £7,995 £4,495 (brexit plate) £13,995 £1,295

YOU63F 10 YV 92 VAN 444XAA UMA1A 8 VJY 8 KYU 500 OYS 333 OXU 50 xes 66 oXV 88 YHB
(Yousef) £5,995 £4,495 £3,695 £2,995 £2,495 £2,995 £2,695 £2,495 £1,995 £1,795 £1,695 £1,495 £1,295

VET 1D 8 OXV 934 EL 5 GKY 8 XEU 6 UYG GAD1X 44 OAY 200 OEX 88 HXE 22 VSY 33 gky
£1,695
£4,995 £3,995 £3,495 £2,995 £2,695 £2,695 £1,895 £1,795 £1,395 £1,295
£2,495
111 0YF
41 HU YOU 55 4 NJY TOP1K 7 HXY 80XON 111 UVY 60 XKY 66 NRY £1,695 600 VUY V1 JCE
£5,995 £3,995 £3,495 £2,995 £2,695 (Boxon) £2,695 (Luvie) £1,995 £1,895 (Henry) £1,695 10 YVA £1,395 £1,295
£1,695
807OX 44 xam 3 OJX YOU1G 747 oye OOX1E P7 EYA 80 XYX 37 DCY 30 VYP 88 LXK 77 UXY
(Botox) £4,995 £3,995 £3,495 £2,995 £2,695 £2,695 (Playa) £1,995 £1,895 £1,695 £1,595 £1,395 £1,295

Porsche 991 C2 ‘S’ Convertible Mercedes 230CE Automatic Mercedes C220 CDi Bluetech Mercedes SL55 AMG Kompressor
Auto 3.8S 2013/13 classic W124 CoupeW107 Exec 2013

Grey light grey leather, PCM sat nav, chronograph, BOSE, heated elec- 1 owner total Mercedes main dealer service history leather Massive spec panoramic glass electric roof, navigation command, Alloys, climate, 2006/56 last of the hand built car. Total spec pan roof, extended
tric seats, upgraded alloys. Only 26k miles full Porsche service history air con electric sunroof/windows stunning car only Bluetooth parking sensors, heated seats and much more only 26k miles 2 owner leather, keyless, Tv, sat nav, heated cool comfort seats only 37k miles
and manufacturers warranty till 2020. Asking value £57995 101 miles £5995 full Mb history Inc recent service less then 1000 miles ago stunning £11995 full MB Service history stunning collectible sought after car £24,995

Elite Registrations
L3I AAM £I200 F4 ARC £I500 A4 CED £I500 L2I MMA £850 2686 PH £I500 L23 RRY £II00
AB 6225 £4600 C9 ARN £I200 M28 CER £750 L2I MMO £950 6784 PJ £I600 M23 RRY £950
T8 ABB £I500 M25 ART £750 S80 CER £950 L8 MMS £850 N6 PJH £II00 L32I RRY £850
I83 ABK £950 H888 ART £850 M28 CEY £750 9I7 MNO £750 PM 3282 £3I00 G322 RRY £I600
GI9 ABY £850 LI0 ARY £750 N3 CHA £950 EI MPB £850 PMJ 576 £I200 RTY 768 £850
L29 ABY £750 DI4 ARY £750 M24 CJB £750 P8 MRB £950 N6 PMW £950 6I06 RU £750
CI8 ACE £850 M2I ARY £850 M23 CJW £750 OPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM 97I4 MT £I700 POW IIL £2900 M29 RUS £950
M2I ACE £950 M23 ARY £750 N7 CLK £850 44 MU £5300 9900 PP £2500 C43 RUS £850
M24 ACE £850
M24 ACY £950
L26 ACY £750
L2I ASE £750
L27 ASH £I200
L28 ASH £II00
W8 CLK £750
L28 CLO £750
725 CLX £850
Tel: 01380 818181 elitereg.co.uk H8 NAM £2500
NAS 2H £3700
NAS 6H £3500
L3I PPY £850
3733 PU £950
6546 PW £I800
RUT 9H £5I00
LI0 SAL £I300
N2I SAL £I200
M26 ACY £750 M2I ATH £750 N2I COL £I600 All registrations are offered on a first come, first served basis. All are subject to VAT and the £80 Dept. for Transport transfer fee. Prices may JO08 NAS £850 P2I RAJ £850 L24 SAL £II00
8783 AD £2I00 L23 ATS £750 N23 COL £I300 fluctuate. See website for full terms. We have been trading for over 40 years. THOUSANDS MORE AVAILABLE. Write: P.O.Box 100, Devizes, SN10 4TE L2I NAS £I500 M2I RAM £950 L26 SAM £I500
M29 ADE £750 N23 ATT £750 L2I COM £950 NAT 8N £3600 L23 RAM £850 SAM 45N £2900
L2I ADY £950 L3I AVY £950 M2I COM £I300 P700 DES £750 N3I ELE £950 GAR 795Y £850 P2I HOG £750 C77 JES £I200 KES 444A £II00 N24 LEN £I300 L3I LYS £950 L23 NAT £950 NI RAS £I200 D5I5 SAM £950
M24 ADY £750 M8 BAX £750 M24 COM £I200 I33 DFD £850 B6 ELL £2800 L2I GAV £950 C22 HOW £750 AI4 JKO £750 M23 KEV £I200 LEN 26 £3I00 L2I LYY £850 L29 NDY £850 VI4 RAY £II00 L2I SAN £I400
BI3 AJB £950 TI2 BBY £950 M32I COM £750 5956 DH £2600 ELL 6A £3900 F99 GAV £750 4444 HS £2700 R6 JMG £I400 KFB I9 £2I00 R55 LEN £750 MAC I3Y £3300 W88 NES £850 R27 RAY £I500 L28 SAN £I300
L24 AJB £850 N2I BBY £750 N3 COP £750 I02 DJ £3400 L25 ELL £750 AI GBB £I300 444 HT £3200 M26 JMS £750 6I KN £3800 LEN 353 £2500 M23 MAC £I600 A2 NET £3I00 RB 6542 £2900 R45 SAN £I200
T59 AJB £750 L28 BEC £850 L2I COS £750 L26 DJB £850 M2I ELS £750 L2I GEE £750 HUG 2H £4300 I02 JN £2900 693I KO £950 LEN 630 £2200 N23 MAC £I400 74 NET £2800 L24 RCH £850 L2I SAR £850
S33 AJG £750 L29 BEC £750 N3I COS £950 L27 DJB £750 ELT 66N £850 M23 GEE £750 374 HUL £850 JOD 8Y £5800 6588 KR £950 L26 LEO £750 V25 MAC £I200 DI NEV £I400 REE 5A £3500 X28 SAS £850
M27 AJH £750 BEK 2A £2I00 NI2I COS £750 405 DJD £I500 L24 EMA £950 E5 GEF £I300 89 HW £4400 JOD 30Y £2400 3547 KX £750 P5 LES £I600 R29 MAC £I500 B8 NEV £950 A25 REG £950 E9 SCO £950
L28 AJM £850 M4 BEK £I400 KI3 COX £750 L26 DJM £750 M24 EMA £850 A6 GEF £I400 3I3 HYN £850 JON 2A £5500 N2I KYM £750 N8 LES £I400 MAC 838V £850 I955 NJ £I700 K99 REG £850 P24 SCO £850
M32I AJM £750 BEK 4A £2600 6000 CT £3I00 JII DJS £750 M26 EMA £750 T9 GEF £I200 L23 JAB £750 JON 2D £4500 W5 LAH £850 AI6 LES £850 P2I MAD £750 M2I NNY £I500 M2I REN £850 L2I SEY £I200
M24 AJW £750 M23 BEL £750 739 CUE £750 I98 DK £3400 EMM 3Y £5500 HI0 GEF £II00 N23 JAC £I300 NI4 JON £I400 L28 LAH £750 N2I LES £I500 M27 MAD £850 L28 NNY £850 REW 945 £I300 L3I SEY £I300
J888 AKY £I500 N27 BEN £I500 I953 CW £2900 7629 DN £I600 L2I EON £I500 AII GEF £II00 L3I JAC £I400 N27 JON £I200 LAM IY £4200 L24 LES £I300 MI4 MAG £I400 M28 NNY £I200 REX IC £I400 M24 SHA £I200
L2I ALS £750 P27 BEN £I500 K5 DAF £750 PI2 DOC £750 II0 ER £4500 GEM 9A £3700 N900 JAC £850 JON 4IR £2700 LAM 6Y £3600 Y35 LES £I200 PI5 MAG £950 M3I NNY £I300 RFK 329 £850 N24 SHA £950
LI2I ALX £750 L3I BET £750 L32I DAN £I500 T7 DOL £850 926 ERC £850 M23 GEM £950 P3 JAG £I900 M28 JOR £750 L2I LAM £850 M32I LES £I400 VI2I MAG £750 L2I NOR £850 9000 RJ £2800 N28 SHA £850
L25 ALY £850 NI5 BEV £950 M3I DAS £750 M23 DOM £750 N4 ERN £850 GER 3Y £5500 L27 JAH £750 243 JOY £2I00 M2I LAM £750 M2I LET £850 H5 MAJ £850 999 OHY £850 RLA 26 £I900 N24 SHE £950
S90 ALY £950 R20 BEV £I200 L27 DAW £750 R30 DON £I400 MI2I ERS £750 R2I GER £850 JAK 2Y £4300 777 JP £8700 L26 LAM £750 M24 LET £750 J9 MAK £950 T2 OLY £I600 95 RN £5500 SHO 967 £I500
L3I AMC £750 600 BJ £3700 L3I DAW £950 DI DOT £2I00 J77 ERY £750 L28 GER £750 P27 JAK £II00 JW I59I £3300 N24 LAN £750 L7 LEX £I200 N2I MAL £II00 D9 OLY £I400 L26 RNA £850 L2I SJC £850
GI2 AMG £II00 BL 632 £3300 4830 DD £I700 KI6 DOT £850 ES 9767 £I900 M28 GGS £950 L3I JAM £850 J5 KAS £I600 LAR 2F £950 L28 LEX £750 N23 MAL £850 L2I ONA £950 L24 RNE £850 L3I SLE £II00
L2I AMG £I300 43 BO £4500 L2I DDS £950 L66 DOT £750 ESK 232 £850 M28 GGY £850 L33 JAM £950 M2I KAS £850 LAR 3Y £2500 I5I LL £3300 L24 MAL £I400 L2I ORD £I200 58 RO £5300 LI SOF £950
P28 AMG £950 5555 BO £2800 L28 DDS £850 686 DOT £I200 4988 ET £I500 GIL 57I4 £750 MI2I JAM £750 N2I KAS £750 M2I LAR £850 L2I LLA £950 L3I MAL £I700 599 OS £2500 N2I ROB £I500 L3I SON £I200
K2 AML £I500 P2I BOB £I300 L3I DDY £750 994 DOT £II00 EVA 2N £2500 GIL 7688 £850 JAN IIM £2400 KAT I7N £I800 M23 LAR £750 L2I LLL £850 M2I MAR £I400 OSM 957 £750 N23 ROB £I300 V77 SSA £850
L3I AML £750 T23 BOB £II00 PI9 DEB £I600 I054 DP £2I00 EVA 3N £2600 888 GJ £3500 CI9 JAN £I500 L27 KAT £850 R6 LAS £I300 L3I LLL £750 C24 MAR £I300 L2I OTT £950 N24 ROB £I400 204 STD £850
L2I AMM £I700 P77 BOB £I200 DEE 2A £2600 DS 9226 £I400 458 EVA £I800 2000 GJ £2500 N2I JAN £I400 L28 KAT £950 R26 LAW £950 L2I LLN £850 S54 MAR £I200 L2I OUD £850 L333 ROB £II00 M2I STU £I400
L2I AMR £850 H9 BON £850 A8 DEE £I900 DS 9896 £I500 AI6 EVE £I200 CII GJB £750 R2I JAN £I500 W8 KAY £I400 B30 LAW £I600 L2I LLO £850 L27 MAS £750 L2I OUS £950 ROD 5Y £2900 P2I STU £I300
L3I AMR £750 P2I BOX £750 L9 DEE £I700 N9 DSB £850 L2I EVE £II00 AI6 GRA £750 N24 JAN £I300 LI4 KAY £850 L3I LAW £I500 L3I LLO £750 L3I MAS £850 E8 PAM £I600 ROD IIR £I900 M24 STU £I200
L2I AMS £3I00 L3I BRA £750 DI0 DEE £I900 M2I DUG £750 N2I EVE £I200 J60 GRA £850 JAN 39W £I600 M2I KAY £I300 R200 LAW £750 CI6 LLS £750 P23 MAT £I400 M9 PAM £I700 K9 ROE £II00 Y444 STU £950
M23 AMS £750 LI0 BRY £950 L2I DEE £I500 DUG 77Y £950 R29 EVO £750 D6 GUY £I500 E7I JAN £I200 P2I KAY £II00 L23 LEA £750 630 LOO £I300 M24 MAT £I500 SI0 PAM £I200 N4 RON £I800 53 SU £4300
N24 AMY £I400 RI23 BRY £850 M2I DEE £I600 DUG 409 £I900 557 EW £3400 TI3 GUY £850 B92 JAN £950 M23 KAY £I200 A45 LEA £850 N2I LOR £750 L25 MAT £I300 SII PAM £I500 G6 RON £I900 555 SU £3300
L3I AMY £I500 C4 BUD £950 N2I DEE £I500 EA 9678 £I500 L26 EWS £750 GYL 8S £I900 WI8 JAS £II00 N3I KAY £850 P23 LEE £I700 N24 LOR £850 N27 MAT £II00 JI2 PAM £I200 TII RON £I700 A7 SUE £3500
LI2I AMY £I300 D6 BUG £I500 P2I DEE £I500 S5I5 EAN £II00 FAY 7X £I500 JO04 HAN £750 N27 JAS £I200 N2I KEL £850 N24 LEE £I600 L27 LOR £750 PI2I MAT £750 PAN 66I £I400 R2I RON £I500 EI4 SUE £I700
P27 ANA £850 A8 BUG £I800 M24 DEE £I400 EAR 5L £2600 8I8 FAY £I600 RI5 HAR £2I00 P23 JAY £I400 M40 KEL £750 L28 LEE £I300 L2I LOS £750 PI23 MAT £850 J5 PAS £950 E34 RON £II00 RI7 SUE £I800
M25 AND £750 K20 BUG £750 N24 DEE £950 4II EC £2800 555 FB £3600 L25 HAR £850 J77 JEF £750 KEN 4Y £3I00 L29 LEE £I200 M2I LOS £850 S29 MAX £I400 PAT 3T £2700 RON 47A £3500 N2I SUE £I600
CI5 ANG £I300 J2 BUL £950 P23 DEL £750 I988 EC £2I00 M23 FEE £750 L2I HAY £750 M27 JEM £850 KEN I7P £I400 L3I LEE £I400 M24 LOU £I600 P3I MAX £I300 PAT 3X £2600 J66 RON £I400 L27 SUE £I500
L26 ANG £950 M24 BUT £850 M29 DEL £850 EC 826I £I400 W9 MCF £850 CI8 PAT £I400 RON 327R £895 SUE 79W £2500
L3I ANG £I200
ANN 6A £5500
M28 BUT £750
I985 CA £I900
L3I DEL £850
DEN I4 £5I00
I22 ED £4500
EDE IN £3I00 SIMILAR REGISTRATIONS WANTED G23 MEG £I200
N23 MEG £II00
PAT 4IK £I800
D48 PAT £I200
E2 ROS £I700
ROS 3A £3I00
SUE 422R £I300
SUE 7I7W £I200
87 EG £3900 L28 MEG £950
PI5 ANN £I400
BI7 ANN £I600
R2I ANN £I700
B80 CAR £750
M2I CAS £950
L26 CAS £I400
L2I DEN £I600
N23 DEN £II00
P24 DEN £II00
II22 EG £2200
L3I EGH £2500
FOR IMMEDIATE PURCHASE M28 MEG £I300
L24 MEL £I200
D89 PAT £950
PAU I6A £3800
PAU I8A £3700
ROS 9A £2700
S50 ROS £2I00
MI0 ROY £I200
SUE 762R £I200
CI SUS £I800
SVS 90I £750
L3I ANN £2500 M3I CAS £850 A77 DEN £I800 EJ I008 £2300 FEL 3T £850 735 HBF £950 L29 JEM £750 X23 KEN £II00 YI LEN £I500 M32I LSA £750 PI2I MEL £850 PAU I44A £2700 TI4 ROY £II00 N8 TAS £I800
36 ANN £6500 P23 CAT £950 SI23 DEN £950 B4 EKS £2300 I699 FM £I700 P2I HEL £750 N27 JEN £I400 T26 KEN £I300 LEN 6P £I400 L2I LSY £950 N2I MES £850 PAZ 42 £I300 TI6 ROY £950 N2I TAS £I200
ANN II8H £I300 D24 CAT £I300 L24 DER £850 T8 EKS £850 G25 FOX £950 270 HMD £850 P2 JER £II00 X99 KEN £I200 LEN 6X £2I00 N23 LYN £I200 NI MJE £950 PEG IY £2400 ROY 60W £I700 N3I TAS £II00
APL 3Y £850 TI23 CAT £850 L29 DER £750 258I EL £850 P26 FOX £850 X3 HMS £850 A6 JER £I300 M32I KEN £750 LEN 8A £2700 L24 LYN £I400 L27 MJW £850 L2I PEN £850 ROY 683 £2800 L25 TAY £850
M2I ARA £750 3677 CD £I600 DES 2M £I300 5656 EL £II00 23 FY £3800 989 HNM £850 R6 JER £I200 L28 KER £750 BI2 LEN £I400 LYN 65D £I500 6344 MK £I300 PEP 624 £950 L24 RRA £950 L28 TCH £850
L24 ARA £I500 BI CDJ £850 5I6 DES £I500 N2I ELE £850 L2I GAR £750 26 HO £3800 P25 JES £II00 GI4 KES £750 L2I LEN £I300 K66 LYN £I300 JI MKB £I400 5967 PF £I500 L24 RRS £I200 F4I THE £3600

78 AUTOCAR.CO.UK 2 OCTOBER 2019

 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
ST 155 6.1 14.1 4.9 6.1 2.70 273 310 27.2 32/41 1433 11.9.19
But we don’t just drive at the track, essential as it is for typical UK motorway. For electric cars, the figures RS 165 5.3 13.9 5.3 6.9 3.5 345 325 27.3 28/37 1599 4.5.16
finding the limits of performance. We also drive on a quoted are for the same average and touring test S-Max 5dr MPV AAAAC
2.0 TDCi T’ium 123 10.5 32.0 10.4 13.9 2.5 148 258 39.5 44/46 1725 26.8.15
wide range of roads. Where we have tested more than schedules but are expressed in miles per kWh†. Mondeo 4dr saloon/5dr/estate AAAAC
one model in a range, the rating is for the range overall. **Denotes mpkg (miles per kilogram) for hydrogen- 2.0 TDCi 130 10.0 28.8 9.4 12.7 3.1 148 258 38 53/56 1597 14.1.15
Mustang 2dr coupé AAAAC
Where a model within the range meets our coveted powered fuel cell vehicles. 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
five-star standard, it is highlighted in yellow. » B R AKI N G 60 - 0 M PH Recorded on a high-grip Bullitt 155 5.2 11.2 4.1 10.7 2.7 453 390 37.4 21/33 1782 5.12.18
Ecosport 5dr SUV AABCC
» 30 -70 M PH Indicates overtaking ability surface at a test track. 1.5 TDCi 99 14.3 — 15.2 14.4 2.7 89 151 28 39/48 1384 3.9.14
through the gears. » M PH/1000 R PM Figure is the speed achieved Kuga 5dr SUV AAAAC
2.0 TDCi 122 10.9 44.2 11.8 7.4 2.6 161 251 31.6 34/39 1707 13.3.13
» 50 -70 M PH Recorded in top gear (*kickdown in top gear. Ranger 4dr pick-up AAAAC
Raptor 106 10.5 37.7 10.5 — 3.46 210 367 41.1 24/33 2516 28.8.19

Mpg or equivalent;
Mpg or equivalent;

Braking 60-0mph
Braking 60-0mph

Make and model

Make and model

H O N DA

Mph/1000rpm
Mph/1000rpm

test average/
test average/

Torque (lb ft)

Torque (lb ft)

Power (bhp)
Civic 5dr hatch AAAAC
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

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

touring
touring

2.0 Type R GT 169 5.7 12.5 4.4 6.1 2.8 316 295 25.4 29/43 1380 25.10.17
Clarity FCV AAAAC
Clarity FCV 104 9.0 29.2 8.3 5.3* 2.9 174 221 na 51/72** 1872 12.7.17
A L FA R O M E O 4 Series 2dr coupé AAAAC CR-V 5dr SUV AAABC
Giulia 4dr saloon AAAAB 435i M Sport 155 5.5 13.2 5.2 6.3 2.7 302 295 28.2 28/37 1585 18.9.13 1.5T EX CVT AWD 124 9.2 26.1 8.4 5.2* 3.3 190 179 39.5 32/38 1669 7.11.18
Quadrifoglio 190 4.5 9.2 3.2 10.3 2.57 503 443 38.7 34/49 1580 29.3.17 M4 155 4.1 8.8 3.2 6.1 2.4 425 406 34.0 29/36 1585 9.7.14 HR-V 5dr SUV AAABC
Stelvio 5dr SUV AAABC 5 Series 4dr saloon/5dr estate AAAAB 1.6 i-DTEC SE 119 10.5 34.9 10.4 11.2 — 118 221 34.4 56/57 1324 16.9.15
2.2D 210 Milano 134 6.8 20.6 7.0 7.3 3.01 207 347 41.3 38/50 1659 3.1.18 520d M Sport 146 7.4 21.3 7.4 14.3 2.7 188 295 42.2 40/52 1635 31.5.17 NSX 2dr coupé AAAAB
Quadrifoglio 176 4.0 9.4 3.3 5.9 3.31 503 443 36.4 22/32 1931 9.1.19 M5 155 3.3 7.5 2.7 8.9 3.1 591 553 41.1 22/28 1855 18.4.18 NSX 191 3.3 7.3 2.6 4.3 2.7 573 476 35.8 25/32 1725 5.10.16
4C 2dr coupé/convertible AAACC 6 Series GT 5dr hatch AAABC
Spider 160 5.1 12.4 4.0 5.8 2.97 237 258 29.6 32/44 940 27.1.16 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 HYU N DAI
7 Series 4dr saloon AAAAC i10 5dr hatch AAABC
ALPINA 730Ld 153 6.4 17.1 6.0 8.2 3.1 261 457 50.2 40/49 1795 11.11.15 1.0 SE 96 14.7 — 16.2 19.9 2.9 65 70 20.0 44/51 925 29.1.14
B3 Biturbo 4dr saloon AAAAB 8 Series 2dr coupé AAAAC i20 5dr hatch AAAAC
B3 Biturbo 155 4.7 10.3 3.8 6.8 2.9 404 443 41.5 27/35 1610 29.8.13 840d xDrive 155 5.0 12.8 4.6 8.6 3.05 315 501 46.5 40/49 1901 16.1.19 1.4 SE 114 12.2 42.4 12.1 17.3 3.0 99 99 21.8 43/54 1060 7.1.14
i3 5dr hatch AAAAC i30 5dr hatch/estate AAABC
ALPINE 1.3S Range Ext 99 7.7 — 6.6 4.0* 3.0 181 199 — 2.6/34† 1385 21.2.18 i30 N 155 6.4 14.8 5.6 6.1 3.1 271 260 27.4 31/43 1478 27.12.17
A110 2dr coupé AAAAA i8 2dr coupé AAAAB 1.4 Premium SE 129 9.5 28.9 9.7 10.9 2.7 138 178 28.1 39/49 1423 13.9.17
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 155 4.5 10.6 3.7 3.3 2.8 357 420 33.3 50/40 1560 17.9.14 Kona Electric 5dr SUV AAAAC
X1 5dr SUV AAAAC 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
ARIEL xDrive20d xLine 136 8.2 24.2 8.0 11.8 2.8 187 295 35.1 43/49 1625 14.10.15 Santa Fe 5dr SUV AAABC
Atom 0dr open AAAAB X2 5dr SUV AAABC 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
V8 170 3.0 5.7 1.9 3.7 2.55 475 268 16.4 21/37 650 10.8.11 M35i 155 5.0 12.7 4.5 11.1 2.74 302 332 37.4 31/42 1668 25.9.19 Nexo 5dr SUV AAABC
Nomad 0dr open AAAAA X3 5dr SUV AAAAC Nexo 111 9.6 38.5 9.7 6.1* 2.88 161 291 — 42/60** 1852 12.6.19
Nomad 125 4.5 12.7 3.9 7.7 3.10 235 221 26.7 —/— 735 24.6.15 xDrive20d M Spt 132 8.3 26.6 8.6 17.5 3.3 188 295 41.2 37/49 1825 17.1.18
X4 5dr SUV AAABC JAG UAR
ASTON MARTIN xDrive30d 145 5.9 16.9 5.8 11.1 2.6 255 416 43.7 34/45 1895 27.8.14 F-Type 2dr convertible/3dr coupé AAAAB
Vantage 2dr coupé AAAAB X5 5dr SUV AAAAC 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 xDrive30d M Spt 143 6.6 18.9 6.6 15.1 3.36 261 457 47.1 35/43 2279 2.1.19 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 M 155 4.2 9.8 3.5 10.2 2.8 567 553 42.3 21/26 2350 13.5.15 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 XF 4dr saloon/5dr estate AAABC
Rapide 4dr saloon AAAAC C AT E R H A M 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 Seven 2dr roadster AAAAC 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 620S 145 3.8 9.2 3.2 5.7 2.7 310 219 21.2 25/29 610 9.3.16 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 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
CHEVROLET XJ 4dr saloon AAAAC
AU D I Camaro 2dr coupé AAAAC 3.0d LWB 155 6.3 16.5 6.6 3.6* 2.7 271 443 43.5 28/36 1960 9.6.10
A1 Sportback 5dr hatch AAABC 6.2 V8 155 5.6 12.4 4.5 12.2 2.7 426 419 43.3 23/29 1175 20.6.12 E-Pace 5dr SUV AAABC
35 TFSI S line 137 7.9 22.0 8.4 8.6 2.7 148 184 27.6 38/57 1209 2.10.19 Corvette 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
A3 4dr saloon/3dr/5dr hatch AAAAC Stingray 181 4.4 9.4 3.3 11.7 2.3 460 465 48.4 22/33 1539 8.10.14 F-Pace 5dr SUV AAAAC
RS3 Saloon 155 4.0 9.9 3.5 9.0 2.7 394 354 33.7 29/35 1515 6.9.17 2.0d AWD 129 9.2 30.9 9.7 7.4 — 178 317 41.3 37/40 1775 11.5.16
A4 4dr saloon/5dr estate AAAAC CITROEN SVR 176 4.1 9.3 3.5 10.4 2.69 542 502 41.6 18/29 2070 24.7.19
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 C3 5dr hatch AAABC I-Pace 5dr SUV AAAAB
S4 TDI 155 4.6 11.5 4.1 — 2.87 342 516 50.2 29/54 1871 18.9.19 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 EV400 S 124 4.5 11.0 3.5 2.0 2.8 394 512 — 1.8/2.4† 2133 12.9.18
RS4 Avant 155 4.0 9.6 3.5 11.0 3.0 444 443 38.4 24/37 1790 14.2.18 C3 Aircross 5dr hatch AAABC
A5 2dr coupé/convertible AAABC 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 JEEP
S5 155 4.9 11.7 4.4 9.7 3.0 349 369 40.5 26/33 1615 11.1.17 C4 Cactus 5dr hatch AAACC Compass 5dr 4x4 AAACC
A5 Sportback 4dr saloon AAABC 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 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
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 C5 Aircross 5dr SUV AAABC Renegade 5dr 4x4 AAABC
A6 4dr saloon/5dr estate AAAAC BlueHDi 180 131 9.0 25.6 8.5 — 2.83 174 295 40.1 37/48 1540 13.2.19 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
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 Wrangler 5dr 4x4 AAAAC
A7 Sportback 5dr hatch AAABC CUPRA 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
50 TDI Sport 155 5.8 14.9 5.3 — 2.8 282 457 49.0 29/53 1880 11.7.18 Ateca 5dr SUV AAABC
TT 2dr coupé/convertible AAAAC 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 KIA
RS 155 3.6 8.4 3.0 7.8 2.7 394 354 35.1 27/37 1440 7.12.16 Stinger 4dr saloon AAABC
E-tron 5dr SUV AAAAB DACIA 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
55 quattro 124 5.4 13.7 4.2 2.5* 2.91 403 490 — 2.3/2.9† 2569 26.6.19 Sandero 5dr hatch AAACC Rio 5dr hatch AAABC
Q2 5dr SUV AAAAC 1.2 75 Access 97 15.3 — 17.6 23.0 3.0 74 79 20.3 32/38 941 27.2.13 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
1.4 TFSI Sport 132 8.1 23.9 8.2 9.8 2.7 148 184 29.4 45/56 1265 9.11.16 Duster 5dr hatch AAAAC Ceed 5dr hatch AAABC
SQ2 quattro 155 4.5 11.6 4.1 9.2 2.72 296 295 33.4 27/35 1530 20.3.19 SCe 115 Comfort 107 13.1 — 12.5 23.9 2.9 113 115 24.0 37/42 1179 22.8.18 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
Q5 5dr SUV AAAAC Proceed 5dr shooting brake 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 DS 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
SQ5 quattro 155 5.5 13.7 5.0 11.1 2.6 349 369 45.2 26/32 1870 21.6.17 3 5dr hatch AAABC Niro 5dr SUV AAABC
Q7 5dr SUV AAAAC BlueHDi 120 118 9.9 32.2 9.4 11.1 3.1 118 210 36.4 59/67 1150 23.3.16 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
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 3 Crossback 5dr SUV AAACC e-Niro First Ed’n 104 7.2 19.0 — 3.7* 2.70 201 291 — 3.5/3.6† 1776 1.5.19
Q8 5dr SUV AAAAC Puretech 155 129 8.8 24.6 8.3 14.9 2.90 153 177 32.7 41/49 1205 10.7.19 Sportage 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 4 Crossback 5dr hatch AAACC 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
R8 2dr coupé AAAAC BlueHDi 120 117 12.0 48.8 12.3 18.0 2.9 118 221 36.7 49/50 1290 6.1.16 Sorento 5dr 4x4 AAABC
V10 Plus 205 3.1 6.7 2.6 5.7 2.8 602 413 26.8 15/23 1555 30.12.15 7 Crossback 5dr SUV AAABC 2.2 CRDi KX-4 128 9.3 28.6 9.4 5.7* — 197 325 35.2 35/39 1953 8.4.15
Puretech 225 141 8.6 20.2 7.0 15.1 2.9 221 221 34.0 35/45 1425 19.9.18
BENTLEY LAMBORGHINI
Continental GT 2dr coupé AAAAB FERRARI Huracán 2dr coupé AAAAB
W12 First Edition 207 3.6 8.1 2.9 8.9 2.8 626 664 52.4 20/26 2244 2.5.18 488 GTB 2dr coupé AAAAA Performante 201 2.9 5.9 2.0 4.9 3.0 630 442 24.5 17/22 1382 11.10.17
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 Aventador 2dr coupé AAAAC
6.75 V8 184 5.7 13.7 4.8 2.8* 2.6 505 752 44.8 18/21 2745 21.9.11 488 Pista 211 2.8 5.6 2.0 4.8 2.34 710 568 28.9 17/26 1465 7.8.19 SVJ 217 2.9 6.1 2.2 5.0 2.65 759 531 33.7 12/21 1770 19.6.19
Bentayga 5dr SUV AAAAA 812 Superfast 2dr coupé AAAAC Urus 5dr SUV AAAAC
W12 187 4.9 11.6 4.4 8.7 3.0 600 664 48.2 20/25 2440 18.5.16 F12 Berlinetta 211 3.1 6.2 2.2 4.9 2.6 789 530 30.0 —/24 1630 25.7.18 Urus 190 3.3 7.8 2.8 — 2.70 641 627 43.0 19/29 2285 3.7.19
BMW F I AT L AN D ROVE R
1 Series 3dr/5dr hatch AAABC Panda 5dr hatch AAAAB Discovery Sport 5dr SUV AAAAB
116d ED Plus 124 10.2 30.0 10.0 17.3 — 114 199 37.7 54/60 1395 27.5.15 4x4 Twinair 103 14.6 — 15.8 16.0 3.0 84 107 20.8 37/44 1050 17.4.13 TD6 HSE Luxury 130 8.7 27.7 8.7 8.9 3.4 254 443 37.1 26/34 2230 12.4.17
2 Series 3dr coupé/convertible AAAAB 500 3dr hatch AAAAC Range Rover 5dr SUV AAAAB
220d C’vble 140 8.5 24.7 8.4 9.0 2.1 187 295 34.5 50/53 1610 1.4.15 Abarth 595 130 7.5 20.1 6.4 7.0 2.8 158 170 23.9 34/39 1035 26.2.14 4.4 SDV8 135 7.0 19.0 6.7 3.8* 2.9 334 516 41.8 25/35 2625 12.12.12
M2 155 4.4 10.3 3.6 6.2 2.6 365 343 33.7 31/37 1595 15.6.16 500 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
2 Series Active Tourer 5dr MPV AAAAC 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
218d Luxury 129 8.9 26.5 8.7 12.1 3.0 148 243 40.4 42/56 1450 24.12.14 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
3 Series 4dr saloon/5dr estate/5dr hatch AAAAB Abarth 124 Spider 2dr roadster AAAAC 3.0 TDV6 130 7.8 22.5 7.5 12.2 3.1 255 442 43.1 33/42 2115 2.10.13
320d M Sport 149 6.9 19.8 6.8 13.2 2.54 188 295 43.0 47/63 1639 15.5.19 124 Spider 144 6.8 18.6 6.5 6.5 2.8 168 184 25.2 35/45 1060 22.3.17 SVR 162 4.4 10.3 3.8 12.6 2.6 542 502 41.8 22/19 2335 15.4.15
330e M Sport 140 6.3 15.7 5.7 6.9 2.9 249 310 40.8 40/47 1660 4.10.17

