The all-new,

all-digital Golf 8

Official fuel consumption figures for the Golf model range in mpg (litres/100km): Combined 44.8 (6.3) – 68.9 (4.1). Combined CO₂
emissions 142 – 108 g/km. Figures shown are for comparability purposes; only compare fuel consumption and CO₂ figures with other
vehicles tested to the same technical procedures. These figures may not reflect real life driving results, which will depend upon a number
of factors including the accessories fitted (post-registration), variations in weather, driving styles and vehicle load. Data correct at 04/20.
Figures quoted are for a range of configurations and are subject to change due to ongoing approvals/changes.
 THIS WEEK
‘It’s just so 2020, isn’t it? In a year like this, you have to be flexible’
55

Issue 6424 | Volume 305 | No 8

NEWS COMMENT
BMW’s big EV plan i5 and i7 to join nine-EV line-up 4
Project One New details of 1000bhp AMG hypercar
RIP new car smell Why that special scent is fading
8
10
12
EVs WON’T KILL OFF
Volvo and cobalt Swedes blaze ethical sourcing trail

TESTED
PURE DRIVER’S CARS YET
Donkervoort D8 GTO-JD70 415bhp to shift 680kg 16 NEW POLESTAR 2 BATTLES TESLA’S MODEL 3 36 THE CAR INDUSTRY
McLaren 620R GT4 race thrills in a street-legal car 20 of the future may not seem
Peugeot e-2008 Better than Kona Electric, e-Niro? 21
BMW 545e Performance PHEV in prototype form 23
the most welcome place for
Audi A3 Sportback 35 TDI All-new compact hatch 23 the traditional car enthusiast
BMW M2 CS M-DCT ROAD TEST 24 brought up on big naturally aspirated
Road test rewind Peugeot 407 mixes with exotica 32
engines, manual gearboxes and ‘pure’
FEATURES chassis dynamics.
Polestar 2 vs Tesla Model 3 Electric duel, close call 36 Electric cars can deliver incredible
Hello, campers In praise of VW campers, 1950-2020 42
Retro treasure hunt We go looking for automobilia 46 performance levels, but it’s a very
A month with a Mini Electric An unexpected verdict 48 different kind of performance – and
Indy 500 preview Brit Jack Harvey on Indycar life 55 much as some people still prefer vinyl,
NOSTALGIA IS BETTER THAN IT USED TO BE 46
OUR CARS there’s room for analogue thrills in a
Volvo XC40 Recharge T5 Plug-in hybrid joins fleet 60 digital world. Thankfully, the ‘poster-
Peugeot 2008 Screen test: i-Cockpit in the frame 61
on-the-bedroom-wall performance
Ford Puma To the Aston Martin DBX’s home in Wales 63
car’ is still thriving.
EVERY WEEK Take BMW, which proves this several
Jesse Crosse E-turbos: first Formula 1, now road cars 11
Jim Holder Carlos Ghosn and the Alliance’s new woes 13
times in this issue alone. While BMW
Steve Cropley Ford’s new boss; must-follow tweeter 15 is plotting a necessary and huge push
Subscribe Save money and get exclusive benefits 34 towards electrifying its range to meet
Damien Smith James Baldwin: esports to real deal 52
Motorsport round-up F1, BTCC, Le Mans, Formula E 53
future legislative requirements (p4), it
Your Views The day my dad beat F1 champ Jim Clark 58 has at the same time announced plans
Matt Prior Should you compare new and used cars? 82 BMW M2 CS M-DCT: EIGHT-PAGE ROAD TEST 24 to at long last make an M3 Touring
DEALS (p7). It has also produced another
James Ruppert Roomy, no-nonsense workhorses 64 `IF ALL MY STARS quite brilliant pure driver’s car in the
As good as new 2018 Renault Mégane RS from £23k 67 M2 CS, road tested this week (p24).
Spied in the classifieds LPG special: Fortwo to Ram 68
Used buying guide Morgan Aero 8, starting at £20k 70
ALIGNED, I WOULD The rise of the electric car is to be
New cars A-Z Key car stats, from Abarth to Zenos 72
Road test index Track down that road test here 81
BUY ONE IN THE welcomed. It’s progress in an industry
that ruthlessly moves forward, and the
Autocar, ISSN number 1355-8293 (USPS 25185), is published weekly by Haymarket Media Group, Bridge BLINK OF AN EYE latest breed are truly fantastic to drive.
AS A SECOND CARa
House, 69 London Road, Twickenham TW1 3SP, United Kingdom. The US annual subscription price is
$199.78. Airfreight and mailing in the USA by agent named WN Shipping USA, 156-15, 146th Avenue, 2nd
Floor, Jamaica, NY 11434, USA. Periodicals postage paid at Jamaica NY 11431. US Postmaster: Send
But there’s still room for more than
address changes to Autocar, WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434,
USA. Subscription records are maintained at Haymarket Media Group, Bridge House, 69 London Road, one gig in town and the rise of multiple
Twickenham TW1 3SP, United Kingdom. Air Business Ltd is acting as our mailing agent.
Autocar is published by Haymarket Automotive, Bridge House, 69 London Road, Twickenham, Middlesex,
JIM HOLDER SAYS WHY HE WAS WON OVER electric cars off largely homogenised
TW1 3SP, UK, haymarketgroup.com Tel +44 (0)20 8267 5000
AFTER A MONTH WITH A MINI ELECTRIC 48
Autocar magazine is also published in China, Greece, India, Indonesia, Japan, Korea,
Malaysia, Philippines and Thailand. COVER platforms and with mass component
Autocar is a member of the Haymarket TROUBLE FINDING STORY sharing arguably now makes it
Independent Press Standards is certified by BSI to AUTOCAR?
Organisation (IPSO).
We abide by the Editors’ Code of
environmental standard
ISO14001 and energy
If you struggle to find a
copy of Autocar in your local
easier to justify lower-volume
Practice and are committed
to upholding the highest
management standard
ISO50001
retailer or area, please
send an email to internal-combustion-engined
standards of journalism. If you connor.chappell@flgroup.co.uk
think we haven’t met those
standards and want to make
who will investigate the
problem for you.
performance niches.
a complaint, contact
autocar@haymarket.com. Remember: car makers are
For more information, contact
IPSO on 0300 123 2220 or car lovers, too.
visit www.ipso.co.uk 3()&&HUWLILHG

7KLVSURGXFWLV
NEVER
IURPVXVWDLQDEO\
PDQDJHGIRUHVWVDQG
FRQWUROOHGVRXUFHV
Autocar
IMAGE
Mark Tisshaw Editor MISS AN
ZZZSHIFFRXN
is a member of the
organising
ISSUE
committee of mark.tisshaw@haymarket.com Subscribe
Car Of The Year
caroftheyear.org
FULL DETAILS OF BMW’S BRAVE NEW WORLD 4 @mtisshaw p34

19 AUGUST 2020 AUTOCAR.CO.UK 3

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

IMAGE

The next-generation
7 Series, X1 and 5 Series
will gain electric siblings

BMW plans to launch nine

new electric cars by 2025
Regular models will spawn battery-powered variants as BMW aims to lead market
4 AUTOCAR.CO.UK 19 AUGUST 2020

B
MW is dramatically
ramping up its electric car
offerings, with new i5 and
i7 saloons set to headline
an expanded line-up of nine
models that will underpin an
ambitious 10-year growth plan.
The German manufacturer
will launch the new cars as part
of its new ‘Power of Choice’
sustainability plan, under which
it has committed to selling
more than seven million plug-
in hybrid and pure-electric
vehicles by the end of 2030.
BMW has committed to
selling more than seven million
plug-in hybrid and pure-electric
vehicles by the end of 2030
The new plan, which will
also include two electric cars
from the Mini brand, is the first
major initiative to be overseen
by Oliver Zipse since he was
promoted to the top of the
Munich company last summer.
It is designed to make BMW a
leader in electric vehicles sales
against rival premium brands
such as Audi, Jaguar, Lexus,
Mercedes-Benz and Tesla and
to help it meet increasingly
tough targets to cut the CO2
output of its new models.
` BMW’s sole electric production car to date is the i3. But
a with the range-topper
To date, the BMW Group
has sold more than 500,000
electrified models across the
BMW and Mini brands, but it
expects that figure to have
doubled by the end of 2021
as new electric and plug-in
hybrid models are launched.
It’s also ramping up the
output of electric vehicles
produced by its joint ventures,
such as Spotlight Automotive,
an operation that was recently
established by Mini and Great
Wall Motors in China. ◊
BMW’S FUTURE ELECTRIC CAR LINE-UP
while that’s a bespoke EV, the firm has now committed to
offering electric versions of existing models in the coming
years, starting with the iX3 in 2021. Here are all the cars –
some confirmed, some not – that are under development.
BMW i1
An electric extension to
the new 1 Series line-up.
Like its sister model, the iX1
crossover, it will be based
on the FAAR platform. Key
competitors will include the
Volkswagen ID 3.
IMAGE
BMW iX1
The iX1 is based on the third-
generation X1 small SUV, due
in 2022, and described by
BMW insiders as an indirect
replacement for the original
i3, with a raised seating
position and relatively
compact dimensions.
BMW i3
The new i3, although not
yet confirmed, will be based
on the i4 fastback but take
its styling from the 3 Series
saloon. Insiders don’t rule
out the possibility of a 3
Series Touring-based estate.
BMW iX3
This rear-wheel-drive SUV,
planned to go on UK sale in
2021, is based on the current
X3. It’s the first to use BMW’s
fifth-generation electric
drive system and new battery
technology that will soon be
adopted by other BMW EVs.
BMW i4
The i4 is based on the new
second-generation 4 Series
Gran Coupé and targeted
directly at the Tesla Model 3.
Customers will be offered
various power outputs,
tipped to deliver 523bhp.
IMAGE
BMW i5
The eighth-generation
5 Series, due in 2023, will
spawn an electric model. The
i5 will initially be a saloon,
but an estate version could
be offered in some markets.
Competitors will include the
production version of the
Volkswagen ID Vizzion and
the Mercedes-Benz EQE.
BMW iX5
Already in pilot-production
at BMW’s Dingolfing factory
and due in 2021, the SUV
that started life as the iNext
concept offers a base range
of 340 miles, rising to 460
miles with an optional 110kWh
battery. It’s also planned
to support level-three
autonomous technology.
IMAGE
BMW i7
BMW’s future EV flagship is
based on the next 7 Series
saloon, which is due in 2022.
Insiders suggest it will share
much of its mechanicals with
the i5 and iX5 and achieve a
range of up to 460 miles.
BMW iX7
It has yet to be approved,
but sources suggest that iX7
design proposals have been
developed. If given the green
light, the iX5’s seven-seat
sister will land in about 2025.
19 AUGUST 2020 AUTOCAR.CO.UK 5
 Future i range will
mainly comprise
SUVs and saloons
BMW expects to sell 4.6
million fully electric vehicles
within the next 10 years – an
average of 460,000 per year
and a huge increase from the
42,249 sold last year (all of
them an i3). It also expects to
sell 2.4 million plug-in hybrids.
To this end, it recently launched
the six-cylinder petrol-electric
545e xDrive, which is aimed at
the fleet market and is the fifth
electrified 5 Series model.
Having already committed to
offering plug-in hybrid variants
of every existing model in its
line-up, BMW’s new plan calls
for a considerable increase
in pure-electric model range,
which is initially set to include
at least nine new models. These
BMW will take on the
Mercedes-Benz EQS
with electric 7 Series
IMAGE
6 AUTOCAR.CO.UK 19 AUGUST 2020
` While plans for Mini are less
Up to four powertrain variants –
petrol, diesel, hybrid and electric
– will be built on the same line
a The foundations for BMW’s
include the recently unveiled
iX3 and will continue with next
year’s i4 five-door coupé and a
production version of the iNext
SUV (likely to be called the iX5).
BMW has also confirmed an
electric version of the X1 small
SUV, badged the iX1, that will
indirectly replace the i3, plus
a new i5 and i7, based on the
next-generation 5 Series and
7 Series saloons respectively.
The manufacturer is also set
to launch an electric version
of the latest 3 Series saloon,
using the running gear from
the upcoming i4, according
to sources familiar with the
production plan. With the
current i3 hatchback going
out of production, it is likely
that the 3 Series-based saloon
will adopt the vacated i3 name,
according to the sources.
BMW finally
will build an
M3 Touring
BMW WILL EXPAND its line-up
of M performance cars with an
M3 Touring for the first time.
The first test prototypes of the
hot estate will shortly begin
on-road development, ahead
of a likely launch in 2022.
The M3 Touring, for which
Autocar reported plans in
2018, will finally give BMW
a direct rival for the long-
established Audi RS4 Avant.
It will sit alongside the new
M3 saloon and M4 Coupé,
defined, Autocar can confirm
the British brand is planning to
build on its recently introduced
Electric three-door hatchback
with at least two new electric
cars, including uniquely styled
SUVs based on the iX1 and iX3.
ambitious strategy were laid
with the establishment of the
i electric vehicle division in
2011. But while BMW’s original
electric vehicle plan centred
on a dedicated platform, the
second wave of electric models
has been conceived around the
company’s current FAAR and
CLAR architectures.
The ‘Power of Choice’
model plan calls for up to four
different powertrain variants –
petrol, diesel, plug-in hybrid
and pure-electric – in each
of its main model lines to be
built on the same production
line, starting with the X3.
BMW says that it will
continue to offer both petrol
and diesel engines in each of
its main model lines for the
foreseeable future, in a move
aimed at providing buyers with
what the company describes as
“the most suitable drivetrain
for any given usage scenario”.
In a previously announced
strategy being driven by recent
developments in China, BMW
has also confirmed that it will
start offering hydrogen fuel
cell electric powertrains on
extended leasing programmes
in certain models and markets,
starting with the X5 next year.
GREG KABLE

which are set to be revealed in
September, and next year’s M4
Convertible.
The M3 Touring will shortly
begin development work
at BMW’s testing facility in
Garching, near Munich. Track
evaluation on the Nürburgring
Nordschleife is set to follow.
BMW has yet to reveal many
technical details about the car,
but it will use the turbocharged
six-cylinder petrol M engine.
In the new M3 saloon and M4
Coupé, this 3.0-litre unit is set
to make 473bhp and 443lb ft.
The two-year development
plan for the M3 estate suggests
there will be some mechanical
differences from the saloon.
BMW said the new model will
offer the M division’s signature
wide axles, large front air
intakes and quad tailpipes.
IMAGE
The estate is likely to follow
the saloon in adopting a
distinctive, large front grille
that borrows heavily from
that of the controversial new
4 Series, rather than adopting
similar styling to the regular 3
Series Touring.
Although BMW has never
previously offered an M3
Touring in the 34-year history
of the M3, it did produce a
feasibility study prototype
based on the third-generation
3 Series in 2000. It was driven
by a number of journalists but
didn’t reach production.
In contrast, Munich has
twice offered a Touring estate
version of the larger M5: during
the 5 Series’ third generation
between 1992 and 1995 and
as part of the fifth-generation
line-up from 2006 to 2010.
`
The M3 Touring will use a
turbocharged six-cylinder petrol
engine that’s set to make 473bhp
a
I T A LWAY S WA S B M W ’ S I N E X P L I C A B LY M I S S I N G M O D E L
RICHARD LANE
It’s impossible to not get
excited about an M3 Touring.
We Brits have a long-
standing love of estate cars,
and quick ones especially,
because the marriage of
super-saloon fireworks and
XL coachwork represents
one big box-ticking frenzy.
This is why any new Audi
RS6 Avant garners as much
media attention over here
as the latest McLaren or RS
Porsche – never mind the
fact that the hottest estates
have been furnished with
genuine supercar-grade
power for some time now.
These unusual machines
are fast and special, but
they’re also likeably low key
and are the respectable face
of hooligan engineering.
An M3 Touring would be
conveniently sized, too,
so, pending pricing and
assuming that BMW can
nail the dynamics, what
exactly is there not to like?
What makes M wagons
more alluring still is that
they’re really rare. The only
cars of this ilk ever to leave
Garching are the E34 M5
Touring and E61 M5 Touring
– legends both – although
NEWS
an M3 Touring concept was
made for the E46 generation.
This first-ever M3 Touring
should be similarly special.
And if it can prompt Alfa
Romeo to build an estate
variant of the Ferrari-blooded
Giulia Quadrifoglio, it will go
down as an outright legend.
M has made just two estates
M3 estate will be subtly
more aggressive than
the 3 Series Touring
19 AUGUST 2020 AUTOCAR.CO.UK 7
 Car’s 1000bhp-plus
F1-based powertrain
has caused delays

Aero has changed since the 2017 concept and may change again

O F F I C I A L I M AG E S
MERCEDES-AMG ONE

AMG hypercar hits the track

Delayed Mercedes-AMG One has begun track testing, with deliveries now due in 2021

M
ercedes-AMG has
broken its lengthy
silence over the delayed
Project One hypercar
programme by releasing new
images and details of the car’s
advanced testing phase.
The 1000bhp-plus all-wheel-
drive model, which uses a
hybridised 1.6-litre V6 adapted
from that of Mercedes-AMG’s
championship-winning 2017
Formula 1 car, will simply use
the ‘One’ name for production.
The car was originally due in
early 2019, but it is understood
that date was pushed back
because of engineering
struggles that have included
getting the complex powertrain
to comply with WLTP emissions
standards using a petrol
particulate filter without
compromising performance.
Problems also occurred
with the F1-based engine’s
idle speed, which is around
5000rpm in race spec.
Engineers were tasked with
making the unit run properly
at an idle speed of around
1200rpm, described as a
“tremendous challenge”.
Testing has now moved
beyond static processes and
is focused on test tracks.
The company is using its
Immendingen proving ground
with the objective of “reaching
a new dimension of driving
dynamics and performance for
a road-going vehicle”.
Development targets
include the engine delivering
“perfectly in terms of everyday
performance” and being
able to operate solely in
all-electric mode for up to 16
miles. It is not yet clear if the
car will be able to meet the
concept’s performance claims
of a 218mph top speed and
0-124mph in six seconds.
Testing will soon move to the
Nürburgring, where the firm is
likely to attempt some sort of lap
record once tuning is complete.
The One has retained much
of the 2017 concept car’s
design. Minor revisions to
aerodynamic functions are
visible and they could change
again before production,
with track testing focused on
calibrating the active aero
components such as the
louvres, air outlets in the front
wings and rear spoiler.
Further details of the One,
including its production-spec
unveiling, have yet to be given.
However, customers have been
told to expect their cars to be
delivered “throughout” 2021.
LAWRENCE ALLAN

New C4 to gain from shift back to diesel, says Citroën

CITROEN WILL OFFER
diesel versions of its new C4
alongside electric and petrol
variants because it has seen
a steady revival for the fuel.
The new C4 hatch will go
on sale in the UK next year
and Citroën expects it to be
one of its best-selling cars,
matching sales of the C5
Aircross SUV.
Robert Clark, Citroën’s
product marketing boss, said
he expects C4 sales to be
“additional volume for the
brand, compared to where
we are today”, rather than
merely filling the gap left by
its C4 Cactus predecessor.
Citroën predicts the electric
ë-C4 will account for 10%
of the model’s sales, with
diesel making up 17% of the
combustion car’s sales.
“We’ve noticed a bit of a
shift [towards diesel] from
the beginning of this year,”
said Clark, “which has come
from the fact that we’ve
helped explain to our dealers
the benefits of diesel for
Diesel, petrol and all-electric C4s will go on sale in the UK next year customers.”
The uptick in demand for
diesel was most notable in
sales of the C5 Aircross, which
have been 70% diesel so far
in 2020, compared with just
30% last year.
Diesel engines available
with the new C4 include a
BlueHDi 110 unit paired with a
six-speed manual gearbox and
a BlueHDi 130 option with an
eight-speed automatic.
Citroën’s larger diesel
engines – the BlueHDi 160 and
180 – are being phased out of
the UK market.