2 OCTOBER 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 Outlander 5dr SUV AAABC S S A N GYO N G
LC 2dr coupé AAAAC PHEV GX4hs 106 10.0 30.5 9.5 6.2 3.0 200 245 — 44/38 1810 16.4.14 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 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 MORGAN
300h 112 9.7 30.4 9.1 5.6* 2.7 194 na — 32/38 1905 1.10.14 3 Wheeler 2dr roadster AAAAA SUBARU
RC F 2dr coupé AAACC 3 Wheeler 115 8.0 29.9 7.7 5.1 3.56 80 103 21.3 30/— 520 XV 5dr SUV AAACC
6.6.12
RC F 168 4.8 10.7 3.9 12.9 2.9 471 391 39 24/28 1765 18.2.15 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 NISSAN 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 Micra 5dr hatch AAAAC 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 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 WRX 4dr saloon 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 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 STi Type UK 159 5.4 13.3 5.1 9.4 2.8 296 300 27.6 23/31 1534 25.6.14
Note 5dr hatch AAAAC
LOTUS 1.2 Acenta Pr’m 106 12.6 — 13.4 20.3 2.9 79 81 21.8 42/54 1036 9.10.13 SUZUKI
Elise 2dr roadster AAABC Juke 5dr SUV AAABC Swift 5dr hatch AAABC
Cup 250 154 4.7 11.9 4.5 7.2 2.5 243 184 24.7 27/32 920 29.6.16 Acenta 1.6 111 10.3 41.6 9.9 12.7 3.0 115 117 19.5 36/46 1230 3.11.10 1.0 SZ5 121 10.5 33.0 10.3 11.8 2.9 110 125 26.3 45/56 925 17.5.17
Evora 2dr coupé AAAAC Nismo 1.6 134 6.9 17.2 6.0 7.2 2.5 197 184 23.8 31/39 1295 22.5.13 Celerio 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 Qashqai 5dr SUV AAAAB 1.0 SZ4 96 12.9 — 14.3 25.0 3.0 67 66 22.4 54/57 835 25.3.15
Exige S 2dr coupé AAAAB 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 Baleno 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 X-Trail 5dr SUV AAABC 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
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 SX4 S-Cross 5dr SUV AAABC
M A S E R AT I GT-R 2dr coupé AAAAB 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
Ghibli 4dr saloon AAABC Recaro 196 3.4 7.8 2.7 5.3 2.7 562 470 28.0 22/31 1752 16.11.16 Jimny 3dr SUV AAABC
Diesel 155 6.5 17.2 6.0 5.1 2.7 271 443 43.3 31/40 1835 12.3.14 1.5 SZ5 Allgrip 90 11.9 — 11.6 15.1 4.4 100 95 19.8 29/35 1112 28.11.18
Levante 5dr SUV AAACC NOBLE Vitara 5dr SUV AAABC
Diesel 143 6.8 19.9 6.9 4.3 3.4 271 443 46 26/42 2205 30.11.16 M600 2dr coupé AAAAB 1.6 SZ5 112 9.5 29.8 9.5 15.5 — 118 115 24.3 49/47 1075 29.4.15
S Granlusso 164 5.1 12.7 4.5 — 2.73 424 478 39.8 16/24 2232 8.5.19 M600 225 3.5 6.8 2.5 4.7 2.45 650 604 29.9 18/25 1305 14.10.09
TESLA
MAZDA PEUGEOT Model 3 4dr saloon AAAAC
2 5dr hatch AAAAC 208 3/5dr hatch AAACC St’d Range Plus 140 5.8 14.2 4.7 2.8 2.77 252 277 8.6 3.1/4.0† 1633 4.9.19
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 Model S 4dr saloon AAAAB
MX-5 2dr roadster AAAAB GTi 30th 143 6.5 16.1 5.8 6.7 2.9 205 221 25.6 41/42 1160 11.2.15 P90D 155 5.2 9.1 3.0 1.9 2.9 525 713 8.5 2.4/3.3 †
2200 20.4.16
1.5 SE-L Nav 127 8.4 24.8 7.9 14.7 3.3 129 111 24.5 46/49 1050 2.9.15 308 3/5dr hatch AAAAC Model X 5dr SUV AAAAC
CX-3 5dr SUV AAABC 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 90D 155 4.7 13.1 2.8 2.5 2.7 416 487 8.5 1.6/2.0† 2508 15.2.17
1.5D SE-L Nav 110 10.3 34.7 10.3 10.3 — 104 199 34.8 59/60 1275 22.7.15 508 4dr saloon AAAAC
CX-5 5dr SUV AAAAC 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 T OYO TA
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 2008 5dr SUV AAABC Yaris 3dr hatch AAABC
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 GRMN 143 6.4 15.4 5.4 9.8 2.9 209 184 27.7 27/39 1135 28.3.18
McLAREN 3008 5dr SUV AAABC Corolla 4dr saloon/5dr hatch/5dr estate AAAAC
570S 2dr coupé AAAAA 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 2.0 Hybrid ST 112 8.5 22.4 7.7 4.5* 2.84 178 — — 44/53 1537 5.6.19
3.8 V8 204 3.1 6.4 2.2 10.2 2.6 562 443 36.5 23/37 1440 30.3.16 5008 5dr MPV AAABC GT86 2dr coupé AAAAA
600LT Spider 2dr convertible AAAAB 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 2.0 manual 140 7.4 18.8 6.8 10.6 2.6 197 151 23.5 30/45 1235 4.7.12
3.8 V8 201 2.9 6.1 2.1 — 2.52 592 457 36.5 17/30 1404 22.5.19 Prius 5dr hatch AAAAC
720S 2dr coupé AAAAA PORSCHE Business E’tion 112 11.1 32.0 10.7 6.4* 3.1 121 — — 53/63 1400 16.3.16
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 4dr saloon AAAAC
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 Mirai 111 10.1 36.5 10.2 6.5* 3.3 152 247 22.5 44/62** 1400 27.4.16
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 C-HR 5dr SUV AAAAC
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 Excel 1.8 Hybrid 106 11.6 43.5 11.9 7.3* 2.7 121 — — 49/60 1420 4.1.17
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 GR Supra 2dr coupé AAAAC
GT2 RS 211 3.0 6.1 2.2 5.6 2.6 691 553 32.1 19/28 1470 18.7.18 Pro 155 4.4 10.7 3.6 7.6 2.65 335 368 39.2 28/39 1495 14.8.19
MERCEDES-AMG 911 2dr coupé AAAAB
C63 4dr saloon AAAAB Carrera S 191 3.4 7.7 2.8 14.3 — 444 391 44.1 23/39 1515 29.5.19 VA U X H A L L
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 Adam 3dr hatch AAACC
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 1.2 Jam Ecoflex 103 14.3 — 15.3 20.8 2.8 68 85 21.8 39/45 1086 6.2.13
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 Corsa 3/5dr hatch AAABC
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 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 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 VXR 143 7.2 18.3 6.4 7.8 2.4 202 181 23.8 29/34 1280 6.5.15
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 Crossland X 5dr SUV AAACC
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 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
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 Astra 5dr hatch/estate AAAAC
GT 4-Door Coupé 4dr coupé AAAAB 1.6 CDTi 136 SRi 127 8.8 25.7 8.8 8.6 2.6 134 236 33.4 55/58 1350 30.9.15
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 ST CDTi B’tbo SRi137 8.4 22.2 7.7 8.1 2.6 158 258 33.7 57/59 1435 13.4.16
SLC 2dr convertible AAABC Twingo 5dr hatch AAABC Combo Life 5dr MPV AAABC
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 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
GLC 5dr SUV AAABC Zoe 5dr hatch AAABC Insignia Grand Sport 4dr saloon AAAAC
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 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
Clio 5dr hatch AAAAC Insignia Sports Tourer 5dr estate AAACC
MERCEDES-BENZ 0.9 TCE 113 13.4 — 13.9 19.1 2.8 89 100 23.8 38/47 1009 6.3.13 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
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 VXR8 4dr saloon AAAAC
A200 Sport 139 8.7 22.4 7.9 — 3.2 161 184 33.6 39/57 1379 4.7.18 Mégane 5dr hatch AAACC GTS-R 155 4.8 9.6 3.3 6.6 3.1 587 546 34.9 20/27 1858 10.1.18
B-Class 5dr MPV 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
B180 Sport 132 8.4 23.5 8.3 — 2.73 134 148 33.6 33/51 1405 3.4.19 Grand Scenic 5dr MPV AAABC V O L K S WA G E N
CLA 4dr saloon AAACC 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 Up 3/5dr hatch AAAAC
CLA 250 155 6.8 17.1 6.1 11.5 2.88 221 258 — 34/49 1555 21.8.19 Kad jar 5dr SUV AAAAC 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
C-Class 4dr saloon/5dr estate AAAAC dCi 115 Dyn. S Nav 113 14.5 — 14.6 17.2 2.3 108 192 35.0 52/69 1380 21.10.15 Polo 5dr hatch AAAAB
C220 Bluetec 145 8.1 22.9 8.1 11.7 2.8 168 295 42.4 41/51 1700 23.7.14 Koleos 5dr SUV AAACC 1.0 TSI 95 SE 116 10.7 34.4 11.1 12.1 2.8 94 129 27.1 43/57 1145 31.1.18
E-Class 4dr saloon/5dr estate/2dr convertible/2dr coupé AAAAC dCi 175 4WD Sig. 126 9.8 31.3 10.1 14.3 2.9 175 280 — 34/38 1747 20.8.17 GTI 147 6.7 17.4 5.9 8.6 2.8 197 236 — 37/47 1355 1.8.18
E400 Coupé 155 5.6 13.4 4.9 14.8 2.9 328 354 46.7 30/39 1845 14.6.17 Golf 3/5dr hatch AAAAB
S-Class 4dr saloon/2dr coupé AAAAA R O L L S - R OYC E GTI Perf. DSG 155 6.5 16.4 5.9 8.9 2.8 227 258 34.4 32/38 1402 10.7.13
S350 Bluetec 155 7.3 19.0 6.8 3.9* 2.7 255 457 45.6 34/44 1975 16.10.13 Phantom 4dr saloon AAAAA GTE 138 7.7 18.2 6.1 7.7 2.5 201 258 7.6 44/45 1599 20.5.15
S63 AMG Coupé 155 4.5 9.6 3.4 6.8 2.7 577 664 42.8 22/25 2070 3.12.14 Phantom 155 5.5 11.8 4.4 2.5* 2.8 563 664 51.2 8/28 2560 4.4.18 1.5 TSI R-line 134 8.8 22.7 8.1 9.9 2.1 148 184 28.0 40/52 1324 2.8.17
GLA 5dr SUV AAABC Ghost 4dr saloon AAAAC T-Roc 5dr SUV AAAAB
GLA220 CDI SE 134 8.1 23.8 7.8 4.7 2.65 168 258 36.4 40/48 1535 14.5.14 Ghost 155 4.9 10.6 3.9 2.3* 2.6 563 575 46.0 18/23 2450 7.7.10 2.0 TSI SEL 4Mn 134 6.7 20.2 6.5 13.3 3.2 187 236 35.6 31/37 1495 24.1.18
GLC 5dr SUV AAAAC Wraith 2dr coupé AAAAB Arteon 5dr hatch AAABC
GLC250d 143 7.8 23.5 7.8 15.7 3.2 201 369 46.9 39/43 1845 10.2.16 Wraith 155 4.6 10.0 4.5 2.1* 2.9 624 590 45.9 15/27 2435 21.5.14 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
G-Class 5dr SUV AAAAC Dawn 2dr convertible AAAAC Passat 4dr saloon/5dr estate AAAAC
G350d AMG Line 124 7.5 22.4 7.2 15.0 3.40 282 443 46.0 25/31 2451 17.7.19 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 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 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 S E AT Touran 5dr MPV AAAAC
X-Class 4dr pick-up AAABC Ibiza 5dr hatch AAAAB 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 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 Tiguan 5dr SUV AAAAB
SL 2dr convertible AAAAC Leon 3/5dr hatch AAAAC 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 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 Caravelle 5dr MPV AAAAC
Cupra SC 280 155 5.9 13.6 4.4 7.1 2.7 276 258 27.2 28/36 1441 26.3.14 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 Arona 5dr SUV AAAAC Touareg 5dr SUV AAABC
3 5dr hatch AAABC SE Tech’y 1.0 TSI 107 10.5 — 10.6 11.9 3.1 94 129 26.2 37/41 1165 15.11.17 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 Ateca 5dr SUV AAAAB
GS 5dr SUV AAACC 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 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 XC40 5dr SUV AAAAB
SMART 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 Forfour Electric Drive 5dr hatch AABCC S90 4dr saloon AAAAC
Mini 3dr hatch AAAAB Prime Premium 81 13.2 — 14.5 10.6 2.8 80 118 — 3.1/3.9† 1200 23.8.17 D4 Momentum 140 8.2 22.1 7.9 11.1 2.6 188 295 40.1 40/51 1717 13.7.16
Cooper S 146 6.9 17.1 5.9 6.7 2.5 189 221 26.4 35/54 1235 2.4.14 V60 5dr estate 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 S KO DA 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
Clubman 5dr hatch AAABC Fabia 5dr hatch AAAAC XC60 5dr SUV AAABC
Cooper D 132 8.6 25.9 8.2 10.0 2.9 148 243 34.9 51/52 1320 25.11.15 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 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
Convertible 2dr convertible AAAAB Scala 5dr hatch AAABC XC90 5dr SUV AAAAC
Cooper 129 9.2 25.4 8.8 12.4 2.7 134 162 31.0 46/53 1280 6.4.16 1.5 TSI 150 DSG 136 7.9 21.5 7.3 11.8 2.78 148 184 33.5 42/53 1200 31.7.19 D5 Momentum 137 8.3 23.9 8.3 5.0* — 222 347 33.6 37/39 2009 17.6.15
Countryman 5dr hatch AAABC Octavia 4dr saloon/5dr estate AAAAC
Cooper D 129 9.0 26.4 8.4 11.5 2.8 148 243 36.2 42/48 1480 22.2.17 vRS 245 Estate 155 6.9 16.2 5.8 7.3 2.9 242 273 29.8 33/39 1392 16.8.17 WESTFIELD
Plug-in Hybrid 123 6.7 24.4 6.2 5.5 3.5 221 284 30.1 42/50 1735 26.7.17 Superb 5dr hatch/estate AAAAB Sport 0dr roadster AAAAC
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 250 142 3.6 11.1 6.4 4.0 2.7 252 270 22.7 32/42 665 29.11.17
MITSUBISHI Karoq 5dr SUV AAABC
Eclipse Cross 5dr SUV AAACC 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 ZENOS
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 Kodiaq 5dr SUV AAAAC E10 0dr roadster AAAAB
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 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 2 OCTOBER 2019

 


  

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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 1.5 35 TFSI 148 137 8.9 40.4-41.5 153-157
Between the various figures produced on 595 3dr hatch/2dr open £16,495–£28,420 AAABC The excellent 5 Series receives some Alpina tweaking to make it a 2.0 40 TFSI 187 155 7.2 38.7-39.8 161-165
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 TFSI S3 298 155 5.2 33.2 192-193
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 4dr saloon £29,260–£42,940 AAAAC
compare manufacturers’ claimed efficiency
1.4 T-jet 160 Trofeo 157 135 7.4 35.3 134 XD3 5dr SUV £57,900 AAAAC High quality and competent but leaves the dynamic finesse to its
1.4 T-jet 165 Turismo 162 135 7.3 38.2 139 Pleasant BMW SUV impressively enhanced with the usual Alpina rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg
on the latest new cars. When you see a fuel 1.4 T-jet 180 Competizione 177 140 6.9 36.2 155 toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg 2.0 35 TFSI 148 139 8.6 40.4-40.9 155-159
economy and CO2 figure reference elsewhere, 1.4 T-jet 180 Essesse 177 140 6.7 36.2 155 3.0 BiTurbo 330 158 4.9 TBC TBC 2.0 40 TFSI 187 155 7.3 39.2-39.8 160-164
it’s often without explanation. 2.0 45 TFSI quattro 242 155 5.6 35.8-36.2 177-180
So, to provide as fair and clear a basis for 695 3dr hatch/2dr open £23,530 AAABC ALPINE 2.0 35 TDI 148 136 8.9 49.6-51.4 144-148
comparison as possible, you’ll only ever read A convincing track-day 500 with decent dynamic ability, but overly A110 2dr coupé £46,905-£50,805 AAAAA 2.0 40 TDI quattro 187 146 7.4 49.6-51.4 144-150
firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg A much, much greater car and achievement than the sum of its
‘WLTP combined’ fuel economy and CO2 figures 1.4 T-jet 180 Rivale 177 140 6.7 36.2 155 parts suggest. LxWxH 4180x1980x1252 Kerb weight 1080kg A4 Avant 5dr estate £30,660–£68,270 AAAAC
in Autocar’s first drive reviews, features and 1.8 Turbo 252 155 4.5 TBC TBC Classy and demure estate lacks the dynamic sparkle of rivals.
comparison tests – and on these data pages. 124 Spider 2dr open £29,775–£33,775 AAAAB LxWxH 4725x1842x1434 Kerb weight 1370kg
Those are the aggregated result of four lab Only a mildly upgraded version of the standard car – but what a 2.0 35 TFSI 148 136 8.9 ARIEL
39.2-39.8 160-164
tests carried out across as many different revelation it is. LxWxH 4054x1740x1233 Kerb weight 1060kg AAAAB 2.0 40 TFSI Atom 0dr open £39,950
187 148 7.5 37.2-38.2 168-172
cruising speed ranges – although they’re 1.4 T-jet 170 167 142-144 6.9 TBC 148-153 Simple, purist concept remains but everything else has changed… 2.0 45 TFSI quattro 242 155 6.0 34.4-35.3 181-185
for the better. LxWxH 3520x1880x1122 Kerb weight 595kg 3.0 V6 TFSI RS4 Avant 448 155 4.1 29.1 219-220
sometimes expressed as a range rather than as A L FA R O M E O 2.0 turbo 320 162 2.8 TBC TBC 2.0 35 TDI 148 132 9.2 45.6-47.1 157-163
one specific figure to show the different results Mito 3dr hatch £15,510–£16,110 AAACC 2.0 40 TDI 187 143-144 7.6-7.9 43.5-44.1 167-171
recorded by the heaviest and lightest available Likeable, good-looking hatch is practical, too, but dynamic flaws Nomad 0dr open £38,000 AAAAA
examples of the car in question (depending on make it an also-ran. LxWxH 4063x1720x1446 Kerb weight 1080kg Well inside the top 10 list of our favourite cars. A revelation and a A5 2dr coupé £35,465–£69,660 AAAAC
optional equipment). Not all car makers have 0.9 TB Twinair 105 103 114 11.4 TBC TBC riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg Refreshed coupé gets a sharper look and a refreshed interior. Still
published these figures yet, however. 1.3 JTDM-2 95 93 112 12.5 TBC TBC 2.4 K24 i-VTEC 235 125 3.4 TBC TBC mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg
2.0 35 TFSI 148 140 8.9 38.7-40.4 158-165
In road tests, you’ll also see our own Giulietta 5dr hatch £19,765–£25,855 AAACC ASTON MARTIN 2.0 40 TFSI 187 150 7.2 38.7-40.4 158-165
independently produced real-world fuel Long in the tooth but still seductive, shame it’s not rounded or Vantage 2dr coupé £123,850 AAAAB 2.9 V6 TFSI RS5 quattro 443 155 3.9 30.1 212-213
economy test results for comparison with the lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg The faster, cleverer, more hardcore entry-level Aston tops its 2.0 40 TDI 187 150 7.7 48.7-52.3 142-151
lab test claims. We produce an ‘average’, ‘track’ 1.4 TB 120 118 121 9.4 36.2 164 class. LxWxH 4465x1942x1273 Kerb weight 1630kg 2.0 40 TDI quattro 187 146 7.4 44.8-46.3 160-165
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 503 195 3.5 11.6 TBC 3.0 V6 TDI S5 quattro 345 155 4.8 TBC TBC
often as possible on a brim-to-brim test basis. 2.0 JTDM-2 170 168 133 8.3 47.9 TBC
While ‘average’ represents the overall economy
DB11 2dr coupé/2dr open £147,900–£174,995 AAAAA A5 Sportback 5dr coupé £34,790–£69,660 AAAAC
Giulia 4dr saloon £33,195–£63,540 AAAAB The stunning replacement for the already seductive DB9 is tyre- Refined, good-looking four-door coupé is sadly short on charm and
returned by a new car over a full road test, and Handsome and special dynamically but lacks finesse and only shreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg
‘track’ is relevant only to intensive performance comes as an auto. LxWxH 4643x1860x1436 Kerb weight 1429kg 4.0 V8
2.0 35 TFSI 148 503
139 9.1 187
38.2-39.8 160-167 4.0 10.6 TBC
testing (the length and conditions of which can 2.0 Turbo Petrol 200 197 146 6.6 36.2 153 5.2 V12 AMR
2.0 40 TFSI 187 630
150 7.5 208
38.2-39.8 160-167 3.7 13.4 TBC
vary slightly), ‘touring’ gives the best guide of 2.0 Turbo Petrol 280 276 149 5.7 33.6 158 2.0 45 TFSI quattro 242 155 5.8 35.8-36.2 178-179
the kind of economy you might see from a car at 2.2 Turbo Diesel 160 158 137 8.2 DBS Superleggera 2dr coupé £225,000
53.3 128 AAAAA 2.9 V6 TFSI RS5 Quattro 448 155 3.9 29.7 215-216
2.2 Turbo Diesel 190 187 143 7.1 Effortlessly fast, intoxicating to drive: the big Aston is better than 2.0 35 TDI
52.3 128 148 135 9.1 47.1-49.6 149-158
a steady 70mph UK motorway cruise. 2.9 BiTurbo Quadrifoglio 503 191 3.9 ever. LxWxH 4712x2146x1280 Kerb weight 1693kg
27.2 TBC 2.0 40 TDI 187 150 7.5 47.9-51.4 144-155
We do real-world efficiency and range 5.2 V12 715 211 3.7 13.5 TBC 2.0 40 TDI quattro 187 146 7.6 44.1-45.6 162-167
testing on electric cars, too, expressing the Stelvio 5dr SUV £37,505–£69,510 AAAAB 3.0 V6 TDI quattro 345 155 4.9 TBC TBC
former in terms of miles per kilowatt hour, Alfa’s first SUV is a solid effort. Choosing the petrol version gives it Rapide AMR 4dr saloon £194,950 AAAAC
as EV manufacturers do increasingly widely charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg The Rapide is one of the most elegant four-door sports cars in the A5 Cabriolet 2dr open £39,395–£58,310 AAAAC
by convention. 2.2 Turbo Diesel 190 187 130 7.6 46.3 138 world. LxWxH 5019x1929x1360 Kerb weight 1995kg More practical than smaller options. Lower-powered, steel-sprung
2.2 Turbo Diesel 190 Q4 AWD 187 130 7.6 44.1 147 6.0 V12 599 205 4.2 TBC TBC trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg
2.2 Turbo Diesel 210 Q4 AWD 207 134 6.6 43.5 147 2.0 40 TFSI 187 150 7.9 36.7-37.2 173-174
S TA R R AT I N G S E X P L A I N E D AU D I
2.0 Turbo 200 Q4 AWD 197 134 7.2 30.4 176 2.0 45 TFSI quattro 242 155 6.5 34.0-34.4 186-187
CCCCC Inherently dangerous/unsafe. Tragically,
2.0 Turbo 280 Q4 AWD 276 143 5.7 30.4 175 A1 Sportback 5dr hatch £18,310–£27,230 AAABC 2.0 40 TDI 187 150 8.4 45.6-46.3 161-164
2.9 BiTurbo Quadrifoglio 503 197 3.8 TBC TBC Quite pricey, but a rounded car with plenty of rational appeal. 2.0 40 TDI quattro 187 145 8.0 42.8-43.5 171-172
irredeemably flawed. LxWxH 4029x1746x1418 Kerb weight 1105kg
BCCCC Appalling. Massively significant failings. 4C Spider 2dr open £59,850 AAABC 1.0 25 TFSI 94 118 10.8 50.4 126-127 A6 4dr saloon £39,860–£55,400 AAAAC
ACCCC Very poor. Fails to meet any accepted It may be flawed but it’s rewarding to drive, if not the last word in 1.0 30 TFSI 114 126 9.5 49.6-52.3 121-129 Supremely well-constructed but a bit soulless to drive. A smart
finesse. LxWxH 3989x1864x1183 Kerb weight 934kg 1.5 35 TFSI 148 137 7.7 45.6-46.3 139-141 office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg
class boundaries. 1.75 TBi 240 236 160 4.5 TBC TBC 2.0 40 TFSI 197 146 6.52.0 45 TFSI quattro 39.8-40.4
242 155 6.0 158-160
33.6-34.0 188-192
ABCCC Poor. Within acceptable class 3.0 55 TFSI quattro 335 155 5.1 30.1-30.7 209-212
boundaries in a few areas. Still not ALPINA A3 Sportback 5dr hatch £23,300–£39,145 AAAAC 2.0 40 TDI 201 152 8.1 47.1-48.7 153-158
recommendable. B3 S 5dr touring £63,000 AAAAC All the above but with the added convenience of five doors and a 2.0 40 TDI quattro 201 153 7.6 44.8-46.3 161-164
Previously falling behind in the power stakes, but the recent usefully larger boot. LxWxH 4313x1785x1426 Kerb weight 1180kg 3.0 50 TDI quattro 282 155 5.5 38.7-39.2 188-191
AACCC Off the pace. Below average in nearly facelift rectifies that. LxWxH 4632x1811x1431 Kerb weight 1705kg 1.0 30 TFSI 114 128 9.9 46.3-48.7 131-137
all areas. 3.0 BiTurbo 433 188-190 4.3 TBC TBC 1.5 35 TFSI 148 137 8.2 42.2-43.5 146-152 A6 Avant 5dr estate £41,960–£57,500 AAAAC
AABCC Acceptable. About average in key areas, 2.0 40 TFSI 187 152 6.8 39.8-40.9 157-161 A capable and high-tech throwback that’s a timely reminder of
but disappoints. B4 S 2dr coupé/open £73,100–£78,600 AAABC 2.0 TFSI S3 298 155 4.7 33.6-34.9 184-190 what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg
A retuned version of the 4 Series that feels more at home on the 1.6 30 TDI 114 126 10.4 49.6-51.4 144-148 2.0 45 TFSI quattro 242 155 6.2 32.5-33.2 193-197
AAACC Competent. Above average in some track than the road. LxWxH 4640x1825x1373 Kerb weight 1690kg 3.0 55 TFSI quattro 335 155 5.3 29.4-30.1 213-217
areas, average in others. Outstanding 3.0 BiTurbo 433 189-190 4.2-4.3 TBC TBC A3 Saloon 4dr saloon £25,020–£39,320 AAAAC 2.0 40 TDI 201 149 8.3 44.8-46.3 161-166
in none. Undercuts the case to own an A4. Upmarket interior and good to 2.0 40 TDI quattro 201 150 7.8 43.5-44.8 166-170
AAABC Good. Competitive in key areas. B5 4dr saloon/5dr touring £89,000–£91,000 AAAAC drive. LxWxH 4458x1796x1416 Kerb weight 1240kg 3.0 50 TDI quattro 282 155 5.7 37.7-38.2 193-196
Is it the best alternative to an M5? Yes, at least from a practicality 1.0 30 TFSI 114 131 9.9 46.3-48.7 132-139
AAAAC Very good. Very competitive in key viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 1.5 35 TFSI 148 139 8.2 54.3-56.5 131-136 A7 Sportback 5dr coupé £48,860–£79,385 AAABC
areas, competitive in secondary 4.4 V8 BiTurbo 599 200-205 3.5-3.7 25.4 254 2.0 40 TFSI 187 155 6.8 39.8-40.9 155-160 Easy on the eye and to live with, but let down by stolid dynamics.
respects. 2.0 TFSI S3 298 155 4.7 34.4-34.9 184-186 LxWxH 4969x1908x1422 Kerb weight 1880kg
AAAAB Excellent. Near class-leading in key B7 4dr saloon £121,850 AAAAC 1.6 30 TDI 114 131 10.4 51.4-54.3 137-143 2.0 45 TFSI quattro 242 155 6.2 32.8-33.6 190-195
A 7 Series with a power boost gives BMW a worthy challenger to 3.0 55 TFSI quattro 335 155 5.3 29.7-30.1 214-215
areas and in some ways outstanding. the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg A3 Cabriolet 2dr open £31,095–£43,515 AAAAC 2.0 40 TDI 201 152 8.3 45.6-47.9 155-164
AAAAA Brilliant, unsurpassed. All but flawless. 4.4 V8 BiTurbo 599 205 4.2 24.4 265 Compact, affordable, usable and refined. Strong performance, too. 2.0 40 TDI quattro 201 155 7.0 44.1-45.6 162-169
LxWxH 4423x1793x1409 Kerb weight 1380kg 3.0 45 TDI quattro 227 155 6.5 37.7-38.2 193-195
 N E W CAR PR I CES
h) ) h) ) h) ) h) )
mp ph pg mp ph pg mp ph pg mp h pg
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5.2 V10 FSI quattro 532 197 3.6 21.2 301-302 318d 148 TBC 8.3-8.4 52.3-55.4 TBC 520d xDrive 187 144 7.9 42.2-46.3 TBC
5.2 V10 FSI Plus quattro 601 204 3.3 20.9-21.1 304-305 320d 187 146 6.8-7.1 49.6-56.5 TBC 530d 261 155 5.8 40.9-43.5 TBC
320d xDrive 187 144 6.9 47.1-49.6 TBC 530d xDrive 261 155 5.6 37.7-41.5 TBC
BAC 330d 263 155 5.5 44.1-47.9 TBC
Mono 0dr open £165,125 AAAAB 6 Series Gran Turismo 5dr hatch £43,910–£59,010 AAABC
An F-22 Raptor for the road, only significantly better built. 3 Series Touring 5dr estate £29,345–£47,850 AAAAB A large improvement on the 5GT and dynamically sound. Still an
LxWxH 3952x1836x1110 Kerb weight 580kg There are newer, more practical estates, but dynamism makes the oddball, though. LxWxH 5007x1894x1392 Kerb weight 1720kg
2.5 VVT 305 170 2.8 TBC TBC Touring sparkle. LxWxH 4633x1811x1429 Kerb weight 1470kg 630i 254 155 6.3 32.1-34.9 TBC
318i 134 130 9.2-9.3 33.2-36.7 TBC 640i xDrive 335 155 5.3 26.9-29.1 TBC
320i 181 BENTLEY
146 7.5 34.0-35.8 TBC 620d 198 137 7.9 42.8-46.3 TBC
Continental GT 2dr coupé £148,800-£159,900 AAAAC 320i xDrive 181 144 7.7-7.9 32.5-34.9 TBC 620d xDrive 198 135 8.0 40.4-44.8 TBC
Refined and improved in every area, making the Conti a superb 330i 248 155 5.9-6.0 33.6-34.9 TBC 630d 261 155 6.1 40.4-43.5 TBC
grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 340i 321 155 5.1 30.1-31.0 TBC 630d xDrive 261 155 6.0 37.2-40.9 TBC
4.0 V8 542 198 3.9 TBC TBC 316d 114 127 11.3-11.4 44.1-47.9 TBC
3.0 50 TDI quattro 282 155 5.7 37.7-38.2 193-196 6.0 W12 626 207 3.6 24.1 308 318d 148 133 8.9-9.0 44.1-47.1 TBC 7 Series 4dr saloon £69,565–£139,120 AAAAC
3.0 TDI S7 quattro 344 155 5.1 TBC TBC 320d 187 146 7.5-7.7 44.1-53.3 TBC Rules on in-car entertainment and diesel sophistication; otherwise
Continental GTC 2dr open £163,700-£176,000 AAAAB 320d xDrive 187 144 7.7 41.5-46.3 TBC too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg
A8 4dr saloon £71,200–£81,315 AAAAC Immensely capable and refined open-top cruiser with effortless 330d 254 155 5.6 39.8-40.9 TBC 740i 338 155 5.5 31.7-34.0 TBC
Technical tour de force benefits from Audi’s knack of making very performance. LxWxH 4850x2187x1399 Kerb weight 2414kg 330d xDrive 254 155 5.4 37.7-38.2 TBC 750i xDrive 527 155 4.0 25.7-26.9 TBC
good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 4.0 V8 542 198 4.0 TBC TBC 335d xDrive 308 155 4.9 38.2-39.2 TBC M760Li xDrive 583 155 3.8 20.8-21.6 TBC
3.0 55 TFSI quattro 335 155 5.6 28.0-29.7 216-228 6.0 W12 626 207 3.7 20.2 317 730d 261 155 6.1 41.5-43.5 TBC
3.0 55 TFSI quattro LWB 335 155 5.7 27.7-28.8 223-232 3 Series Gran Turismo 5dr hatch £34,635–£47,310 AAAAC 730d xDrive 261 155 5.8 39.2-40.9 TBC
3.0 50 TDI quattro 282 155 5.9 37.7-40.9 182-196 Mulsanne 4dr saloon £234,000–£280,500 AAAAC Hatchback practicality meets 3 Series dynamic talent. Dull but 740d xDrive 315 155 5.2 37.7-39.8 TBC
3.0 50 TDI quattro LWB 282 155 5.9 37.7-38.7 190-197 If the Rolls Phantom is best from the back seat, the Mulsanne is decent. LxWxH 4824x1828x1508 Kerb weight 1580kg 740e 254 155 5.4 94.2-104.6 TBC
best in the front. LxWxH 5575x1926x1521 Kerb weight 2685kg 320i 181 146 8.0-8.1 34.0-36.7 TBC 740Le xDrive 254 155 5.3 80.7-88.3 TBC
E-tron 5dr SUV £72,270–£83,020 AAAAB 6.75 V8 505 184 5.1-5.3 17.4 365 320i xDrive 181 144 8.1-8.4 32.5-34.9 TBC 745e 283 155 5.2 122.8-141.2 TBC
A rounded, uber-luxurious addition to the premium EV niche. 6.75 V8 Speed 530 190 4.9 17.4 365 330i 248 155 6.1 32.8-34.4 TBC 745Le xDrive 283 155 5.1 104.6-117.7 TBC
LxWxH 4901x1935x1629 Kerb weight 2490kg 340i 321 155 5.1 30.1-31.0 TBC
55 quattro 95kWh 403 124 5.4 TBC 0 Bentayga 5dr SUV £130,500–£182,200 AAAAB 320d 187 146 7.8-7.9 44.8-47.9 TBC 8 Series 2dr coupé/2dr open £76,415-£107,220 AAAAC
Crewe’s first attempt at a luxury SUV is a solid effort. The Diesel is 320d xDrive 187 144 7.8 42.2-44.1 TBC Has dynamism to spare, but not quite the breadth of ability of the
Q2 5dr SUV £23,395–£37,820 AAAAC wondrous. LxWxH 5140x1998x1742 Kerb weight 2505kg 330d 254 155 5.7 39.8-40.9 TBC best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg
Audi’s smallest SUV is a decent stepping stone from the A3 to the 4.0 V8 542 171 4.5 21.7 296 330d xDrive 254 155 5.4 37.7-38.7 TBC 840d xDrive 316 155 4.9 39.2-40.4 TBC
Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg 6.0 W12 Speed 626 190 3.9 TBC 308 335d xDrive 308 155 4.9 38.7-39.2 TBC M850i xDrive 523 155 3.7 26.2-26.9 TBC
1.0 30 TFSI 114 122 10.3 44.8-46.3 137-142
1.5 35 TFSI 148 131 8.5 40.9-42.2 152-157 B M W 4 Series 2dr coupé £34,805–£65,300 AAAAC X1 5dr SUV £28,335–£37,095 AAAAC
2.0 40 TFSI quattro 187 141 6.5 33.2-34.9 184-192 1 Series 3dr/5dr hatch £23,175–£37,920 AAABC A talented GT and a brilliant B-road steer that is very well-equipped. Pick of the premium bunch but a tad unrefined and has ordinary
2.0 SQ2 TFSI 298 155 4.8 32.1-33.2 192-199 Strong on performance and economy and as good as it could be. LxWxH 4640x1825x1377 Kerb weight 1475kg handling. LxWxH 4439x1821x1598 Kerb weight 1395kg
1.6 30 TDI 114 122 10.5 43.5-44.8 166-170 LxWxH 4329x1765x1421 Kerb weight 1375kg 420i 181 146 7.3-7.5 35.3-37.7 TBC sDrive18i 138 127 9.7 39.2-40.9 TBC
2.0 35 TDI quattro 148 131 8.1 44.1-46.3 160-168 118i 134 130 8.5-8.7 35.8-38.2 TBC 420i xDrive 181 144 7.6-7.8 33.6-36.2 TBC sDrive20i 189 138 7.4 36.7-38.2 TBC
120i 181 139-142 7.1 35.8-36.7 TBC 430i 248 155 5.8-5.9 34.9-37.2 TBC xDrive20i 189 TBC 7.7 34.4-35.8 TBC
Q3 5dr SUV £30,805–£47,130 AAABC M140i 335 155 4.6-4.8 32.1-32.5 TBC 440i 321 155 5.0-5.2 31.0-33.6 TBC sDrive18d 148 126 9.3-9.4 47.9-49.6 TBC
Typically refined and competent but feels more like an A3 than an 116d 114 124 10.5 49.6-53.3 TBC M4 425 155 4.1-4.3 27.7-28.5 TBC xDrive18d 148 126 9.3-9.4 46.3-47.9 TBC
Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg 118d 148 131 8.2-8.4 47.9-52.3 TBC M4 Competition pack 444 155 4.0-4.2 24.7-28.5 TBC xDrive20d 187 136 7.8 45.6-47.9 TBC
1.5 35 TFSI 148 128-131 9.2-9.6 36.7-37.7 169-176 120d 187 141 7.1-7.2 47.9-49.6 TBC 420d 187 146 7.2-7.4 46.3-50.4 TBC
2.0 40 TFSI quattro 187 136 7.4 30.4-30.7 208-210 120d xDrive 187 138 6.9 43.5-45.6 TBC 420d xDrive 187 144 7.3 43.5-45.6 TBC X2 5dr SUV £28,075–£43,435 AAAAC
2.0 45 TFSI quattro 227 144 6.3 31.0 205-207 430d 254 155 5.5 40.9-42.2 TBC Proves crossovers aren’t always worse than the hatchbacks on
2.0 35 TDI 148 128 9.2 44.1-44.8 165-167 2 Series 2dr coupé £25,765–£53,260 AAAAB 430d xDrive 254 155 5.2 38.7-39.2 TBC which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg
2.0 35 TDI quattro 148 131 9.3 39.2-40.9 182-188 A proper compact coupé now. Could be better equipped, however. 435d xDrive 308 155 4.7 39.2-40.4 TBC sDrive18i 138 127 9.6 39.8-43.5 TBC
2.0 40 TDI quattro 188 137 8.0 37.7 196-197 LxWxH 4432x1774x1418 Kerb weight 1420kg sDrive20i 189 141 7.7 37.2-39.8 TBC
218i 134 130 8.8-8.9 35.8-38.2 TBC 4 Series Convertible 2dr open £41,495–£68,720 AAAAC xDrive20i 189 TBC 7.6 34.9-36.2 TBC
Q5 5dr SUV £42,095–£59,510 AAAAC 220i 181 143 7.2 36.2-38.2 TBC A talented gran tourer with the ability to remove the roof. What’s M35i 302 155 4.9 33.6-34.0 TBC
Appealing combination of Audi allure, affordable SUV practicality 230i 248 155 5.6 35.8-36.7 TBC not to like? LxWxH 4640x1825x1384 Kerb weight 1700kg sDrive18d 148 129 9.3-9.8 47.9-52.3 TBC
and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg M240i 335 155 4.6-4.8 32.5 TBC 420i 181 146 8.2-8.4 34.0-35.8 TBC xDrive18d 148 128 9.2 46.3-49.6 TBC
2.0 45 TFSI quattro 242 147 6.4 30.4-32.5 198-211 M2 Competition 404 155 4.2-4.4 28.2-29.1 TBC 430i 248 155 6.3-6.4 32.8-35.3 TBC xDrive20d 185 137 7.7 45.6-50.4 TBC
2.0 40 TDI quattro 187 136 8.1 36.2-38.2 193-204 218d 148 132 8.3-8.5 47.9-52.3 TBC 440i 321 155 5.4 29.7-30.4 TBC
3.0 V6 TDI SQ5 quattro 342 155 5.1 TBC TBC 220d 187 143 7.1-7.2 47.1-50.4 TBC M4 425 155 4.4-4.6 27.2-28.0 TBC X3 5dr SUV £40,005–£77,190 AAAAC
220d xDrive 187 140 7.0 43.5-46.3 TBC M4 Competition pack 444 155 4.3-4.5 26.9-28.0 TBC Continues where the last one left off. Dynamically good and more
Q7 5dr SUV £54,070–£80,915 AAAAC 225d 220 151 6.3 46.3-47.9 TBC 420d 187 146 8.1-8.2 44.1-46.3 TBC luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg
Unengaging to drive and light on feel, but the cabin is both huge 430d 254 155 5.9 39.2-39.8 TBC xDrive20i 181 134 8.3 29.4-31.4 TBC
and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg 2 Series Convertible 2dr open £28,965–£43,085 AAABC 435d xDrive 308 155 5.2 37.7-38.2 TBC M40i 355 155 4.8 25.7-26.6 TBC
3.0 V6 45 TDI quattro 228 142 7.3 32.5-33.6 220-228 Better than its 1 Series forebear but lacks truly distinguishing X3M Competition 503 155 4.1 26.9 TBC
3.0 V6 50 TDI quattro 282 152 6.3 32.1-33.2 221-231 premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg 4 Series Gran Coupé 4dr coupé £34,755–£50,040 AAAAC xDrive20d 187 132 8.0 39.2-41.5 TBC
218i 134 130 9.4-9.6 33.6-36.2 TBC Essentially a prettier 3 Series. Good, but not better than the xDrive30d 261 149 5.8 36.7-38.7 TBC
Q8 5dr SUV £65,560–£84,860 AAAAC 220i 181 143 7.7 34.4-35.8 TBC regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg M40d 321 155 4.9 35.3-36.7 TBC
Striking and effective coupé-SUV range-topper leaves us wanting 230i 248 155 5.9 34.0-34.9 TBC 420i 181 146 7.5-7.7 34.9-37.1 TBC
more. LxWxH 4986x1995x1705 Kerb weight 2145kg M240i 335 155 4.7-4.9 31.4 TBC 420i xDrive 181 144 7.8-8.1 33.2-25.8 TBC X4 5dr SUV £43,875–£80,110 AAABC
3.0 V6 55 TFSI quattro 335 155 5.9 26.2-25.7 246-249 218d 148 132 8.8-9.0 45.6-47.9 TBC 430i 248 155 5.9 34.4-37.2 TBC Downsized X6 is respectable enough if not loveable, but the X3 is a
3.0 V6 50 TDI quattro 282 152 6.3 32.5-32.8 225-228 220d 187 143 7.5-7.6 45.6-48.7 TBC 440i 321 155 5.1 30.7-31.7 TBC better option. LxWxH 4671x1881x1624 Kerb weight 1735kg
225d 220 151 6.5 44.1-44.8 TBC 420d 187 146 7.4-7.6 46.3-51.4 TBC M40i 336 155 4.9 25.9-26.9 TBC
TT 2dr coupé £32,140–£53,905 AAAAC 420d xDrive 187 144 7.5 43.5-46.3 TBC X4M Competiton 503 155 4.1 26.7 TBC
Still serves up plenty of pace, style and usability for the money. It’s 2 Series Active Tourer 5dr hatch £25,605–£37,565 AAAAC 430d 254 155 5.6 40.9-41.5 TBC xDrive20d 187 131 8.0 39.2-41.5 TBC
better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg BMW’s FWD hatch is a proper contender but not as practical as 430d xDrive 254 155 5.3 38.2-39.2 TBC xDrive30d 254 145 5.8 36.7-40.9 TBC
2.0 40 TFSI 194 155 6.6 40.9 155-156 some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg 435d xDrive 308 155 4.8 39.2-39.8 TBC M40d 322 155 4.9 35.3-27.2 TBC
2.0 45 TFSI 242 155 5.8-5.9 39.8 161-162 218i 134 127 9.3 39.8-44.1 TBC
2.0 45 TFSI quattro 242 155 5.2 35.3 181-182 220i 181 142 7.4 37.2-38.7 TBC 5 Series 4dr saloon £37,100–£98,100 AAAAB X5 5dr SUV £57,640–£71,635 AAAAC
2.0 TTS 302 155 4.5 34.9-35.3 182-183 225xe 248 125 6.7 88.3-100.9 TBC The perfect compromise between the comfy E-Class and dynamic More capable, convenient, refined and classy SUV that’s a more
2.5 TTRS 395 155 3.7 30.7-31.0 207-209 216d 335 121 11.1 55.4-58.9 TBC XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg
218d 148 129 9.0-9.1 49.6-55.4 TBC 520i 181 146 7.8 38.2-40.4 TBC xDrive40i 335 155 5.5 25.0-27.2 TBC
TT Roadster 2dr open £33,890–£55,655 AAAAC 220d 187 141 7.6 50.4-53.3 TBC 530i 248 155 6.2 35.8-38.2 TBC xDrive30d 261 130 6.8 34.0-37.7 TBC
Plenty of pace and driver reward, along with prestige and design- 220d xDrive 187 138 7.5 47.9-51.4 TBC 540i xDrive 335 155 4.8 29.4-31.4 TBC M50d 395 155 5.3 32.5-33.6 TBC
icon style. LxWxH 4191x1966x1355 Kerb weight 1455kg M5 592 155 3.4 23.5-24.1 TBC
2.0 40 TFSI 194 155 6.9 39.8 160-162 2 Series Gran Tourer 5dr MPV £27,470–£37,430 AAAAB M5 Competition 616 155 3.3 23.5-24.1 TBC
2.0 45 TFSI 242 155 6.0-6.1 38.7 165-166 Brings a proper premium MPV to the table. Third row seats aren’t 530e 248 146 6.2 117.7-128.4 TBC
2.0 45 TFSI quattro 242 155 5.5 34.0-34.4 187-188 adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 518d 148 132 8.8 47.1-52.3 TBC
2.0 TTS 302 155 4.8 34.0 187-188 218i 134 127 9.5-9.8 38.2-40.9 TBC 520d 187 147 7.5 44.1-52.3 TBC
2.5 TTRS 395 155 3.9 29.7-30.1 213-215 220i 181 137 7.8 35.3-36.2 TBC 520d xDrive 187 144 7.6 43.5-48.7 TBC
216d 335 119 11.8 53.3-55.4 TBC 530d 261 155 5.7 43.5-45.6 TBC
R8 2dr coupé £128,295–£154,195 AAAAC 218d 148 127 9.6 47.9-51.4 TBC 530d xDrive 261 155 5.4 39.2-41.5 TBC
Usable but no less involving or dramatic for it. V10 is deliciously 220d 187 138 8.2 47.9-49.6 TBC
brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg 220d xDrive 187 135 8.0 45.6-47.1 TBC 5 Series Touring 5dr estate £39,890–£55,900 AAAAB
5.2 V10 FSI quattro 532 198 3.5 21.4-21.6 297-298 The excellent 5 Series made in more practical form. The 520d is
5.2 V10 FSI Plus quattro 601 205 3.2 21.2-21.4 299-301 3 Series 4dr saloon £32,565–£41,565 AAAAB still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg
Latest 3 Series has a growth spurt, but size is no obstacle for an 520i 181 139 8.2 34.9-38.2 TBC
R8 Spyder 2dr open £136,985–£162,885 AAAAC engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg 530i 248 155 6.5 34.0-36.7 TBC
Taking the roof off the R8 enhances the drama tenfold. 320i 181 TBC 7.1 41.5-43.5 TBC 540i xDrive 335 155 5.1 28.2-30.4 TBC
LxWxH 4426x1940x1245 Kerb weight 1680kg 330i 254 155 5.8 38.2-41.5 TBC 520d 187 147 7.8 44.1-47.9 TBC