NEW SUBARU BRZ ON COURSE FOR 2021
The all-new Subaru BRZ has been spotted testing
in prototype form. The coupé and its Toyota
GR86 twin are due next year and will use Toyota’s
TNGA architecture. The pair are tipped to feature
Subaru’s 252bhp 2.4-litre turbo petrol boxer unit.
NEW GHOST TO GO ALL-WHEEL DRIVE
The forthcoming new Rolls-Royce Ghost will switch
to four-wheel drive and adopt the all-wheel steering
set-up of the latest Phantom. It will gain ‘planar’
suspension, too, with an upper wishbone damper
unit mounted above the front suspension assembly.

8 AUTOCAR.CO.UK 19 AUGUST 2020


New 306bhp Audi S3 paves way for RS3
AUDI HAS UNVEILED its range-
topping 306bhp S3, which
is available as a hatchback
and saloon. The performance
model will head the fourth-
generation A3 range until the
hardcore RS3 arrives in 2021
and is available to order now,
with prices starting at £37,900.
The S3 uses the Volkswagen
Group’s EA888 2.0-litre turbo
petrol motor, tuned to offer
306bhp and 295lb ft for a
0-62mph time of 4.8sec and
a 155mph top speed. Both S3
models are rated at 39.2mpg,
with CO2 emissions of 178g/km.
Mechanical engine tweaks
include Audi’s new valve lift
function, which ensures the
combustion chambers are
optimally filled, and a thermal
management system
enhances efficiency.
Drive is sent to all four
wheels through a seven-speed
dual-clutch automatic gearbox,
with a hydraulic multi-plate
clutch varying torque between
the front and rear axles.
The new S3 sits 15mm lower
than its predecessor and an
optional sports suspension
package adds a damper
control function. As with the
standard A3, the performance
model’s styling has been subtly
evolved rather than radically
overhauled. Redesigned
No, Mr Bond, we expect you to buy…
ASTON MARTIN’S BESPOKE
Q division has launched
limited-run 007 Editions of the
Vantage and DBS Superleggera
to tie in with the new James
Aston is making
a 007-inspired
Vantage special
NEW QASHQAI SHAKES DOWN IN EUROPE
A prototype of the next-gen Nissan Qashqai has
been snapped testing on European roads. The car
is due on sale next year and the images confirm a
makeover that brings the SUV’s styling in line with
that of the recently launched new Juke.
OFFICIAL PICTURES
Digital instruments, Audi Sport wheel and sports seats are standard
New S3 uses a 306bhp 2.0-litre turbo petrol four-pot and all-wheel drive to achieve 0-62mph in 4.8sec
Bond film, No Time to Die.
The Vantage is inspired by
the original V8 Vantage from
1987’s The Living Daylights.
The grille has been replaced
with a retro-style mesh and the
rear diffuser has been adorned
with yellow dashes in reference
to the hazard stripes on the
original’s rocket boosters.
VW CARS GAIN NEW LOGO, UPGRADES
Volkswagen has begun to introduce its
2021-model-year cars to the UK, with all models
gaining the firm’s new logo, among other revisions.
New engine variants include a 108bhp 1.0-litre
petrol Polo and a 113bhp 2.0-litre diesel T-Roc.
headlights sit above a new
grille and front splitter with
larger air intakes. At the rear,
both variants get a prominent
diffuser and quad-exit exhaust.
The interior gains a number
of new features to make it
more “focused on the driver”,
including sports seats and
a smaller gear selector. As
standard, there is a 10.3in
digital instrument panel, but
upgrading to the Audi Virtual
Cockpit increases that to
12.3in, while a ‘Plus’ package
splits the display into three
separate screens.
Each of the 100 units, priced
from £161,000, will be finished
in Cumberland Grey and will
include a plaque that replicates
the car’s gadget control
panel. The special edition can
be optionally specified with
a ski rack and pair of skis, as
featured on the film car.
The 25 examples of the
special DBS Superleggera
cost from £279,025 and are
specified to match the example
driven by Bond in No Time
to Die. Each will be painted
in Ceramic Grey, with black
carbonfibre elements. There
are unique 21in ‘Y-spoke’
wheels, and 007 branding
on the wings, spoiler and
throughout the interior rounds
off the package. Deliveries will
begin in 2021.
NEWS
CONFIDENTIAL
ASTON MARTIN design
chief Marek Reichman
has said he “loved” the
challenge of designing the
firm’s first SUV, the DBX. “I
like the proportion of SUVs,”
he said. “In my prior life, I
worked for Land Rover, so I
understand the psyche, the
proportion, the stance. It
wasn’t a challenge. It’s been
a huge amount of fun to
push against the norm
and do things that normal
SUVs don’t do.”
A NEXT-GENERATION
version of BMW’s defunct i8
sports car would “logically”
be another plug-in hybrid,
according to design boss
Adrian van Hooydonk.
However, it “probably would
be faster and run further
than an i8 because we are
10 years on in terms of
technology”, van Hooydonk
said. He added that plug-in
hybrid technology, rather
than a heavier EV, would
currently be “the best
solution to realise the
dynamics of an M car”.
THE FORTHCOMING
new Mercedes-Benz S-Class
isn’t just set to take on the
BMW 7 Series: it’s also
gunning for fitness guru
Joe Wicks, thanks to the
revamped Energising Coach
function that will sync with
fitness trackers. Product
chief Lars Wehmeier said
it will “give ideas on how
to improve wellbeing and
comfort, such as exercises
on long trips that you can
safely do while driving”.
19 AUGUST 2020 AUTOCAR.CO.UK 9

‘New car smell’ is fading away
as regulators clean up cabins
Legislation is increasingly dictating the use of odourless, less harmful materials
T
he ‘new car smell’ is on
its way out, as regulatory
bodies turn their attention
to airborne chemicals
emitted by plastics, glues,
textiles and other materials
that make up car interiors,
pressuring manufacturers
to adopt purer, odourless
alternatives.
Eight substances that
commonly diffuse from car
interiors, particularly in the
early stages of cars’ lives, have
been identified as having an
adverse effect on occupants.
China will impose its
own interior emissions
requirements from 2021
10 AUTOCAR.CO.UK 19 AUGUST 2020
Dubbed volatile organic
compounds (VOCs), they
are: acetaldehyde, acrolein,
benzene, ethylbenzene,
formaldehyde, styrene,
toluene and xylene.
Their scents can induce
allergy-like reactions in some
people, such as eye irritation,
sneezing, dizziness, shortness
of breath, fatigue, nausea
and headaches, and their
strength varies with the car’s
exposure to heat and light.
“It doesn’t just evaporate
and then disappear,” said
Nick Molden, CEO of testing
company Emissions Analytics.
“It will evaporate into the
cabin and then, in the evening,
when it cools down, it will be
reabsorbed by the surfaces.
“And it will re-evaporate
again the next day, so when
you mix it all up in a sort of
VOC soup, then expose it to
sunlight, you basically have
a biosphere of VOCs, which
can last quite a long time.”
Symptoms are reported
most frequently in Asia.
A 2005 survey of 800 new
car buyers by South Korea’s
Ministry of Land, Infrastructure
and Transport found that
51.5% experienced at least one
sensation of what it termed
‘sick car syndrome’, leading
the country to establish
local standards for VOCs
in 2007. Similar initiatives
exist in Japan and Russia.
` meet these regulations,”
Reactions can include dizziness,
fatigue, nausea and headaches
a JACK CARFRAE
Interior smell is consistently
cited as one of the biggest
complaints, if not the biggest,
among new car buyers in
Chinese JD Power owner
satisfaction surveys, and
China introduced its voluntary
GB/T 27630-2011 “guideline
for air quality assessment of
passenger cars” in 2012, which
covers testing methods and
maximum interior emissions.
This is due to become
mandatory for M1-class
vehicles (passenger models
with up to eight seats) in July
2021, forcing manufacturers to
replace existing materials with
inodorous equivalents if they
are to continue operating in the
world’s largest new car market.
The United Nations
Economic Commission for
Europe (UNECE) has been
monitoring the issue since
November 2014 and updated
Cabins often continue
to emit toxic scents
for quite some time
its guidance on car interior air
quality standards and testing in
June. Although not yet adopted
by any country, this offers a
framework for governments
keen to introduce regulation
and, if widely implemented,
would create consistency
across international markets.
Known as Mutual Resolution
Three, it “will encourage the
reduced use of materials, and
chemicals that can be harmful
to humans… and the increased
use of emission-friendly
materials, improving the air
quality in the passenger cabin”.
According to Molden,
people should notice nothing
more than “a less smelly car”,
although there may be some
quiet price rises as firms pass
on the cost of new materials.
“They will require all of their
suppliers to test swatches of
carpet, bits of leather etc and
be able to evidence that they
he said. “Then they have to
type-approve to make sure
that it still meets the limits
when you stick it all together.”

CA BIN A IR QUA LIT Y FACES SCRUTIN Y
Concerns that car cabins
could trap in significantly
higher levels of particulates
and CO2 than outside air
have led Emissions Analytics
(EA) to develop a series of
tests. It is evaluating both a
car’s ability to filter external
pollen and how car heating
and air-conditioning systems
trap in and circulate CO2 .
“By the time the pollution
actually gets to the
pavement, it’s diluted quite a
bit, so measurements in the
middle of the road are much
higher than at roadside
monitoring stations,”
explained CEO Nick Molden.
The second measurement
covers heating, ventilation
and air-con systems, which
create a trade-off between
exposure to pollution from
outside and build-up of CO2 .
Climate.gov puts the
global average ambient
CO2 level at 407 parts per
million (ppm), but Molden
An air quality rating
comparable to Euro
NCAP is being devised
Kuga PHEV is a fire risk
FORD HAS HALTED sales of
its new Kuga PHEV, due to
concerns over overheating
battery packs, it has confirmed.
The plug-in hybrid variant
has accounted for half of the
new Kugas registered across
Europe since its launch late
last year. However, sales of
PHEV models built before 26
June 2020 have now been
suspended “temporarily”.
A statement reveals that
“four vehicle fires are likely
to have been caused by the
overheating of the high-
Plug-in hybrid’s 14.4kWh lithium ion battery is the likely culprit
said: “We’ve recorded up to
3000ppm within 30 minutes
with just the driver in there,
and it can go a lot higher.
When you get past 1000, you
start getting things like dry
eyes, dry throat. When you
get up to 2500, you start to
get cognitive impairment –
of the gentlest sort.
“It doesn’t become really,
seriously unsafe, where you
start losing consciousness,
until you’re up to about
10,000ppm. But if it
increases your reaction time
from 0.5sec to 0.8sec, that
has a safety implication.”
EA has assessed around
130 vehicles and found the
worst performers to be
Volvo for CO2 and Lexus for
particulates. Jaguar, and
specifically the I-Pace, was
best all-round.
The testing firm has begun
work on an interior air quality
rating process to inform
buyers and policymakers.
voltage batteries”. Ford admits
that this overheating can occur
“when the vehicle is parked
or unattended or is charged”.
In addition to the sales stop,
buyers who have received their
cars have been contacted and
told not to charge their cars’
batteries “until further notice”.
It is believed that up to 27,000
cars may be affected globally.
Ford has issued a recall
for all affected Kugas and
is writing to customers to
book in their cars for remedial
work from later this month.
UNDER ELECTRIFIED TURBOS: QUICKER
THE SKIN RESPONSES, FEWER EMISSIONS
JESSE CROSSE
WE HAVE HEARD a lot about electric
boosting (e-boosting) of diesel engines
in the past few years. Several premium
brands now use this in conjunction with
conventional turbochargers to improve
response at low revs and low power, with
the conventional turbo taking over at higher
power to pump enough air into the engine.
The latest, though, and touted as one way
of helping engines to meet future emissions
legislation, is the e-turbocharger. This is
already used in Formula 1 and is being
developed for road use by Mercedes-AMG
together with turbo maker Garrett Motion.
E-boosters (or electric superchargers)
and e-turbochargers are quite different
animals. A conventional turbo is driven
by exhaust-gas energy and consists of two
main components: a gas-driven turbine
and a compressor that actually does the
pressurising of the engine intake air.
E-boosters replace the turbine with a
48V electric motor, so there’s no exhaust
gas involved. The advantage of an e-booster
is that it can generate boost when exhaust-
gas energy is very low, killing lag to give a
snappy response to the accelerator.
E-turbochargers retain the turbine and
compressor but add a motor to boost turbo
response by overcoming the inertia in the
turbine and compressor that makes them
reluctant to speed up. It also aids response
when exhaust-gas energy is lower and
recovers energy via the turbo equivalent of
regenerative braking. When the driver lifts,
there’s still plenty of energy in the rotating
parts and, initially, in the exhaust gas.
In fact, there’s enough that the turbo
keeps generating boost when it’s no longer
needed. For that reason, all turbo systems
have a wastegate valve, to switch the exhaust
flow away from the turbo and directly into
the exhaust manifold, and a dump valve,
to release boost pressure from the engine
intake side. An e-turbocharger harnesses
that excess energy to generate electricity,
which is stored in the battery of a hybrid.
The Mercedes-AMG Garrett E-Turbo
incorporates a motor just 40mm thick,
sandwiched between the turbo’s turbine
and compressor housings. The motor
NEWS
E-turbos should
banish turbo lag,
spins up the turbo reduce exhaust back
compressor prior pressure and support
to the exhaust CO2 -cutting engine
gas energising the downsizing all at
turbine so that, even the same time.
at idle, response is
instantaneous, reducing
“time to torque”. The beauty is that one
turbo can do the job of both a small, fast-
reacting turbo and a larger turbo usually
needed to pump enough air at high power.
It means the turbo can, as Garrett puts it,
be “right-sized” for the job – something that
will be essential for combustion strategies to
meet future emissions regulations.
Mercedes-AMG hasn’t said at this stage
whether it will follow F1 practice and use
the electrical energy recovery feature, but it
has said its e-turbo can be used to maintain
boost pressure when the driver gets off and
then back on the throttle for rapid response.
BorgWarner has developed a similar
technology but so far only for truck engines,
while BMTS Technology (formerly Bosch
Mahle Turbo Systems) announced plans
for an electrically assisted turbocharger
at the Shanghai motor show last April.
SUPERCHARGERS STILL BLOW
Superchargers are still around, but their use
is diminishing, due to the superior efficiency
and improved response of turbochargers.
The mechanical drive of a blower means
it doesn’t suffer from lag, thanks to low
exhaust-gas pressures. They’re still used
by Jaguar, Land Rover, Lotus, Volvo and
a number of American sports cars.
19 AUGUST 2020 AUTOCAR.CO.UK 11
 The hunt for ‘ethical batteries’
Car firms are turning to new technology to ensure ethical sourcing of vital EV mineral
D
emand for battery-
electric vehicles is set
to grow rapidly in the
coming years owing to
the need to cut emissions,
driven by both government
legislation and changing
consumer expectations.
But the move from
combustion engine to electric
power isn’t without problems
given the huge amount of
cobalt used in lithium ion
batteries, much of it mined
in the Democratic Republic
of Congo, with questions
about human rights and
ethical mining practices.
Now Volvo is using new
blockchain technology –
GETTY IMAGES
12 AUTOCAR.CO.UK 19 AUGUST 2020
effectively a digital ledger
to track how materials are
sourced – to help ensure the
cobalt it uses is ethically mined.
Cobalt is a key component
of rechargeable batteries
used in cars and smartphones,
and around 60% of the global
supply currently originates
from mines in the DRC. Despite
prices of the mineral soaring as
demand surges, the estimated
255,000 miners in the DRC
work in poor conditions, for less
than £1.50 a day. According to
reports, more than 35,000 of
those workers are under the
age of 14, earning around 60
pence per day. There are also
concerns about illegal mining,
Mines in the DRC are
the leading source
of the world’s cobalt
human rights abuses and
corruption within the country.
Late last year, 14 Congolese
families filed a lawsuit in the US
against firms including Apple,
Google parent Alphabet and
Microsoft. The families claimed
F O R D E Y E S S U P P LY- C H A I N M A P P I N G
IN QUEST FOR SUSTA IN A BLE SOURCING
Ford describes the sourcing
of raw materials needed
for battery technology as
a “complex challenge”.
Recognising that
the cobalt required for
EV batteries is largely
sourced from the DRC,
Ford is exploring supply-
chain mapping to gain
greater transparency on
the sources of the cobalt
used. In its 2020 report
on sustainability, it said
the challenge of sourcing
materials ethically can
only be solved through
collaboration with miners,
smelters and refiners.
Emma King, global
purchasing lead at Ford and
winner of Autocar’s 2019
Great British Women in the
that their children were killed
or seriously injured working in
cobalt mines, that the named
firms had knowledge that
the cobalt sourced for their
products could be linked to
child labour – and that they
Car Industry – Rising Stars
initiative, explained: “We
need to be able to satisfy
ourselves that the material
we source is sustainable.
Sustainability covers the
remit of ethical sourcing,
the environment, bribery,
corruption, law.
“We work tirelessly
to address the ethical,
environmental, human
and labour rights issues
throughout the supply
chain and strive to make
the whole process as
transparent as possible.”
To sign up free to this year’s
Great British Women in the
Car Industry virtual event,
visit: eventsforce.net/
autocargreatwomen
failed to regulate their supply
chains properly. In separate
statements, Apple, Alphabet
and Microsoft all said they
were committed to responsible
sourcing of materials.
For car firms, ensuring cobalt
and any raw materials obtained
from third-party suppliers is
ethically sourced is problematic
– which is why Volvo is turning
to new technology to do so.
Last year, the firm announced
it would introduce blockchain
technology to ensure it could
trace the cobalt used in the
batteries of future Volvo and
Polestar EVs, starting with the
soon-to-be-launched XC40
Recharge P8.
Cobalt is used in EV batteries