New Car
Buying
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X6 5dr SUV £62,395–£74,220 AAABC Berlingo 5dr MPV £19,430–£26,650 AAAAB Panda 5dr hatch £9965–£16,465 AAABC 2.0 TDCi EcoBlue 190 AWD 188 128 10.6 31.7-44.8 TBC
The world’s first off-road coupé, but appearances make it difficult Boxy, slightly quirky and immensely practical van-based car Hasn’t kept pace with its rivals, but sells robust, practical charm 2.0 TDCi EcoBlue 240 238 135 8.9 32.5-48.7 TBC
to love. LxWxH 4909x1989x1702 Kerb weight 2065kg returns to top form. LxWxH 4403x1921x1849 Kerb weight 1398kg better than most. LxWxH 3653x1643x1551 Kerb weight 940kg
xDrive30d 254 143 6.7 32.5-33.6 TBC 1.2 PureTech 110 108 109 11.5 37.5-42.4 TBC 1.2 69hp 68 96-102 14.2-14.5 44.8 TBC EcoSport 5dr SUV £17,845–£24,250 AAACC
xDrive40d 308 146 5.8 32.5-33.2 TBC 1.5 BlueHDI 75 75 95 16.5 TBC TBC 0.9 Twinair 85 83 103-110 11.2-12.1 37.2 TBC Facelifted version of the pumped-up Fiesta is okay, but developing-
M50d 375 155 5.2 29.4-30.1 TBC 1.5 BlueHDI 100 101 109 12.3 TBC TBC world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg
1.5 BlueHDI 130 128 116 10.3 TBC AAABC 1.0T Ecoboost 100
TBC 98 105 Tipo 5dr hatch £14,550–£18,860
11.9 39.8-44.1 TBC
X7 5dr SUV £72,315–£87,400 AAAAC 1.0T Ecoboost 125 123 111 A 90s reboot that has been on a diet. Decent to drive and ample
11.0-11.6 34.4-44.1 TBC
BMW’s largest SUV yet crowns the line-up, but faces strong CUPRA 1.0T Ecoboost 140 138 115 interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg
10.2 39.8-43.5 TBC
competition. LxWxH 5151x2000x1805 Kerb weight 2395kg Ateca 5dr hatch £35,900-41,175 AAABC 1.4 95 93 115 12.1 36.2-36.7 TBC 1.5 TDCi EcoBlue 100 99 105 13.6 48.7-56.5 TBC
xDrive40i 338 155 6.1 24.6-24.8 TBC First model from Seat’s stand-alone performance brand has decent 1.4 T-Jet 120 118 124 9.6 36.7 TBC 1.5 TDCi EcoBlue 125 123 112-113 10.7-11.3 42.2-53.3 TBC
xDrive30d 262 155 7.0 32.8-33.6 TBC pace and precision. LxWxH 4376x1841x1615 Kerb weight 1615kg 1.6 Multijet II 120 118 124 9.8-10.2 48.7-51.4 TBC
M50d 398 155 5.4 31.0-31.4 TBC 2.0 TSI 300 296 153 5.2 TBC TBC Kuga 5dr SUV £23,060–£37,285 AAAAB
Tipo Station Wagon 5dr estate £15,550–£19,860 AAABC Bigger and sharper-looking than before but still retains its taut,
i3 5dr hatch £35,350–£37,840 AAAAB DACIA Estate version is more practical, which mixes well with its driving responsive handling. LxWxH 4524x1838x1689 Kerb weight 1560kg
Our favourite high-end small car happens to be an EV, and it could Sandero 5dr hatch £6995–£11,400 AAACC characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg 1.5 Ecoboost 120 118 112 12.5 34.9-35.3 TBC
change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg A clever budget prospect but its limitations are unavoidable, even 1.4 95 93 115 12.3 36.2 TBC 1.5 Ecoboost 150 148 121 9.7 28.2-35.3 TBC
120Ah 167 93 7.3 TBC 0 after a smart facelift. LxWxH 4069x1733x1519 Kerb weight 969kg 1.4 T-Jet 120 118 124 9.8 34.4-36.7 TBC 1.5 Ecoboost 176 AWD 174 124 10.1 28.5-29.1 TBC
120Ah S 180 99 6.9 TBC 0 1.0 SCe 75 71 98 14.2 TBC TBC 1.6 Multijet II 120 118 124 10.1-10.4 48.7-50.4 TBC 1.5 TDCi 120 118 106-108 12.4-12.7 44.1-46.3 TBC
0.9 TCe 90 87 109 11.1 TBC TBC 1.5 TDCi 150 148 119-121 9.9-10.1 37.2-39.2 TBC
i8 2dr coupé/roadster £115,105-£127,105 AAAAC FORD 1.5 TDCi 150 AWD 148 118 10.9 37.2-39.2 TBC
If BMW’s plug-in hybrid is what the future of the sports car looks Sandero Stepway 5dr hatch £8995–£12,600 AAABC Ka+ 5dr hatch £11,295–£15,045 AAABC 1.5 TDCi 180 AWD 177 124-126 9.2-10.0 35.3-38.7 TBC
like, we welcome it. LxWxH 4689x1942x1293 Kerb weight 1485kg A more expensive and slightly more rugged cheap car – but still The Ka gets two extra doors, and it’s a breath of fresh air for the
1.5 eDrive 374 155 4.4-4.6 128.4 TBC limited. LxWxH 4089x1761x1555 Kerb weight 1040kg range. LxWxH 3929x1910x1524 Kerb weight 1055kg Edge 5dr SUV £36,995–£45,995 AAABC
0.9 TCe 90 87 104 11.1 TBC TBC 1.2 Ti-VCT 70 69 99 15.3 48.7 TBC Mid-sized, US-developed SUV joins Ford’s fleet to take on Europe’s
Z4 2dr coupé £37,115-£49,185 AAAAC 1.5 dCi 95 93 106 13 TBC TBC 1.2 Ti-VCT 85 83 105 13.3 43.5-47.9 TBC big SUVs. LxWxH 4808x1928x1692 Kerb weight 1912kg
Better to drive than ever, but makes a better open-top cruiser than 1.5 TDCi 95 93 111 11.4 56.5-60.1 TBC 2.0 EcoBlue 150 148 129 11.2 38.2-42.2 TBC
a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg Logan MCV 5dr estate £8495–£12,900 AAACC 2.0 EcoBlue 238 235 134 9.6 34.4-41.5 TBC
sDrive20i 195 155 6.6 38.7-39.8 TBC Lacks its stablemates’ charms but retains their cheapness. Fiesta 3dr/5dr hatch £13,965–£22,895 AAAAB
sDrive30i 255 155 5.4 37.7-38.7 TBC LxWxH 4501x1733x1552 Kerb weight 980kg Dynamically superb and continues the Fiesta legacy. No longer the GT 2dr coupé £420,000 AAAAC
M40i 338 155 4.6 33.2 TBC 1.0 SCe 75 71 98 14.7 TBC TBC class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg The GT is back as a race car for the road. Compelling if not perfect.
1.1 Ti-VCT 70 690.9 TCe 90
99 87 109 11.1 TBC TBC 14.9 44.8-48.7 TBC LxWxH 4808x1928x1692 Kerb weight 1912kg
CAD I LL AC 1.1 Ti-VCT 85 831.5 dCi 95
105 93 111 11.8 TBC TBC 14.0 44.8-48.7 TBC 3.5 V6 Ecoboost 650 216 3.0 TBC TBC
CTS-V 4dr saloon £85,428 AAAAC 1.0T Ecoboost 85 84 106 12.7 46.3 TBC
Eat your heart out, Germany – but lacks handling finesse of its Logan MCV Stepway 5dr estate £12,495-£14,100 AAACC 1.0T Ecoboost 100 98 111-113 10.5-12.2 40.4-50.4 TBC G I N E T TA
European rivals. LxWxH 5050x1863x1447 Kerb weight 1850kg Given a rugged makeover but still lacks charm. Extremely 1.0T Ecoboost 125 123 121 9.9 46.3-49.6 TBC G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC
6.2 V8 RWD 640 199 3.7 TBC TBC practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg 1.0T Ecoboost 140 138 125 9.0 46.3-48.7 TBC A balanced, affordable and fine-looking track-day car. Some of the
0.9 TCe 90 87 106 12.4 TBC TBC 1.5T Ecoboost 200 ST 197 144 6.5 40.4 TBC finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg
Escalade 5dr SUV £93,260 AACCC 1.5 dCi 95 93 111 13.0 TBC TBC 1.5 TDCi Duratorq 85 83 108 12.5 55.4-60.1 TBC 1.8 Zetec 135 125 TBC TBC TBC
Cadillac’s luxury SUV remains too large and ungainly for the UK. 1.5 TDCi Duratorq 120 118 121 9.0 54.3-57.6 TBC
LxWxH 5179x2061x1896 Kerb weight 2635kg Duster 5dr SUV £9995–£19,360 AAABC H O N DA
6.2 V8 AWD 420 112 6.7-6.9 TBC TBC A value champion. If cheap family transport is what you require, Focus 5dr hatch £18,300–£29,650 AAAAB Jazz 5dr hatch £14,360–£18,460 AAAAC
the Duster delivers. LxWxH 4315x2000x1625 Kerb weight 1147kg Better to drive and look at than before, and impressively good Not the most compact or vivacious but has decent handling and is
C AT E R H A M 1.6 SCe 115 111 104-105 11.0-12.0 41.5-44.1 145-155 value. LxWxH 4378x1825x1471 Kerb weight 1369kg cleverly packaged.LxWxH 3995x1694x1550 Kerb weight 1066kg
Seven 2dr open £26,490–£53,885 AAAAB 1.5 dCi 115 111 104-105 11.8-12.4 60.1-64.2 115-123
1.0T Ecoboost 85 84 110 13.5 44.1-49.6 TBC 1.3 DOHC 99 113-118 11.2-12.3 48.7 TBC
The 360 is the sweet spot in the revised range, giving the Seven 1.0T Ecoboost 100 99 116 12.1 44.1-50.4 TBC 1.5 DOHC 128 113-118 8.7-10.1 42.8 TBC
just the right hit of performance. LxWxH TBC Kerb weight 490kg DS 1.0T Ecoboost 125 123 119-124 10-11.7 37.7-49.6 TBC
1.6 Sigma Ti-VCT 270 135 122 5.0 TBC TBC 3 3dr hatch/2dr open £19,480–£23,480 AAAAC 1.5T Ecoboost 150 148 127-130 8.8-9.7 38.2-46.3 TBC Civic 5dr hatch £18,895–£33,525 AAAAC
1.6 Sigma Ti-VCT 310 152 127 4.9 TBC TBC Premium-brand philosophy and aesthetics appeal, but the 3 lacks 1.5T Ecoboost 182 180 137-138 8.3-8.4 38.7-44.1 TBC A fresh look while remaining practical, refined and upmarket. Lacks
2.0 Duratec 360 180 130 4.8 TBC TBC dynamic refinement. LxWxH 3948x1715x1483 Kerb weight 1090kg 1.5 EcoBlue 95 94 114 11.4 56.5-64.2 TBC some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg
2.0 Duratec 420 210 136 3.8 TBC TBC 1.2 PureTech 110 107 117-118 9.6-10.2 39.1-44.8 TBC 1.5 EcoBlue 120 118 117-122 10.0-10.8 49.6-62.8 TBC
1.0 VTEC Turbo 126PS 124 125-126 10.2-11.2 47.9 TBC
2.0 Supercharged 620S 310 145 3.4 TBC TBC 2.0 EcoBlue 150 148 127-130 8.5-9.3 44.1-57.6 TBC
1.5 VTEC Turbo 182PS 179 125-136 8.2-8.5 46.3 TBC
2.0 Supercharged 620R 310 155 2.79 TBC TBC 3 Crossback 5dr SUV £24,555–£34,705 AAABC 1.6 i-DTEC 120PS 118 125 10.1 62.8 TBC
First foray into compact SUVs comfortably competes with more Focus Estate 5dr estate £19,400–£30,750 AAABC 2.0 VTEC Turbo Type R 315 169 5.8 33.2 TBC
CHEVROLET established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg Almost as good to drive as the hatch, but a Skoda Octavia will
Camaro 2dr coupé/convertible £35,770–£47,850 AAABC 1.2 PureTech 100 98 112 10.9 46.0-52.0 TBC carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg Civic 4 door 4dr saloon £21,240–£27,120 AAAAC
An affordable American muscle car, but LHD only and less usable 1.2 PureTech 130 1.0T Ecoboost 85 84 109 13.9128 44.1-49.6 TBC 124 9.2 42.2-47.1 TBC Saloon bodystyle gives Civic a more upmarket feel, without hurting
and unrefined. LxWxH 4784x1897 Kerb weight 1539kg 1.2 PureTech 155 1.0T Ecoboost 100 99 115 12.7153 44.1-50.4 TBC 129 8.2 41.7-45.7 TBC its refined drive. LxWxH 4648x1799x1416 Kerb weight 1314kg
2.0 Turbo 268 149 5.9-6.1 TBC TBC 1.5 BlueHDI 100 1.0T Ecoboost 125 123 98
119-120 11.2-12.2 37.7-49.6 TBC 112 11.4 54.4-62.7 TBC 1.0 VTEC Turbo 126PS 124 130 10.7 47.9 TBC
6.2 V8 446 155-180 4.4-4.8 TBC TBC 1.5T Ecoboost 150 148 129-130 8.9-9.2 38.2-46.3 TBC 1.6 i-DTEC 120PS 118 125 9.9 64.2 TBC
7 Crossback 5dr SUV £27,435–£44,120 AAABC 1.5T Ecoboost 182 180 137-138 8.8 38.7-44.1 TBC
Corvette 2dr coupé/open £72,945–£100,305 AAAB DS’s first premium SUV certainly has the right price tag, equipment 1.5 EcoBlue 95 94 112 11.8 56.5-64.2 TBC HR-V 5dr SUV £19,795–£28,245 AAABC
LHD only and less usable and less able than rivals, but disarming and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg 1.5 EcoBlue 120 118 116-120 10.3-11.1 49.6-62.8 TBC Cleverly packaged and comfortable. Bland performance and
and inimitable. LxWxH 4492x1872x1239 Kerb weight 1539kg 1.2 PureTech 130 129 122 10.2 42.2-48.0 TBC 1.5 EcoBlue 150 148 126-129 8.7-9.5 44.1-57.6 TBC forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg
6.2 V8 459 180 4.1-4.2 TBC TBC 1.6 PureTech 180 178 137 8.9 35.2-38.5 TBC 1.5 i-VTEC 130PS 128 116-119 10.2-11.4 42.2 TBC
6.2 V8 Z06 650 196 3.7-3.8 TBC TBC 1.6 PureTech 225 EAT8 218 141 8.3 33.6-36.5 TBC Mondeo 5dr hatch £21,995–£33,130 AAAAC 1.5 i-VTEC Turbo 182PS 180 134 7.8 47.1-47.9 TBC
1.5 BlueHDi 130 TBC 121 11.7 49.3-55.3 TBC Does what great Fords do, by over-delivering on practicality,
CITROEN 2.0 BlueHDi 180 EAT8 171 134 9.9 42.7 TBC handling and value. LxWxH 4871x 1852x1482 Kerb weight 1455kg CR-V 5dr SUV £25,595–£35,445 AAAAC
C-Zero 5dr hatchback £20,520 AAACC 1.5 SCTi Ecoboost 165 162 133-138 9.1-9.2 22.8-41.5 TBC Tardis-like SUV stalwart has lots of space for five and a big boot.
Well-engineered electric city car, but too expensive and lacks the FERRARI 2.0 TiVCT hybrid 187 184 116 9.2 40.9-52.3 TBC LxWxH 4605x1820x1685 Kerb weight 1515kg
range of rivals. LxWxH 3475x1475x1600 Kerb weight 1120kg Portofino 2dr open £166,551 AAAAC 2.0 TDCi Duratorq 150 148 131-133 10.7-10.9 36.7-61.4 TBC 1.5 i-VTEC 171 130 9.3 38.7 TBC
Electric 64 80 15.9 TBC 0 The entry-level Ferrari has the power, the looks and the touring 2.0 TDCi Duratorq 190 187 138 9.9 36.7-56.5 TBC 1.5 i-VTEC AWD 171 124-129 9.8-10.0 32.5-36.2 TBC
ability. LxWxH 4586x1938x1318 Kerb weight 1664kg 2.0 TDCi D’torq 190 AWD 187 137 10.0 34.9-52.3 TBC 2.0 i-MMD hybrid 181 112 9.2 40.9 TBC
C1 3dr hatch/5dr hatch £10,140–£14,110 AAABC 3.9T V8 591 199 3.5 14.7-28.0 230-436
Slightly cheaper than its Toyota sibling but less visually charming. Mondeo Estate 5dr estate £23,795–£34,630 AAAAC NSX 2dr coupé £144,755 AAAAB
LxWxH 3455x1615x1460 Kerb weight 855kg 488 2dr coupé/open £197,418-£278,850 AAAAA A vast and enjoyable estate that majors on everything a great Ford Honda’s supercar given a modern reboot, and it’s some piece of
1.0 VTI 72 71 99 12.6 TBC TBC Calm ride mixed with explosive performance. should. LxWxH 4867x 1852x1501 Kerb weight 1476kg engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg
LxWxH 4568x1952x1213 Kerb weight 1475kg 1.5 SCTi Ecoboost 165 162 135 9.2-9.3 22.8-41.5 TBC 3.5 V6 hybrid 573 191 2.9 TBC TBC
C3 5dr hatchback £13,050–£19,310 AAABC 3.9T V8 GTB 650 203-205 3.0 13.5-25.9 247-478 2.0 TIVCT hybrid 187 184 116 9.2 40.9-52.3 TBC
Funky, fresh look gives a lease of life, shame that underneath isn’t 3.9T V8 Pista 710 212 2.85 15-26.2 245-430 2.0 TDCi Duratorq 150 148 128-130 10.8-11.1 36.7-61.4 TBC HYU N DAI
the same. LxWxH 3996x1749x1474 Kerb weight 976kg 3.9T V8 Pista Spider 710 211 2.85 15-26.2 245-430 2.0 TDCi Duratorq 190 187 138 9.9 36.7-56.5 TBC i10 5dr hatch £9895–£14,425 AAAAC
1.2 PureTech 82 79 107 12.8 TBC TBC 2.0 TDCi D’torq 190 AWD 187 137 10.0 34.9-52.3 TBC Prioritises maturity over fun, resulting in a car that is practical and
1.2 PureTech 110 107 117 9.3 TBC TBC GTC4 Lusso 2dr coupé £200,890–£243,126 AAAAB well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg
1.6 BlueHDi 100 96 115 10.6 TBC TBC Another four-wheel-drive grand tourer Ferrari that is more usable Mustang 2dr coupé/open £37,645–£48,145 AAAAC 1.0 DOHC 64 97 14.7 50.4 TBC
than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg American muscle built for the UK. What’s not to like? 1.2 DOHC 84 103-109 12.1-13.8 40.9-46.3 TBC
C3 Aircross 5dr hatchback £16,655–£21,245 AAABC 3.9T V8 592 198 3.5 13.5-25.2 253-477 LxWxH 4784x1916x1381 Kerb weight 1653kg
Funky-looking C3 gets a jacked-up, rugged SUV look. 6.3 V12 670 208 3.4 9.9-21.0 308-648 2.3 Ecoboost 286 145 5.8 30.1-32.5 TBC i20 5dr hatch £13,995–£18,645 AAAAC
LxWxH 4155x1765x1637 Kerb weight 1088kg 5.0 V8 444 155 4.8 23.2-25.7 TBC Combines decent performance with good practicality and running
1.2 PureTech 82 79 103 15.9 TBC TBC 812 Superfast 2dr open £263,033 AAAAA 5.0 V8 Bullitt 453 163 4.6 23.9 TBC costs. LxWxH 4035x1734x1474 Kerb weight 980kg
1.2 PureTech 110 107 115 11.3 TBC TBC More powerful than the F12, but with better road manners making it 1.0 T-GDI 100 98 113-117 10.8-11.4 47.9-49.6 TBC
1.2 PureTech 130 127 124 10.4 TBC TBC the star of the range. LxWxH 4657x1971x1276 Kerb weight 1630kg C-Max 5dr MPV £22,295–£28,795 AAABC 1.0 T-GDI 120 118 118 10.2 46.3 TBC
1.6 BlueHDi 100 96 109 12.8 TBC TBC 6.5 V12 777 211 2.9 11.2-20.0 320-572 A fun-to-drive and easy-to-live-with five-seat MPV. 1.2 MPI 75 74 99 13.6 46.3 TBC
LxWxH 4379x1828x1610 Kerb weight 1391kg 1.2 MPI 84 83 106 12.8 45.6-46.3 TBC
C4 Cactus 5dr hatchback £19,070–£23,335 AAABC F I AT 1.0T Ecoboost 100 98 108 12.6 37.2-42.2 TBC
Interesting and novel to look at but flawed to drive. 500 3dr hatch/2dr open £12,010–£18,100 AAABC 1.0T Ecoboost 125 123 116 11.4 37.2-42.2 TBC i30 5dr hatch £17,125–£29,495 AAABC
LxWxH 4157x1729x1480 Kerb weight 965kg Super desirable, super-cute city car. Pleasant, if not involving to 1.5T Ecoboost 150 148 134 10.2 30.4-33.6 TBC As good as we’ve come to expect from Hyundai, but not one inch
1.2 PureTech 110 107 117 9.3-9.7 TBC TBC drive. LxWxH 3571x1627x1488 Kerb weight 865kg 1.5 TDCi Duratorq 120 118 113-114 11.3-12.4 41.5-48.7 TBC better. LxWxH 4340x1795x1455 Kerb weight 1194kg
1.2 PureTech 130 128 120 8.2 TBC TBC 1.2 69hp 68 99 12.9 44.1 TBC 1.0 T-GDi 120 118 118 11.1 45.6 TBC
1.6 BlueHDi 100 96 114 10.6-11.2 TBC TBC 0.9 Twinair 85 83 107 11.0 49.6 TBC Grand C-Max 5dr MPV £23,895–£30,445 AAAAC 1.4 T-GDi 140 138 127-130 8.9-9.2 42.2-46.3 TBC
1.6 BlueHDi 120 118 125 8.7 TBC TBC Mid-sized Ford handles well and can be had in five- or seven-seat 1.6 CRDi 115 113 118 11.0-11.2 58.9-60.1 TBC
500L 5dr MPV £17,610–£18,895 AAACC form. Good value, too. LxWxH 4379x1828x1610 Kerb weight 1493kg 2.0 T-GDi 250 N 247 155 6.4 34.9 TBC
C4 Spacetourer 5dr MPV £22,780–£31,270 AAAAC A costly option but has some style to fill out some of its missing 1.0T Ecoboost 100 98 107 13.6 37.2-39.8 TBC 2.0 T-GDi 275 N Performance 272 155 6.1 34.0 TBC
Plushness and an improved dynamic make for a better car. substance. LxWxH TBC Kerb weight TBC 1.0T Ecoboost 125 123 115 12.2 37.2-39.8 TBC
LxWxH 4438x1826x1610 Kerb weight 1280kg 1.4 95hp 93 103-111 12.8-13.2 34.0-34.9 TBC 1.5T Ecoboost 150 148 123 10.2 30.4-32.1 TBC i30 Fastback 4dr saloon £20,435–£29,995 AAABC
1.2 PureTech 130 126 125-128 10.1 TBC TBC 1.5 TDCi Duratorq 120 118 111-112 12.3-13.4 41.5-45.6 TBC Combines good looks with sensible practicalities and dynamic
1.6 BlueHDi 130 126 130 10.4 TBC TBC 500X 5dr hatch £17,295–£22,695 AAABC charm LxWxH 4455x1795x1425 Kerb weight 1287kg
1.6 BlueHDi 160 158 131 8.9 TBC TBC Familiar styling works rather well as a crossover. Drives okay, too. S-Max 5dr MPV £28,395–£40,695 AAAAC 1.0 T-GDi 120 118 117 11.5 54.3 TBC
LxWxH 4248x1796x1600 Kerb weight TBC Better to drive and better looking than most but not quite the class 1.4 T-GDI 140 138 129 9.2 49.6-52.3 TBC
Grand C4 Spacetourer 5dr MPV £24,880–£33,070 AAAAC 1.6 E-Torq 110 108 112 11.5 36.7 TBC leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg 2.0 T-GDI 275 N 272 155 6.1 34.0 TBC
Alternative MPV offers something fresh, comfy, spacious and 1.0 Firefly Turbo 120hp 118 117 10.9 41.5 TBC 1.5T Ecoboost 165 163 124 9.9 26.6-38.7 TBC
quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg 1.3 Firefly Turbo 150hp 148 124 9.1 40.9 TBC 2.0 TDCi EcoBlue 120 118 114 13.4 39.8-53.3 TBC i30 Tourer 5dr estate £17,625–£26,125 AAABC
1.2 PureTech 130 126 125-128 10.8 TBC TBC 2.0 TDCi EcoBlue 150 148 123 10.3 34.0-53.3 TBC Another solid car. Good value and practical but lacks excitement.
1.6 BlueHDi 130 126 130 11.3 TBC TBC 2.0 TDCi EcoBlue 150 AWD 148 122 10.6 35.8-50.4 TBC LxWxH 4585x1795x1465 Kerb weight 1245kg
1.6 BlueHDi 160 158 130 9.2 TBC TBC 2.0 TDCi EcoBlue 190 188 129 9.5 35.8-48.7 TBC 1.0 T-GDi 120 118 117 11.4 47.9-49.6 TBC
2.0 TDCi EcoBlue 190 AWD 188 128 9.8 31.7-46.3 TBC 1.4 T-GDi 140 138 126-129 9.2-9.5 44.8-46.3 TBC
C5 Aircross 5dr SUV £23,830–£32,730 AAABC 2.0 TDCi EcoBlue 240 236 140 8.1 32.5-48.7 TBC 1.6 CRDi 110 108 117 11.3 58.9-60.1 TBC
Smooth-riding SUV has an easy-going nature, but not the most 1.6 CRDi 136 134 123 10.9 56.5-57.6 TBC
dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg Galaxy 5dr MPV £29,945–£41,045 AAABC
1.2 PureTech 130 129 117 10.5 TBC TBC Huge seven-seat MPV. Easy to place on the road but not cheap to i40 4dr saloon £22,995–£29,125 AAABC
1.6 PureTech 180 178 134 8.2 TBC TBC buy. LxWxH 4848x1916x1747 Kerb weight 1708kg Useful, inoffensive and well-priced, but don’t expect any fireworks.
1.5 BlueHDI 130 129 117 10.4 TBC TBC 1.5T Ecoboost 165 163 124 10.0 26.6-38.2 TBC LxWxH 4745x1815x1470 Kerb weight 1497kg
1.5 BlueHDI 180 174 131 8.6 TBC TBC 2.0 TDCi EcoBlue 120 118 114 13.6 39.2-52.3 TBC 1.6 GDI 135 133 122 11.5 39.2 TBC
2.0 TDCi EcoBlue 150 148 122-123 10.9 33.6-52.3 TBC 1.6 CRDi 115 113 117 12.0 56.6 TBC
2.0 TDCi EcoBlue 150 AWD 148 122 12.2 35.3-48.7 TBC 1.6 CRDi 136 134 122 10.8-11.5 54.3 TBC
2.0 TDCi EcoBlue 190 188 129-131 9.6-9.8 35.8-52.3 TBC

84 AUTOCAR.CO.UK 2 OCTOBER 2019

 N E W CAR PR I CES
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i40 Tourer 5dr estate £21,610–£29,630 AAABC 3.0s V6 380 374 171 4.9-5.5 25.9-26.2 TBC Stinger 4dr saloon £32,435–£40,535 AAABC
A practical estate but still rather dull and ordinary. 3.0s V6 380 AWD 374 171 5.1 25.0-25.4 TBC Sleek coupé-shaped saloon has the appeal and dynamics to rival
LxWxH 4775x1815x1470 Kerb weight 1514kg 5.0s V8 550 R AWD 542 186 4.1 25.7-26.0 TBC Europe’s best LxWxH 4830x1870x1400 Kerb weight 1717kg
1.6 GDI 135 133 121 11.6 38.2 TBC 5.0s V8 575 SVR AWD 567 195 3.7 25.5 TBC
2.0 T-GDi 244 149 5.8 29.4 217
1.6 CRDi 115 113 116 12.2 54.6 TBC 3.3 V6 T-GDi 365 168 4.7 27.7 233
1.6 CRDi 136 134 121-122 11.0-11.7 52.3 TBC E-Pace 5dr SUV £28,930–£46,060 AAAAC 2.2 CRDi 197 143 7.3 40.9 179
Jaguar’s second SUV looks enticing, but can it make an impact like
Ioniq 5dr hatch £21,790–£32,045 AAABC the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg Venga 5dr hatch £15,625–£19,520 AAACC
First attempt at electrification for the masses is a good effort. 2.0 D150 148 124 9.5 39.1-42.6 TBC A versatile interior, but firm ride and high price disappoint.
LxWxH 4470x1820x1450 Kerb weight 1370kg 2.0 D150 AWD 148 120 9.9-10.1 36.3-41.7 TBC LxWxH 4075x1765x1600 Kerb weight 1253kg
1.6 Hybrid 141 139 115 10.8-11.1 61.4-62.8 TBC 2.0 D180 AWD 177 127-128 8.7-9.4 36.1-41.1 TBC 1.6 123 111-115 10.4-11.1 34.4-37.2 172-187
1.6 Plug-in Hybrid 141 139 110 10.6 247.8 TBC 2.0 D240 AWD 236 139 7.0 34.5-36.9 TBC
Electric Motor 118 103 10.2 TBC 0 2.0 P200 AWD 198 134 7.7 27.8-30.1 TBC Carens 5dr MPV £19,505–£28,445 AAABC
2.0 P250 AWD 245 143 6.6 27.1-29.5 TBC Nicely up to scratch without feeling cheap or austere, but no class 2.0 Si 290 281 135 6.5 TBC TBC
ix20 5dr hatch £15,750–£19,200 AAABC 2.0 P300 AWD 295 151 5.9 26.2-28.1 TBC leader. LxWxH 4525x1805x1605 Kerb weight 1483kg
Usable high-roofed hatch is short on overall flair. 1.6 GDi 133 115 10.9 TBC TBC Discovery 5dr SUV £47,625–£70,405 AAAAB
LxWxH 4120x1765x1600 Kerb weight 1267kg F-Pace 5dr SUV £36,520–£74,835 AAAAC 1.7 CRDi 114 114 110 12.7 TBC TBC The country bumpkin given elocution lessons without losing its
1.6 125 123 112 11.5 34.3-37.1 TBC Credible first SUV effort is as refined and dynamic as a Jaguar 1.7 CRDi 139 139 117-120 10.0-10.9 TBC TBC rugged capabilities. LxWxH 4970x2073x1888 Kerb weight 2115kg
should be. LxWxH 4746x2070x1667 Kerb weight 1690kg 2.0 SD4 234 121 8.0 TBC TBC
Kona 5dr hatch £17,100–£38,645 AAAAC 2.0d 163 160 121 10.2 40.9-44.8 TBC Niro 5dr SUV £23,490–£30,845 AAABC 3.0 V6 Td6 251 130 7.7 TBC TBC
Hyundai’s first crossover is the perfect blend of practicality, value 2.0 20d 180 177 129 8.5 39.9-43.4 TBC Kia’s first full hybrid is a solid attempt, but it lacks the refinement 2.0 Si4 295 125 7.3 TBC TBC
and style LxWxH 4165x1800x1550 Kerb weight 1233kg 2.0 20d 180 AWD 177 129 8.7 36.8-40.0 TBC of better rivals. LxWxH 4355x1805x1545 Kerb weight 1500kg
1.0 T-GDi 120 2WD 118 112 12.0 44.1-44.8 TBC 2.0 25d 240 AWD 236 135 7.2 35.4-38.5 TBC 1.6 GDi Hybrid 139 101 11.1 TBC TBC LEXUS
1.6 T-GDi 177PS 4WD 175 127 7.9 34.0-33.6 TBC 3.0 V6 30d 300 AWD 295 150 6.2 34.2-36.6 TBC 1.6 GDi Hybrid PHEV 139 107 10.4 TBC TBC CT 5dr hatch £25,150–£31,250 AAAAC
1.6 CRDi 115 2WD 113 114 10.7 55.4-56.5 TBC 2.0 25t 250 AWD 246 135 6.8 27.2-29.2 TBC Hybrid-only hatch has a pokey cabin and mismatched character
1.6 CRDi 136 2WD 134 119 10.2 52.3 TBC 2.0 30t 300 AWD 295 145 6.0 26.2-28.0 TBC Stonic 5dr SUV £16,540–£21,200 AAABC traits. LxWxH 4350x1765x1445 Kerb weight 1465kg
Electric 39kWh 134 96 9.6 TBC 0 5.0 V8 SVR 550 AWD 548 176 4.1 22.1 TBC Kia’s first crossover is striking and reasonably good considering 1.8 VVT-i CT200h 134 112 10.3 53.2-54.3 TBC
Electric 64kWh 201 104 7.6 TBC 0 the value. LxWxH 4140x1760x1520 Kerb weight 1160kg
I-Pace 5dr SUV £64,495–£74,995 AAAAB 1.4 MPI 98 107 12.2 45.6 141 ES 4dr saloon £35,150-£45,650 AAABC
Nexo 5dr SUV £65,995 AAABC Fast, refined and the first of its kind from a European 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
Impressive effort that heads in the right direction for fuel cell cars. manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg 1.6 CRDI 108 112 10.9 57.6 128 could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg
LxWxH 4670x2060x1640 Kerb weight 1814kg EV400 398 124 4.5 TBC 0 2.5 VVT-i ES300h 218 112 8.9 48.7-53.2 TBC
95kW fuel cell 161 130 9.6 42mpkg 0 Sportage 5dr SUV £20,305–£34,545 AAABC
JEEP Good ride, handling and usability. Looks good and is decent value. IS 4dr saloon £31,895–£40,995 AAABC
Tucson 5dr SUV £22,045–£34,945 AAABC Compass 5dr SUV £23,755–£35,325 AAACC LxWxH 4480x1855x1635 Kerb weight 1454kg Sleek compact executive car is well-made and interesting but still
Classy, roomy cabin and predictable handling. A very competitive Wants to be a catch-all crossover, but is beaten by more road- 1.6 GDi 130 113 11.1 34.9-35.7 179-184 a left-field choice. LxWxH 4680x1810x1430 Kerb weight 1620kg
SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg 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
1.6 GDi 132PS 130 113 11.5 35.3 TBC 1.4 Multiair II 140 138 119 9.9 TBC TBC 1.6 T-GDI AWD 174 125-126 8.8-9.2 31.7-32.5 198-203
1.6 T-GDi 177PS 175 125-126 8.9-9.2 34.9-36.2 TBC 1.4 Multiair II 170 4WD 167 124 9.5 TBC TBC 1.6 CRDi 114 114 109 11.4 49.6 150 LS 4dr saloon £73,270–£98,670 AAABC
1.6 CRDi 115PS 113 109 13.7 48.7-49.6 TBC 1.6d MultiJet II 120 118 115 11.0 TBC TBC 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
1.6 CRDi 136PS 134 114-116 10.6-12.0 45.6-47.1 TBC 2.0d MultiJet II 140 4WD 138 118 10.1 TBC TBC 1.6 CRDI 134 AWD 134 112 11.6 42.8-43.5 169-173 hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg
2.0 CRDi 185PS 182 125 9.5 40.9 TBC 2.0d MultiJet II 170 4WD 167 122 9.5 TBC TBC 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
Santa Fe 5dr SUV £33,425–£43,295 AAABC Renegade 5dr SUV £23,500–£31,400 AAABC Sorento 5dr SUV £30,225–£42,925 AAAAC RC 2dr coupé £39,145–£69,690 AAABC
Another big Korean SUV with lots of space for not a lot of cash. Middling compact crossover with chunky looks but no obvious 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
Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg charm. LxWxH 4236x1805x1667 Kerb weight 1346kg seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg
2.2 CRDi 200 197 127 9.3-9.4 38.7-43.5 TBC 1.0 GSE T3 120 118 115 11.2 38.2 TBC 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
2.2 CRDI 200 AWD 197 127 9.4-9.5 38.7-40.4 TBC 1.3 GSE T4 150 148 122 9.4 38.2-39.8 TBC 5.0 V8 RC F 470 168 4.5 25.0 TBC
1.6d MultiJet II 120 118 111 10.2 45.6-48.7 TBC KTM
INFINITI 2.0d MultiJet II 140 4WD 138 113 9.5-10.2 37.7-40.4 TBC X-Bow 0dr open £57,345–£70,717 AAAAC LC 2dr coupé £76,595–£91,995 AAAAC
Q30 5dr hatch £21,300–£37,540 AAABC 2.0d MultiJet II 170 4WD 167 122 8.9 35.8 TBC Eccentric looks and sharp handling but expensive. Superb-looking coupé shows flickers of what made the LFA great.
Infiniti’s first hatch uses the A-Class blueprint. Great to look at, not LxWxH 3738x1915x1202 Kerb weight 847kg LxWxH 4770x1920x1345 Kerb weight 1935kg
so good to drive. LxWxH 4425x1805x1495 Kerb weight 1407kg Cherokee 5dr SUV £35,750 AABCC 2.0 R 290 143 3.9 TBC TBC 5.0 V8 LC500 470 168 4.4 24.4 TBC
1.6t 122 120 124 9.4 38.2-38.7 TBC Hamstrung by poor UK specification. Uninspiring but practical and 2.0 GT 280 143 4.1 TBC TBC 3.5 V6 LC500h 354 155 4.7 34.8 TBC
1.6t 156 153 134 8.9 35.8 TBC roomy. LxWxH 4624x1859x1670 Kerb weight 1738kg
2.0t 211 208 146 7.2 34.9 TBC 2.2d MultiJet 185 4WD 182 127 8.8 TBC TBC LAMBORGHINI NX 5dr SUV £35,950–£45,500 AAACC
2.0t 211 AWD 208 143 7.3 32.8 TBC Huracán 2dr coupé £162,900–£238,000 AAAAC Some good ideas, but dramatically off the pace to drive.
2.2d 170 167 137 8.3 44.1-45.6 TBC Grand Cherokee 5dr SUV £49,880 AAABC Junior Lambo mixes usability and drama skilfully. Performante is LxWxH 4630x1845x1645 Kerb weight 1905kg
2.2d 170 AWD 167 134 8.5 39.8-40.9 TBC The best Jeep on sale by some margin. Comfortable and well- the most rounded. LxWxH 4459x1924x1165 Kerb weight 1389kg 2.5 VVT-I NX300h 4WD 194 112 9.2 35.7-37.1 TBC
equipped. LxWxH 4828x1943x1792 Kerb weight 2266kg 5.2 V10 572 198 3.4 21.4 332
QX30 5dr hatch £29,720–£35,570 AAABC 3.0 MultiJet 250 4WD 247 126 8.2 TBC TBC 5.2 V10 Evo 631 201 2.9 20.3 332 RX 5dr SUV £49,700–£61,700 AAABC
Q30 with a more rugged look, but doesn’t improve on the standard 5.2 V10 Performante 631 201 2.9 19.7 357 Low flexibility, but hybrid option makes a degree of economic
car. LxWxH 4425x1815x1530 Kerb weight 1542kg Wrangler 2dr/4dr SUV £44,865–£48,365 AAAAC sense. LxWxH 4890x1895x1690 Kerb weight 2100kg
2.2d 170 AWD 167 134 Heavy-duty off-roader goes anywhere, but lacks on-road manners. Aventador 2dr coupé £278,000-£360,000
8.5 39.2-40.9 TBC AAAAC 3.5 V6 RX450h 308 124 7.7 35.3-37.1 120-127
LxWxH 4223x1873x1840 Kerb weight 1827kg Big, hairy V12 has astonishing visuals and performance. Handling
Q50 4dr saloon £43,415–£50,195 AAACC 2.2d MultiJet II 200 4WD 197 114 9.5 28.8-30.4 TBC could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg UX 5dr SUV £29,905-£40,355 AAABC
Credible compact saloon competitor with some novel touches. 6.5 V12 S 730 217 2.9 15.4 499 Refreshingly different premium SUV is a credible, if not class-
LxWxH 4790x1820x1445 Kerb weight 1676kg KIA 6.5 V12 SVJ 759 217 2.8 15.8 486 leading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg
3.5 V6 Hybrid 364 359 155 5.1 31.4 TBC Picanto 5dr hatch £9720–£14,720 AAACC 2.0 250h 181 110 8.5 46.3-53.3 TBC
3.5 V6 Hybrid 364 AWD 359 155 5.4 26.2 TBC Nice drive and cabin, but now overshadowed by rivals. Urus 2dr coupé £159,925 AAAAC
LxWxH 3595x1406x1485 Kerb weight 935kg Lambo’s second SUV is more alluring and aims to use the V8’s LOTUS
JAG UAR 1.0 MPi 66 100 13.8 49.6-50.4 127-129 power better. LxWxH 5112x2016x1638 Kerb weight 2200kg Elise 2dr open £37,450–£46,550 AAAAC
XE 4dr saloon £31,505–£45,640 AAAAB 1.0 T-GDi 99 112 10.1 48.7 133 4.0 V8 631 189 3.6 22.2 325 A delicate, vivid and unfettered drive; if you want a daily driver,
Tops the pile thanks to outstanding driver appeal. Poised and 1.25 MPi 83 100-107 11.6-13.2 42.2-49.6 129-151 shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg
engaging but refined. LxWxH 4672x1967x1416 Kerb weight 1450kg L AN D ROVE R 1.8 VVT-i 220 217 145 4.2 36.7 TBC
2.0d 163 160 132-133 8.3-8.9 47.8-50.7 TBC Rio 5dr hatch £12,220–£18,010 AAABC Range Rover Evoque 5dr SUV £31,505–£49,815 AAAAC 1.8 VVT-i 246 242 151 3.8 36.2 TBC
2.0d 180 177 140 7.6-7.9 45.7-51.1 TBC Looks great and is well-priced, but nowhere near its European Dripping with desirability; poised and capable on- and off-road.
2.0d 180 AWD 177 140 7.8 40.8-44.7 TBC rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg LxWxH 4370x1985x1635 Kerb weight 1679kg Exige 2dr coupé £56,850–£99,800 AAAAB
2.0d 240 AWD 236 155 6.1 38.9-42.5 TBC 1.0 T-GDi 99 99 115 10.3 48.7 132-133 2.0 eD4 145 113 10.6 TBC TBC Sharp, uncompromising track car. Unforgiving on the road.
2.0t 200 197 148 7.2 32.5-35.1 TBC 1.0 T-GDi 118 118 118 9.8 44.8-47.1 137-142 2.0 TD4 174 121-124 8.5-9.5 TBC TBC LxWxH 4084x1802x1129 Kerb weight 1125kg
2.0t 250 246 155 6.2 32.6-25.1 TBC 1.25 MPi 83 107 12.5 45.6-46.3 138-140 2.0 Si4 240 234 135 6.9 TBC TBC 3.5 V6 VVT-i 350 345 162-170 3.8-3.9 28.2 TBC
2.0t 300 AWD 295 155 5.4 30.0-33.2 TBC 1.4 MPi 98 103-108 11.8-13.4 42.2-46.3 138-151 3.5 V6 VVT-i 380 374 170-178 3.6-3.7 27.7 TBC
Range Rover Evoque Convertible 3.5 V6 VVT-i 430 428 180 3.2 27.7 TBC
XF 4dr saloon £34,950–£53,035 AAAAB Ceed 5dr hatch £18,295–£27,185 AAAAC 2dr SUV £46,450–£53,135 AAABC
Outstandingly broad-batted dynamically, plus a pleasant cabin. Third-generation hatchback can now compete for class honours. Loses its roof but retains its ability to stray from the asphalt. Evora 2dr coupé £76,225–£112,500 AAAAC
LxWxH 4954x1987x1457 Kerb weight 1545kg LxWxH 4310x1800x1447 Kerb weight 1315kg LxWxH 4370x1980x1609 Kerb weight 2037kg Dynamically it puts nearly everything else in the shade. Shame
2.0d 163 160 132 8.7 46.1-50.4 TBC 1.0 T-GDi 118 118 116 10.9 47.9-50.4 127-134 2.0 TD4 174 121 9.7 TBC TBC about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg
2.0d 180 177 136 8.0-8.1 44.8-50.9 TBC 1.4 T-GDi 138 138 128-130 8.6-8.9 43.5-46.3 139-148 3.5 V6 VVT-i 400 394 174-186 4.2 TBC TBC
2.0d 180 AWD 177 136 8.4 40.2-44.4 TBC 1.6 T-GDI 201 201 142 7.5 38.2 169 Range Rover Velar 5dr SUV £45,135–£64,530 AAAAC 3.5 V6 VVT-i 410 404 174-190 4.1-4.2 25.7-26.7 TBC
2.0d 240 AWD 236 153 6.5 38.5-42.7 TBC 1.6 CRDi 114 114 118 10.6 57.6-58.9 126-129 Dubbed the most car-like Landie ever and it doesn’t disappoint. 3.5 V6 VVT-i GT430 424 190 3.8 25.7-26.6 TBC
3.0d V6 300 295 155 6.2 40.8-43.2 TBC 1.6 CRDI 134 134 122 10.2 57.6 129 Expensive. LxWxH 4803x2032x1665 Kerb weight 1829kg
2.0t 250 246 152 6.6 31.5-34.4 TBC 2.0 D180 174 125 8.9 52.5 142 M A S E R AT I
2.0t 300 AWD 295 155 5.8 29.9-32.6 AAAAC 2.0 D240
TBC Ceed Sportswagon 5dr estate £19,295-£28,600
234 135 7.3 48.7 154 Ghibli 4dr saloon £53,415–£57,325 AAACC
All of the above, but with cavernous, more practical load space. 3.0 V6 D275 271 135 6.7 42.8 175 Maser’s compact exec has the allure but lacks power and is poorly
XF Sportbrake 5dr estate £37,390–£55,035 AAAAB LxWxH 4600x1800x1465 Kerb weight 1389kg 3.0 V6 D300 292 150 6.5 44.1 167 finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg
Superb XF is now available in the more practical Sportbrake form. 1.0 T-GDi 118 118 118 10.9 47.1 136-137 2.0 P250 243 135 6.7 37.2 173 3.0d V6 271 155 6.3 33.2-35.7 TBC
It’s a win-win. LxWxH 4954x1987x1496 Kerb weight 1660kg 1.4 T-GDi 138 138 128-130 8.8-9.1 44.1-45.6 141-146 2.0 P300 292 145 6.0 36.2 178 3.0 V6 345 166 5.5 23.5-24.9 TBC
2.0d 163 160 136 9.3-9.4 45.8-48.2 TBC 1.6 CRDi 114 114 119 10.7 56.5-58.9 127-132
2.0d 180 177 138 8.8 44.0-48.4 TBC Range Rover Sport 5dr SUV £64,085–£101,145 AAAAB GranTurismo 2dr coupé £92,230-£107,865 AAACC
2.0d 180 AWD 177 136 8.9 39.3-43.1 TBC Proceed 5dr hatch £23,835–£28,685 AAABC Bigger and better; a cut-price Range Rover rather than a jumped-up Not short on richness or desirability and well capable of stirring
2.0d 240 AWD 236 150 6.7 37.8-41.5 TBC Alluring and interesting, but not quite as special to drive as it looks. Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg the soul. LxWxH 5652x1948x1481 Kerb weight 1873kg
3.0d V6 300 295 155 6.6 40.1-42.1 TBC LxWxH 4605x1800x1422 Kerb weight 1405kg 2.0 Si4 296 125 7.0 TBC TBC 4.7 V8 453 185 4.8 TBC TBC
2.0t 250 246 150 7.1 30.8-33.3 TBC 1.4 T-GDI 138 138 127-130 8.8-9.1 42.8-45.6 142-150 2.0 P400e PHEV 398 137 6.3 TBC TBC
2.0t 300 295 155 6.1 28.9-31.0 TBC 1.6 T-GDI 201 201 140 7.2 39.3 163 3.0 SDV6 297 140 6.8 TBC TBC GranCabrio 2dr open £106,285–£114,330 AAACC
1.6 CRDI 134 134 124 9.8-10.0 54.3-56.5 132-136 4.4 SDV8 330 140 6.5 TBC TBC Fantastic looks and soundtrack but an average chassis overall.
XJ 4dr saloon £62,360–£83,105 AAAAC 5.0 V8 495 155 5.0 TBC TBC LxWxH 4971x1945x1461 Kerb weight 1973kg
Mixes dynamism and refinement so well, but not as spacious or Soul 5dr hatch £14,725–£30,495 AAABC 5.0 V8 SVR 535 162 4.5 TBC TBC 4.7 V8 453 177-179 4.9-5.0 TBC TBC
cosseting as some. LxWxH 5130x1899x1460 Kerb weight 1835kg Looks divide opinion. Better value now but still hardly the best
3.0d V6 300 295 155 6.2 35.7-36.3 TBC option. LxWxH 4140x1800x1600 Kerb weight 1275kg Range Rover 5dr SUV £81,900–£177,735 AAAAB Quattroporte 4dr saloon £76,050–£86,675 AAACC
1.6 GDi 130 130 115 10.6 TBC TBC Wherever you are, the Rangie envelops you in a lavish, invincible Now a full-sized executive limo, with some added flair. Off the pace
F-Type 2dr coupé £51,925–£113,085 AAAAB 1.6 T-GDi 201 201 122 7.5 TBC TBC sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg in several key areas. LxWxH 5264x1948x1481 Kerb weight 1860kg
A full-blooded assault on Porsche’s backyard, with noise, power 1.6 CRDi 134 134 112-113 10.7-10.8 TBC TBC 2.0 P400e PHEV 398 137 6.4 TBC TBC 3.0d V6 271 155 6.4 33.2-35.7 TBC
and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg 27kWh Electric Drive 109 90 11.0 TBC 0 3.0 SDV6 275 271 130 7.4 TBC TBC 3.0 V6 339 167 5.1 23.5-24.9 TBC
2.0t 300 295 155 5.7 30.3-31.2 TBC 4.4 SDV8 339 330 135 7.0 TBC TBC
3.0s V6 340 335 161 5.3-5.7 25.1-28.3 TBC Optima 4dr saloon £22,260–£25,700 AAACC 5.0 V8 525 518 155 5.1 TBC TBC Levante 4dr SUV £58,315–£72,525 AAACC
3.0s V6 380 374 171 4.9-5.5 24.6-26.6 TBC Looks the part but is well off the pace set by its European rivals. 5.0 V8 565 557 155 5.1 TBC TBC Italian flair and good looks in abundance, but diesel not as
3.0s V6 380 AWD 374 171 5.1 25.0-25.3 TBC LxWxH 4855x1860x1465 Kerb weight 1590kg sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg
5.0s V8 550 R AWD 542 186 4.1 25.7-25.9 TBC 1.6 CRDi 134 134 121-122 10.6-11.2 53.3-54.3 137-139 Discovery Sport 5dr SUV £30,145–£50,665 AAAAB 3.0d V6 271 143 6.9 29.1-30.0 189
5.0s V8 575 SVR AWD 567 200 3.7 25.5 TBC Seven seats, at home on-road and off-road, plus new-found 3.0 V6 339 156 6.0 20.7-22.4 249
Optima Sportswagon 5dr estate £23,100–£38,995 AAACC desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg 3.0 V6 S 424 164 5.2 20.9-22.4 253
F-Type Convertible 2dr open £57,405–£118,575 AAAAB Engine and finish leave it well behind rival European estates. 2.0 eD4 145 112 10.0 TBC TBC
Costs serious money, but you get a serious car with a likeable wild LxWxH 4855x1860x1465 Kerb weight 1620kg 2.0 TD4 E-Capability 145 112 11.0 TBC TBC M A Z D A
side. LxWxH 4482x1923x1308 Kerb weight 1545kg 1.6 CRDi 134 134 124 9.8-10.7 51.4-52.3 140-143 2.0 TD4 174 117 8.4-9.4 TBC TBC 2 5dr hatch £13,595–£17,395 AAAAC
2.0t 300 295 155 5.7 30.4-31.1 TBC 2.0 T-GDi 241 241 144 7.3 30.4 211 2.0 SD4 234 127 7.1 TBC TBC Grown-up, well-made and drives with charm and vigour; engines
3.0s V6 340 335 161 5.3-5.7 27.4-27.9 TBC 2.0 GDi PHEV 202 119 9.1 188.3 34 2.0 Si4 240 234 124 7.1 TBC TBC aren’t brilliant. LxWxH 4060x1695x1495 Kerb weight 1075kg