Car makers work with QUOTE OF THE WEEK
mining firms to create
detailed source trails
I’m committed to [diversity
in the workplace]. This industry
has been a bastion of white
men for too long. But moving
away from that will take time
and I don’t think it should be
achieved by quotas, as I want
the very best people available
working for me, regardless of
anything but their ability.
PAUL PHILPOTT, KIA UK CEO
The Swedish firm has worked
with battery suppliers LG Chem
and CATL on the introduction
of the technology and recently
invested in blockchain firm
Circulor to aid the introduction
of the technology.
“We already work with a
non-profit in the DRC to help
protect workers there,” said
Martina Buchhauser, Volvo’s
procurement boss, in a recent
Financial Times online summit.
“We’ve had it on our agenda to
BMW recently signed trace down where the cobalt
cobalt supply agreements for our cars comes from for
with Moroccan miner a long time, but until now
Managem and the we’ve been missing the
Australian Murrin Murrin technology to really do so.”
mine, covering its supply In the case of cobalt,
until 2025, in part to Volvo’s blockchain ledger
minimise the cobalt it uses will record the origin of
from the DRC. the material, its weight and
size, the chain of ownership
and information that shows
everyone involved met
standards and guidelines.
The DRC “We can use it to go all the
produces 60% way down the supply chain
of the world’s cobalt. with our tier one suppliers,”
Around 20% of its output said Buchhauser. “It means
comes from unregulated we can map every step in
small-scale battery production, down
mines. to the individual mine the
cobalt came from.”
Although ensuring cobalt
Blockchain tech was
used for cobalt in
XC40 Recharge P8
`
a IT’S HARD TO believe
is ethically sourced may be
the most pressing application,
Buchhauser noted that
blockchain tracing can be
applied across Volvo’s supply
chain, making the whole
process “more visible”.
In particular, the system will
be a key tool in Volvo’s goal of
becoming a climate-neutral
company by 2040, by ensuring
that the firm’s supply chain
network is following suit.
“We can track CO2 emissions
all the way down to source,”
said Buchhauser.
She added: “When we made
sustainability key to Volvo, we
started to look into our supply
chain and looking at how to
reduce the CO2 footprint along
it. It was funny when suppliers
all said: ‘Oh, you really mean
it.’ But our suppliers now
know exactly what we’re
doing and understand. Using
a blockchain, we can map the
entire supply chain from the
beginning and clearly this is
something to go for.”
According to Buchhauser,
that process ensures suppliers
can’t switch where they
source materials from – for
example, from one cobalt mine
to another – without Volvo’s
approval. She also said the firm
will only work with suppliers
willing to sign up to the process.
Other car firms, including
Ford and Volkswagen, are
also investing in blockchain
technology. It won’t solve all
the issues but, as the growth in
demand for cobalt exacerbates
the human rights issues that
its production can create,
blockchain technology can
be a crucial tool for car firms
to help protect workers in the
DRC and elsewhere.
JAMES ATTWOOD
Jim Holder
I N S I D E I N F O R M AT I O N
that it’s coming up for two
years since Carlos Ghosn
was arrested for alleged
improprieties in his running
of Nissan. Harder still to
believe just how far Alliance
partners Nissan, Renault
and Mitsubishi have fallen
since he left.
But is their combined
nosedive the consequence
of outside circumstances
or the cause and effect
of removing the top man
from the job? Could it be
that Ghosn’s biggest talent
was not so much big-
brained forward planning
as holding the partnership
together at the seams? Was
he the glue that bonded this
band of misfits?
Never one to play down
his significance, Ghosn
gave the French press his
version of events earlier this
summer. “I find the results
of Nissan and Renault
pathetic,” he surmised. “The
two companies are looking
inwards. There is no longer
any real mix of management
between Renault and Nissan
but a distrustful distance.”
When he spoke, Ghosn
was reflecting on the fact
that Nissan’s and Renault’s
share prices had fallen 55%
and 70% respectively from
when he was locked in a cell
in November 2018 through
to June 2020. In contrast,
General Motors had had a
12% dip and Toyota 15%.
There was the world crisis,
and there was the Nissan
and Renault crisis, and
they were of very different
magnitudes, he reasoned.
Autocar Business is our industry-focused brand, delving
deeper into the business of the automotive world. Sign up
for our regular bulletin at autocar.co.uk/business-signup.
NEWS
Recent Renault, Nissan
results “pathetic”,
claims ex-chief Ghosn
Of course, you may argue
that he would say that, given
his arrest, the scale of the
accusations of wrongdoing
and his subsequent flight
to dodge what he perceived
as a flawed Japanese justice
system, but subsequent
events have suggested he
may have a point. Certainly,
the teetering triumvirate’s
problems show little signs of
slowing. Nissan has recently
warned it will lose £3.5
billion this financial year,
cautioning it is experiencing
its lowest sales in a decade,
Renault lost a scarcely
survivable £6.5bn in the
first half of this year alone
and Mitsubishi is predicting
a £2.6bn loss and its worst
sales for 15 years.
The response of all
three has been, as Ghosn
highlighted, to look within.
Nissan has retrenched what
it can back to Japan, scaling
back its global ambitions.
Renault likewise, with a
renewed focus on Europe,
putting profitability over
scale. Mitsubishi, of course,
has taken the most radical
step of them all, pulling the
pin on Europe entirely.
At present, the Alliance
shows all the signs of being
in limbo, each side so
consumed by its own issues
that they are unwilling to
tackle their collective ones.
From the sidelines, it’s hard
not to conclude that it would
be better to be full on or fall
out, with history suggesting
the former is the best
solution of all. The pity is
that the best solution might
be what they had all along.
19 AUGUST 2020 AUTOCAR.CO.UK 13

Steve Cropley
Car guy: new Ford boss
Farley, in period dress
for the Fiesta’s 40th
MONDAY
So chuffed by the elevation of Jim Farley, a proper
car bloke, to Ford’s top job that I half entertained
the notion of rushing out and buying a Blue
Oval product to celebrate. Farley is a lifelong car
enthusiast who spent his early years in the orbit
of Phil Hill, America’s Formula 1 champion and
a famous car collector. Besides building a stellar
career in the big-numbers US industry, Farley has
raced his own Lola in the Le Mans Classic and a
Ford GT40 at Goodwood.
He also ran Ford’s European operations
between 2015 and 2017, becoming a good enough
Autocar friend to drop by for lunch: I remember
how excited we all got about the STs, RSs, Bullets
and Raptors that Farley believes are so vital
to Ford’s success. He even took the trouble to
meet photographer Stan Papior and me at the
2016 Geneva show when we drove there in a
40-year-old Ford Fiesta to celebrate the little
car’s anniversary. Seems to me Ford’s greatest
eras have always been when its leaders were
charismatic car people. Here begins another.
WEDNESDAY
Every time another outdoor car event gets
cancelled, I’m consoled by the growing success of
productions designed specifically for lockdown
– such as the weekend-long, live-streamed REVS
events organised by car designer-turned-vicar
Adam Gompertz. His next fi xture, the third,
will be live streamed via the REVS Limiter
Facebook group from Bicester Heritage on 12/13
September. It will feature lots of action from
the Bicester track, plus a rich collection of guest
interviews. Designer Peter Stevens, for instance,
will be there describing the Jaguar XJR-15, one of
his greatest creations.
Want to participate? For this charitable
MY WEEK IN CARS
`
I half entertained rushing out
and buying a Ford to celebrate
a
phone videos as possible from people telling
positive lockdown car stories: how cars helped
them cope and what they’re doing now Covid is
easing. I’ve had a go and it’s fun; the emphasis
is definitely not on high production values. Send
contributions to revslimiter@gmail.com and
then watch for yourself across the weekend.
THURSDAY
Comparisons people keep making between the
end of Covid and the end of the last world war
make me wonder whether we can expect another
tranche of exceptional consumer products as
happened back then. Cars like the Mini and
Jaguar E-Type were direct results of the optimism
that followed the crisis. I keep recalling the
immortal comment of Mini suspension pioneer
Dr Alex Moulton when I asked him how this
AND ANOTHER THING…
Two cars at my place –
a Smart Fortwo and a
Honda E – have opened
my eyes to what a huge
but little-celebrated
advantage it is to have
an ultra-tight turning
circle. Fun, too. Both
cars can pull a full
360 in my (none too
COMMENT
If you don’t know
Conor Twomey
yet, you should
miraculous car came to be. “We’d just won the
war,” said Moulton. “We could do anything…”
FRIDAY
Do you use Twitter? Don’t miss the unique posts
of Conor Twomey (@conorjtwomey), a local car
industry man who’s also what I’d term a ‘car
revivalist’. The word ‘restorer’ isn’t right for
Conor since it implies someone putting years into
rebuilding a Morris Minor.
Conor takes on fairly modern (thus complex)
cars and posts short, homespun videos as he goes.
His latest is a £500 1991 Lotus Elan Turbo SE.
He’s very particular about what he tackles,
mind: cars must be interesting, dirt cheap, on
their last legs but not rotten. Which leaves a
world of 1990s prospects.
Part of the Lotus fun has been Conor’s
discovery of successive levels of bodgery and his
uniquely Irish way of describing it. The Lotus
interior “smelled like a corpse”; cheap tyres
were dismissed as “ditch-finders”. The Elan has
reached MOT stage and 3000 of us car voyeurs
are desperate for a pass. Also to know what Conor
will do next. “I need a rest,” he protests, but we
know better. He said the same after the two Fiat
500s, the Cinquecento Sporting, the Seicento
Sporting, the Peugeot 206, the Hyundai Coupé
and the 2005 Mini.
GET IN TOUCH
event, Gompertz wants as many one-minute generous) driveway.  steve.cropley@haymarket.com @stvcr

19 AUGUST 2020 AUTOCAR.CO.UK 15

F I R ST D R I V E S N E W C A R S T E ST E D A N D R AT E D

TESTED 6.8.20, NETHERL ANDS ON SALE NOW PRICE £176,730

DONKERVOORT
D8 GTO-JD70
Dutch equivalent of Caterham fits the Audi RS3’s five-cylinder
engine into its lightweight roadster to get 610bhp per tonne
16 AUTOCAR.CO.UK 19 AUGUST 2020
W
hen, as a young man,
Joop Donkervoort began
importing the Lotus Seven
to mainland Europe, he
hit a problem. It wasn’t road legal,
so he had to make some minor
alterations. It would appear that
in the intervening 42 years, he
hasn’t stopped.
Here you see the Donkervoort
D8 GTO-JD70, which was created
to celebrate Joop’s 70th birthday
and hence is restricted to 70
examples. It’s based on the regular
D8 GTO, which, beyond being a
roadster with its engine in front of
its occupants and rear-wheel drive,
has moved on quite a lot further
from that Lotus than the Caterham
Seven has in the past four decades.
There’s still a mainly
tubular steel chassis, welded at
Donkervoort’s Lelystad factory
in the Netherlands, but it’s
mated to structural carbonfibre,
which is also produced in-house;
Donkervoort’s factory does
manufacturing, not just assembly.
All in, the chassis weighs just
54kg yet has 20kNm/deg torsional
rigidity. Pushrod-wishbone
suspension is fitted all round.
For a time, Donkervoort
ran Cosworth power. Then it
struck a deal with Audi for a V6.
It reverted to Cosworth when
this fell through before coming to
a new arrangement to use Audi’s
2.5-litre five-cylinder engine,
as found in the RS3, thanks to
Ulrich Hackenberg, Audi’s then
technical director, liking the idea.
That was the start of the D8
model line, which proved to be
a spectacularly fast racing car;
with a roof on it, the D8 GT won
its class at the Dubai 24 Hour in
2011. Customers wanted it as a
roadster, though, so here you have
it: the D8 GTO, with ‘O’ for ‘Open’.
The D8 is a bigger roadster than
similar lightweight offerings.
At 3.83m long and 1.85m wide, it’s
bigger than the latest Ariel Atom
(3.52m by 1.88m) or Caterham
(just 3.38m by 1.58m, shorter ◊
19 AUGUST 2020 AUTOCAR.CO.UK 17

TESTER’S NOTE
The doors are
supported by gas
struts, so they don’t
just flop open, and the
bonnet has beautiful
toggle latches. Great
details abound. MP
Offbeat warble emanating from down by your feet sounds excellent
Δ without a spare wheel or around
100mm longer and 100mm wider
in SV form). At a claimed 680kg,
though, it’s still a light sports car.
Donkervoort now makes 50
examples of the D8 GTO per year
and has introduced useful detail
changes when creating the JD70 –
effectively a new model update.
The latest emissions regulations
mean the engine now has a petrol
particulate filter. This mutes the
exhaust sound so much that there’s
no need for a big muffler under the
boot floor, so the exhaust now exits
at the side. This in turn creates room
All of 415bhp to the rear wheels gets you from 0-62mph in a mere 2.7sec
18 AUTOCAR.CO.UK 19 AUGUST 2020
`
The JD70 gives you plenty to do and
enjoy all the time. It rides pretty well, too
a
under the boot – whose contents no
longer get cooked – for a diffuser,
while there are louvres in the front
cycle wings to ease frontal lift.
Donkervoort’s cars have become
gradually, and to these eyes
attractively, ever more aerodynamic
over the years, to the extent that
the JD70’s top speed is 174mph.
Some 415bhp helps in this respect,
too – a mammoth amount for a little
car. This drives through a five-speed
manual gearbox with relatively long
ratios (the five-pot is a torquey engine
that became only more flexible with
the latest emissions-related update)
and a limited-slip differential.
There’s also adjustable traction
control, optional anti-lock brakes
and optional power-assisted steering.
The JD70 feels really nicely put
together. Engineering isn’t left on
display in quite the same fashion as
in an Ariel, but the finish is terrific.
You can specify various carbonfibre
weaves, and they look great.
The driving position is spot on, too:
bathtime comfortable, Caterham-
style, with a little elbow interference
from the driver’s door but less
elbow-bashing with a passenger.
With the doors in place, turbulence
is low and the cabin is habitable and
comfortable, with clearly laid-out
dials and high-quality switchgear.
The deep boot can swallow a good
amount of kit, too. These facets,
plus weather-protection equipment,
are what make a Caterham a better
weekend-away car than an Ariel, and
the JD70 moves it on another level.
The car we’re driving here is Joop’s
own: number 22 of 70, in a signature
green shade with a very subtle gold
metallic flake that zings in sunlight.
He may be 70, but evidently he’s
still hardcore: his JD70 has no ABS,
power-assisted steering or optional
air conditioning specified, but it does
have optional carbonfibre seats and
six-point harnesses.
Even though it’s 2.7 turns between
locks, the unassisted steering is
fearsomely heavy at parking speeds.
However, it lightens on the move as
we head out of the factory’s industrial
unit, which is built on land reclaimed
from the sea, meaning the local area
is largely flat, with straight roads or
right-angled bends.
The Nankang AR-1 tyres (235/47
R17 on the front and 245/40 R18
on the rear and the same variety
that Jonathan Palmer fits to the
Caterhams at his Motorsport Vision
operation) are said to be capable of
holding 2G laterally, but we won’t get
them hot enough to try that today.
It doesn’t matter, because the
JD70 gives you plenty to do and