2 OCTOBER 2019 AUTOCAR.CO.UK 85

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1.5 Skyactiv-G 75 74 106 12.1 49.6 TBC C-Class 4dr saloon £30,845–£75,733 AAAAC 4.0 V8 AMG S63 594 155 4.3 23.2-24.4 TBC 3.0 V6 AMG GLE43 4Matic 379 155 5.7 23.2-24.1 TBC
1.5 Skyactiv-G 90 88 110-114 9.4-12.0 49.6 TBC Merc ramps up the richness, but the engines and dynamics aren’t 6.0 V12 AMG S65 611 155 4.2 18.6 TBC 5.5 V8 AMG GLE63 S 4Matic 568 155 4.2 18.2-18.7 TBC
1.5 Skyactiv-G 115 113 124 8.7 48.7 TBC refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg 6.0 V12 S650 Maybach 611 155 4.7 19.5-20.0 TBC
1.6 C180 156 140 8.2-8.3 37.7-43.5 TBC 2.9 S350d 282 155 6.0 38.7-44.1 TBC G-Class 5dr SUV £94,000–£143,305 AAABC
3 5dr hatch £20,595–£24,995 AAAAC 1.5 C200 181 149 7.7 37.7-43.5 TBC 2.9 S400d 335 155 5.4 38.7-44.1 TBC Massively expensive and compromised, but with character in
Pleasing dynamism teamed with good practicality and punchy 1.5 C200 4Matic 181 145 8.1 35.3-39.8 TBC abundance. LxWxH 4764x1867x1954 Kerb weight 2550kg
diesel engines. LxWxH 4060x1695x1495 Kerb weight 1351kg 2.0 C300 258 155 5.9 35.3-39.8 TBC S-Class Coupé 2dr coupé £105,875–£190,855 AAAAC 3.0 G350d 4Matic 282 124 7.4 25.2-25.9 TBC
2.0 Skyactiv-G 120 118 121 8.9 43.5 TBC 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 TBC More tech and cleaner engines make the opulent luxury tourer 4.0 V8 AMG G63 4Matic 577 137 4.5 18.6-18.8 TBC
2.0 Skyactiv-G 165 162 130 8.2 37.7 TBC 4.0 V8 AMG C63 469 155 4.1 25.5-25.9 TBC more appealing. LxWxH 5027x1912x1414 Kerb weight 2065kg
1.5 Skyactiv-D 105 103 115 11.0 65.7 TBC 4.0 V8 AMG C63 S 503 180 4.0 25.5-25.9 TBC 4.0 V8 S560 455 155 4.6 26.4-27.7 TBC GLS 5dr SUV £73,940–£106,870 AAABC
2.2 Skyactiv-D 150 148 130 8.1 47.1 TBC 1.6 C200d 158 140 7.9-8.5 48.7-61.4 TBC 4.0 V8 AMG S63 594 155 4.2 24.1-24.6 TBC The replacement for the massive GL can still seat seven in
2.0 C220d 192 149 6.9 45.6-53.3 TBC 6.0 V12 AMG S65 611 155 4.1 18.6 TBC comfort. LxWxH 5162x1982x1850 Kerb weight 2475kg
3 Fastback 4dr saloon £20,595–£21,495 AAAAC 2.0 C220d 4Matic 192 145 6.9 40.9-47.9 TBC 3.0 V6 GLS 350d 4Matic 251 138 7.8 27.4-29.4 TBC
Refined and dynamically satisfying in a saloon bodystyle. 2.0 C300d 241 155 5.9 43.5-49.6 TBC S-Class Cabriolet 2dr open £117,670–£198,780 AAAAC 5.5 V8 AMG GLS63 4Matic 568 155-168 4.6 17.7-18.2 TBC
LxWxH 4060x1695x1495 Kerb weight 1345kg 2.0 C300d 4Matic 241 155 5.8 42.2-47.9 TBC As above but with the added allure of a retractable fabric roof.
2.0 Skyactiv-G 120 118 123 8.8 43.5 TBC LxWxH 5027x1912x1420 Kerb weight 2150kg X-Class 5dr pick-up £35,238–£47,412 AAAAC
C-Class Estate 5dr estate £32,045–£79,528 AAAAC 4.0 V8 S560 455 155 4.6 26.4-27.2 TBC Lifts the bar on commercial vehicle comfort while retaining tough
6 4dr saloon £23,195–£32,685 AAABC Decent practicality and fantastic interior. It’s a shame that it’s only 4.0 V8 AMG S63 594 155 4.2 23.7-23.9 TBC qualities. LxWxH 5340x2113x1819 Kerb weight 2234kg
A compelling mix of size, economy and performance. Interior is a ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg 6.0 V12 AMG S65 611 155 4.1 18.6 TBC 2.3 X220 d 163 105 12.9 TBC TBC
let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 1.6 C180 156 138-139 8.4-8.5 34.0-42.2 TBC 2.3 X250 d 190 109 11.8 TBC TBC
2.0 Skyactiv-G 145 143 129 9.5 40.3-42.2 TBC 1.5 C200 181 146 7.9 36.7-40.9 TBC CLA Coupé 4dr saloon £30,550-£43,235 AAAAC 3.0 V6 X350 d 285 127 7.9 TBC TBC
2.0 Skyactiv-G 165 162 135 9.1 42.2 TBC 1.5 C200 4Matic 181 143 8.4 34.5-38.7 TBC May use A-Class underpinnings, but engineered to be much
2.5 Skyactiv-G 194 191 138 8.1 38.2 TBC 2.0 C300 258 155 6.0 34.5-38.7 TBC sportier to drive. LxWxH 4688x1830x1439 Kerb weight 1490kg MG
2.2 Skyactiv-D 150 148 130 9.1 55.4 TBC 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.8 TBC 1.3 CLA180 133 134 9.0 42.8-47.9 TBC 3 5dr hatch £9695–£12,995 AAABC
2.2 Skyactiv-D 184 181 140 7.9 47.9-53.5 TBC 4.0 V8 AMG C63 469 155 4.2 25.0-25.5 TBC 1.3 CLA200 161 142 8.2 42.8-47.9 TBC Neatly tuned and nice sporty styling. Breaks the mould for sub-
4.0 V8 AMG C63 S 503 174 4.1 24.8-25.5 TBC 2.0 CLA220 188 150 7.0 38.7-42.2 TBC £9000 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg
6 Tourer 5dr estate £24,095–£33,585 AAABC 1.6 C200d 158 137 8.2-8.7 47.1-57.7 TBC 2.0 CLA220 4Matic 188 147 7.0 36.7-40.4 TBC 1.5 VTI-Tech 104 108 10.4 TBC TBC
Attractively styled but only average to drive. 2.0 C220d 192 145 7.0 44.8-51.4 TBC 2.0 CLA250 222 155 6.3 38.7-42.2 TBC
LxWxH 4805x1840x1480 Kerb weight 1465kg 2.0 C220d 4Matic 192 142 7.4 41.5-46.3 TBC 2.0 AMG CLA35 302 155 4.9 34.9-37.2 TBC ZS 5dr SUV £12,495–£17,795 AAACC
2.0 Skyactiv-G 145 143 129 9.5 41.5 TBC 2.0 C300d 241 155 6.0 42.8-47.9 TBC 1.5 CLA220d 188 152 7.1 53.3-57.7 TBC Much improved on previous MGs, but still lacks the sophistication
2.0 Skyactiv-G 165 162 135 9.1 41.5 TBC 2.0 C300d 4Matic 241 155 6.0 41.5-47.1 TBC of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg
2.5 Skyactiv-G 194 191 138 8.1 37.2 TBC CLA Shooting Brake 5dr estate £28,245–£47,635 AAABC 1.5 VTi-Tech 104 109 10.9 TBC TBC
2.2 Skyactiv-D 150 148 130 9.1 47.1-53.3 TBC C-Class Coupé 2dr coupé £35,285–£78,023 AAAAC The most practical of the A-Class range, but it suffers for its 1.0T GDi 109 112 12.4 TBC TBC
2.2 Skyactiv-D 184 181 140 7.9 47.1-51.4 TBC Nice balance of style, usability and driver reward. challenging styling. LxWxH 4640x1777x1435 Kerb weight 1430kg
LxWxH 4696x1810x1405 Kerb weight 1505kg 1.6 CLA180 119 130 8.8-9.1 35.8-40.9 TBC GS 5dr SUV £15,095–£21,095 AAACC
CX-3 5dr SUV £18,995–£24,995 AAAAC 1.6 C180 156 140 8.5 35.3-42.8 TBC 1.6 CLA200 154 140 8.5 35.3-40.9 TBC MG’s first attempt at a small SUV is an attempt to re-establish the
Another supermini SUV with a sporting bent. Quite pricey but nicely 1.5 C200 181 149 7.9 37.7-42.2 TBC 2.0 CLA220 4Matic 181 146 7.2 33.6-36.2 TBC brand. LxWxH 4500x1800x1665 Kerb weight 1385kg
appointed. LxWxH 4275x1765x1535 Kerb weight 1230kg 1.5 C200 4Matic 181 145 8.4 35.3-39.8 TBC 2.0 CLA45 AMG 4Matic 370 155 4.3 29.1-30.1 TBC 1.5 TGI 163 112-118 9.6 TBC TBC
2.0 Skyactiv-G 121 118 119 9.0 42.8 TBC 2.0 C300 258 155 6.0 35.8-39.8 TBC 2.1 CLA220d 171 142 7.8 43.5-48.7 TBC
2.0 Skyactiv-G 150 148 124 8.8 34.9-38.2 TBC 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 TBC 2.1 CLA220d 4Matic 171 140 7.8 41.5-45.6 TBC MINI
1.5 Skyactiv-D 115 103 114 9.9 54.3 TBC 4.0 V8 AMG C63 469 155 4.0 25.0-25.5 TBC 3dr Hatch 3dr hatch £16,190–£29,990 AAAAB
4.0 V8 AMG C63 S 503 180 3.9 25.0-25.5 TBC CLS Coupé 4dr saloon £53,100–£84,120 AAAAC Three-pot engines and cleverly designed interior make the Mini a
CX-5 5dr SUV £24,795–£34,395 AAAAC 2.0 C220d 192 149 7.0 46.3-52.3 TBC Retains the sleek coupé style and has more tech – without losing superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg
Offers powerful diesel engines and strong performance, plus a 2.0 C220d 4Matic 192 145 7.3 42.8-47.9 TBC its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg 1.5 One 101 121 10.1-10.2 43.5-47.9 TBC
welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg 2.0 C300d 241 155 6.0 44.1-49.6 TBC 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
2.0 Skyactiv-G 165 162 125 10.3 36.7-38.2 TBC 2.0 C300d 4Matic 241 155 6.0 42.8-48.7 TBC 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
2.2 Skyactiv-D 150 148 112-127 9.4-10.3 43.5-49.6 TBC 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
2.2 Skyactiv-D 184 181 129 9.6 39.8-42.8 TBC C-Class Cabriolet 2dr open £39,104–£83,036 AAAAC 3.0 CLS350d 4Matic 277 155 5.7 37.7-41.5 TBC
Take all the good bits about the coupé and add the ability to take 3.0 CLS400d 4Matic 330 155 5.0 37.7-41.5 TBC 5dr Hatch 5dr hatch £16,890–£25,030 AAAAB
MX-5 2dr open £18,995–£25,795 AAAAA the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg Mini charm in a more usable package, but still not as practical as
Brilliantly packaged, priced and perfectly poised but more vibrant 1.6 C180 156 137-138 8.9 33.6-41.5 TBC SLC 2dr open £32,749–£48,400 AAABC rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg
than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg 1.5 C200 181 146 8.5 36.2-40.4 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
1.5 Skyactiv-G 132 129 127 8.3 44.1 TBC 1.5 C200 4Matic 181 143 8.8 33.2-38.2 TBC should. LxWxH 4143x1810x1301 Kerb weight 1435kg 1.5 Cooper 134 129 8.1-8.2 42.2-47.1 TBC
2.0 Skyactiv-G 184 181 136 6.5 40.4 TBC 2.0 C300 258 155 6.2 34.0-37.7 TBC 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
3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 TBC 2.0 SLC200 178 147-149 6.9-7.0 37.2-40.4 TBC
MX-5 RF 2dr open £22,595–£29,195 AAAAA 4.0 V8 AMG C63 469 155 4.2 24.6-24.8 TBC 2.0 SLC300 237 155 5.8 35.3-37.2 TBC Convertible 2dr open £20,080–£30,625 AAABC
Remains perfectly poised and vibrant, even with a folding metal 4.0 V8 AMG C63 S 503 174 4.1 24.4-24.8 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.
roof. LxWxH 3915x1735x1230 Kerb weight 1090kg 2.0 C220d 191 145 7.5 44.8-49.6 TBC LxWxH 3821x1727x1415 Kerb weight 1280kg
1.5 Skyactiv-G 132 129 126 8.6 44.1 TBC 2.0 C220d 4Matic 191 142 7.8 40.9-46.3 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 Skyactiv-G 184 181 124-126 7.9-8.7 37.7-40.4 TBC 2.0 C300d 242 155 6.3 42.2-47.1 TBC 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
more special. LxWxH 4631x1877x1315 Kerb weight 1735kg 2.0 John Cooper Works 167 149 6.5-6.6 37.2-38.7 TBC
McLAREN E-Class 4dr saloon £38,065–£94,725 AAAAC 3.0 V6 SL400 356 155 4.9 TBC TBC
540C 2dr coupé £126,055 AAAAC A wee bit pricey, and less sporting than its rivals, but still comfy 4.7 V8 SL500 442 155 4.3 25.9-26.9 TBC Clubman 5dr hatch £19,995–£27,685 AAAAC
The affordable end of McLaren’s spectrum isn’t any less enthralling and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg 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
to drive. LxWxH 4530x2095x1202 Kerb weight 1449kg 2.0 E220d 189 149 7.3 43.5-51.4 TBC territory. LxWxH 4253x1800x1441 Kerb weight 1375kg
3.8 V8 533 199 3.5 23.2 276 2.0 E220d 4Matic 189 149 7.5 42.8-47.9 TBC AMG GT 2dr coupé/open £110,645–£178,765 AAAAC 1.5 One 102 115 11.3 39.2-43.5 TBC
2.0 E300e 329 155 5.5 134.5-156.9 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
570S 2dr coupé/open £145,305-£164,750 AAAAA 2.0 E300de 312 155 5.7 176.6-201.8 TBC affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 1.5 Cooper 134 127 9.1 39.2-43.5 TBC
Blisteringly fast and exciting supercar-slayer with hugely appealing 3.0 E400d 4Matic 335 155 4.9 37.7-42.8 TBC 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
handling. LxWxH 4530x2095x1202 Kerb weight 1440kg 3.0 AMG E53 4Matic+ 429 155 4.5 29.7-31.4 TBC 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
3.8 V8 562 204 3.1 23.2 276 4.0 V8 AMG E63 S 4Matic+ 594 155 3.4 22.8-23.7 TBC 4.0 V8 GT C 541 196-197 3.7 21.9-22.1 TBC
4.0 V8 GT R 568 198 3.6 22.1 TBC Countryman 5dr hatch £23,385–£33,995 AAABC
570GT 2dr coupé £154,000 AAAAA E-Class Estate 5dr estate £40,065–£96,725 AAAAC Bigger than before, but still more funky than useful. Still not all that
The 570GT retains the lusty, fast appeal of its sister car, even with Far more practical than its rivals, but pricier and less sporty than AMG GT 4-Door Coupé 4dr saloon £121,350-£135,350 AAAAB pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg
added practicality. LxWxH 4530x2095x1201 Kerb weight 1498kg those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 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
3.8 V8 562 204 3.3
2.0 E220d 189 23.2
146 7.7 276 41.5-47.1 TBC contemplate, but it’s a deeply impressive one to drive. LxWxH 1.5 Cooper All4 136 122 10.3 35.3-40.4 TBC
2.0 E220d 4Matic 189 145 7.8 40.9-44.8 TBC 5054x1953x1447 Kerb weight 2100kg 2.0 Cooper S 192 140 7.5-7.6 35.8-38.2 TBC
600LT 2dr coupé £185,500 AAAAA 2.0 E300de 312 155 5.8 166.2-176.6 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
Lighter, faster and more athletic than the 570S. McLaren at its very 3.0 V6 E400d 4Matic 335 155 5.1 37.2-40.9 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
best. LxWxH 4604x2095x1191 Kerb weight 1356kg 2.0 E200 181 144 8.1 31.0-35.3 TBC 2.0 Cooper D All4 150 127 9.0 46.3-49.6 TBC
3.8 V8 592 204 2.9 23.2 277 3.0 V6 AMG E53 4Matic+ 429 155 4.5 29.4-30.7 TBC GLA 5dr SUV £25,105–£47,960 AAABC 1.5 plug-in hybrid 220 123 6.8 88.3-97.4 TBC
4.0 V8 AMG E63 S 4Matic+ 594 155 3.5 22.6-23.3 TBC Not the most practical crossover but good looking and very decent
720S 2dr coupé £218,020 AAAAA to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg MITSUBISHI
The start of an era for McLaren and what a way to begin it is. E-Class Coupé 2dr coupé £41,370–£64,740 AAAAC 1.6 GLA180 120 124 8.7-9.0 35.3-40.4 TBC Mirage 5dr hatch £11,295–£14,020 AAACC
LxWxH 4543x2059x1196 Kerb weight 1419kg Big, laid-back four-seat tourer. Borrows looks from the ravishing 1.6 GLA200 152 134 8.1-8.4 34.9-39.8 TBC A straightforward hatchback – but not for the likes of us.
4.0 V8 710 212 2.9 23.2 276 S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg 2.0 GLA250 4Matic 204 143 6.6 32.5-35.8 TBC LxWxH 3795x1665x1505 Kerb weight 845kg
2.0 E300 237 155 6.4 31.0 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
Senna 2dr coupé £750,000 AAAAA 2.0 E350 295 155 5.9 TBC TBC 2.1 GLA200d 132 127 9.1-9.5 42.2-46.3 TBC
Astounding circuit performance made superbly accessible. 3.0 E450 4Matic 362 155 5.6 29.1-31.4 TBC 2.1 GLA200d 4Matic 132 124 9.1 41.5-45.6 TBC ASX 5dr SUV £19,570–£29,485 AAACC
LxWxH 4744x2155x1229 Kerb weight 1309kg 3.0 AMG E53 4Matic+ 429 155 4.4 30.1-31.4 TBC 2.1 GLA220d 4Matic 171 135 7.7 40.4-44.8 TBC Decent engines, but otherwise an unexceptional crossover.
4.0 V8 789 208 2.8 22.7 280 2.0 E220d 189 150 7.4 43.5-50.4 TBC LxWxH 4355x1770x1640 Kerb weight 1260kg
2.0 E220d 4Matic 189 149 7.6 42.2-47.1 TBC GLC 5dr SUV £37,340–£91,594 AAAAC 1.6 Mi-VEC 115 114 11.5 37.7 TBC
MERCEDES-BENZ 3.0 E400d 4Matic 335 155 5.1 38.2-42.2 TBC Not exactly exciting to drive, but does luxury and refinement 1.6 DI-D 2WD 112 113 11.2 TBC TBC
A-Class 5dr hatch £23,075–£35,580 AAAAC better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg 1.6 DI-D 4WD 112 111 11.5 TBC TBC
A little bit of luxury in a desirable, hatchback-sized package. E-Class Cabriolet 2dr open £45,865–£69,235 AAAAC 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
LxWxH 4419x1992x1440 Kerb weight 1445kg Refined and sophisticated four-seater in the same mould as the 3.0 V6 AMG GLC43 4Matic 356 155 4.9 24.8-26.7 TBC
1.3 A180 136 134 9.2 42.2-47.9 TBC S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg 4.0 V8 AMG GLC63 4Matic 462 155 4.0 22.1-23.2 TBC Eclipse Cross 5dr SUV £21,915–£31,015 AAACC
1.3 A200 163 140 8.2 40.9-47.9 TBC 2.0 E300 237 155 6.6 30.0 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
2.0 A220 187 149 6.9 37.7-41.5 TBC 2.0 E350 295 155 6.1 TBC TBC 2.1 GLC 220d 4Matic 168 130 8.3 36.7-41.5 TBC destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg
2.0 A220 4Matic 187 146 6.9 35.8-39.8 TBC 3.0 E450 4Matic 362 155 5.8 28.8-30.7 TBC 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
2.0 A250 224 155 6.2 37.7-41.5 TBC 3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 TBC 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
2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 TBC 2.0 E220d 192 147 7.7 42.8-48.7 TBC
1.5 A180d 116 126 10.5 53.3-61.4 TBC 2.0 E220d 4Matic 192 145 7.9 41.5-45.6 TBC GLC Coupé 5dr SUV £42,365–£93,989 AAAAC Outlander 5dr SUV £28,220–£46,060 AAABC
2.0 A200d 148 137 8.1 53.3-58.9 TBC 3.0 E400d 4Matic 335 155 5.2 37.7-40.9 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
2.0 A220d 187 146 7.0 52.3-57.7 TBC you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg users. LxWxH 4695x1810x1710 Kerb weight 1565kg
S-Class 4dr saloon £75,285–£189,260 AAAAA 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
A-Class Saloon 4dr saloon £26,725-£36,485 AAABC Mercedes has given the S-Class a refresh and an added boost of 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
Larger, more grown-up A-Class adds premium touch to smallest tech. LxWxH 5141x1905x1498 Kerb weight 1970kg 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
Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg 3.0 V6 S450 L 389 155 5.1 33.2-26.2 TBC 4.0 V8 AMG GLC63 S 4Matic 495 155 3.8 22.4-23.2 TBC
1.3 A180 133 134 8.9 42.8-48.7 TBC 3.0 V6 S500 L 457 155 4.8 33.2-36.2 TBC 2.1 GLC 220d 4Matic 168 130 8.3 37.7-40.9 TBC Shogun Sport 5dr SUV £37,775–£39,775 AAACC
1.3 A200 161 143 8.1-8.3 42.8-48.7 TBC 3.0 V6 S560e L 472 155 5.0 104.6-128.4 TBC 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
2.0 A220 188 150 7.0 38.2-42.2 TBC 3.0 GLC 350d 4Matic 255 148 6.2 33.6-36.7 TBC haul big loads LxWxH 4785x1815x1805 Kerb weight 2100kg
2.0 A220 4Matic 188 147 7.0 36.2-40.9 TBC 2.5 DOHC 4WD 179 112 11.0 TBC TBC
2.0 A250 222 155 6.3 38.2-42.2 TBC GLE 5dr SUV £55,685–£62,300 AAAAC
2.0 AMG A35 302 155 4.8 32.9-36.7 TBC The ML replacement isn’t inspiring to drive but does come with a MORGAN
1.5 A180d 114 128 10.6 56.5-64.2 TBC classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg 3 Wheeler 0dr open £40,075 AAAAA
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
B-Class 5dr hatch £26,975–£32,375 AAABC 3.0 V6 GLE300d 4Matic 243 149 7.2 33.6-39.2 TBC English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg
A slightly odd prospect, but practical and classy nonetheless. 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
LxWxH 4393x1786x1557 Kerb weight 1395kg 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
1.3 B180 136 132 9.0 40.4-47.1 TBC
1.3 B200 163 139 8.2 39.8-46.3 TBC GLE Coupé 5dr SUV £65,030–£102,010 AAAAC 4/4 2dr open £40,205 AACCC
1.5 B180d 116 124 10.7 51.4-60.1 TBC 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.
2.0 B200d 148 136 8.3 51.4-57.7 TBC the BMW X6. LxWxH 4900x2129x1731 Kerb weight 2240kg LxWxH 4010x1630x1220 Kerb weight 795kg
2.0 B220d 187 145 7.2 50.4-56.5 TBC 3.0 V6 GLE 350d 4Matic 251 140 7.0 TBC TBC 1.6 i4 Sigma 110 115 8.0 TBC TBC

86 AUTOCAR.CO.UK 2 OCTOBER 2019

 N E W CAR PR I CES
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Plus 4 2dr open £44,105 AABCC 508 SW 5dr estate £26,845-£40,944 AAACC 0.9 TCe 75 75 110 12.3 46.3-47.1 TBC
Needs more chassis finesse, but the Plus 4 still charms Bodystyle takes the edge off the 508’s style yet doesn’t fully 0.9 TCe 90 87 112 12.2-13.1 47.1 TBC
nonetheless. LxWxH 4010x1720x1220 Kerb weight 927kg address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg 1.5 dCi 90 87 109-112 12.0-12.9 56.5-57.6 TBC
2.0 GDi 154 118 7.5 TBC TBC
1.6 PureTech 180 178 140 8.0 38.0-41.8 156
1.6 PureTech 225 223 153 7.4 36.3-39.8 167 Mégane 5dr hatch £17,715–£29,195 AAABC
Roadster 2dr open £55,075 AACCC 1.5 BlueHDI 130 128 129 9.9-10.1 51.4-59.8 128-131 Stylish and refined but bland. Nothing exceptional.
More advanced, but pricey and needs better brakes. 2.0 BlueHDI 160 159 140 8.5 45.2-51.1 149 LxWxH 4359x1814x1447 Kerb weight 1340kg
LxWxH 4010x1720x1220 Kerb weight 950kg 1.2 TCe 140 138 127 10.6 42.8-45.6 TBC
3.7 V6 Cyclone 280 140 5.5 TBC TBC 2008 5dr SUV £17,730–£24,490 AAABC 1.5 Blue dCi 115 113 118 11.1 58.9-62.8 TBC
Efficient and well-mannered but facelift still leaves it short on 1.8 RS 280 276 158 5.8 TBC TBC
Plus 8 2dr open £83,405 AAACC space and style. LxWxH 4159x1829x1556 Kerb weight 1045kg
Old V8 charm lives on, but there’s no ignoring the high price. 1.2 PureTech 82 79 105 13.5 43.8-46.8 TBC Mégane Sport Tourer 5dr estate £18,915–£24,615 AAABC
LxWxH 4010x1751x1220 Kerb weight 1100kg 1.2 PureTech 110 107 117-119 9.9-10.3 39.1-44.8 TBC Stylish and refined estate car is still bland like the hatch. Smaller
4.4 V8 367 155 4.5 TBC TBC 1.2 PureTech 130 126 124 9.3 44.4-49.9 TBC than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg
1.6 BlueHDi 100 96 112 11.3 TBC TBC 1.5 TSI EVO 150 1.2 TCe 140 138 127 9.8 42.2-44.8 TBC 148 123 8.6 33.6-41.5 TBC
Aero 8 2dr open £88,194 AAABC 1.6 BlueHDi 120 116 119 9.6 52.9-58.2 TBC 2.0 TSI 190 4Drive 1.5 Blue dCi 115 113 118 11.1 56.5-61.4 TBC 187 132 7.9 32.5-33.6 TBC
Morgan’s flagship is a modern take on a classic look, although the 1.6 TDI 115 113 114 11.5 44.1-54.3 TBC
old charm remains. LxWxH 4147x1751x1248 Kerb weight 1180kg 3008 5dr SUV £24,575–£36,845 AAAAC Scenic 5dr MPV £21,715–£26,455 AAABC 2.0 TDI 150 148 122 9.0 46.3-50.4 TBC
4.4 V8 367 170 4.5 TBC TBC Cleverly packaged Peugeot offers just enough SUV DNA to make Good-looking MPV riding on 20in wheels, but overall a bland car to 2.0 TDI 190 4Drive 187 132 7.5 TBC TBC
the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg drive. LxWxH 4406x1866x1653 Kerb weight 1428kg
NISSAN 1.2 PureTech 130 126 117 10.5-10.8 36.5-43.6 TBC 1.2 TCe 140 138 121 10.1 40.4-41.5 TBC Alhambra 5dr MPV £27,590–£38,325 AAAAC
Micra 5dr hatch £12,875–£20,005 AAAAC 1.6 PureTech 180 178 136 8.0 35.2-39.6 TBC 1.8 dCi 120 118 TBC TBC TBC TBC This cheaper version of the VW Sharan is spacious, versatile and
Refreshed look and better handling makes it an enticing choice. 1.5 BlueHDi 130 126 119 9.5 48.0-56.3 TBC good to drive. LxWxH 4854x1904x1730 Kerb weight 1755kg
Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg 2.0 BlueHDi 180 175 131 8.9 42.3-47.1 TBC Grand Scenic 5dr MPV £23,515–£28,255 AAABC 1.4 TSI 150 148 124 9.9 33.2-35.8 TBC
1.0 71PS 70 98 16.4 46.3 TBC Good-looking seven-seat MPV is bland to drive and the third row 2.0 TDI Ecomotive 150 148 123-124 10.2-10.3 38.7-44.1 TBC
0.9 IG-T 90 88 109 12.1 47.1 TBC 5008 5dr SUV £26,725–£38,995 AAAAC seats are tight. LxWxH 4634x1866x1655 Kerb weight 1495kg
1.0 IG-T 100 98 114 10.9 50.4 TBC Less MPV, more SUV, and shares its siblings’ good looks. Competent 1.2 TCe 140 138 118 11.4 39.8-40.9 TBC Tarraco 5dr SUV £28,335-£38,055 AAAAC
1.0 DIG-T 117 115 121 9.9 47.9 TBC to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg 1.8 dCi 120 118 120 12.1 TBC TBC Seat’s largest SUV brings a hint of youthful exuberance to a
1.5 dCi 90 88 111 11.9 TBC TBC 1.2 PureTech 130 126 117 10.4-10.9 36.5-44.2 TBC practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg
1.6 PureTech 180 178 135 8.3 35.2-39.6 TBC Captur 5dr SUV £15,725–£22,065 AAAAC 1.5 TSI EVO 150 148 125 9.7 35.3-37.2 TBC
Leaf 5dr hatch £26,190–£29,390 AAAAC 1.5 BlueHDi 130 129 119 10.7 48.0-56.3 TBC Jacked-up Clio is among the better downsized options. Stylish and 2.0 TSI 4Drive 190 188 131 8.0 29.7-31.0 TBC
Better looks, better value and better range from this second-gen 2.0 BlueHDi 180 175 131 9.1 42.3-47.1 TBC fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 2.0 TDI 150 148 126 9.8 37.2-47.1 TBC
electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg 0.9 TCe 90 87 106 13.2 44.1-45.6 TBC 2.0 TDI 4Drive 150 148 123 9.8 37.2-39.8 TBC
40kWh 147 89.5 7.9 TBC 0 PORSCHE
1.3 TCe 130 128 124 10.2 42.8-44.1 TBC 2.0 TDI 4Drive 190 188 130 8.0 37.2-38.2 TBC
718 Boxster 2dr open £47,935–£64,721 AAAAB 1.3 TCe 150 148 130 9.5 42.8-43.5 TBC
Juke 5dr hatch £15,505–£21,805 AAABC Our idea of drop-top heaven. Exceptional to drive, whether cruising 1.5 dCi 90 87 106 13.1 51.3-53.2 TBC S KO DA
High-riding, funky hatch is a compelling package. High CO 2 figures, or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg Citigo 3dr hatch £8890–£11,890 AAABC
though. LxWxH 4135x1765x1565 Kerb weight 1605kg 2.0 290 170 4.9-5.1 31.4-33.2 TBC Kadjar 5dr SUV £20,595–£29,995 AAAAC A Czech take on the city car is more fun to drive than its plain-Jane
1.6 112 110 111 12.5 34.0-35.8 TBC 2.5 S 339 177 4.4-4.6 29.1-30.7 TBC Fine value, practical, decent to drive and good-looking, but the exterior suggests. LxWxH 3597x1641x1478 Kerb weight 854kg
1.5 dCi 110 108 109 11.2 49.6 TBC 2.5 GTS 355 180 4.3-4.6 28.5-30.4 TBC Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg 1.0 MPI 60 GreenTech 59 100 13.9 54.3-55.4 115-118
1.2 TCe 140 138 119 10.1-10.7 41.5-44.1 TBC 1.0 MPI 75 GreenTech 74 107 13.1 53.3 119-120
Qashqai 5dr SUV £19,995–£31,145 AAAAB 718 Cayman 2dr coupé £46,075–£62,860 AAAAA 1.6 TCe 160 158 127 9.2 42.8 TBC
The defining modern crossover. The Mk2 is better in all areas, Scalpel-blade incisiveness, supreme balance and outstanding 1.5 dCi 115 112 112-113 11.7-11.9 55.4-60.1 TBC Fabia 5dr hatch £12,260–£18,835 AAABC
hence its popularity. LxWxH 4394x1806x1590 Kerb weight 1331kg driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg Comfortable, affordable, easy-to-drive and attractive, but no more
1.3 DIG-T 140 138 120 10.5 40.1-41.4 TBC 2.0 290 170 4.9-5.1 31.4-33.2 TBC Koleos 5dr SUV £27,495–£31,495 AAABC so than its rivals. LxWxH 4009x1958x1452 Kerb weight 1151kg
1.3 DIG-T 160 158 123-124 8.9-9.9 40.0-41.4 TBC 2.5 S 339 177 4.4-4.6 29.1-31.0 TBC Koleos name returns and is a vast improvement on before, but no 1.0 MPI 60 58 98 16.6 50.4 127
1.5 dCi 115 113 112 12.3 51.9-53.7 TBC 2.5 GTS 355 180 4.3-4.6 28.5-30.7 TBC class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg 1.0 MPI 75 73 104 14.9 48.7-49.6 128-130
1.7 DCI 150 148 119 9.5 46.4-50.2 TBC 2.0 dCi 175 169 126 10.7 38.2 TBC 1.0 TSI 95 94 114 10.8 50.4-51.3 124-127
911 2dr coupé £93,110–£207,506 AAAAB 2.0 dCi 175 4WD X-Tronic 169 125 9.5 36.2 TBC 1.0 TSI 110 108 121 9.6 49.6-51.4 125-128
X-Trail 5dr SUV £29,930–£37,525 AAABC Still as brilliant and distinctive as any before it. More than worthy 1.0 TSI 110 DSG 108 120 10.1 47.1-47.9 133-136
There aren’t many cheaper ways of owning an SUV. Has a better of its iconic status. LxWxH 4499x1808x1294 Kerb weight 1413kg R O L L S - R OYC E
range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg 3.0 Carrera S 408 188-191 4.0-4.3 27.2-28.5 TBC Wraith 2dr coupé £224,823–£280,223 AAAAB Fabia Estate 5dr estate £14,160–£19,070 AAAAC
1.6 dCi 130 128 111-116 10.5-11.4 TBC TBC 3.0 Carrera GTS 437 191-193 3.6-4.1 26.2-28.0 TBC An intimate and involving Rolls. Not as grand as some, but other Far more practical, majoring on boot space while doing what a
1.6 dCi 130 4WD 128 115 11.0 TBC TBC 4.0 GT3 486 197-198 3.4-3.9 TBC TBC traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg good Skoda should. LxWxH 4271x1958x1473 Kerb weight 1182kg
1.6 DIG-T 163 160 124 9.7 TBC TBC 4.0 GT3 RS 513 193 3.2 TBC TBC 6.6 V12 624 1.0 MPI 75 155 4.6 19.8 327 74 105 15.2 49.6 128-130
2.0 dCi 177 174 123 9.6 TBC TBC 3.8 GT2 RS 680 211 2.8 TBC TBC 1.0 TSI 95 94 115 10.9 50.4-51.4 124-128
2.0 dCi 177 4WD 174 121-126 9.4-10.0 TBC TBC Dawn 2dr open £266,055–£302,655 AAAAB 1.0 TSI 110 108 122 9.7 49.6-51.4 125-129
911 Cabriolet 2dr open £102,755–£112,552 AAAAB Essentially as above, except with a detuned engine and in elegant 1.0 TSI 110 DSG 108 121 10.2 47.1-47.9 134-136
370Z 2dr coupé £29,805–£40,305 AAABC Cutting the top off enhances the aural drama. For visual impact convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg
Old-school and profoundly mechanical coupé. The Healey 3000 of choose the Targa. LxWxH 4499x1808x1289 Kerb weight 1500kg 6.6 V12 563 155 5.0 19.6 330 Scala 5dr hatch £18,595-£23,315 AAAAC
today – but meaner. LxWxH 4265x1845x1315 Kerb weight 1496kg 3.0 Carrera S 408 187-188 3.7-3.9 26.4-28.0 TBC Undercuts rivals on price and ushers in a sharp new design
3.7 V6 323 155 5.3 23.3-23.6 TBC 3.0 Carrera GTS 437 190-192 3.6-3.8 25.0-26.6 TBC Ghost 4dr saloon £227,423–£262,823 AAAAC language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg
3.7 V6 Nismo 339 155 5.2 23.2 TBC 3.0 Targa 4 GTS 437 190-191 3.7-4.1 25.9-26.4 TBC ‘A ffordable’ Rolls is a more driver-focused car than the Phantom. 1.0 TSI 115 113 125 9.8 44.8-49.6 TBC
Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 1.5 TSI 150 148 136 8.2 40.9-45.6 TBC
GT-R 2dr coupé £81,995–£151,995 AAAAC Panamera 4dr saloon £72,890–£148,128 AAAAA 6.6 V12 563 155 4.9-5.0 19.8-20.0 327-329 1.6 TDI 115 113 124-125 10.1-10.3 49.6-57.7 TBC
Monstrously fast Nissan has been tweaked and sharpened. Still a Revamped big saloon is an absolute belter, making it almost the
blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg Phantom 4dr saloon £362,055 AAAAA Octavia 5dr hatch £18,315–£31,170 AAAAC
3.8 V6 562 196 TBC 20.2 TBC 3.0 V6 4 321 162 5.5-5.6 25.0-26.9 TBC Phantom takes opulent luxury to a whole level. Does comfort and practicality like no other. Good, frugal engines
3.8 V6 Nismo 591 196 TBC 19.6 TBC 2.9 V6 4S 428 179 4.4-4.5 TBC TBC LxWxH 5762x2018x1646 Kerb weight 2560kg too. LxWxH 4670x1814x1461 Kerb weight 1225kg
2.9 V6 E-Hybrid 449 172 4.6-4.7 78.5-85.6 TBC 1.0 TSI 115 6.75 TV12 563 155 5.3-5.4 20.3 318-319 113 126 9.6-9.7 45.6-50.4 126-141
NOBLE 4.0 V8 GTS 458 181 4.1 22.2-23.5 TBC 1.4 TSI 150 148 136 7.8-7.9 44.1-48.7 132-145
M600 2dr coupé £248,000–£287,600 AAABC 4.0 V8 Turbo 533 190 Cullinan 4dr SUV £250,000
3.8-3.9 22.1-23.0 AAAAC 2.0 TSI 190
TBC 188 147 7.3 40.9 155-156
Deliciously natural and involving; a bit ergonomically flawed. 4.0 V8 Turbo S E-Hybrid 671 192 Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TSI 245 vRS
3.4-3.5 74.3-80.7 TBC 241 155 6.4 38.2-38.7 165-168
LxWxH TBC Kerb weight 1198kg that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg 1.6 TDI 115 113 126 9.8 53.3-58.9 126-139
4.4 V8 662 225 TBC TBC TBC Panamera Sport Turismo 5dr estate £72,890–£140,870 AAAAA 6.75 TV12 563 155 5.2 18.8 341 2.0 TDI 150 148 135 8.1 53.3-56.5 132-139
The Panamera in a more practical form, and now it’s a good-looking 2.0 TDI 184 vRS 182 142-145 7.6-8.1 44.8-50.4 146-164
PEUGEOT beast. LxWxH 5049x1937x1428 Kerb weight 1880kg S E AT
iOn 5dr hatch £20,534 AABCC 3.0 V6 4 321 160 5.5 24.6-25.6 TBC Mii 5dr hatch £11,900–£12,420 AAABC Octavia Estate 5dr estate £19,515–£31,495 AAAAC
Good electric powertrain; looks extremely old hat against better 2.9 V6 4S 428 177 4.4 TBC TBC Not as desirable or plush as the Up but nearly as good to drive. Class-leading amount of space and practicality. Comfortable, too.
EV rivals. LxWxH 3474x1475x1608 Kerb weight 1120kg 2.9 V6 E-Hybrid 449 170 4.6 76.3-80.7 TBC LxWxH 3557x1643x1474 Kerb weight 929kg LxWxH 4667x1814x1465 Kerb weight 1247kg
47kW 62 81 15.9 TBC 0 4.0 V8 GTS 458 179 1.0 TSI 115 4.1 113 124-125 9.8 22.2-23.2
42.8-48.7 131-149 TBC 1.0 60 59 99 14.4 50.4-53.3 TBC
4.0 V8 Turbo 533 188 1.5 TSI 150 3.8 148 134 22.1-22.8
7.9-8.0 42.8-46.3 137-149 TBC 1.0 75 74 106 13.2 49.6-51.4 TBC
108 3dr/5dr hatch £9690–£14,985 AAABC 4.0 V8 Turbo S E-Hybrid 671 192 2.0 TSI 190 3.4 188 143 7.4 72.4-74.3
35.3-39.8 160-182 TBC
Sister car to the Aygo – and a distant second to most city car Ibiza 5dr hatch £15,495–£21,645 AAAAB 2.0 TSI 245 vRS 241 155 6.5 37.1-38.2 168-172
rivals. LxWxH 3475x1615x1460 Kerb weight 840kg Macan 5dr SUV £46,344–£48,750 AAAAB Reinvigorated Ibiza is more mature and takes the class honours 1.6 TDI 115 113 124-125 9.8-9.9 51.4-56.5 131-144
1.0 72 71 100 13.0 53.5-57.3 TBC Spookily good handling makes this a sports utility vehicle in the from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 2.0 TDI 150 148 132-134 8.2-8.3 52.8-53.3 140-149
1.0 72 2-Tronic 71 100 15.2 51.6-55.0 TBC purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg 1.0 MPI 80 79 106 14.6 45.6-48.7 TBC 2.0 TDI 150 4x4 148 130 8.1 47.9-51.4 143-153
2.0 243 139 6.7 25.7-28.2 TBC 1.0 TSI 95 93 113 10.9 47.9-53.3 TBC 2.0 TDI 150 4x4 Scout 148 129 8.8 44.8 164
208 3dr/5dr hatch £14,900–£18,735 AAABC 3.0 V6 S 351 157 5.3 23.9-25.7 TBC 1.0 TSI 115 113 121 9.3 44.1-50.4 TBC 2.0 TDI 184 vRS 182 135-140 7.7-8.2 43.5-49.6 151-170
A big improvement for Peugeot, if not for the supermini class. 1.6 TDI 95 93 113 7.5 55.4-60.1 TBC
LxWxH 3475x1615x1460 Kerb weight 1065kg Cayenne 5dr SUV £55,965–£99,291 AAAAB Superb 5dr hatch £23,805–£36,675 AAAAC
1.2 PureTech 82 79 109-111 12.2-14.5 46.6-51.5 TBC Refreshed look, improved engines, interior and a better SUV Leon 5dr hatch £18,260–£30,980 AAAAC Another great Czech value option that’s big on quality and space if
1.2 PureTech 110 107 118 9.8-9.6 39.1-46.5 TBC overall. LxWxH 4918x1983x1696 Kerb weight 1985kg A creditable effort and a notable improvement in form, with plenty not on price. LxWxH 4861x1864x1468 Kerb weight 1340kg
1.5 BlueHDi 100 102 117 10.7 55.6-67.7 TBC 3.0 V6 330 152 6.2 22.2-24.1 TBC of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 1.4 TSI 150 148 137 8.3-8.5 40.9-45.6 141-157
2.9 V6 S 428 164 5.2 TBC TBC 1.0 TSI 115 113 121 9.8 46.3-50.4 TBC 2.0 TSI 272 4X4 270 155 5.5 32.8 194
308 5dr hatch £20,000–£29,920 AAAAB 4.0 V8 Turbo 533 177 4.1 20.2-20.8 TBC 1.5 TSI EVO 130 128 126 9.4 42.2-46.3 TBC 1.6 TDI 120 118 128 10.5-10.6 52.3 142
Classy all-round appeal makes it a serious contender, but rear 1.5 TSI EVO 150 148 134 8.2 40.9-48.7 TBC 2.0 TDI 150 148 135-137 8.5-8.6 50.4-52.3 140-146
space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg R A D I C A L 2.0 TSI 190 188 142 7.2 38.7-40.4 TBC 2.0 TDI 190 187 145 8.3 50.4 147
1.2 PureTech 110 107 117 11.1 40.4-47.7 TBC RXC GT 2dr open TBC AAABC 2.0 TSI Cupra 288 150 6.0 35.8-38.7 TBC 2.0 TDI 190 4X4 187 143 8.0 44.8 166
1.2 PureTech 130 126 128-129 9.1-9.6 41.3-48.9 TBC Designed for pounding around a track; out of its element on the 1.6 TDI 115 113 122 9.8 49.6-55.4 TBC
1.6 PureTech 225 224 146 7.4 36.9-40.1 TBC road. LxWxH 4300x1960x1127 Kerb weight 1125kg 2.0 TDI 150 148 134 8.4 TBC TBC Superb Estate 5dr estate £24,225–£37,955 AAAAC
1.6 PureTech 260 259 155 6.0 37.8 TBC 3.5 V6 400 400 179 2.8 TBC TBC Even more commendable than above, primarily thanks to its
1.6 BlueHDi 100 99 112 12.2 54.9-63.8 TBC 3.5 V6 650 650 180 2.7 TBC TBC Leon ST 5dr estate £19,255–£34,370 AAAAC enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg
1.5 BlueHDi 130 126 127 9.8 53.2-62.7 TBC Good-looking and responsive hatchback-turned-estate. 1.4 TSI 150 148 135 8.4-8.6 39.2-43.5 146-163
2.0 BlueHDi 180 EAT8 175 140 8.2 45.0-49.4 TBC R E N A U LT LxWxH 4549x1816x1454 Kerb weight 1236kg 2.0 TSI 272 4X4 270 155 5.6 32.5 197-198
Twizy 2dr hatch £6695–£7995 AAABC 1.0 TSI 115 113 122 10.1 45.6-50.4 TBC 1.6 TDI 120 118 127-128 10.6-10.7 49.6 148-150
308 SW 5dr estate £20,950–£29,330 AAAAC Zany solution to personal mobility is suitably irreverent and 1.5 TSI EVO 130 128 129 9.5 41.5-46.3 TBC 2.0 TDI 150 148 132-135 8.6-8.8 49.6-52.3 142-150
Estate bodystyle enjoys the classy appeal of the hatchback. impractical. LxWxH 2338x1381x1454 Kerb weight 474kg 1.5 TSI EVO 150 148 134 8.2 40.4-48.7 TBC 2.0 TDI 190 187 TBC TBC 48.7 151-152
LxWxH 4585x1563x1472 Kerb weight 1190kg MB L7e 17 50 TBC TBC 0 2.0 TSI 190 188 144 7.3 38.7-39.8 TBC 2.0 TDI 190 4X4 187 142 7.4 43.5 170-171
1.2 PureTech 110 107 117 11.6 40.4-47.7 TBC 2.0 TSI Cupra 288 155 5.2 32.1-33.6 TBC
1.2 PureTech 130 126 127 9.5-10.0 41.3-48.9 TBC Zoe 5dr hatch £18,420–£27,820 AAABC 1.6 TDI 115 113 122 10.6 53.3-55.4 TBC Karoq 5dr SUV £21,945–£33,375 AAAAC
1.6 PureTech 225 224 146 7.5 36.9-40.1 TBC A far more practical zero-emission solution. Attractive price, too. Yeti replacement may not have its forebear’s quirkiness, but it’s
1.5 BlueHDI 100 99 111 12.3 54.9-63.8 TBC LxWxH 4084x1730x1562 Kerb weight 1470kg Arona 5dr SUV £17,145–£25,170 AAAAC brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg
1.5 BlueHDi 130 126 126 10.0 53.2-62.7 TBC 5AGEN2 86 84 13.5 TBC 0 Seat’s second SUV doesn’t disappoint, with it taking charge of the 1.0 TSI 115 113 116 10.6 40.4-44.1 146-159
2.0 BlueHDi 180 EAT8 178 139 8.4 45.0-49.4 TBC 5AGEN3 89 84 13.5 TBC 0 class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg 1.5 TSI 150 148 126 8.1-8.3 38.2-41.5 154-167
1.0 TSI 95 93 107 11.2 45.6-48.7 TBC 1.5 TSI 150 4x4 148 121 9.1 34.4-34.9 183-186
508 4dr saloon £25,039–£37,439 AAAAC Twingo 3dr hatch £10,750–£13,455 AAACC 1.0 TSI 115 113 113 9.8-10.0 44.1-46.3 TBC 1.6 TDI 115 113 116 11.0-11.1 46.3-49.6 149-159
Stylish and likeable but lacking the polish of more premium rivals. Handsome, unusual rear-engined city car but not a class leader. 1.5 TSI EVO 150 148 127 8.3 44.8-48.7 TBC 2.0 TDI 150 148 127 9.0 49.6-50.4 147-150
LxWxH 4750x1859x1430 Kerb weight 1535kg LxWxH 3595x1646x1554 Kerb weight 865kg 1.6 TDI 95 93 107 11.9 49.6-56.5 TBC 2.0 TDI 150 4x4 148 121 8.8 42.8-44.8 165-173
1.6 PureTech 180 178 143 7.9 38.0-41.8 TBC 1.0 SCe 70 67 94 14.5 47.9-48.7 TBC 1.6 TDI 115 113 115 10.3 50.4-57.6 TBC
1.6 PureTech 225 223 155 7.1 36.3-39.8 TBC 0.9 TCe 90 87 103 10.8 45.6-47.9 TBC Kodiaq 5dr SUV £25,775–£42,895 AAAAC
1.5 BlueHDi 130 129 129 9.4-9.7 51.4-59.8 TBC Ateca 5dr SUV £21,940–£34,120 AAAAB Skoda’s first seven-seat SUV is a viable alternative to a traditional
2.0 BlueHDI 160 158 143 8.4 45.2-51.1 TBC Clio 5dr hatch £13,615–£19,165 AAAAC Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg
2.0 BlueHDi 180 174 146 8.0 45.0-50.6 TBC An attractive,stylish and practical proposition, but cheap in places LxWxH 4363x1841x1601 Kerb weight 1280kg 1.5 TSI 150 148 123 9.3 36.2-37.7 165-176
and feels dated. LxWxH 4062x1732x1448 Kerb weight 1059kg 1.0 EcoTSI 115 113 114 11.0 42.8-42.8 TBC 1.5 TSI 150 4x4 148 120-122 9.5-9.6 31.7-33.2 194-202

2 OCTOBER 2019 AUTOCAR.CO.UK 87

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OF ALL TIME 2.0 TSI 190 4x4 188 TBC TBC 30.0-31.7 201-205 bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg Land Cruiser 5dr SUV £34,690–£54,040 AAABC
2.0 TDI 150 148 123 9.8 44.8-46.3 161-165 1.2 Dualjet 87 106 11.8 52.9 TBC A real go-anywhere vehicle. Totally rugged and available with
2.0 TDI 150 4x4 148 120-122 9.4-9.6 38.7-42.8 172-190 1.2 Dualjet SHVS 87 106 11.4 54.1 TBC seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg
2.0 TDI 190 4x4 187 130 8.3 38.7-39.2 188-191 1.2 Dualjet SHVS 4x4 87 103 11.1 54.1 TBC 2.8 D-4D 171 109 12.1-12.7 27.4-31.0 TBC
2.0 BiTDI 239 4x4 vRS 237 136 7.0 35.3 211
Jimny 3dr SUV £15,499–£17,999 AAABC GT86 2dr coupé £27,285–£31,795 AAAAB
SMART Charming 4x4 is capable and affordable but retains its dynamic Almost the most fun you can have on a limited budget. Splendid.
Fortwo 3dr hatch/open £12,110–£27,135 AAACC foibles. LxWxH 3645x1645x1725 Kerb weight 1135kg LxWxH 4240x1775x1320 Kerb weight 1247kg
Pricey two-seater has urban appeal but is short on performance 1.5 VVT 100 90 11.9 32.2-35.8 178-198 2.0i 197 130-140 7.6-8.2 32.8-33.2 TBC
and handling. LxWxH 2695x1663x1555 Kerb weight 890kg
1.0 71 68 94 14.4-15.5 44.1-48.7 TBC Swift 5dr hatch £12,499–£18,499 AAABC Supra 2dr coupé £52,695-£54,000 AAAAC
0.9 90 87 96 10.4-11.7 44.1-49.6 TBC Given mature looks, more equipment and a hybrid powertrain, but Brings welcome muscle, fun and variety to the affordable sports
Electric Drive 79 80 11.5-11.8 TBC 0 it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg car class. LxWxH 4379x1292x1854 Kerb weight 1541kg
1.2 Dualjet 87 111 11.9 55.4 115 3.0i 335 155 4.3 34.5 TBC
Forfour 5dr hatch £11,910–£22,285 AAACC 1.2 Dualjet SHVS 4x4 87 105 12.6 49.7 128
Four doors give the Smart more mainstream practicality. Still 1.0 Boosterjet 108 118-121 10.0-10.6 49.6-51.8 123-136 Prius 5dr hatch £24,245–£28,350 AAAAC
expensive, though. LxWxH 3495x1665x1555 Kerb weight 975kg 1.4 Boosterjet Sport 138 130 8.1 47.1 135 Better all round compared with its predecessors. Challenging
FORD MONDEO 1.8 GLX TESTED 17.3.93 1.0 71 68 94 15.9-16.9 43.5-47.1 TBC looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg
Two months after Things Can Only Get Better 0.9 90 87 102 11.2-11.9 45.6-47.9 TBC Baleno 5dr hatch £13,249–£16,249 AAABC 1.8 VVT-i Hybrid 120 112 10.6 60.1-61.4 TBC
hit the charts, we took delivery of the Sierra’s Electric Drive 79 80 12.7 TBC 0 Suzuki’s family-sized hatchback makes use of clever little engines.
replacement for a full road test. Coincidence?
LxWxH 3995x1745x1470 Kerb weight 920kg Prius Plug-in Hybrid 5dr hatch £31,695–£33,895 AAAAC
S S A N G YO N G 1.0 Boosterjet 108 118-124 11.0-11.4 46.8-52.4 TBC Plug-in version is clever and appealing. Seems more comfortable in
Well, yes, but… Tivoli 5dr SUV £14,495–£21,495 AAABC its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg
Trails the Duster as the best-value small crossover – but not by Vitara 5dr SUV £16,999–£25,649 AAABC 1.8 VVT-i Hybrid 120 101 11.1 235.4 TBC
Among workaday classmates, the Mondeo much. LxWxH 4195x1795x1590 Kerb weight 1270kg Utterly worthy addition to the class drives better than most.
cut a refreshingly attractive form, combining 1.6 128 126 99-106 11.0-12.0 35.3-38.2 TBC LxWxH 4175x1775x1610 Kerb weight 1075kg Prius+ 5dr MPV £27,830–£30,175 AAACC
sleek, tight lines with a low waist and keenly 1.6d 115 113 107-109 12.0 45.3-54.3 TBC 1.0 Boosterjet 108 111 11.5-12.5 39.4-45.9 139-162 Expensive, old and ugly variant of the Prius, but can carry seven.
angled glasshouse. Mechanicals were more
1.4 Boosterjet 136 124 9.5-10.2 36.6-43.6 146-174 LxWxH 4645x1775x1575 Kerb weight 1500kg
Tivoli XLV 5dr SUV £19,745–£22,245 AAABC 1.8 VVT-i Hybrid 132 103 11.3 47.0-48.7 TBC
conventional, mating a 1.8-litre four-pot to a Now grown in size for more practicality but that doesn’t increase S-Cross 5dr SUV £17,499–£26,099 AAABC
five-speed manual gearbox, with MacPherson the Tivoli’s appeal. LxWxH 4440x1798x1635 Kerb weight 1405kg A worthy crossover if not a class leader. Refreshed looks give a VA U X H A L L
struts up front and transverse and trailing arms 1.6 128 126 99-106 11.0-12.0 34.9-37.2 TBC lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg Viva 5dr hatch £10,480–£12,805 AAABC
at the rear. 1.6d 115 113 107-109 12.0 42.8-51.4 TBC 1.0 Boosterjet 108 106-112 11.0-12.4 404-44.9 120-131 Plenty of space but lacks its rivals’ equipment, joie de vivre and
Defining the sweet spot in the engine line-up, 1.0 Boosterjet Allgrip 108 109 12.0 39.2 127 refinement. LxWxH 3675x1595x1485 Kerb weight 939kg
the Zeta 1.8i provided nearly as much urge as
Korando 5dr SUV £18,995–£25,495 AAACC 1.4 Boosterjet Allgrip 136 124 10.2 37.7-38.8 141 1.0i 74 106 13.1-14.0 45.6 TBC
Good for a Ssangyong but poor by class standards. 1.0i Rocks 72 106 13.1 45.6 TBC
the 2.0-litre, and a good helping of the 1.6’s LxWxH 4410x1830x1710 Kerb weight 1725kg TESLA
refinement. It was keen to spin at high revs, 2.2d 178 175 115 9.9 37.7-42.8 TBC Model S 5dr hatch £72,850-£84,140 AAAAB Adam 3dr hatch £13,850–£15,700 AAACC
and was propagated via a snappy gearbox and 2.2d 178 4x4 175 115 9.9 35.3 TBC Large range makes it not only a standout EV but also the future of Certainly looks the part, but there are better superminis ahead of
progressive clutch. luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg it. LxWxH 3698x1720x1484 Kerb weight 1101kg
The Mondeo’s chassis was the real Musso 5dr SUV £25,133-£35,033 AAACC Standard range 323 140 4.2 TBC 0 1.2i 70 69 103 14.9 43.5-44.1 TBC
showstopper, though, setting a new benchmark
Practical pick-up has a refined engine and direct steering, but ride Long range 602 155 4.1 TBC 0
needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg Ludicrous Performance 602 155 2.4 TBC 0 Corsa 3dr/5dr hatch £11,730–£19,735 AAABC
for front-drive family cars with firm but 2.2d 181 178 115-121 12.2 TBC TBC Refined, stylish and practical, but its engines aren’t so good.
supple suspension that exhibited impressive Model 3 4dr saloon £38,900-£49,400 AAAAC LxWxH 4021x1736x1479 Kerb weight 1141kg
composure under load. The well-rounded ride Rexton 5dr SUV £28,995–£38,995 AAABC Lowest-price, biggest-volume Tesla yet arrives in the UK after 1.4i 75 74 101 15.5 42.2-43.5 TBC
was supplemented by steering that was fluid and A vast improvement. Better on the road but without ditching its wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg 1.4i 90 88 109 13.2 38.2-42.8 TBC
consistent, if lacking in feel. argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg Standard range plus 346 140 5.3 TBC 0 1.4i Turbo 100 98 115 11.0 42.8-43.5 TBC
2.2d 181 178 115 11.3-11.9 TBC TBC Performance 449 162 3.2 TBC 0 1.4i Turbo 150 148 129 8.9 40.4-42.2 TBC
Ergonomically, the Mondeo was Ford’s best
yet, with comfortable, roomy seating all round, Turismo 5dr MPV £20,995–£27,495 AAACC Model X 5dr SUV £81,050-£88,050 AAAAB Astra 5dr hatch £18,900–£26,030 AAAAC
and the relatively adventurous interior trim was Incredibly ungainly but offers huge real estate for the money. A genuine luxury seven-seat electric SUV which also has a large Good handling and nice engines, but its working-class roots still
the perfect antidote to German humdrum. LxWxH 5130x1915x1850 Kerb weight 2115kg range. LxWxH 5036x2070x1684 Kerb weight 2459kg show through. LxWxH 4370x1809x1485 Kerb weight 1244kg
2.2d 178 175 108-116 TBC TBC TBC Long range 602 155 4.7 TBC 0
1.0i Turbo 105 103 121 10.5 45.6-47.9 TBC
FOR Superb ride, willing engine, individual styling Ludicrous Performance 602 155 2.8 TBC 0
1.4i Turbo 125 123 127 8.6 43.5-45.6 TBC
SUBARU 1.4i Turbo 150 148 134 7.8 38.2-44.1 TBC
AGAINST Rubbery steering, slightly Impreza 5dr hatch £24,310–£25,010 AAACC T OYO TA 1.6 CDTi 110 108 124 10.2 55.4-58.9 TBC
disappointing economy Appealing hatchback has been steadily improved but still feels Aygo 3dr hatch £9695–£14,595 AAACC 1.6 CDTi 136 134 127 9.0 48.7-57.6 TBC
old-fashioned. LxWxH 4415x1740x1465 Kerb weight 1374kg Impactful styling does a lot to recommend it, but not as refined nor
1.6i 112 112 12.4 35.9 TBC as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg Astra Sports Tourer 5dr estate £20,350–£24,680 AAAAC
2.0i 153 127 9.8 TBC TBC 1.0 VVT-i 71 99 13.8 45.8-57.7 TBC More composed and practical than the hatchback.
LxWxH 4702x1809x1510 Kerb weight 1273kg
Levorg 5dr estate £30,010 AAACC Yaris 5dr hatch £13,515–£26,295 AAABC 1.0i Turbo 105 103 121 11.0 45.6-47.9 TBC
Impressively practical but only offered with an automatic gearbox Stylish interior but ultimately a scaled-down version of bigger 1.4i Turbo 125 123 127 9.0 43.5-45.6 TBC
and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg Toyotas. LxWxH 3495x1695x1510 Kerb weight 975kg 1.4i Turbo 150 148 134 8.2 37.7-44.1 TBC
1.6i 167 130 1.0 VVT-I 8.9 TBC TBC 67 96 15.3 61.1-61.4 TBC 1.6 CDTi 110 108 121 10.7 54.3-58.9 TBC
1.5 VVT-I 108 108 11.0-11.2 54.3-57.6 TBC 1.6 CDTi 136 134 127 9.5 47.9-57.6 TBC
XV 5dr SUV £25,310–£28,510 AAACC 1.5 VVT-I Hybrid 71 102 11.8 67.3-76.3 TBC
No-nonsense crossover doesn’t quite make enough sense. 1.8 VVT-I GRMN 206 143 6.3 TBC TBC Insignia Grand Sport 5dr hatch £19,940–£37,620 AAAAC
LxWxH 4450x1780x1615 Kerb weight 1355kg The good-looking and tech-filled Insignia makes an attractive
1.6i 112 109 13.9 35.3 AAAAC proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg
TBC C-HR 5dr SUV £21,880–£29,170
2.0i 154 120 Coupé-shaped crossover certainly turns heads and impresses on 1.5 Turbo 140
10.4 TBC TBC 138 130 9.3 42.8-44.1 TBC
the road. LxWxH 4360x1795x1565 Kerb weight 1320kg 1.5 Turbo 165 162 138 8.4 38.7-44.1 TBC
Forester 5dr estate £30,000–£32,500 AAACC 1.2 Turbo 112 114-118 10.9-11.1 39.7-41.5 TBC 1.6 Turbo 200 198 146 7.2 36.7-39.8 TBC
Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. 1.2 Turbo AWD 112 111 11.4 34.0-34.4 TBC 1.6 Turbo D 110 108 127 10.9 55.4-57.6 TBC
LxWxH 4610x1795x1735 Kerb weight 1488kg 1.8 VVT-I Hybrid 119 105 11.0 55.3-57.6 TBC 1.6 Turbo D 136 134 126-131 9.9-10.2 47.1-54.3 TBC
2.0i 150 148 118-119 10.6-11.8 32.2 TBC 2.0 Turbo D 170 167 139-140 8.2-8.4 43.5-51.4 TBC
Corolla 5dr hatch £21,300–£30,340 AAAAC 2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 36.7 TBC
FA C T F I L E Outback 5dr estate £29,995–£33,010 AABCC Rebranded hatch has rolling refinement, interior ambience and
Price £14,375 Engine 4 cyls in line, 1796cc, petrol Power Acceptable in isolation but no class leader. affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg Insignia Sports Tourer 5dr estate £21,500–£39,120 AAAAC
113bhp at 5750rpm Torque 116lb ft at 3750rpm 0-62mph LxWxH 4815x1840x1605 Kerb weight 1612kg 1.2 VVT-I 114 124 9.3 39.2-44.8 128-132 The practical version of the Insignia that aims to take the fight to
10.4sec 0-100mph 33.8sec Standing quarter 18.0sec, 2.5i 172 130 10.2 33.0 TBC 1.8 VVT-I Hybrid 122 111 10.9 55.3-62.7 76-83 premium rivals. LxWxH 4986x1863x1514 Kerb weight 1487kg
77mph 50-0mph na 60-0mph na 70-0mph na Top speed 2.0 VVT-I Hybrid 180 111 7.9 50.4-54.2 89 1.5 Turbo 140 138 129 9.6 40.9-42.8 TBC
122mph Economy 27.8mpg BRZ 2dr coupé £27,025–£28,510 AAAAA 1.5 Turbo 165 162 135 8.6 37.7-42.8 TBC
The GT86’s half-brother looks great in Subaru blue. Cheaper, too. Corolla Sports Tourer 5dr estate £22,575-£30,345 AAAAC 1.6 Turbo 200 198 144 7.4 36.2-39.2 TBC
W H AT H A P P E N E D N E X T… LxWxH 4240x1775x1320 Kerb weight 1242kg More practical estate bodystyle proves just as capable with hybrid 1.6 Turbo D 110 108 125 111.1 53.3-55.4 TBC
Heralding a new era of investment in driver- 2.0i 197 130-140 7.6-8.2 33.3 TBC power. LxWxH 4650x1790x1435 Kerb weight 1440kg 1.6 Turbo D 136 134 127-132 10.1-10.5 46.3-52.3 TBC
focused cars by Ford, the Mk1 Mondeo was a 1.2 VVT-I 114 124 9.6 41.5-44.1 128-132 2.0 Turbo D 170 167 137-139 8.4-8.6 42.2-49.6 TBC
SUZUKI 1.8 VVT-I Hybrid 122 111 11.1 57.6-62.7 76-83 2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 36.2-36.7 TBC
truly international car, too, predating the ‘One Celerio 5dr hatch £8999–£10,499 AAABC 2.0 VVT-I Hybrid 180 111 8.1 53.2 89
Ford’ push for homogenisation by underpinning Pleasing to drive, cheap to buy and decent to sit in. No-nonsense Insignia Country Tourer 5dr estate £27,150–£30,365 AAAAC
the Ford Contour and Mercury Mystique in the and likeable for it. LxWxH 3600x1600x1540 Kerb weight 835kg RAV4 5dr SUV £29,635–£36,640 AAACC Spacious estate gets a rugged makeover – and it doesn’t spoil the
US. Losing sales to SUVs has since brought 1.0 K10C Dualjet 66 96 13.0 58.8 TBC A solid option but ultimately outgunned by Korean competition. fine formula. LxWxH 4986x1863x1514 Kerb weight 1666kg
the Mondeo’s future into question, and its US LxWxH 4605x1845x1675 Kerb weight 1605kg 2.0 Turbo D 170 167 135-137 8.6-8.8 41.5-47.1 TBC
counterpart, the Fusion, is being discontinued. Ignis 5dr hatch £11,849–£14,849 AAAAC 2.5 Hybrid 194 112 8.4 48.7-50.4 TBC 2.0 Turbo D 170 4x4 167 135 9.3 41.5-47.1 TBC
Cute and rugged-looking 4x4 city car capable of tackling roads 2.5 Hybrid AWD 194 112 8.4 47.8-48.7 TBC 2.0 BiTurbo D 210 4x4 207 142 7.7 36.2 TBC