Interior is snug but comfortable and made from high-quality materials
enjoy all the time. It rides pretty well,
thunking over expansion joints but
otherwise with good composure. The
five-speed ’box has a heavy but very
short and precise throw, while the
pedal weights and positions are great
too. Some low-volume makers get
this sort of ergonomic thing wrong:
Donkervoort isn’t one of them.
The JD70 is blindingly quick.
Peak torque is 413lb ft, developed
from 1750-6350rpm, while peak
power arrives from 5850rpm and
is claimed to hang around until the
hard limiter at 7000rpm. If there’s
turbo lag, it doesn’t have much
Carbonfibre is found all over the place; xenon headlights can be specified
inertia to overcome, so it’s easily
boostily responsive at low revs and
thumpingly, wildly fast further up
the rev range.
In its upper echelons, the
five-cylinder offbeat is pleasingly
audible, too. It’s less notable at low
revs, because of gear whine and
general exhaust chatter.
And this car handles. The Audi five
isn’t the lightest engine ever fitted to
a two-seat roadster, so the steering
always remains beefy, and I know
that a Caterham or Ariel would feel
more fingertip-agile. But the JD70
turns willingly and grips well, even
on cool tyres, before nudging into
steady state understeer and then,
with only modest throttle, pushing its
tail wide quickly but predictably and
entirely naturally and controllably.
I didn’t get too carried away; cars
with steering this heavy take quite
a lot of catching, and I didn’t fancy
explaining to the Donkervoort family
why their old man’s car was nose-up
in a drainage ditch. But it’s a hell of a
lot of fun and thoroughly sorted.
So why don’t we British – a nation
so fond of low-volume sports cars that
Donkervoort comes to our shores to
find some component suppliers –
FIRST DRIVES
WHY THE DUTCH GOT
RID OF THEIR OVEN
Foam-cored carbonfibre
components, with bonded fibre
either side of a piece of filler, aren’t
unusual. But Donkervoort has
invented and patented a new way
of constructing it, called Ex-Core.
Traditionally, you make the
carbonfibre skins, then just bond
some foam in the middle of them –
as with foam-cored aluminium.
By the Ex-Core method, outer
shells of carbonfibre impregnated
with resin are laid into moulds that
have built-in heater elements,
then the appropriate amount of
expanding foam is placed inside
them and the pieces are pushed
together at pressures of up to
20bar. The elements heat both
the outer fibres and inner foam
(which expands to fill the gaps)
more precisely than an autoclave
(basically an oven), so the foam fills
every cavity. Because the resin in
the foam and carbonfibre matting
are heated simultaneously, they
bond better to become one.
The result is a brilliantly strong,
light material that can accept
complex curves and needs less
energy and time to cure than
in an autoclave. The process
was designed for the D8, but
Donkervoort has since found
demand for yachts, bicycles and
other specialist sports. Last
month, it bagged its first F1 client.
buy Donks in, well, any quantity?
One, they’re left-hand drive only,
which is perhaps less of a concern
than two: the JD70’s ¤163,600 pre-
tax price means it costs £176,730.
That’s tricky to justify if you think
a high-spec Caterham or an Ariel is
a direct rival. Less so if you consider
this as a beautifully finished, raw,
stripped-out supercar alternative,
with power to spare, involvement
overload and one of the world’s most
charismatic modern engines. I’m
more inclined to the latter. I love it.
MATT PRIOR
@matty_prior
DONKERVOORT D8 GTO-JD70
A sports car that’s great fun, with a
charismatic engine and bonkers-fast
performance, but costs rather a lot
AAAAB
Price  £176,730
Engine  5 cyls, 2480cc,
turbocharged, petrol
Power  415bhp at 5850-7000rpm
Torque 413lb ft at 1750-6350rpm
Gearbox 5-spd manual
Kerb weight 680kg
0-62mph 2.7sec
Top speed 174mph
Economy 35.4mpg
CO2, tax band 191g/km, 37%
RIVALS Caterham Seven 620R,
McLaren 620R
19 AUGUST 2020 AUTOCAR.CO.UK 19
 TESTER’S NOTE
If I were to take a
race tyre to a British
track day, I’d probably
want it to be a wet,
not a slick… AF
Can this Sports Series swansong really deliver GT4 thrills in a usable, street-legal car?
A
few years back, McLaren
entered the lucrative GT4 race
arena and its 570S-based race
car has done fine business ever
since, winning on four continents
and selling in triple-digit quantities.
I raced one at Spa and loved all bar
two aspects: first, GT4 regs pegged
its engine back to a tepid 430bhp just
to give the others a chance; and once
done, I had to leave it at the track.
Both of which problems this new
620R is here to solve. In broadest-
brush terms, it is a street-legal GT4
car with an engine wound up to
610bhp. Contrary to what you might
think, it is not a 600LT turned up to
11 but a distinct programme aimed
at bringing as much of the GT4
experience to the street as possible
without it being hideous to drive,
which, with race-grade ground
clearance, spring rate and suspension
camber, the GT4 would likely be.
With a replacement due in the spring,
it is also the last of the Sports Series
McLarens. Just 225 will be built,
down from the 350 originally mooted
because, says McLaren, Covid-19 has
delayed production and it needs the
Its GT4-inspired intentions are visually clear but the car is also as road friendly as its cockpit implies
20 AUTOCAR.CO.UK 19 AUGUST 2020
TESTED 6.8.20, SNET TERTON, NORFOLK ON SALE NOW
McLAREN 620R
line for the new car. However, it is also
true that, at £250,000 before extras,
the 620R is by no means sold out.
Key attributes include fitment of
the GT4’s two manually adjustable
passive shock absorbers (with 32
clicks for bump and rebound), bespoke
springs and bars, solid top mounts
and the option of a bespoke Pirelli
slick in addition to standard Trofeo
R rubber. The adjustable rear wing
is essentially the GT4’s with softened
radii for homologation purposes,
while a new front bumper, splitter
and (carbonfibre) bonnet contribute
to 185kg of downforce at 150mph.
Inside, there are race harnesses as
well as inertia-reel belts and carbon
used for elements such as the shift
paddles, steering wheel spokes and
centre console. The lightest dry
weight for the car is 1282kg.
On the road, the 620R is good
enough. There are plenty of pure road
cars that ride far worse and noise
levels are acceptable. The new bonnet
scoops hurt luggage space, but you’ll
still be able to go away in it. And it
is rather rapid: its 0-62mph time
matches the deranged 720S’s, and by
124mph it has lost only 0.3sec to its
100-horsepower-stronger big sibling.
On slicks on the track, you can
barely believe the 620R is road legal
despite the fact that the rubber is
significantly harder than the race
tyres, which are fit only for the bin
after about an hour. Even this very
durable slick will not only take
around three seconds off your lap
time on a typical circuit compared
with a Trofeo R, transforming your
traction, braking and grip, but it’ll
last significantly longer, too.
But the 620R is not a racing
car, and for reasons of ride height,
suspension geometry and spring
rate, it never could be. One of
McLaren’s people guesstimated to
me that the GT4 and 620R would lap
in similar times, despite the former
being a minimum of 150bhp down
on power. But so long as you can
crack the conundrum of how you get
your slicks to the circuit, the 620R
would still be an absolutely epic
track-day weapon. It’s super-quick,
delightfully involving and fall-off-
log easy to drive with the safety
systems engaged, although far better
balanced and rewarding without.
I enjoyed every second.
Even so, you can’t ignore the
delivery-miles 600LT available for
£100k less, a car that will be better to
drive on road and that on track was
good enough to beat a Ferrari Pista
and a Porsche 911 GT3 RS to our
Britain’s Best Driver’s Car crown only
two years ago. Of course, the 620R is
both significantly quicker and even
better to drive on track, but £100k?
But that’s not what people are
paying for. Instead, it’s that combined
with the fact that this will be McLaren
Automotive’s scarcest road car in its
decade-long history. There are over
twice as many Sennas in existence
as there will be 620Rs, and even the
legendary P1 is relatively common
by comparison. And that makes the
620R not just a very special car, but
a quite exceptionally rare one, too.
ANDREW FRANKEL
McLAREN 620R
Final, fastest and by far the rarest
of the Sports Series McLarens is
thoroughly engaging and rewarding
AAAAB
Price  £250,000
Engine  V8, 3799cc, turbo, petrol
Power  611bhp at 7500rpm
Torque 457lb ft at 5500rpm
Gearbox 7-spd dual-clutch automatic
Kerb weight 1386kg
0-62mph 2.9sec
Top speed 200mph
Economy 23.2mpg
CO2, tax band 278g/km, 37%
RIVALS Ferrari Pista,
Porsche 911 GT2 RS
 FIRST DRIVES
TESTED 12.8.20, SURREY ON SALE NOW

PEUGEOT e-2008
The new 2008 line-up is completed by the arrival of this 206-mile electric version

E
Vs are coming thick and fast now,
and Peugeot is making its mark,
first launching the e-208 and
now its larger sibling, the e-2008.
This is the latest in a handful of
similar-size models to capitalise on
two trends: SUVs and electrification,
appealing to those who like SUV
styling but are also most suited to
an EV: low-mileage urban drivers.
The e-2008’s most eminent direct
rivals are the Kia e-Niro and Hyundai
Kona Electric, which follow a similar
tack to Peugeot’s strategy: the e-2008
is simply a variant of the new 2008,
offered alongside petrols and diesels.
As the slogan goes: “Choose your
Peugeot, choose your powertrain.”
There are subtle styling differences
between them, though: the e-2008
gains an ‘e’ monogram on its front
wings and tailgate, a body-coloured
grille with horizontal slats (rather
than vertical ones) and a snazzy lion
logo that changes from blue to green
when viewed from different angles.
The obvious question is range. This
car officially has 206 miles on WLTP,
significantly less than the 292 miles
offered by the Kona. That’s more than
enough for most people’s lives, but
whether the reassurance of grander
numbers is enough to sway buyers
is another matter. On a 75-mile
stretch of our test that included town,
motorway and country roads, the
predicted range dropped by 99 miles
– admittedly with air-con at full pelt.
The e-2008 sits on the PSA Group’s
new e-CMP platform, following the
e-208, DS 3 Crossback E-Tense and
Vauxhall Corsa-e, all also siblings
of conventional cars. A benefit of
Interior looks good and feels fancy; chassis is better judged than other electric SUVs’
this versatile platform is that there’s
no compromise on space versus a
conventional 2008, but the payoff
is the battery’s extra weight.
The heft – some 300kg more than
a petrol 2008 – is evident, especially
on rural roads, but despite that,
the e-2008 handles respectably
everywhere but the tightest corners.
Pair that with light and accurate
steering and you have yourself a
surprisingly dynamic drive – for a
compact SUV, at least.
A respectable ride, especially
around town, is another plus. While
rivals such as the e-Niro and MG ZS
EV are damped to float over speed
bumps but compromise body control
as a result, the e-2008 is well-judged
to manage both, absorbing uneven
surfaces but still remaining steady.
Its 134bhp motor produces the
familiar instant torque of EVs (192lb
ft in this case), although its delivery
is more linear than some and plenty
sufficient up to motorway speeds.
Change to Sport mode, press the
throttle and you feel a satisfying
surge – at the cost of range, naturally. cheaper than rivals (from £28,150),
EV fans will know the serenity of better to drive and more luxurious
driving with only a gently humming inside. Its main downfall, which will
motor for company. Not only does the deter a fair few, is that inferior range.
e-2008 tick this box, but it also offers RACHEL BURGESS
far less wind and road noise at high @theburgeword
speeds than the Kona and ZS EV.
This GT Line model (the second PEUGEOT e-2008 GT LINE
most expensive of six, at £32,915)
has a classy interior, with a 10in Plusher inside and better to drive
touchscreen, 3D digital instruments, than rival electric crossovers, if
heated front seats, front and rear you can forgive the inferior range
parking sensors and much more.
The common complaint about AAAAB
the intuitiveness of Peugeot’s latest Price  £32,915 (after gov’t grant)
infotainment remains, particularly Engine  Synchronous electric motor
the inability to easily access air-con Power  134bhp
controls through the touchscreen. Torque 192lb ft
But quibbles aside, the plushness of Gearbox 1-spd automatic
the materials and the overall finish Kerb weight 1548kg
represent significant steps up from 0-62mph 8.5sec
those of the e-Niro and Kona. Top speed 93mph
For a compact SUV-seeker with a Battery 50kWh, lithium ion
fancy for going electric, the e-2008 Range 206 miles
will make a strong case. Deliberately CO2, tax band 0g/km, 0%
similar in feel to its petrol and diesel RIVALS Hyundai Kona Electric,
siblings, it will ensure an effortless Kia e-Niro, MG ZS EV
first step across the divide. Plus, it’s

TESTER’S NOTE
Peugeot reckons the
e-2008 will take 10%
of overall 2008 sales –
double the year-to-
date market share
of EVs in the UK. RB

19 AUGUST 2020 AUTOCAR.CO.UK 21


BMW 545e PROTOTYPE
Not all plug-in hybrids are born equal, as keen drivers will be pleased to hear
P
lug-in hybrids. They’re all about
economy, right? Not the new
545e xDrive. This one majors
on performance.
A new addition to the facelifted
5 Series line-up, it draws on tech from
the larger 745e xDrive, using a six-
cylinder petrol engine in place of the
four-cylinder unit found in the 530e.
Its turbo 3.0-litre engine is joined
by a gearbox-mounted electric motor
that draws on a 12.0kWh lithium
ion battery. Together, they produce
a combined 388bhp and 442lb ft –
101bhp and 133lb ft more than the
more fleet-friendly 530e.
There’s a choice of three driving
modes: Electric, Hybrid and Sport,
plus a Battery function that allows
you to use the combustion engine
as a generator to top up the energy
reserves of the battery.
In Hybrid mode, the BMW sets
off under the power of the electric
motor. With 107bhp and 196lb ft, it
delivers good off-the-line response
and impressive low-speed pick-up.
When the petrol engine does awaken,
it does so unobtrusively and it’s far
smoother and more refined than the
AUDI A3 SPORTBACK 35 TDI
We test the new A3 Sportback for the first time on UK roads in 148bhp diesel guise
S
o, the new fourth-generation
Audi A3. Stylistically, the jump
from where we were to where
we are now is relatively small
but, for what it’s worth, I think this
new A3 Sportback remains a smart-
looking thing – externally, at least.
The same cannot really be said of
the inside. The second-generation
model’s cabin raised the bar for
design appeal and build and
material quality. This new version
TESTED 7.8.20, MUNICH, GERMANY ON SALE NOVEMBER
four-pot 530e at all times. And much
more potent, too.
It’s in Sport mode, though, where it
really comes alive, configuring both
the engine and electric motor to run
continually and to work together. It
makes this 2020kg car quite rapid.
Four-wheel drive makes it sure-
footed and optional rear steering,
fitted to our prototype, helps it to
feel engagingly agile. Body control
is outstanding, as is the ride, which
deals with bumps exceptionally well.
Criticisms? Packaging the battery
TESTED 6.8.20, CHILTERNS ON SALE NOW
represents a radical departure from
the highly regarded aesthetic of
its predecessors. There’s far more
emphasis on digital screens and
the like, but some of the material
richness of the old A3 appears to have
been lost. Glossy black and metallic-
effect plastic is used much more
liberally in the new A3, and I’m not
sure it asserts itself as the flagship
Volkswagen Group family hatch
as convincingly as it once did.
FIRST DRIVES
It feels quick and agile to drive
BMW 545e xDRIVE PROTOTYPE
Price  £54,945
Engine  6 cyls, 2998cc,
turbocharged, petrol,
at the rear reduces boot capacity plus electric motor
by 120 litres and the brake energy Power  388bhp
regeneration gives the brake pedal Torque 442lb ft
a curiously overservoed feel. Gearbox 8-spd automatic
The 545e xDrive will be offered in Kerb weight 2020kg
saloon-only guise initially, but a more 0-62mph 4.7sec
versatile Touring version is likely to Top speed 155mph (governed),
follow in time. It’s well worth a look, 87mph (electric only)
for not only its benefit-in-kind tax Economy 117.7-166.0mpg
appeal but also its enticing mix of CO2, tax band 38-54g/km, tbc
pace, dynamics and refinement, all of RIVALS Audi A7 Sportback 55 TFSIe
which set new standards for plug-in quattro, Mercedes-Benz
hybrids in the class. E300e
GREG KABLE
It drives in the idiosyncratically
Audi fashion that arguably attracts
as many buyers as it turns away.
The steering is accurate and nicely
weighted but rather aloof in its
communication. Grip levels are
well matched to the muscular diesel
performance on offer and body roll is Material richness appears diluted
kept smartly in check.
With MacPherson struts up front
and multiple links at the rear, the AUDI A3 SPORTBACK 35 TDI
Audi does a good job of smoothing S LINE S TRONIC
compressions and getting vertical
body movements back under control. Outside looks slick, but cabin refresh
Rougher stretches of road do tease loses some of the A3’s earlier magic.
a bit of choppiness out of the rear Still impressively competent on road
axle, but otherwise ride quality is
comfortable enough. The cabin AAABC
is generally well insulated, too, Price £31,655
although there are instances when Engine 4 cyls, 1968cc, turbo, diesel
the 2.0-litre diesel engine can sound Power 148bhp at 3000-4200rpm
grumbly under load. Torque 266lb ft at 1600-2750rpm
It’s worth pointing out that this Gearbox 7-spd dual-clutch automatic
2.0-litre engine isn’t RDE2 compliant Kerb weight 1410kg
so it gets slapped with a 4% benefit- 0-62mph 8.4sec
in-kind surcharge, whereas diesel Top speed 139mph
versions of the Mercedes-Benz Economy 57.6mpg
A-Class and BMW 1 Series do not. CO2, tax band 128g/km, 32%
For those looking to run this as a fleet RIVALS Mercedes-Benz A200d
car, that might well count for a lot. AMG Line, BMW 118d M Sport
SIMON DAVIS
19 AUGUST 2020 AUTOCAR.CO.UK 23
 ROAD TEST

No 5487

BMW M2
PHOTOGRAPHY OLGUN KORDAL

BMW’s finest driving machine gains two famous letters but do they lift it to icon status?
MODEL TESTED CS M-DCT
Price £75,320 Power 444bhp Torque 405lb ft 0-60mph 4.1sec 30-70mph in fourth 5.9sec Fuel economy 25.0mpg CO2 emissions 221g/km 70-0mph 43.7m

24 AUTOCAR.CO.UK 19 AUGUST 2020


We like
z Fabulously indulgent chassis begs
to be pushed beyond the limit of grip
z Usability remains compelling. Few
of this calibre could be your only car
We don’t like
z Added expense over regular M2
Competition isn’t readily justifiable
z Lacks the deft and multi-faceted
handling of a Porsche Cayman GT4
hat do you think is the
W most important car
BMW builds today? We
think you’re looking at
it. Not necessarily this box-fresh CS,
whose £75,320 asking price will give
even the most ardent and generously
provisioned M-car loyalist pause
for thought, but the M2 in general.
A hydrogen-powered X5 slated for
2022 or the upcoming electric i4
saloon may go on to become the
most significant BMW cars of this
era, but when front-wheel drive is
increasingly seen as a full-blown
strategy, with the cars ever larger
and heavier, you begin to wonder
why we enthusiasts ever felt so much
affection for the marque.
The M2 reminds us. This compact
coupé uses its front-mounted
straight-six engine to drive the rear
wheels and you can even have three
pedals, should you want them. That’s
the basic recipe, and the execution
has always been excellent, too. When
it first arrived in 2015, we wrote that
while the 1 Series M Coupé – the rare
and thuggish M2 progenitor that
hummed with skunkworks-cool –
had “confirmed that BMW still knew
what ingredients were essential to
the building of a legitimate M car”,
the M2 was “further corroboration
of that fact”. In 2018, the ingredients
were upgraded for the M2
Competition, which brought sharper
suspension and borrowed the
piledriver S55 engine from the M4,
and whose limited playfulness was
its “ultimate party trick”. For several
Autocar testers, the M2 Competition
remains at the sharp end of their
own-money-purchase hit list.
And now we have the CS, which
is the final instalment of the F22-
generation 2 Series Coupé and ought
very well to be alarmingly good. The
moniker, which stands for ‘Coupé
Sport’ but is conspicuously shorn
of an L to denote ‘Light’, had been
deployed only twice before the most
recent M3 and M4 reprised the
letters – once in 1968 and then again
for the E46-generation M3. All were
fast and expensive for their time, but
dynamically there have been hits and
misses. Which will it be today?
DESIGN AND ENGINEERING
AAAAC
That lack of an ‘L’ in the name: it
means the M2 CS weighs the same as
the M2 Competition, at 1550kg – or
1575kg with the optional seven-speed
dual-clutch gearbox, which is what
we have here.
Elsewhere, the CS is similarly
recognisable from the Competition.
The 3.0-litre twin-turbo straight six
remains, with its beautiful bowed
carbonfibre strut brace, as does
BMW’s Active M rear differential.
The rigidly mounted lightweight
rear subframe is also carried
over, along with the ball-jointed
suspension. Both cars then use
the same MacPherson strut and
multi-link designs for the front and
rear axles respectively, and there’s
no difference in track widths or
ROAD TEST
Range at a glance
ENGINES POWER FROM
M2 Competition 404bhp £51,860
M2 CS 444bhp £75,355
TRANSMISSIONS
6-spd manual
7-spd dual-clutch automatic Optional
With the M2 Competition replacing
the standard M2 in 2018, that model
now represents the entry point to z Bodywork sports CS-specific
BMW M’s smallest and arguably best trimmings, not least the carbonfibre
model range. The Competition and Gurney flap and new front splitter, both
CS models each come with a six- of which help to negate lift. The M2 CS
speed manual gearbox as standard doesn’t deliver downforce but it is more
and an M Sport seven-speed stable at high speed than the Comp.
dual-clutch transmission is available
as an optional extra.
CS models get reworked
suspension, adaptive dampers,
a modest power hike and more over
and above the regular Competition.
Not that there’s anything regular
about the Comp, mind.
the ratio of the electromechanical
steering. However, the CS does sit
marginally closer to the road than the
Competition and, at its widest point,
adds 17mm in girth. z Our test car came in full track-day
The devil, as ever, is in the spec, with Michelin Pilot Sport Cup 2
detail (and, we’ll admit, also in the tyres and M carbon-ceramic brakes,
unmissable new bodykit, more on which until now have been available
which shortly). The CS marks the on only more senior M cars. Michelin’s
first time an M2 has been furnished excellent but more road-biased Super
with M’s multi-mode adaptive Sport tyres are standard fit.
suspension, the hardware for which
has been lifted directly from the
M4, albeit with bespoke tuning.
Because of the higher forces involved,
especially on track, where owners
will be able to put the car’s optional
Michelin Pilot Sport Cup 2 tyres
to work, the characteristics of the
fast-acting and widely variable multi-
plate rear differential have also been
altered. The same is true of BMW’s
famed M Dynamic mode, although it
still allows for generous yaw without
disabling the DSC entirely.
The forged Y-spoke wheels are z Carbonfibre roof gets a divisive
also new and lighter than those of chequered-flag motif, but it usefully
the Competition yet encouragingly lowers the car’s centre of gravity and
no larger in diameter or width. With stiffens the bodyshell, in turn allowing
444bhp, the monstrous S55 makes the adaptive suspension to operate
40bhp more than before, although with greater accuracy.
only due to an electronic tickle,
and the power curve peaks slightly
further up the rev range at a juicy
6250rpm. Peak torque remains at
405lb ft, arriving at just 2350rpm. It’s
a fitting farewell for this long-serving
unit before the new S58 assumes
duties for the next generation of M
cars, and the CS certainly shouldn’t ◊
z M2 CS gets characteristic M division
quad exhaust tips that sit well within
the extremities of the rear bumper.
The design is subtly different from that
of the M2 Competition and each tip
features an inscribed ‘M’.
BMW 1M of 2011 was a precursor to the M2
19 AUGUST 2020 AUTOCAR.CO.UK 25
 Weights and measures
DIMENSIONS

m max
0.37

m
860m
1010m

1410mm
390 litres

x
x

ma
ma

m
mm

0m
40
11

65
Kerb weight: 1575kg
807mm 2693mm 968mm
4468mm
z M Competition seats are partly trimmed in Alcantara. They lay the foundation of
an excellent and widely adjustable driving position. Typical M.
PA R K I N G
Typical parking space width (2400mm)
Typical garage height

1700mm

Typical leg room

650mm

2000mm (with mirrors) z Rear seats will accommodate adults, although they won’t thank you for the
3960mm experience. The space is better left for children or luggage.