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Crossland X 5dr SUV £17,710–£23,080 AAABC 1.6 TDI 150 148 135 8.9 49.6-53.3 TBC V60 Cross Country 5dr estate £38,270 AAAAC
Vauxhall’s small SUV is competent enough but lacks any real 2.0 TDI 190 188 146 8.1 47.9-51.4 TBC Brings extra ride height, all-wheel drive and off-road body cladding.
character. LxWxH 4212x1765x1605 Kerb weight 1245kg LxWxH 4784x1916x1499 Kerb weight 1792kg
1.2i 83 81 105 14.0 42.2-44.1 TBC Arteon 4dr saloon £33,320–£40,425 AAABC 2.0 D4 187 130 8.2 42.8-47.9 TBC
1.2i Turbo 110 108 117 10.6 39.8-46.3 TBC VW’s flagship saloon is well-made and luxurious but rather bland to
1.2i Turbo 130 128 128 9.1 42.2-44.1 TBC drive. LxWxH 4862x1871x1450 Kerb weight 1505kg S90 4dr saloon £36,120–£58,555 AAAAC
1.5 Turbo D 102 101 111 9.9 55.4-58.9 TBC 1.5 TSI EVO 150 148 137 8.9 39.2-40.4 TBC Volvo’s mid-sized exec majors on comfort, style and cruising
2.0 TSI 190 187 149 7.5 TBC TBC ability. LxWxH 4963x2019x1443 Kerb weight 1665kg
Mokka X 5dr SUV £20,640–£25,840 AAABC 2.0 TSI 272 4Motion 270 155 5.6 32.5-33.2 TBC 2.0 T4 185 130 8.7 33.2-37.7 TBC
Compact and competent but lacks any persuasive qualities. 2.0 TDI 150 148 137 9.1 49.6-52.3 TBC 2.0 T5 248 140 6.8 33.2-37.7 TBC
LxWxH 4275x1780x1658 Kerb weight 1394kg 2.0 TDI 190 187 148 8.0 48.7-50.4 TBC 2.0 D4 185 140 8.2 43.5-50.4 TBC
1.4 Turbo 140 138 119-122 9.3-10.1 34.4-36.7 TBC 2.0 TDI 190 4Motion 187 145 7.8 43.5-44.8 TBC 2.0 D5 PowerPulse AWD 228 145 7.0 39.2-43.5 TBC
1.4 Turbo 140 4x4 138 116 9.3 34.4-39.2 TBC 2.0 BiTDI 240 4Motion 236 152 6.5 TBC TBC 2.0 T8 Twin Engine AWD 310 155 4.8 97.4-117.7 TBC
1.6 CDTi 136 134 117-118 9.3-10.3 43.5-50.4 TBC
Touran 5dr MPV £24,045–£30,870 AAAAC V90 5dr estate £38,120–£60,555 AAAAC
Grandland X 5dr SUV £23,410–£34,930 AAACC Dull overall, but it’s a capable MPV, well-made and hugely refined. luxury estate takes on the 5 Series and the E-Class. Comfy and a
Does well to disguise its 3008 roots but too bland to stand out in a LxWxH 4527x1829x1659 Kerb weight 1436kg good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg
congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg 1.0 TSI 115 113 119 11.3 39.2-41.5 TBC 2.0 T4 185 130 8.9 33.2-37.7 TBC
1.2 Turbo 130 128 117 10.9-11.1 37.7-42.8 TBC 1.5 TSI EVO 150 148 130 8.9 37.2-39.8 TBC 2.0 T5 248 140 6.7 33.2-37.7 TBC
1.5 Turbo D 130 128 116 11.3 49.6-53.3 TBC 1.6 TDI 115 113 118 11.4 47.9-51.4 TBC 2.0 D4 185 140 8.5 43.5-50.4 TBC Maserati Levante facelift
2.0 Turbo D 177 175 133 9.1 42.8-45.6 TBC 2.0 TDI 150 148 128-129 9.3 TBC TBC 2.0 D5 PowerPulse AWD 228 145 7.2 39.2-43.5 TBC On sale 2020, price £60,000 (est)
2.0 T8 Twin Engine AWD 310 155 4.8 97.4-117.7 TBC Maserati has big plans for 2020 after what has
Combo Life 5dr MPV £20,130-£22,230 AAABC Sharan 5dr MPV £29,115–£39,350 AAAAB been a difficult year for the Italian luxury marque.
Van-based people carrier is usable, spacious and practical, if not Full-sized seven-seater offers versatility, space, VW desirability V90 Cross Country 5dr estate £43,020–£57,935 AAAAC The launch of the Alfieri sports car at the Geneva
very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg Volvo’s large comfy estate given a jacked-up, rugged makeover. motor show will grab the headlines but, in terms
1.2 Turbo 110 108 109 11.9 38.2-40.9 TBC 1.4 TSI 150 148 123-124 9.9 31.4-35.8 TBC LxWxH 4936x2019x1543 Kerb weight 1826kg
1.5 Turbo D 100 99 107 12.7 42.8-47.9 TBC 2.0 TDI 115 113 114 12.6 TBC TBC 2.0 D4 AWD 185 130 8.8 40.4-43.5 TBC of sales, it’s the refresh of the brand’s first SUV
1.5 Turbo D 130 128 115 10.6 47.1-49.6 TBC 2.0 TDI 150 148 123-124 10.3 39.8-43.5 TBC 2.0 D5 PowerPulse AWD 228 140 7.5 38.2-40.9 TBC that will be crucial to its success. Tweaked looks
2.0 TDI 177 175 132-136 8.9 39.8-40.4 TBC 2.0 T5 AWD 250 140 7.4 30.4-32.5 TBC and a revised cabin will feature, and there will be
VO L K S WAG E N 2.0 T6 AWD 310 140 6.3 30.4-32.5 TBC an upgrade to the latest range of engines. Similar
Up 3dr/5dr hatch £9825–£23,650 AAAAC T-Roc 5dr SUV £19,270–£31,050 AAAAC alterations will then be added to the Ghibli and
It’s no revolution, but VW’s hallmarks are in abundance. LxWxH VW’s junior SUV is beguiling and sophisticated. It drives rather well, XC40 5dr SUV £29,910–£38,020 AAAAC
Quattroporte saloons.
3600x1428x1504 Kerb weight 926kg too. LxWxH 4234x1992x1573 Kerb weight 1270kg Volvo’s take on the crossover aims to rival BMW, Mercedes and
1.0 60 59 100 14.4 53.3-54.3 TBC 1.0 TSI 115 113 116 10.1 43.5-44.8 TBC Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg
1.0 75 74 106 13.2-13.5 51.4-53.3 TBC
1.5 TSI EVO 150 148 127 8.3 38.7-42.2 TBC T3 152 124 9.4 36.7-39.8 TBC OCTOBER
1.0 90 88 114 9.9 54.3-55.4 TBC
1.5 TSI EVO 150 4Motion 148 127 8.4 34.0-34.9 TBC T4 AWD 185 130 8.5 32.8-35.3 TBC Aston Martin Valkyrie, Audi A4 facelift, S8, Bentley Bentayga
1.0 115 113 119 8.8 49.6-50.4 TBC
2.0 TSI 190 4Motion 187 134 7.2 34.0-34.4 TBC T5 AWD 243 140 6.5 31.0-34.0 TBC hybrid, BMW 1 Series, 8 Series Gran Coupé, X5, X7 M50i, Ford
e-Up 81 80 12.4 TBC 0
1.6 TDI 115 113 116 10.3 49.6-50.4 TBC D3 145 124 9.8 44.1-51.4 TBC Mondeo, Kia Ceed PHEV, Land Rover Discovery Sport facelift,
2.0 TDI 150 148 124 8.6 48.7-50.4 TBC D3 AWD 145 124 7.5 42.8-44.8 TBC Mercedes-Benz V-Class, Peugeot 3008 PHEV, 508 PHEV,
Polo 5dr hatch £14,330- £23,155 AAAAC 2.0 TDI 150 4Motion 148 124 8.7 45.6-46.3 TBC D4 AWD 185 130 7.9 39.8-44.1 TBC Vauxhall Vivaro, VW T-Roc R
A thorough going-over makes it more mature, but the Polo is still a
bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg Tiguan 5dr SUV £23,990–£38,790 AAAAC XC60 5dr SUV £38,320–£60,670 AAABC N OV E M B E R
1.0 65 64 102 15.5 47.1-48.7 TBC An improvement on the previous model and will continue to sell by Looks like a small XC90 and carries on where the old one left off. A Alpine A110 S, Aston Martin Rapide E, Audi A3, Q3 Sportback,
1.0 80 78 106 15.4 46.3-48.7 TBC the bucket load. LxWxH 4486x1839x1654 Kerb weight 1490kg good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg Bentley Flying Spur, BMW 8 Series Gran Coupé, M8, X6 and
1.0 TSI 95 93 116 10.8 44.8-52.3 TBC
1.5 TSI EVO 130 128 119 10.2 39.8-40.9 TBC 2.0 D4 AWD 185 127 8.4 36.7-44.8 TBC X6 M, Ford Kuga, Kia Xceed, McLaren GT, Mercedes-AMG
1.0 TSI 115 113 124 9.5 44.8-49.6 TBC
1.5 TSI EVO 150 148 124 9.2 36.7-38.2 TBC 2.0 D5 PowerPulse AWD 228 137 7.2 35.3-40.4 TBC
2.0 TSI GTI 200 197 147 6.7 38.7-39.8 TBC
2.0 TSI 190 4Motion 188 131 7.9 39.2-42.8 TBC 2.0 T5 AWD 247 137 6.8 30.1-34.0 TBC A45, Mercedes-Benz GLS, Nissan Juke, Peugeot 208 and
1.6 TDI 80 79 109 12.9 53.3-55.4 TBC
2.0 TSI 230 4Motion 228 142 6.3 29.7-30.4 TBC 2.0 T8 Twin Engine 310 140 5.3 83.1-100.9 TBC e-208, Polestar 1, Skoda Kamiq, Vauxhall Astra facelift
1.6 TDI 95 93 115 10.8 53.3-55.4 TBC
2.0 TDI 150 148 125-127 9.3 44.8-47.9 TBC
2.0 TDI 150 4Motion 148 124-125 9.3 39.2-42.2 TBC XC90 5dr SUV £51,860–£72,795 AAAAC DECEMBER
Golf 3dr/5dr hatch £18,765–£35,635 AAAAB 2.0 TDI 190 4Motion 187 131 7.9 38.7-39.2 TBC Clever packaging, smart styling, good to drive: Volvo’s closest thing Audi E-tron Sportback, RS6 Avant, RS7, BMW 2 Series
Does exactly what everyone expects. Still the king of the family to a class-leader. LxWxH 4950x2008x1776 Kerb weight 1961kg Gran Coupé, X3 PHEV, Borgward BX5, BX7, DS 3 Crossback EV,
car. LXWXH 4258x1790x1492 Kerb weight 1206kg Tiguan Allspace 5dr SUV £30,095–£41,040 AAAAC 2.0 D5 PowerPulse AWD 228 137 7.8 34.0-36.7 TBC Ford Puma, Honda E, Jaguar XF facelift, Kia Soul EV, Mazda
1.0 TSI 85 83 112 11.9 48.7-50.4 TBC Has all the Tiguan’s sensibility and refinement, now with the bonus 2.0 T5 AWD 250 134 7.9 26.9-30.4 TBC CX-30, Mercedes-Benz GLB, Mini Electric, GP, Peugeot
1.0 TSI 115 113 123 9.8 41.5-57.6 TBC of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.0 T6 AWD 310 143 6.5 26.2-28.8 TBC 208, Porsche Macan Turbo, Taycan, Seat Mii Electric,
1.5 TSI EVO 130 128 130 9.1 44.1-46.3 TBC 1.5 TSI EVO 150 148 123 9.5 35.3-35.8 TBC 2.0 T8 Twin Engine 310 140 5.6 74.3-83.1 TBC Tesla Model Y, Vauxhall Grandland X PHEV
1.5 TSI EVO 150 148 134 8.3 42.2-45.6 TBC 2.0 TSI 190 4Motion 188 130 7.9 TBC TBC
2.0 TSI 245 GTI Performance 241 154-155 6.2 36.7-37.7 TBC 2.0 TDI 150 148 124-126 9.8 43.5-44.1 TBC VUHL 2 02 0
2.0 TSI 300 4Motion R 296 155 4.6-5.1 32.5-32.8 TBC 2.0 TDI 150 4Motion 148 123-124 9.9 38.2-38.7 TBC 05 0dr open £59,995- £89,995 AAAAC Alfa Romeo Tonale, Aston Martin DBX, Audi A1 Citycarver,
1.6 TDI 115 113 123 10.2-10.5 50.4-55.4 TBC 2.0 TDI 190 4Motion 187 130 8.6 38.2-38.7 TBC Mexican track-day special has a pleasingly pragmatic and forgiving E-tron GT, Q4, Q4 E-tron, Q5 facelift, RS Q3, RS Q5, Bentley
2.0 TDI 150 148 133-134 8.6 50.4-52.3 TBC chassis. LxWxH 3718x1876x1120 Kerb weight 725kg Bentayga facelift, Continental GT V8 and GTC V8, BMW
2.0 TDI 184 GTD 181 143-144 7.4-7.5 48.7-52.3 TBC Touareg 5dr SUV £49,095–£58,295 AAAAC 2.0 DOHC Turbo 285 152 3.7 TBC TBC 2 Series, 2 Series Active Tourer, 2 Series Gran Coupé,
e-Golf 134 93 9.6 TBC 0 Hints of ritziness and sportiness don’t impinge on this functional 2.3 DOHC Turbo RR 385 158 2.7 TBC TBC 4 Series, iX3, M2 CS, M3, M4, Chevrolet Corvette, Citroën
luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg C4, Cupra Formentor, DS 8, Ferrari F8 Tributo, SF90 Stradale,
Golf Estate 5dr estate £21,345–£36,835 AAAAB 3.0 V6 TSI 340 335 155 5.9 24.6-25.9 TBC WESTFIELD Fiat 500, 500e, Ford Mach-E, Mustang hybrid, Puma, Hyundai
Practical load-lugging estate doesn’t erode the well-rounded Golf 3.0 V6 TDI 231 228 135 7.5 33.2-34.9 TBC Sport 2dr coupé £19,950–£35,800 AAAAC i20 N, Jaguar F-Type facelift, XJ, Jeep Cherokee, Compass
package. LxWxH 4567x1799x1515 Kerb weight 1295kg 3.0 V6 TDI 286 282 148 6.1 32.8-34.9 TBC Sport Turbo is very quick and fun but not a patch on the PHEV, Gladiator, Renegade PHEV, Land Rover Defender,
1.0 TSI 115 108 TBC TBC 41.5-44.8 TBC Caterhams. LxWxH TBC Kerb weight TBC Maserati Alfieri, Ghibli facelift, Levante facelift, Quattroporte
1.5 TSI EVO 130 128 131 9.5 43.5-47.1 TBC V O LV O 1.6 Sigma 135 TBC TBC TBC TBC facelift, McLaren 750LT, Speedtail, Mercedes-AMG GLA,
1.5 TSI EVO 150 148 135 8.7 41.5-44.8 TBC V40 5dr hatch £23,995–£29,820 AAAAC 1.6 Sigma 155 TBC TBC TBC TBC GLE 63, GLS 53, GLS 63, Mercedes-Benz EQA, GLE Coupé,
2.0 TSI 300 4Motion R 296 155 4.8 32.5-32.8 TBC Not perfect, but handsome, well-packaged, pragmatic and likeable. 2.0 Duratec 200 TBC TBC TBC TBC E-Class facelift, EQS, Maybach SUV, S-Class L, Mitsubishi
1.6 TDI 115 113 124 10.7 49.6-57.6 TBC LxWxH 4370x2041x1470 Kerb weight 1417kg 2.0 Ecoboost 252 TBC TBC TBC TBC
Outlander, Nissan Qashqai, Peugeot 2008, 508 Peugeot
2.0 TDI 150 148 134-135 8.9 50.4-52.3 TBC 2.0 D2 116 118 10.5 47.9-56.5 TBC
2.0 TDI 184 GTD 181 143-144 7.8-7.9 47.9-49.6 TBC 2.0 D3 145 130 8.4 47.1-55.4 TBC Mega 2dr coupé £14,999–£15,595 AAABC Sport Engineered, Pininfarina Battista, Polestar 2,
2.0 T2 119 118 9.8 38.2-42.8 TBC Mega engines make it rapid, but not as fun as Caterham’s R range. Rolls-Royce Ghost, Seat El-Born, Leon, Skoda e-Citigo,
Golf SV 5dr MPV £21,000–£29,320 AAAAC 2.0 T3 148 130 8.3 37.2-42.8 TBC LxWxH TBC Kerb weight TBC Octavia, Vision iV, Toyota Corolla GR Sport, Vauxhall Corsa-e,
Probably the least appealing member of the Golf family but still 1.3 Suzuki Hyabusa 177 136 3.0 TBC TBC Mokka-e, Mokka X, VW Golf Mk8, ID 3, ID 4, T-Roc
resolute. LxWxH 4338x2050x1578 Kerb weight 1335kg V40 Cross Country 5dr hatch £28,070–£29,819 AAAAC 2.0 VTEC S2000 240 TBC TBC TBC TBC
1.0 TSI 85 83 110 13.0 47.1-47.9 TBC Handsome hatchback gets a rugged makeover but loses some of
1.0 TSI 115 113 119 11.3 41.5-43.5 TBC its likeable nature. LxWxH 4369x2041x1439 Kerb weight 1428kg ZENOS
1.5 TSI EVO 130 128 126 9.6 41.5-45.6 TBC 2.0 D3 145 118 8.5 47.9-55.4 TBC E10 0dr coupé £26,995–£39,995 AAAAB
1.5 TSI EVO 150 148 132 8.8 40.9-42.8 TBC 2.0 T3 148 130 8.5 37.2-40.9 TBC The latest in a long line of mid-engined British marvels. Expect a
1.6 TDI 115 113 119 11.0 48.7-55.4 TBC dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg
2.0 TDI 150 148 130 9.2 49.6-52.3 TBC S60 4dr saloon £37,920 AAAAC 2.0 Ecoboost S 250 145 4.0 TBC TBC
Fresh-faced saloon now sits comfortably among the ranks of its 2.3 Ecoboost R 350 155 3.0 TBC TBC
Passat 4dr saloon £23,495–£33,575 AAAAC German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg
Lands blows on rivals with its smart looks, civilised refinement, 2.0 T5 248 145 6.5 35.3-39.8 152-155
quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg
1.5 TSI EVO 150 148 135 8.6 43.5-47.1 TBC V60 5dr estate £32,410–£41,460 AAAAB
1.6 TDI 150 148 135 8.9 49.6-53.3 TBC Spacious and comfortable, with a characterful, Scandi-cool design.
2.0 TDI 190 188 146 8.1 49.6-50.4 TBC LxWxH 4761x1916x1427 Kerb weight 1729kg
2.0 D3 147 127 9.5 45.6-55.4 TBC
Passat Estate 5dr estate £25,095–£35,175 AAAAC 2.0 D4 187 137 7.6 46.3-55.4 TBC
All the Passat’s redeeming features in spacious, practical estate 2.0 T5 246 145 6.7 34.0-38.7 TBC
form. LxWxH 4767x2083x1516 Kerb weight 1395kg
1.5 TSI EVO 150 148 135 8.6 38.7-44.8 TBC

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Buying
 Matt Prior
’d like to pretend I’m
I an expert, but the truth
is most of what I know
about Nascar, America’s
stock car series, I learned from
Talladega Nights: The Ballad of
Ricky Bobby. I know it’s not exactly
a documentary. But get a heavy
chassis, slap on some bodywork and
a big motor and away you go. Right?
Obviously, no. But not even as close
as I thought. This week I stopped by
Stewart-Haas Racing, a Nascar team
that runs six drivers, which doesn’t
sound like many, but this is America
and the numbers are vast.
Different track lengths and
banking mean there are different
kinds of chassis. Each driver will
have 16 cars or more to their name.
While a driver is racing one car, a
truck is headed to them to deliver
another for the next race and take
the current one away. After each race,
a car is torn to its constituent parts
before being rebuilt; Stewart-Haas
builds 225 cars a year. The factory,
The Hudson Hornet
was so good, even a
TESTER’S NOTES
` 5000 GT. We found a “feeling of
‘Jocko Flocko’ was the only monkey to
finish a Nascar race in first position
a nothing we’d ever experienced
then, measures 18,000 square metres
and employs 375 people. Forget Ricky
Bobby, it’s more like The Matrix:
“There are endless fields where
humans are no longer born, we are
grown.” And yet Stewart-Haas says
it’s one of the smaller Nascar outfits.
And crude? By some standards,
these live-axled, small-braked, four-
on-the-floor V8 racers sponsored by
Smithfield ‘Racin’ For Bacon’ Foods
might seem it. But they’re so tightly
regulated that aero is everything.
Nascar’s bodywork tolerance is
1.27mm: each body is laser-scanned
– if a part would benefit from being
squeezed one way or another, the
team takes it. It is no wonder it’s
one of the closest, fairest and least
predictable race series on earth.
We’re walking out, fairly blown
away, when two drivers fresh from
the on-site gym spot my touring
group. “Now one of yoos looks like a
racing driver,” says Clint. Although
not to me, obviously. “Where do
you race?”
“Ah, I do a lot on the Nordschleife,”
says my German colleague.
Blank faces. “The what now?
What did he say? The where?”
“The Nordschleife. Nürburgring?
It’s a famous track in Germany?”
E S TA B L I S H E D 1 8 95
These cars aren’t made
to last: Stewart-Haas
builds 225 a year
La storia di Maserati
30 March 1962
MASERATI THIS WEEK surprised
everyone by revealing a major plan
to upgrade its facilities and finally
produce some all-new cars (p12).
But what of the famous Italian
firm’s past? Well, it was founded by
five of the six Maserati brothers –
all engineers (Mario was an artist) –
in 1914 to build racing cars, with the
first bearing their name appearing
in 1926. It achieved great racing
success, before moving to the road
in 1957 with the lovely 3500 GT.
Its first UK dealership opened in
1960 in Fleetwood, Lancashire, but
Autocar’s first taste of the marque
was in 1962, with a Ghia-bodied
deep comfort” in the car, which had
a racing-derived, 330bhp 5.0-litre
V8 and double-wishbone front
suspension. Performance was like
before (0-60mph took 6.5sec) and
■ Also pictured on this page is the the handling exhilarating but safe.
1952 Hudson Hornet raced by two-
time Nascar champion Tim Flock.
In those days, Hudson and G E T M O R E AU T O C A R
Flock were more inventive in their
marketing than a lot of rivals. Hudson
was allowed to use hot-up parts on its
race cars, as long as it offered them
for sale to the public too, so it did and
made decent money for a while.
And in 1953, Flock thought he
would draw more attention to himself X
if he had a co-driver. Of a fashion.
He picked as his passenger a rhesus Watch us drive the new
monkey, who sat alongside him for his electric Porsche Taycan
victory at Hickory Motor Speedway,
making ‘Jocko Flocko’ the only
monkey to finish a Nascar race in first
position. Probably any position. youtube.com/autocar
Anyway, the venture didn’t last
that long. A few weeks later, mid-race,
Flocko (perhaps Jocko; how should autocar.co.uk/facebook
one address a monkey?) opened an
access panel designed to let the driver
assess the tyres, and was hit by an twitter.com/autocar
incoming pebble – about which he
was, understandably, quite cross. Tim
had to pit to get Flocko out, which autocar_official
meant he only finished third, and the
pair never raced together again.
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 matt.prior@haymarket.com
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Laughter and shrugs all around. For all our latest print and digital
monkey could drive it
Ricky would be proud. @matty_prior subscription offers
90 AUTOCAR.CO.UK 2 OCTOBER 2019
  
 
 


 


 


 
  

 



  




  


  

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