W H E E L A N D P E DA L
ALI G N M E NT
Both brake and throttle
pedals are quite clearly offset 100mm
to the right, but positioning
remains comfortable 200mm Width 720-1310mm
nonetheless. Wheel is dead
centre and has plenty of
height and reach adjustability.
Height 470mm
Length 900-1600mm
H E AD LI G HTS
M2 CS comes with BMW’s
Icon Adaptive LED headlights
with high-beam assist as
standard.
Centre z M2 musters 390 litres of boot space, which is more than the new 1 Series offers.
Certainly, you could easily take this car on road trips.

Δ want for straight-line potency. cubby. In a machine that ultimately towards their chest. Our car’s optional
INTERIOR
Marshalling all that energy are the weighs no less than its less fierce electric seats offer similar versatility.
brakes, which for the first time on AAAAC siblings, this seems an unnecessary Being based on the mass-produced
any M2 are optionally available Architecturally, the cabin is identical and vain sacrifice of something 2 Series Coupé, the M2 CS also touts
with carbon-ceramic discs. Our car to the Competition’s, but it borrows genuinely useful. good luggage space within its deep
has them, as denoted by the gold- elements seen in the recent M3 and Those looking for something boot – more, certainly, than you’ll get
painted calipers. M4 CS, not least the bucket seats, widely different and exciting in with the Porsche Cayman GT4 and
Finally, the CS-specific bodywork which are marginally chunkier than comparison with the M2 Competition far more than with anything from
includes the CFRP roof found on the regular M2 buckets and feature – something, perhaps, to help justify Lotus. There’s also a useful hatch that
the GT4 racing cars. Along with the racy cut-outs. Further marking the extra £25,000 – will therefore folds down between the rear seats.
drop in ride height, the panel lowers out the CS is the not so subtle motif probably be slightly disappointed.
the car’s centre of gravity, and it also cut into the Alcantara dashboard However, ergonomically, the
PERFORMANCE
stiffens the shell. The carbonfibre- covering and a carbonfibre M2’s cockpit is as well sorted and AAAAB
composite bonnet and its lurid vent transmission tunnel casing, which comfortable as that of any other One area where the Porsche –
are also shared with the GT4 cars, weighs half that of the standard front-engined tin-top performance undoubtedly the BMW’s closest rival
although the crenellated Gurney flap plastic piece in the Competition. car short of the very finest GT cars – comes out on top concerns power
and fanged front splitter are all new Big deal, you might very well say. from Ferrari and Aston Martin. Back- to weight. With 282bhp per tonne,
for the road car. The overall effect What you won’t find in here are the row seats are still best reserved for the M2 CS is hardly limp, but the
is that the M2 CS is more neutral redundant fabric door pulls BMW kids but, in the front, the manually Cayman GT4 manages 292bhp and
in terms of lift as it approaches its has in the past fitted to CS derivatives adjustable steering column should the Lotus Exige more than 300bhp,
174mph top speed. The side effect is (redundant because the normal door allow almost anyone to bring the even in its mildest form.
the fact that you’re highly unlikely to handles remained) but neither do overly thick-rimmed steering wheel, What those figures don’t convey
miss one of these cars burbling by. you get an armrest or central storage trimmed in Alcantara, right out is the BMW’s ability to deliver an ◊

26 AUTOCAR.CO.UK 19 AUGUST 2020

 ROAD TEST

z Glossy carbonfibre transmission-tunnel covering is z Slimline gearshift paddles feel reasonably serious z Analogue rev counter and speedo suit the M2’s old-
one of several decorative additions to the new car’s and are nicely made, but a bit more tactility and drama school demeanour. They’re also refreshingly easy to
interior and really does save some weight. wouldn’t go amiss. Better still, we’d take the manual. read in comparison with those of the new 3 Series.

Multimedia system AAAAB

BMW’s current iDrive infotainment set-up is arguably
the best of its kind and so, quite apart from the fact
that the M2 CS’s priorities reside elsewhere in the
package, the system has been left well alone.
The set-up consists primarily of an 8.8in display
and a rotary controller on the transmission tunnel,
although the screen is also touch-sensitive. There
are further, well-defined physical controls for the
volume and climate control, so there’s no need for
the driver to fumble around with haptic feedback
and finding the right menu, which is just as well given
the car’s potency.
Only the lack of a central cubby frustrates. The
opportunity for one has been lost along with the
armrest, so the only USB port sits exposed at the back
of the transmission tunnel. It means that should you
plug your phone in to use Apple CarPlay (Android
Auto is not offered), you’ll need to find somewhere
for the cable to go.

19 AUGUST 2020 AUTOCAR.CO.UK 27


However well you think this car grips and goes,
you’ve probably not imagined hard enough
Δ explosive degree of torque at almost
any moment. No, in today’s world,
the M2 CS doesn’t feel heart-in-your-
mouth fast – even if the 1.3sec it takes
to blast from 30mph to 50mph in
second gear and the 2.5sec to stride
from 50mph to 70mph in fourth
allude to serious pace – but it is ready
to shift at delectably short notice.
The S55’s muscularity and breadth
are useful on the public road, and
although we would have preferred a
test car with its standard-fit manual
gearbox, BMW’s £2645 dual-clutch
option is thrillingly slick and quick in
operation, notwithstanding the odd
clunky shift at low speeds.
It is, in short, an awesomely
capable powertrain and one that
doesn’t require constant shifting and
protracted throttle openings to keep
on the boil. In terms of sound and
response, this straight six also leaves
very little to be desired in the context
of turbocharged engines.
As for outright pace, our telemetry-
z M2 CS is wonderfully agile and all of a piece by the standards of a 1575kg performance saloon, yet its dynamics also stretch to easy everyday usability, even on UK roads.
28 AUTOCAR.CO.UK 19 AUGUST 2020
`
a
measured 0-60mph time of 4.1sec
falls fractionally short of the official
4.0sec claim to 62mph. On the other
hand, the M2 CS was a full second
quicker to 150mph than the 503bhp
Mercedes-AMG C63 S. Certainly, it
has the pace to match the price.
Aside from the transmission, the
main option that owners will need to
consider are the expensive carbon-
ceramic brakes. Undoubtedly they
stop the car well, though on the road
any improvement over the standard
cast-iron items will be academic.
They’re also slightly too keen to bite
initially, but thereafter easy enough
to modulate with familiarity.
H A N D L I N G A N D S TA B I L I T Y
AAAAB
Dynamically, the CS needs to answer
two questions. First, is it the finest-
steering M2 yet? And following on
from that, is this the best-handling
M2 yet and therefore one of the
greatest modern BMW driver’s cars?
The bonus question, of course, is
how close this front-engined coupé
of an unapologetically muscular
persuasion comes to matching
mid-engined alternatives at such an
elevated price point.
The answers are ‘yes’, ‘yes, if only
marginally for road driving’ and
‘pretty damn close’. The CS may
not be the lightweight modern-day
coming of the E46 M3 CSL many
will have hoped for, but it still offers
an astonishingly good driving
experience, and one that rewards
and cultivates enthusiasm.
BMW hasn’t changed the level of
steering assistance or the speed of the
electromechanical rack but, for those
familiar with the M2 Competition,
it will be clear that the altered
suspension geometry and high-
fidelity Cup 2 tyres have put more
meat on the bone in terms of steering
response and feel. The tight damping
and, for our test car, considerably
reduced unsprung mass due to the
carbon-ceramic brakes and new
wheels then feed into the CS’s ability
to execute truly rapacious direction
changes. Of course, all these detail
improvements at the front axle can
only come to the fore because the
rear, with its various rigid connection
points, is so precise in its movements
and offers an admirably consistent
platform from which the engine
can let its efforts rip. It’s a combined
effort, and this chassis moves as
one and with conviction. In fact,
the M2 CS is just about as neat and
terrifically agile on the road as
you would imagine it’s possible for
this kind of car to be, although the
suspension needs considerable speed
and load to work with true panache.
Unsurprisingly, this car also has
the same playful side as the M2
Competition, even if you do have to
work harder to free it, should you pick
those optional grippy Cup 2 tyres.
The Active M Differential in the rear
axle maintains traction well but, with

Track notes
We’ll have to wait for another time
to see just how fast the M2 CS will go
on the Dunlop dry handling circuit at
MIRA but, based on its showing on the
Hill Route at Millbrook, we wouldn’t
be surprised were it to acquire some
notable scalps.
However well you imagine this car
grips and goes, you’ve probably not
imagined hard enough. With help from
Michelin’s Cup 2 tyres, the front axle
is shockingly adhesive, especially
under trailing brakes. The CS’s instant
turn-in response isn’t quite as crisp
as some mid-engined cars, but once
you’re beyond that initial change of
direction, the nose remains locked on
your chosen line.
At this point, what happens next
is up to you. It’s not difficult to drive
up to the limit of grip and traction
and keep the chassis balanced at
that point. But neither is it difficult to
tease the tail wide and keep it there.
You might even want to grab another
gear while it’s out there.
deliberate efforts from the driver, it’s
overcome easily enough and operates
progressively when the car does
begin to pivot. It doesn’t work quite
as communicatively or predictably as
the best purely mechanical limited-
slip diffs, but neither does it promote
understeer early on in corners.
All this being said, the CS doesn’t
generate the delicacy, alacrity or flow
of an Alpine A110 or Cayman. It also
lacks the off-throttle adjustability
of those kinds of cars, although the
BMW is less flighty in poor weather
and anyone who simply wants to
feel like they’re in a loosely sanitised
touring car should look no further.
C O M F O R T A N D I S O L AT I O N
AAAAC
In the case of the M2 CS, such
pugnacious bodywork and
suspension liberated of various
rubber bushings paint a picture of an
uncompromising road car that values
excitement and performance above
AC C E L E R AT I O N
BMW M2 CS M-DCT (23deg C, dry)
Standing quarter mile 12.4sec at 120.6mph, standing km 22.0sec at 153.2mph, 30-70mph 3.1sec, 30-70mph in fourth 5.9sec
30mph 40 50 60mph 70mph
2.0s 2.6 3.3 4.1s 5.1s
0 10s
Porsche 718 Spyder (18deg C, drying)
Standing quarter mile 13.0sec at 115.3mph, standing km 22.9sec at 149.9mph, 30-70mph 3.5sec, 30-70mph in fourth 7.9sec
30mph 40mph 50 60mph 70mph
1.8s 2.8s 3.4 4.3s 5.3s
0 10s
B R A K I N G 60-0mph: 2.54sec
BMW M2 CS M-DCT (23deg C, dry)
30mph-0
7.8m
0 10m
Porsche 718 Spyder (18deg C, drying)
30mph-0
7.3m
0 10m
z Get greedy with the
throttle and the CS will
pivot sideways even on
the uphill left-hander
approaching the finish.
It’s a fitting way to end
an exhilarating lap.
T6
all else. And there is, perhaps, some
truth in this. However, the reality is
that, in the main, this track-day-ready
product copes with British roads well.
Being taller and heavier than mid-
engined rivals such as the Cayman
and A110 does, of course, necessitate
closer body control and this
manifests in an everyday ride quality
that can feel agitated. However,
the BMW’s damping is generally
progressive, to the extent that
along some uneven road surfaces,
it is actually preferable to set the
suspension to its firmest Sport Plus
mode, which quells uncomfortable
side-to-side motions but seems
to give away remarkably little in
compliancy. The effects of tyre and
wind noise are also unremarkable
and the high-speed ride is certainly
alert but not in any way tiresome.
Set the suspension to Comfort on the
motorway and the M2 CS will cruise
all day without becoming tiring.
Admittedly, some of this is down
80mph 90mph 100mph
6.2s 7.4s 8.8s
80mph 90mph 100mph
6.3s 8.2s 9.7s
ROAD TEST
z CS gets its nose in to T2 stunningly well, given
T2
its mass and layout. Traction needs managing
on the way out, mind.
T4
T3
T1
z Chassis takes the off-camber crest
before T5 well, where its thick-set body
control and predictable responses give
the driver confidence.
T7
T5
FINISH
START
to the generously padded (but not demand is there, it could increase.
sloppily soft) seats and the fact However, one thing to bear in mind
that the fundamental driving is that, as of September this year, the
position is so carefully thought out. S55 engine no longer complies with
With its raised driving position in European emission standards and
comparison with the mid-engined production will end. Prospective
alternatives, the M2 CS also gives the British buyers would do well to make
driver an excellent view of the road up their mind without hesitation.
– both in front and behind. These Or perhaps not. The halo effect of
are simple elements of the driving any top-billing M division product
experience but also important ones means that independent sellers will
in the context of a machine that, for in the short term put a premium on
many owners, will need to earn its the M2 CS. Don’t be surprised to see
keep day to day. some cars listed for six-figure sums.
However, the recent M4 CS and M3
BUYING AND OWNING CS have both suffered from painful
AAACC depreciation, to the extent that it’s
There is no reason why anyone now possible to buy either with very
could not use an M2 CS as everyday few miles on the clock for little more
transport. Assuming you have the than £55,000 – £30,000 less than the
requisite £75,000, rising to £83,260 original price. We wouldn’t expect the
for the car tested here, securing an M2 CS to depreciate with such vigour,
example shouldn’t be too difficult, not least because it is better to drive
either. BMW intends to build at least than its bigger siblings, but savvy
2200 cars, although that number is buyers willing to wait a year or so
a target rather than a ceiling, and if may save themselves some money. ◊
110mph 120mph 130mph 140mph 150mph
10.4s 12.3s 14.6s 17.2s 20.6s
20s
110mph 120mph 130mph 140mph 150mph
11.4s 13.6s 15.9s 18.5s 22.5s
20s
50mph-0 70mph-0
22.3m 43.7m
20m 30m 40m
50mph-0 70mph-0
20.7m 41.1m
20m 30m 40m
19 AUGUST 2020 AUTOCAR.CO.UK 29
 Data log
BMW M2 CS M - DCT
On-the-road price £75,320
Price as tested £83,260
Value after 3yrs/36k miles £37,250
Contract hire pcm £1284
Cost per mile na
Insurance na
52 litres
TYPICAL PCP QUOTE
Three years/30,000 miles £908.31
On the above terms and with a £7369.28
deposit, you would be able to put an M2 CS on
your drive for a little over £900 per month. Final
optional buyout would come to £39,069.23.
Representative APR is 2.9%.

EQUIPMENT CHECKLIST
Hockenheim Silver metallic paint
19in alloy wheels
M Driver’s package T E C H N I C A L L AYO U T
Navigation System Professional The M2 CS shares much of its mechanical underpinnings with the M2 Competition.
Harman Kardon hi-fi system So there are MacPherson struts up front and a multi-link suspension arrangement
M carbonfibre roof at the rear, although the adaptive dampers are now included as standard. The
Sun protection glass longways straight-six engine is shared with the M4, while carbon-ceramic brakes
M Alcantara steering wheel are added here optionally. The bonnet and roof are fashioned from carbonfibre, too.
M seatbelts
Automatic air conditioning ENGINE POWER & TORQUE ECONOMY
Extended interior light package Installation Front, longitudinal, TEST MPG Track 9.0mpg
600 600
Adaptive M Sport suspension rear-wheel drive Touring 33.7mpg
Cruise control Type 6 cyls in line, 2979cc, Average 25.0mpg
500 444bhp at 500
Apple CarPlay preparation twin-turbocharged, petrol 6250rpm
405lb ft at
High-beam assistant Made of Aluminium block and head 2350-5500rpm CLAIMED Low 18.6mpg
BMW Icon Adaptive LED headlights Bore/stroke 84.0mm/89.6mm 400 400 Mid 31.0mpg
Power output (bhp)

Park distance control Compression ratio 10.2:1 High 34.9mpg

Torque (lb ft)

Front seats heating Valve gear 4 per cyl 300 300 Extra high 30.1mpg
BMW online services Power 444bhp at 6250rpm Combined 29.1mpg
Anthracite Alcantara/ Torque 405lb ft at 2350-5500rpm
200 200
merino leather upholstery Redline 7200rpm Tank size 52 litres
M carbon-ceramic brakes £6250 Power to weight 282bhp per tonne Test range 286 miles
Reversing assist camera £330 Torque to weight 257lb ft per tonne 100 100
Electric front seats £650 Specific output 149bhp per litre E M I S S I O N S & TA X
0 Engine (rpm) 0
Options in bold fitted to test car CO2 emissions 221g/km
0 2000 4000 6000 8000
= Standard na = not available Tax at 20/40% pcm £478/£955

C H A S S I S & B O DY TRANSMISSION BRAKES SAFET Y

Construction Steel monocoque Type 7-spd dual-clutch automatic Front Carbon-ceramic discs, size unspecified ABS, ASC, CBC, DBC, DTC
Weight/as tested 1575kg/1589kg Ratios/mph per 1000rpm Rear Carbon-ceramic discs, size unspecified Euro NCAP crash rating Not tested
Drag coefficient 0.37 1st 4.81/4.7 2nd 2.59/8.7 3rd 1.70/13.3 Anti-lock Standard, with brake assist
Wheels 9.0Jx19in (f), 4th 1.28/17.7 5th 1.00/22.6 6th 0.84/26.9 Handbrake type Lever
10.0Jx19in (r) 7th 0.67/33.7 Handbrake location Centre console
Tyres 245/35 ZR19 (f), Final drive ratio 3.46:1 CABIN NOISE
265/35 ZR19 101Y (r), STEERING Idle 46dB Max rpm in 3rd gear 91dB
Michelin Pilot Sport Cup 2 SUSPENSION Type Electromechanical, rack and pinion 30mph 67dB 50mph 70dB 70mph 76dB
Spare None Front MacPherson struts, coil springs, Turns lock to lock 2.3
adaptive dampers Turning circle 11.7m
Rear Multi-link, coil springs, adaptive dampers

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 7th 90
0-30 2.0 20-40 1.6 2.2 – – – – 1 34mph 7200rpm 80 Mercedes-AMG C63 S Coupé
0-40 2.6 30-50 1.3 1.9 3.4 – – –
0-50 3.3 40-60 1.5 2.0 2.7 4.1 6.1 – 2 63mph 7200rpm 70
60 BMW M2 CS M-DCT
0-60 4.1 50-70 – 2.1 2.5 3.4 4.9 8.6
3 96mph 7200rpm
Value (£1000s)

50
0-70 5.1 60-80 – 2.3 2.6 3.4 4.3 7.2
0-80 6.2 70-90 – – 2.7 3.5 4.4 6.3 4 127mph 7200rpm 40

0-90 7.4 80-100 – – 2.8 3.7 4.6 6.4 30

0-100 8.8 90-110 – – 3.0 3.9 4.9 6.8 5 163mph 7200rpm 20

Alpine A110 S

0-110 10.4 100-120 – – 3.4 4.3 5.4 7.8 10

0-120 12.3 120-140 – – – 4.9 6.8 – 6 174mph 6465rpm 0
New 1 year 2 years 3 years 4 years
0-130 14.6 140-160 – – – – –
0-140 17.2 160-180 – – – – – – 7 174mph* 5156rpm z Alpine outperforms M2 CS by a fair
* claimed
0-150 20.6 180-200 – – – – – – margin, but the BMW holds its own
0-160 25.8 RPM in 7th at 70/80mph = 2074/2371 against the larger C63 S Coupé.
THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2020,
Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the M2 CS,
contact BMW Customer Services, Summit One, Summit Avenue, Farnborough, GU14 0FB (0370 5050 160, customer.service@bmw. R OA D T E S T N o 5 4 87
co.uk). Cost-per-mile figures calculated over three years/36,000 miles, including depreciation and maintenance but not insurance; Lex
Autolease (0800 389 3690). Insurance quote covers 35-year-old professional male with clean licence and full no-claims bonus living in
Swindon; quote from Liverpool Victoria (0800 066 5161, lv.com). Contract hire figure based on a three-year lease/36,000-mile contract
including maintenance; Wessex Fleet Solutions (01722 322888). Read all of our road tests autocar.co.uk
30 AUTOCAR.CO.UK 19 AUGUST 2020
 ROAD TEST
Testers’
notes
RICHARD
LANE
For the same
amount of
money as the M2 CS,
you could get hold of an
immaculate M3 CSL.
It’s an enviable dilemma
that would give me
sleepless nights.

SIMON DAVIS
I like the M2
CS as much for
what it cannot
do as for what it
can. It’s not as subtle or
complex in its handling
as the Cayman, but that
roguish streak is so
appealing.

VERDICT
Spec advice
AAAAB Track-day goers will want
the carbon-ceramic
Highly engaging and good on track but fails to justify its price brakes and Cup 2 tyres.
Everyone else will have
more fun for less money
ars like the M2 CS defy straightforward verdicts. Let’s face it: there are less by sticking with the cast-
iron discs and standard
C entertaining, less usable, more common, less well-engineered and frankly less
special machines that cost twice as much as this potent swansong for the most
Michelin Super Sport
tyres. The gold-painted
wheels look fabulous, no
matter which exterior
junior M car but wear their price tags altogether more comfortably. The problem for the paint colour you choose.
CS, of course, is the existence of the considerably more attainable M2 Competition. On We’d take the manual,
which is also cheaper.
track, there may exist daylight between the two cars’ capabilities, but on the road, in order
to improve the recipe in any easily identifiable and meaningful way, BMW needed to go
Jobs for
further than it has with the CS. Probably by dropping the kerb weight. the facelift
In isolation, the CS is nevertheless a singularly stunning achievement and enormously z Build an M2 CSL. Lose
rewarding on the right road. Incremental increases in agility, control, performance and the back seats and fit a
titanium half-cage.
steering feel have made an already spectacular car even better. The M2 also has the z Shrink the steering rim
in both its diameter and
versatility of four seats and a good-sized boot. Cost aside, it is an exemplary M car. BMW thickness.
z At this price, throw the
may be adopting front drive and electrification elsewhere in its line-ups, but if it can find carbon-ceramic brakes in
as standard.
room for another generation or two of an untampered M2, we’ll be forever grateful.

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

PORSCHE 718 CAYMAN GT4 BMW M2 CS M-DCT LOTUS EXIGE SPORT 350 ALPINE A110 S TOYOTA GR SUPRA 3.0 PRO
Verdicts Porsche’s flagship 718 doesn’t Swansong for BMW’s hairy- A properly analogue driver’s car Harder, sharper A110 S loses Reimagined Supra is not as
on every stun on track quite as we’d chested M2 is a cracking one for with just enough in the way of some of the magic of the precise as rivals in this company,
new car, hoped, but a sublime chassis, M’s most compelling model line daily usability. As happy – and standard car, but track-day but it packs exceptional rear-
p72 atmo flat six and manual ’box in years. Cheaper M2 Comp is entertaining – on a circuit as it regulars will no doubt appreciate driven handling balance and
make for a stunning road car. just as fantastic, mind. is on a B-road. the additional focus. makes for a compelling GT, too.
AAAAB AAAAB AAAAB AAAAB AAAAC
Price £75,780 £75,320 £62,375 £56,810 £54,960
Power, torque 414bhp, 310lb ft 444bhp, 405lb ft 340bhp, 295lb ft 288bhp, 236lb ft 335bhp, 369lb ft
0-62mph, top speed 4.4sec, 188mph 4.0sec, 174mph 3.9sec, 170mph 4.4sec, 162mph 4.3sec, 155mph
CO2, economy 251g/km, 25.7mpg 221g/km, 29.1mpg 230g/km, 27.7mpg 146g/km, 43.0mpg 188g/km, 34.4mpg

19 AUGUST 2020 AUTOCAR.CO.UK 31


Fantastic handling made the 407 a standout repmobile – for those unfussed about ride
ack in 1995, the
Peugeot 406 was voted
B European Car of the
Year. Good looks, fine
handling and excellent
space made it a worthy winner.
And it was far from a dry year: the
Peugeot saw off challenges from
such distinguished competition as
the E39-generation BMW 5 Series –
often touted as the finest executive
car ever made.
Now, we have an all-new Peugeot
saloon, one whose dramatic looks
hide a chassis that – according to its
maker’s bold claims – will return
Peugeot to dominance in the family
saloon market.
In a class where anonymity is the
norm, Peugeot’s in-house design
team deserves credit for thinking
outside the three-box in creating the
407. The styling takes time to get
used to, but drive a 407 around town
and you’ll get the sort of reaction that
Mondeo man will never experience:
people really do point, stare, question
and compliment.
To cut weight, Peugeot engineers
have employed aluminium for the
roof and bonnet, and aluminium
alloy subframes support double
wishbones at the front and a multi-
32 AUTOCAR.CO.UK 19 AUGUST 2020
ROAD TEST
REWIND
3.8.04
No 4659
Peugeot 407 M O D E L T E S T E D 2 .0 H D I 136 S E
link set-up at the rear. But at 1505kg,
the car is among the heaviest in class.
It hits 60mph in 9.6sec, 0.2sec
behind the Mondeo TDCi 128, and
100mph in 29.0sec, 3.0sec slower
than the Ford. With 33.3mph per
1000rpm in sixth, you’ll need fifth
gear for overtaking, the pay-off being
near-silent running at 70mph.
If going around corners quickly
is your priority, the 407 is peerless.
The petrol version pulled over 1.0g
around Brands Hatch in our search
for Britain’s best driver’s car – a
respectable figure for a sports car
10 years ago.
Body control is awesome, with
no pitch or dive over speed humps,
and the absence of body roll when
attacking corners gives the car a real
sense of agility.
The speed-sensitive power
steering has little feel, but there’s a
better simulation of feedback than
you’ll find in most electrohydraulic
set-ups and it’s well weighted and
responsive.
All that body control comes at a
price. On UK roads, the firm springs
and dampers fail to prevent constant
fidget. Lateral intrusions cause the
back end to skip and there’s more
Eye-catching looks and an ability to corner quickly and neatly were its trump cards suspension noise than we’d like, too.
 ROAD TEST
A S U R PR I S E
AWAITE D US AT
B R AN DS HATC H
At our 2004 Britain’s
Best Driver’s Car
event, alongside the
Lamborghini Gallardo,
Porsche 911 GT3 RS and
Caterham R500 Evolution sat a
Peugeot 2.0-litre saloon. It was
the high point of a remarkable year
for the pretty but porridgy 406
replacement, Peugeot’s attempt to
reignite the spark of driver appeal
that had so marked out the 405.
It certainly worked on paper.
Through the bends of Brands
Hatch, the 407 pulled 1.0g, then
VERDICT an unheard-of figure for a mass-
produced repmobile. The car’s
AAABC double-wishbone front and multi-
link rear suspension endowed it
with fantastic body control, loads
Make no mistake: the 407 is a good car. In fact, it does a few things quite of grip and remarkable agility. It
brilliantly, and sports car dynamics and brave looks are two qualities that we looked quite unlike anything else in
the class, too.
hold in high regard. However, we do have reservations about the 407’s ride But we were perhaps guilty of
getting a little too carried away by
quality and practicality. It only just misses a four-star score. the looks and handling, because
they also created significant
compromises. The 407’s thrusting
low-drag shape resulted in a
small boot and even worse rear-
passenger space, and the ride
was pretty terrible away from
the billiard-table- smooth Brands
blacktop. Inevitably, against the
wider talents of the Ford Mondeo
and Honda Accord, it struggled.
But still, 1.0g!
ALASTAIR CLEMENTS

STANDOUT STAT

0.29
That’s an impressively slippery
drag coefficient

Data log
P E U G E O T 4 07 C H A S S I S & B O DY BRAKES ACCE LE R ATIO N
2 . 0 H D I 13 6 S E Construction Steel unibody with Front 283mm ventilated discs Conditions Dry
Price £17,450 aluminium bonnet Rear 290mm discs Rival Peugeot 508 BlueHDi 180PS (2018)
Price as tested £17,775 and roof Anti-lock Standard, with electronic brakeforce MPH TIME (sec)
Value after 3yrs/36k miles na Weight/as tested 1505kg/na distribution and emergency brake assist 407 508
Typical PCP pcm na Drag coefficient 0.29 Handbrake type Lever 0-30 3.3 3.1
Contract hire pcm £382 Wheels 7.0Jx17in Handbrake location Centre console 0-40 4.8 4.6
Cost per mile 44 pence Tyres 215/55 R17 0-50 7.0 6.6
Insurance/typical quote 10/£393 Spare na 0-60 9.6 8.8
0-70 12.6 11.6
ENGINE TRANSMISSION STEERING 0-80 16.9 14.6
Installation Transverse, front, FWD Type 6-spd manual Type Rack and pinion, electrohydraulic 0-90 21.9 18.6
Type 4 cyls in line, 1997cc, Ratios/mph per 1000rpm Turns lock to lock 2.8 0-100 29.0 23.4
turbocharged, diesel 1st 3.42/5.2 2nd 1.78/10.0 3rd 1.12/15.8 Turning circle 11.2m Standing 1/4 mile 17.3 –
Made of Alloy head, iron block 4th 0.80/22.4 5th 0.65/27.4 6th 0.53/33.3 Standing km 31.6 –
Bore/stroke 85.0mm/88.0mm Final drive ratio 4.18:1
Compression ratio 17.6:1
Valve gear 4 per cyl
Power 136bhp at 4000rpm SUSPENSION TEST ECONOMY B R AKI NG
Torque 240lb ft at 2000rpm Front Double wishbones, coil springs, Average 36.2mpg 30-0 9.8m 8.3m
Redline 5100rpm anti-roll bar Touring 46.3mpg 50-0 24.6m 22.7m
Power to weight 90bhp per tonne Rear Multi-link, coil springs, anti-roll bar Track 21.1mpg 70-0 50.8m 44.6m
Torque to weight 159lb ft per tonne Tank size 66 litres
Specific output 68bhp per litre  Test range 526 miles

19 AUGUST 2020 AUTOCAR.CO.UK 33

DRIVING YOUR LOVE OF
CARS FOR 125 YEARS
We are proud of our past but are
not slowing down – even at 125.
Join Autocar Subscriber Extra today
and we’ll power your passion for
everything with four wheels.

WHY NOT TRY OUR OTHER GREAT TITLES? View all of our offers on themagazineshop.com

TERMS AND CONDITIONS This is a UK-only offer; for overseas offers, please visit themagazineshop.com or call +44 (0) 1604 251 461. All savings are based on
the UK cover price and are correct as of January 2020. Please allow 35 days for delivery of your gift and first issue. The gift will be sent under separate cover
from the magazine and won’t be dispatched until your first payment has cleared. Should we run out of gifts, you will be offered an alternative gift; there is no
cash alternative. Direct Debit rates are valid for one year, after which they are subject to change; should prices change, we will inform you in writing. Should you
wish to cancel your subscription, it will be cancelled on expiry of the current term, which will not be refundable, other than in exceptional circumstances.
Details of the Direct Debit Guarantee are available upon request. Savings are based on the standard UK cover price of £3.80. Offer ends on 2 September 2020.
 SUBSCRIBE TODAY

DISCOUNTS COMPETITIONS
Exclusive discounts from Subscriber-only
carefully selected partners competitions

WEEKLY NEWSLETTERS SUBSCRIBER EVENTS

Exclusive content Access to exclusive
in weekly newsletters subscriber-only events

FREE AUTOGLYM
WASH & PROTECT KIT
WHEN YOU
SUBSCRIBE TODAY
Pack includes:
500ml Bodywork Shampoo
500ml Rapid Aqua Wax
1 x Sponge
2 x Microfibre Cloths

JUST £9.99 EVERY 4 ISSUES

Visit autocar.co.uk/subscribe or call 0344 848 8807
and quote promotional code ‘AC820MP’
NOT SO
The new Polestar 2 can’t keep up with this blistering
Tesla Model 3 in a straight line, but how about in
the sales charts? Richard Lane pits the world’s most
popular electric car against its fi rst true rival
PHOTOGRAPHY OLGUN KORDAL
FAST…

The Tesla’s 0-60mph sprint time is closer to
that of the McLaren F1 than the Polestar
he year is 2010 and
I’m explaining to
T you that, a decade
from now, Volvo’s
almost-unknown
motorsport partner will be wrestling
for supremacy with an American
car company whose only product
to date is an electric take on the
Lotus Elise. You laugh, because it
all just sounds so implausible. Tesla
Motors will soon become the first US
manufacturer to go public since Ford
in 1956 and Polestar is starting to flex
its appeal here in Europe, building
go-faster versions of Volvo’s regular
but increasingly attractive saloons.
But the two hottest mass-market
properties in an emerging low-
carbon world order by 2020? Come
on. Surely the German and Japanese
giants would never let that happen…
Yet here we are, at Millbrook
Proving Ground in Bedfordshire,
with a Tesla Model 3 and a Polestar 2.
The former needs scant introduction.
The reptilian-eyed Model 3 remains
the most popular electric car in both
38 AUTOCAR.CO.UK 19 AUGUST 2020
`
a
North America and China – and
before Renault refreshed the Zoe,
Europe also. Some treble, that. People
gravitate towards Tesla because its
cars tend to go further and charge
faster than anything else, and even
the lowliest Model 3 – the Standard
Range Plus, which at £40,490 is the
most junior Tesla and uses one motor,
not two – can out-accelerate even
something as rapid as Honda’s Civic
Type R. Tesla also sets itself apart
from established manufacturers
ideologically, but you could write
a book on that subject alone. The
takeaway is that, for those keen to
wean themselves off petrol, the
Model 3 is one hell of a package.
One thing it never had was
a true rival, until now. The 2
is an electric car of Chinese,
Swedish and, yes, British
provenance (Polestar has a
research and development base
just off the M69, adjacent to
where Rolls-Royce plc makes
aeronautical fan cases) whose
deadpan presence gives it the
Surely the most minimalist cabin you can
aura of something that could have
escaped from a clandestine military
facility. At £51,900 when fitted
with the Performance Pack (which
adds Brembo brakes, 20in wheels,
gold detailing and, if you hadn’t
heard, manually adjustable Öhlins
dampers), it costs roughly what this
Model 3 costs, and the quoted 292
miles of WLTP range certainly isn’t
buried by the 329 miles of its rival.
True, were you to go for the Long
Range version of the Model 3 rather
than the Performance tested here,
you would cut the price from £56,490
to £46,990 and extend your one-hit
find
reach by 19 miles. But equally, if you
ditched the Performance Pack, the 2
would cost a near-identical amount.
As for pace, the Model 3 Long
Range can accelerate from 0-60mph
in 4.4sec and the 2 takes 4.7sec,
so regarding the one metric that the
EV evangelists just love to quote,
there’s little in it. Or at least that
would be true were our Model 3 not a
Performance. Its 3.4sec sprint time is
closer to that of the McLaren F1 than
the 2, but in broad terms, these cars
are still deliciously closely matched.
We have but one day, so the
plan is to run down the M1 from
Millbrook, splice through
London then wind our way
down through the capital’s
suburban south and on to
Ashdown Forest. From there,
we will go cross-country to
Liphook in Hampshire where,
if the maps are to be trusted,
we will find rapid chargers
for both cars. The trip is 160
miles, which shouldn’t trouble
our protagonists, despite the
 POLESTAR 2 vs TESLA MODEL 3 COMPARISON

H O W M U C H F O R A U S E D M O D E L 3?
If you order a Polestar 2 tomorrow,
don’t expect to have it on your drive
until at least December. However,
the Tesla Model 3 has been with us a
short while now, so it’s reasonable to
think you might just sneak a deal on
a lightly used second-hand buy.
Unfortunately, we’re not there
yet, and while it is possible to buy
a Model 3 second-hand (not that
you’ll find any on Tesla’s website,
which otherwise has a good stock
of Model S examples), don’t expect
to save yourself much cash. As
an example, we found a Model 3
Standard Range Plus with 10,000
miles on the clock but still with an
asking price of £41,500. Admittedly,
the car’s subscription-based self-
driving software was already pre-
paid (that is, ready to go when
Tesla finally flicks the switch), but
it’s an example that prices aren’t
slipping and demand is still strong.
Prospective owners can at
least take solace in the fact that,
according to Tesla’s website, were
you to order a Model 3 tomorrow, it
would arrive more than two months
before the Polestar would show up.

Both cars get LED headlights; Polestar borrows Thor’s Hammer design from Volvo

Neither
car champions
the needs of back-row
The pair are relaxing to drive in busy urban areas; Polestar attracted more gazes
passengers, but the Model 3
is marginally more spacious in
varied roads, yet general – except, that is, for your
feet. The 2’s battery has cut-outs Metallica aside, life
is further than in the 2 could hardly
many owners that allow passengers to get their
feet down and right underneath be any more tranquil
will regularly
need to travel. the front seats. Slide into the
(Rivalry aside, Model 3 and you notice
the EV business has the difference.
certainly progressed in
the past five years.) Getting
under the skin of these cars will
require long-term tests with plenty
of numbers crunched, of course, but
today will be interesting nonetheless.
It being the newcomer, it’s the 2
I take for our first motorway stint.
Observations? Given that it exists
on a version of the Volvo XC40’s
platform, its cabin dimensions follow
suit. It’s intimate, despite the glass
roof, but more than anything else, it’s
sophisticated. The high scuttle and
transmission tunnel not only instil a
persuasive sense of security but also
embed you in Polestar’s wonderful
array of textures: grained wooden
inlays, woven fabrics and tactically
deployed brightwork. Truth be told,
it’s not dissimilar in ambience ◊

19 AUGUST 2020 AUTOCAR.CO.UK 39


Δ to the Porsche 911, which is some
compliment, considering plenty of
elements are still scavenged from
regular Volvos. Naturally, it’s also
vegan, although so is the cabin of the
Model 3 as of last September. Touché.
On the move, the 2 builds on that
sense of wellbeing, which stands it in
good stead on the motorway. It’s calm
at speed and premium-brand quiet.
Its nicely weighted driving controls
and pillbox-esque view forward also
make it feel like the kind of car you
would want to be in if the rain were
lashing sideways and you were stuck
on some godforsaken back road.
The driving position feels also
commanding but, because your hip
point is set lower than in the XC40,
doesn’t feel perched, while the new
Google-developed infotainment is
very slick in terms of response and
resolution. The digital instrument
binnacle works neatly, too, but given
the minimalist manner in which
data is presented, maybe Polestar
could have gone more slimline with
it, which in turn would have allowed
the cowling to sit lower, giving the
interior a greater sense of space.
By the time we reach London, the
2 has made an excellent impression.
The cabin feels every penny the car’s
asking price and, to operate, the car
is as intuitive as any EV I’ve driven.
Even starting the thing involves
no button-pushing or key-slotting.
You simply slide in, depress the
brake pedal, slip the hollowed-out
gear selector into D and pull away.
Range-topper eschews usual aero wheels; Performance Pack adds gold Brembo brakes
Both cars are very
quick, especially
given their heft
40 AUTOCAR.CO.UK 19 AUGUST 2020
Sorry, mate, you can’t charge that over
here
The fabric-trimmed seats, which use
an especially good Volvo design,
then underwrite the material
richness with true comfort.
Yet that comfort isn’t total. With
402bhp split evenly between the Charmingly different, absurdly quick and a
axles and a low centre of gravity, the
2 should make good on its sporting
promise, but the decision to go with
1st genuine option as your sole car, but not quite
as refined or brilliant to drive as it could be.
Öhlins dampers is curious. Later
on in this journey, the suspension
will exhibit moments of magic, but
on the motorway, and even with the
dampers adjusted for softness (18
clicks for the front, 20 for the rear, if
you’re wondering), the ride is stiffer
than necessary. For all its gold-tinged
aesthetic appeal, the Performance
Pack might be one to miss.
Especially for shrinking violets.
In London’s Zone 1, the 2 attracts
attention totally out of kilter with
its status. Genuinely, only the
appearance of an extraterrestrial
LaFerrari in searing giallo prises
eyeballs elsewhere. Notchback SUVs
aren’t adored within the pages of
Autocar, but if the 2 needs to succeed
Polestar is
likely to introduce
a purely front-driven
version of the 2, which as an object, mission
would allow it to match – accomplished. The
and possibly beat – the way the afterburner
£40,000 entry-level rear LEDs combine
Model 3 in terms of with the bodywork’s
affordability. bevelled edges and the
neat middle ground that
Polestar has found between
having a traditional grille and not
makes the Model 3 look clunky and
anonymous by comparison.
As for inner-city driving, the 2 is
no hardship, not least because its
driving controls are thoughtfully
tuned and progressive. To some
extent, you wear this car. The
indicator blips, which sound like
bubblewrap popping, are pure
catharsis. Only the poor visibility
afforded by the letterbox rear screen
is a reminder that pursuing form
over function isn’t without penalty.
The same applies to the Model 3,
although it manifests differently.
After the vault-like 2, its interior is
stunningly open-plan. Scandinavian,
even. But I’m not at all convinced by
the lack of dead-ahead instruments,

2nd Highly desirable and reeks of detailed engineering. Probably the finer
product here but not as usable or as fun-loving as its American rival.
especially as it means you have to go
without an obvious speed readout.
Such starkness also can’t hide the
low perceived quality in comparison
with European rivals. This is well
documented, so I shan’t elaborate,
but the steering wheel alone leaves
the Model 3 feeling toy-like, which is
hardly ideal for £56,000.
Still, the benefit of migrating
everything, even mirror adjustors,
to the 15in touchscreen is that the
ambience on the move is delightful.
Undoubtedly, the Model 3 capitalises
on its tightly packaged powertrain
more imaginatively than the 2. Its
low scuttle yields an almost cinematic
forward view, and where the Polestar
feels comforting and conventional,
the Tesla feels exciting and novel.
Moving out of central London, it
also isn’t hard to see why Tesla’s cars
are also addictive to drive, despite
some shortcomings. The Model 3 is
considerably longer than the 2, and
the extra length in its wheelbase is
tangible (except for rear passengers,
whose feet are, if anything, more
squeezed). Keep the powertrain in
Chill mode and the car can even feel
ponderous. However, tap for Sport
and one inch of accelerator travel
fires the Model 3 forward as though
it has somehow managed to shake off
half its 1850kg mass. Whereas the 2,
with its more genteel reactions, could
pass as some ludicrously quiet petrol
car, the hair-trigger Model 3 could
only be propelled by a motor or two.
When we hit the cross-country
stretch from Ashdown to Liphook,
neither car feels anything less than
sure-footed and swift, as you would
expect with four-wheel traction and
mass concentrated low down. But
neither shines, either. The Model 3
rolls less but this, in combination
with steering that responds quickly
at first but then settles into somewhat
soulless uniformity, results in the
driving experience feeling binary
and faintly disconnected. Progress
feels less natural than in the 2, whose
movements are better finessed and
whose handling is simply more
satisfying when you want to flow.
POLESTAR 2 vs TESLA MODEL 3 COMPARISON
Tesla Model 3
Performance
RATING AAAAC
Price  £56,490
On sale Now
Engine  Two AC electric motors
Power  444bhp
Torque  471lb ft
Gearbox 1-spd automatic
Kerb weight   1847kg
0-60mph 3.4sec
Top speed 162mph
Battery 75kWh, lithium ion
Range  329 miles
CO2, tax band 0g/km, 0%
The Model 3 feels the more agile,
but only at first, and it’s the 2 that
has greater depth. The Swede’s off-
throttle freewheeling capability is
also an excellent feature – for me
more useful more of the time than
the one-pedal driving regenerative-
braking settings that both cars have.
By the time we reach Liphook,
some things are obvious. The 2
may be firm-riding, but it’s also
less brittle underwheel and sweeter
to drive than the Model 3, if not
quite as immediately absorbing.
Both provide an enjoyable driving
environment, but those who have less
avant-garde but more rarefied tastes
will prefer the 2, whose cosseting
cabin is more refined and whose
controls are more intuitive to use.
Luggage space is limited in both
(the ICE-powered BMW 3 Series
betters each decisively), although
four adults can comfortably travel
aboard either. As for performance,
the 2 will make you smile, but the
Model 3 will make you gasp.
Of course, the boulders that still
Polestar 2
Performance Pack
AAAAC
£51,900 (after gov’t grant)
Now
Two AC electric motors
402bhp
487lb ft
1-spd automatic
2048kg
4.7sec
127mph
78kWh, lithium ion
292 miles
0g/km, 0%
need turning over concern range
and charging. At Liphook, having
shown 289 miles at Millbrook with
its 75kWh battery not quite brimmed,
the Model 3 has 66 miles remaining.
The 2, whose 78kWh battery had
been fully charged and crisp display
had shown 260 miles, now has 30
miles left. Make of that what you will,
but know that the 2 is 200kg heavier.
Of greater significance is the fact
that an array of Tesla Superchargers
is waiting for us, with 100kW-plus
charging moments away. Meanwhile,
the 2 must make do with the promise
of 50kW from a third-party charger
at the local Shell station. Except said
charger won’t play along. We find the
next nearest rapid charger but have
to wait behind somebody’s BMW i3.
This breaks the tie. For such close
rivals, these cars are refreshingly
different, and adjudicating is hard.
But while the deeply covetable and
likeable 2 is the finer product, the
Model 3, more unapologetic and so
characterful, provides the better
experience. So it wins. Just. L
19 AUGUST 2020 AUTOCAR.CO.UK 41
Type 2’s roots go
back to the VW
Plattenwagen
Hotel
California
James Attwood never did find out if
the new VW camper is worthy of five
stars. But, for lockdown lodgings, it
sure beats the average travel tavern
PHOTOGRAPHY OLGUN KORDAL
here’s a variant of
Autocar feature we
T call the ‘epic drive’,
where we make a fuss
of a particular vehicle
by taking it on an extended outing
to a significant location. This was
supposed to be one of those features.
But it’s not, clearly, because this is
2020, the year in which nothing
has gone as planned.
We had been plotting an epic
drive to celebrate the Volkswagen
Transporter. Yes, a van – but one
worthy of celebration. The Type 2
entered production in 1950, VW’s
cunningly named second vehicle
after the Type 1 (the Beetle), in van,
minibus and camper form. This
was no case of ‘difficult second
album’: the T2 was an instant
success, playing a key role in VW’s
42 AUTOCAR.CO.UK 19 AUGUST 2020
growth from producer of a single
affordable hatchback into one of
the world’s largest car giants. It has
also displayed incredible longevity,
with around 13 million sold over an
unbroken 70-year production run
that sets a record for a commercial
vehicle. During that time, the Beetle
has gone out of production, been
revived as a retro homage and
gone out of production again.
Not that the Transporter (the
Type 2 name was retired for the
fourth-generation T4; the first three
generations have confusingly been
retconned as T1, T2 and T3) hasn’t
changed. As well as being offered in
countless variants, garnering enough
official names and nicknames to
fill the word count for this feature
(a small sample includes Camper,
Bus, Bulli, Microbus, Caravelle,
California, Kombi and Samba),
it had been reinvented across six
generations. The latest T6.1 models
are scarcely comparable to a 1950
T2, but there is a direct continuity.
Worthy of celebration, then. So
our plan was to mark seven decades
of the VW Transporter with an epic
road trip in the latest T6.1 California
camper. Having ruled out a ‘summer
of love’ road trip in California as
being too cliché (Autocar writers are
taught to avoid clichés like, erm, oh,
you know), we settled on en epic drive
to Wolfsburg.
We would detour to the VW
factory in Hanover, where various
generations of Transporter have
been built since 1956. From there, we
would head on to VW’s hometown,
where production of the Type 2 began
in 1950, to line up the California
with an original T2 and the ID Buzz
concept that previews its electric
successor. Along the way, we would
camp, eat and sleep in the California,
with all that entailed. Ideas were
refined, logistics discussed and
arrangements made and then… the
closest we could get to an epic drive
was a trip to the supermarket. Sigh.
Since lockdown has eased, we still
wanted to celebrate the Transporter.
And while our German road trip
would now be possible, the logistics,
health and safety restrictions, social
distancing, differing legislation,
quarantine risks and, frankly, a
mountain of really long and complex
risk assessment forms made it
unfeasible in our time frame.
So, how to celebrate the
Transporter in the mixed-up
world of 2020? Simple, with a very
 TRANSPORTER AT 70 EPIC DRIVE(WAY)
S I X G E N E R AT I O N S O F T R A N S P O R T E R

T YPE 2 T 1
1950-1967
The Beetle-based Type 2 launched
with a rear-mounted 1.1-litre water-
cooled engine, and in panel van,
passenger van and minibus forms.
The luxurious Samba bus, designed
for Swiss Alps tours, followed in 1951.
T YPE 2 T2
1967-1979
Known as the bread loaf, the second-
gen model lost the split windscreen
but had a sliding door as standard.
The Westfalia-built camper also
featured the first pop-up roof. An
electric version was launched in 1972.

T YPE 2 T3
1979-1992
A wider body and angular styling
stood it apart from its predecessors,
while the flat engine increased
interior space. A 1985 update brought
several innovations, including
four-wheel drive and turbo engines.
Also known in the UK as the T25.
TR AN S PO RTE R T4
1990-2003
A total styling and design revamp
with a switch to a front-engined,
front-drive layout. There was a wider
range of engines and two wheelbase
options. It was offered in panel van,
Kombi, pick-up, Caravelle, Multivan
and California forms.

TR AN S PO RTE R T5 TR AN S PO RTE R T6
2003-2015 2015-present
An evolutionary exterior design, Using the same platform as its
with a focus on improving utility and predecessor, the current Transporter
Production practicality. The various wheelbase, (which received a heavy facelift in
of the original Type powertrains and body types meant 2019) features a range of new, cleaner
2 continued until 1975 in the T5 was available in more than engines, greater interior tech and a
Brazil. The second-gen 100 different combinations. host of driver assistance systems.
model was produced in the
country from 1976 until 2013,
2020 concept: a setting a record for the space and it’s really
staycation. We’ll longest production very comfortable. I
stay home and spend period of any single may be missing the
a week working, van. tremendous sense of
living and sleeping in a adventure that most VW
California, while using it as camper owners experience,
our daily driver. You see, you don’t but I’m close enough to use my home
need to drive thousands of miles wi-fi and I’ve got easy access to a
to appreciate the Transporter. Its decent shower and toilet. Winner.
greatness is in its functionality, The camper variant is key to
as a holiday home, workplace, the Transporter’s cult following.
minibus or load-lugger. So why go When the T2 launched in 1951, VW
anywhere at all? Call it Autocar’s licensed speciality firm Westfalia to
least-epic drive. produce its official camper variants,
That’s why I’m currently writing although similar conversions
sitting on the rear bench of a have been produced by myriad
California on my driveway, laptop independent firms. Westfalia’s
comfortably perched on the fold-out purchase by Mercedes-Benz in
table and paperwork strewn across 2001 predictably signalled the The California
the handy shelf formed by the lids for end of that partnership, so in makes light work
the built-in sink, gas hobs and fridge. 2003 VW launched the California of its 3080kg mass
It’s an ideal office: I’ve got loads of as its own in-house camper. ◊

19 AUGUST 2020 AUTOCAR.CO.UK 43

 Compared with some of the ageing
camper conversions you will find
parked up on the coast of Cornwall
in surfing season, the latest T6.1
California I’m sitting in is an ultra-
posh Hilton hotel – but, again, there’s
a clear lineage. The cabin layout is
familiar, from the sliding door (now
electronically powered) on one side
to the unit containing hobs, sink and
storage on the other. The rear seats
fold flat and, when combined with
a bench in the boot, form a handy
double bed. And, as Westfalia has
offered since the second-generation
T2, there’s a pop-up camper roof
(also now electronically operated)
to house an upstairs double bed,
turning the California into a
two-storey four-berther.
The California offers Tardis-
like spatial qualities, thanks to
the proven layout that has
endured through generations of
camper. Maximising the space
offered by the Transporter’s
commercial-friendly boxy
design, everything inside is
well-placed and well thought
through. Sure, it’s going to be
a little tight if you’re sharing it
with three other people, but as
a compromise between space
and practicality, it’s ideal.
With my office and living
room ideally set up, I opt to sleep
upstairs. As any camper owner
will know, it’s surprisingly spacious
up there, with room for two and
lots of head room. It’s comfortable,
owing to a proper sprung bed-style
base below the mattress. The most
challenging aspect is getting up and
down through the hatch above the
It couldn’t be VW currywurs t eve ry night...
front seats – something that, from
experience, contains extra jeopardy
in the early hours of the morning
when you’re half-asleep and
desperate for the toilet. Especially
if you’ve accidentally switched the
California off camper mode and set
the motion sensor alert, prompting
the alarm to go off the moment
you dangle a leg into the main
cabin. Ahem. Thankfully, the
neighbours didn’t notice.
If the clamber into the
California’s loft extension seems
a touch inelegant, don’t fret:
countless third-party ladders
are available, among myriad
other official and unofficial
accessories and merchandise.
It’s a testament to the enduring
cult of the camper – something
I mull on in the evening,
sipping a coffee from my licensed
VW camper mug while my official
VW-produced Bulli-Nudel pasta
is cooking on the gas hob. I would
have used the official VW kitchen
utensil set and sat in an official VW
camper folding chair while wearing
an official VW camper T-shirt, but

BUZZ ISN ’T LIGHT

Y E A R S AWAY… `
With a consistent lineage
stretching back 70 years, the
It doesn’t take an epic drive to understand
Transporter’s success has been
built on its consistency. But it’s
not immune to wider industry
the enduring appeal of the Transporter
trends, and big changes are
coming in the future.
For one thing, the California
is growing into a full family,
a
with the Crafter-based Grand
California launched in 2018
and a Caddy-based compact
camper set to follow.
Then, VW’s long-time dream
of producing a true successor
to the original T2 will be realised
by the production version of the
electric ID Buzz concept. Built
on the MEB electric platform, it
will be a key part of the new ID
family, with both passenger and
commercial versions offering
what VW Commercial Vehicles
UK boss Cian O’Brien calls
“unashamedly retro” styling,
while being “fitted with
cutting-edge electric tech”.
But the next generation of
the T Series itself is arguably
making an even more significant
change, due to the new global
alliance between VW and Ford.
The Transporter will be twinned
with the next-generation
Transit, with development led
by Ford. It’s a profound change,
but O’Brien is adamant that it
won’t dent the Transporter’s
appeal, promising that “a
Volkswagen van will continue
to feel like a Volkswagen van”.

44 AUTOCAR.CO.UK 19 AUGUST 2020


apparently I wasn’t allowed to spend
the substantial fuel savings that our
reworked feature created entirely on
camper merchandise. So I settle for
the Bulli pasta, which offers pleasing
bite when cooked al dente and, like
the van itself, is supremely versatile
with a range of sauces.
Of course, even for our least-epic
drive, we can’t resist the urge to take
to the roads. And while using the
California as a daily driver around
a Somerset town, with an occasional
motorway jaunt thrown in, isn’t
really its intended purpose, it handles
the task with ease. Of course it does:
lower the pop-up roof and fold away
the tray-sized table and the California
is essentially a hugely versatile mid-
sized van, which means it has to be
easy to drive in all situations.
The high-up, van-based driving
TRANSPORTER AT 70 EPIC DRIVE(WAY)
T6.1 doesn’t skimp on the latest tech…
The T Series has
…but, alas, no dishwasher many official names,
and even more unofficial
ones. In Portugal it’s known
as the pão de forma (loaf position offers
of bread), in Denmark the great visibility,
rugbrod (rye bread) and the boxy design
in Poland the ogórek makes it easy
(cucumber). to place and the
196bhp 2.0-litre TDI
diesel engine, driven
through a seven-speed
dual-clutch automatic gearbox,
makes relatively light work of
a machine that weighs 3080kg
unladen. Given that weight, the ride
is pretty decent, too, and as long as
you’ve taken a bit of time to stash
everything away properly, you won’t
hear too many rattles from the cabin.
So is the drive dynamic?
Thrilling? Well, no, of course not.
It’s a commercial van, with all that
entails: it’s perfectly functional and
incredibly easy, without offering
either thrills or complaint. Certainly,
you could drive one for hundreds of
miles, say from London to central
Germany, in ease and comfort.
But why waste the time doing so
when the real joy of the California
is to be found not in the journey but
in enjoying it once you’ve reached
your destination? Especially if that
destination is, ooh, 10 feet from
your starting point.
It doesn’t take an epic drive to
understand the enduring appeal
Pull-out camping
chairs are fitted in
the boot opening
of the Transporter. When Autocar
reviews cars, one of our key
criteria is ‘fitness for purpose’ –
how well it does the job for which
it was intended. That’s the most
remarkable thing about the
Transporter: for seven decades,
it has been designed to do a whole
range of jobs, and it has succeeded
because it excels at all of them.
And so, as the California departs,
it’s with genuine sorrow that
I return to my current home office.
Which has given me an idea: instead
of reopening the Autocar office,
perhaps we could all just work out
of Californias in the future… L
VOLKSWAGEN CALIFORNIA
2.0 TDI OCEAN
Price £72,235
Engine  4 cyls, 1968cc, diesel
Power  196bhp at
3800-4000rpm
Torque  332lb ft at
1400-2400rpm
Gearbox 7-spd automatic
Kerb weight 3080kg
0-62mph  11.9sec
Top speed  124mph
Economy  33.2mpg
CO2, tax band 222-247g/km, 37%
Transporters have come
and gone a long way
over six generations
19 AUGUST 2020 AUTOCAR.CO.UK 45
Signs of the times
Would you pay hundreds of pounds for automobilia? John Evans discovers why many do
PHOTOGRAPHY OLGUN KORDAL
’ve just bought a
vintage two-pint
I Castrol oil jug for £40.
It has that naturally
distressed look that’s
beloved of collectors and even a trace
of oil around its base. My dad had one
just like it in his workshop, so it brings
back happy memories of him cursing
as he struggled to seize a rusted bolt
on his Norton motorcycle or bodged
a piston repair with epoxy resin.
I’m happy, or at least I was until, in
the course of establishing its capacity,
I stumbled across a website called the
Castrol Classic Shop (classicoilsshop.
co.uk) selling brand-new replicas for
£10.95. Do I feel fleeced? No, actually,
because when I called, the chap who
answered assured me that I had paid
about the going rate for an original –
and in any case, he said, mine was
made from high-grade British steel.
46 AUTOCAR.CO.UK 19 AUGUST 2020
Not that folk turn up their noses
at Castrol’s replica products, which
include cans, mugs, posters, T-shirts
and key fobs, in addition to the oil
company’s classic range of lubricants.
“We sell thousands of items every
year,” said the Castrol man. “Business
has been especially buoyant in this
lockdown. There’ve been times when
we’ve barely been able to keep up.”
This is a feeling that Matt Beale of
Matt’s Automobilia, where I bought
my Castrol jug, knows well. Based
in the Somerset village of Mark, in
the grounds of his home behind a
pair of imposing gates, his collection
of motoring artefacts numbers at
least 2000. Business via his website,
mattsautomobilia.co.uk, is booming.
Nothing can prepare you for
the surprise and delight that you
experience upon pushing past the
gates and turning the corner into
his large garden. Ranged before
you are outbuildings adorned with
brightly coloured signs and flanked
by brightly coloured fuel pumps
from the 1940s and 1950s. With the
sheds’ doors swung wide open to
reveal their contents, the impression
is of a particularly well-managed
and generously stocked motoring
museum along the lines of Beaulieu –
except that all you can see is for sale.
“I’m one of the UK’s biggest
automobilia dealers,” Beale tells me,
without a trace of boastfulness. This
is a quality I’ve come to recognise in
self-made people for whom working
hard and seizing opportunities is as
natural as breathing.
Incredibly, he entered the market
only nine years ago, but the size,
quality, diversity and presentation
of his collection is breathtaking. The
petrol pump globes arranged on
shelves and lit from within grab your
attention first. Prices start at £130 for
an original Burma globe and go all
the way to £1895 for a Cleveland one.
If your pockets aren’t that deep, there
are reproduction globes from £45.
On that point, globes are about it as
far as Matt’s reproduction items go;
the rest of the collection is original.
After the globes, the next most eye-
catching things are the petrol cans,
originally called motor spirit cans
until Carless, an early oil company,
relaxed its trademark on the word
petrol. There are dozens. Most have
been painstakingly but attractively
repainted according to their original
designs by Beale’s wife, Karen.
“The cans would have been
returned and refilled,” Beale says,
“so it’s extremely rare to find one
that isn’t knocked about. It’s why
we repaint them. It doesn’t affect

Period signage brings back fond memories for many motoring enthusiasts
their values.” Prices start at £35.
I’m tempted by a bright-green, two-
gallon BP Motor Spirit can for £80.
Meanwhile, among all the oil jugs,
cans and bottles (oil used to be sold
in glass bottles, like milk; prices start
at £30 for an Esso bottle), the vintage
petrol pumps stand like mechanical
guardsmen. They’re very popular.
“We sold 20 pumps during
lockdown, ranging in price from
£500 to £1500 each,” says Beale.
Most were sold unrestored, but
Beale, with the help of his 18-year-
old son, Cameron, who has single-
handedly built and equipped a
fabulous workshop partly for the
purpose (but also to restore his Mk1
Volkswagen Golf GTI), restores and
paints a few choice examples.
Prices are such that what might
have cost you £2000 a few years
ago will today set you back £3500.
Beale’s current stock ranges from
£550 for a 1970s Mobilgas pump
to £6250 for a vintage BP pump.
Beale says: “One customer recently
bought two pumps to put either side
of his fireplace, while another has
positioned his between two garage
doors so that when he comes
home at night, the garage
light shines directly on it.”
Matt Beale has been
trading automobilia
for nine years now
Vintage petrol pumps, especially those with illuminating globes, are highly popular
VINTAGE APPEAL AUTOMOBILIA
`
£45,000 is the
most I’ve paid
for a collection
a
Other popular items include
tool cabinets, promotional garage
thermometers, tyre pumps and signs,
with pictorial and illuminated ones
commanding as much as £50,000.
In his search for stock, Beale
travels all over the country.
Deceased estates are rich pickings,
as are people who are looking to
downsize their own collections to
concentrate on a few choice pieces.
“The most that I’ve paid for a
collection is £45,000,” says Beale.
“It’s a competitive market, but if
you can turn up and bid for the
whole lot, it helps. Occasionally,
I’ll pay over the odds, but I know
prices are rising, so that’s fine.”
They might not look
much, but these petrol
cans aren’t cheap
Buying and selling is in Beale’s
blood. At the age of 12, he began
importing parts for radio-controlled
racing cars and supplying them to
dealers. Two years later, he bought
20 pool tables and rented them to
pubs for £10 a week. Aged 18, he
sold his businesses and bought
his first house. Aged 20, he took
over his parents’ entertainment
arcade in nearby Burnham-on-Sea
before selling it at 30 and moving
into buying and selling DVDs and
computer games. A chance visit to
an auction for some garage signs
nine years ago, when he was 40,
opened his eyes to automobilia.
The rest is quite literally history.
“Automobilia is a popular hobby,
fuelled by an interest in classic
motoring and the baby-boomer
generation revisiting past times,”
says Beale. “Fortunately, thanks to
my other business interests, it’s not
my main income, which is why I can
do it for pleasure. Do it purely for
money and you may come unstuck.”
Me? I’m going to collect the other
five oil jugs in the Castrol series, all
of them originals – although those
replicas would be a lot cheaper… L
H O W M U C H T O PAY
He may collect and sell automobilia
for pleasure, but here are Matt
Beale’s top tips for pieces that
have investment potential, on a
budget of £1500.
O Shell petrol pump globe:
£500-£800.
O Oil jug: about £30 each but
worth more if you collect the set
(one gill, half pint, pint, quart,
half gallon and gallon).
O Oil bottles: around £50 for pint
or two-pint bottles.
O Petrol cans: around £60, but the
rare copper ones are worth more.
O Signs: around £500 for some
of the choicest pictorial ones
and the most sought-after.
19 AUGUST 2020 AUTOCAR.CO.UK 47

Jim Holder spent a month running the new Mini Electric and to his surprise
discovered a car that, for a certain kind of motorist, really is as good as it gets
he Mini Electric is
the greatest car ever
T made. No, really, it is.
But only if you live in
a city, have a parking
spot connected to a charging point,
don’t cover more than 45 miles in any
given direction and are willing to pay
anywhere between £25,000-£30,000
for the privilege of owning a three-
door supermini, albeit one with near-
hot hatch levels of performance.
But I really do mean what I say:
for a niche of people – maybe a very
small niche of people – the Mini EV
is the answer to all their questions:
intoxicatingly desirable, neck-
jerkingly rapid, with a lashing of the
brand’s self-declared go-kart-like
directness, blessed with a hint of
48 AUTOCAR.CO.UK 19 AUGUST 2020
A HOME RUN
sporting prowess (albeit slightly let
down by a weight-induced desire to
push on if you really try) and oh so
cheap and easy to own, thanks to
running off the plug. If all my stars
aligned, I would buy one in the blink
of an eye as a second car and, based
on what I’ve learned over the past
few weeks and hundreds of miles,
probably never look back.
So the question that you
really have to ask yourself
before buying is not
whether you will
enjoy it – because
all but anyone
shopping on the
most focused edges
45,000
The number of people
of hot hatchdom and across Europe who pre-
beyond should – ordered a Mini Electric
but how well it will fit into your
life. This largely boils down to just
three things: whether you want a
supermini, will pay the price (which
surely most will swap for a monthly
lease of about £250) and can live with
the 110 miles of real-world range I
squeezed from it on a good day or the
80 or so that it proffered on a long,
slightly bum-clenched motorway run
on a miserably wet and cold day.
Before you shudder,
please remember that,
for most people most
of the time, this will
be enough, even if
you don’t realise it.
Driving statistics
are well recorded
and prove beyond
doubt – or, in many cases, our own
perceptions – that the Mini’s range
will meet most needs. Yes, there were
days I left the Mini at home. But when
I took it out, not once was I let down,
even if there were a few moments
when my unfamiliarity prompted
a bead of sweat on my brow.
Will everyone agree? No. And
that’s why I strongly suspect sales
will be slow as a result; as sluggish
take-up of the first-generation Nissan
Leaf and Renault Zoe showed,
this sort of range has never been
reassuring enough to guarantee a
stampede of interest (especially when
the aforementioned rivals now offer
twice the range for much the same
price). But for some people, if not you,
unquestionably it will be just fine.

So let’s suppose you can get over
the limitations (and if you want
to own a premium electric car,
you might have to for a good few
years, such is the reality of the cost
differential between a battery and
motor and an engine). Maybe you just
don’t drive far every day. Or maybe,
like us, you live in or around the
edges of a big city, commute 20 miles
on a big day and travel maybe 40 to
see friends every so often. Maybe,
also like us, you own a second,
engined car, which is always there
to get you where you need to go on
the few occasions you need more.
Or maybe even another electric car –
like a Tesla, Hyundai Kona Electric
or Kia e-Niro – that will do 250
miles, or a plug-in hybrid. If all these
things describe you, you’re free to
rate the Mini not in the isolation of its
strengths of weaknesses but rather
the totality of how it fits into your life.
And then you will discover that, in
Range of around 100 real-
world miles is more than
enough for daily driving
Driveway charging will be a deal-breaker for prospective owners
execution, the Mini is near-flawless,
if at times a little puzzling. What it’s
short of, you would expect a Mini to
be short of. Space and practicality are
inevitably high on that list, although
we did bobble around as a tall family
of four easily enough. What it has,
more strikingly, ranges from the
charming good looks through to the
ease that comes with driving such a
compact car, plus what has always
been an interior that makes every
time you drop into the low driver’s
seat feel like arriving at a party.
Mix in the design flourishes, from
the acid-yellow paintwork touches
through to the now hastily renamed
Corona three-pin plug wheels, and
you have a car that oozes appeal.
Unquestionably, the driving
experience is also something of an
occasion for the uninitiated. The
181bhp, 199lb ft electric motor comes
from the BMW i3s and is attention-
grabbingly rapid if you shove the ◊
MINI ELECTRIC DRIVE
Mini EV is in its element darting around the
city
THE MINI ELECTRIC OFFERS
SMALL CHANGE FOR LESS RANGE
Back in 2015, research company nigh-on the price that Honda and Mini
BloombergNEF estimated that are asking for 120 miles. Hyundai and
57% of the cost of the average Kia, meanwhile, offer a third more
electric car was for the battery. again for about 20% more money.
An engine, in contrast, was Which brands, if any, are making
typically around 15% of the cost. a profit on EVs remains to be seen,
However, battery prices are but if range is your benchmark, there
tumbling: the price per kilowatt-hour seems a wider chasm than ever
of battery capacity was estimated on value for money between the
by Renault – EV pioneer with the premium and non-premium offerings.
Zoe – to be £932 back in 2010,
whereas by 2018 it had fallen to
£144. It’s predicted to dip below
£81 by 2024. Chiefly, increased
lithium and cobalt supply – via more
mining – is credited with the drop.
The difficulty for the buyer,
however, is the varying strategies of
manufacturers. Renault and Nissan
can offer a 200-plus-mile car for
19 AUGUST 2020 AUTOCAR.CO.UK 49
 Prize parking
spots are a doddle
to get into

The youth approves

of our car’s bright
yellow flourishes

Emissions-free
lockdown transport
hit the spot

What’s your pleasure, a Mini EV or Tesla

Model 3?

What car better says modern Soho?

weight
Ice creams did little to help 1770kg gross
Mini EV will be a welcome addition to man
y homes

Iconic building, red

phone box, badly parked
Mini: yes, it’s London Eye-catching three-pin-plug wheels add intrigue

50 AUTOCAR.CO.UK 19 AUGUST 2020

 MINI ELECTRIC DRIVE
MINI ELECTRIC
Price £24,900 (after grant)
Engine Electric motor
Power 181bhp

` Torque
Gearbox
199lb ft
1-spd auto, fixed ratio

In execution, Kerb weight

0-62mph
Top speed
1440kg
7.3sec
93mph

the Mini Electric is near

Battery 32.6kWh
Range 144 miles
CO2, tax band 0g/km, 0%
Rivals BMW i3s, Nissan Leaf,

flawless, if at times Renault Zoe

a little puzzling
a

Maxing the Mini: hit the

spec sheet and the EV
soon becomes a £30k car

Δ throttle from low speed and with heroes remains some way down the more useful and weren’t so damned doesn’t suit everyone and isn’t
one of the sportier powertrain development line. expensive – I urge you try one capable or well-priced enough to
settings selected, although driving Yet these shortcomings aren’t and then come back denying take an automatic place on the
like this is, similar to being on the enough to undermine the opening that you’re somehow smitten. shortlist of even those who it does
motorway, a surefire way to gobble premise. The Mini Electric is a great Nobody will buy this Mini to appeal to. But times are changing
up range; a single surge takes car. It was intriguing to read Steve ponder the answer to a philosophical and, if you want to enjoy the ride,
anything up to five miles off the Cropley recently describe the Honda question but, after driving it, we may all have to accept that
indicator in the blink of an eye. E, surely one of its fiercest rivals, as a if you’re still wavering, I feel this is the price you have to pay. L
This, certainly, is a flaw, for while five-star car for desirability, wrapped reasonably strongly that it
enthusiastic driving has always come in a four-star package, undermined can only be because this is
with a penalty, there’s no escaping as here by its price and range. If a car that challenges a now
that here the 32.6kWh battery pack’s that sounds ridiculous – and I can ingrained expectation
range is to be cherished more than imagine eyes rolling as you rattle off that our vehicles should
petrol. It’s a pity, too, that the range examples of other things that would do everything all of the
indicator is inherently optimistic; be good if only they were just a bit time. The Mini Electric
you might do a mile for a mile in
free-flowing city driving, but you
lose rather faster than it thinks you
will pretty much everywhere else.
Here, still, Hyundai and Kia set the
standard, and EV makers the world
over would do well to understand the add up
significance of the confidence that Tax, fuel and congestion charge savings
comes with realistic range estimates.
Unlike in the i3s, power is
delivered through the front axle,
which is a possible contributor to the
aforementioned tendency to wash
out if you really push on. That Mini
hasn’t been able to overcome the
forces of physics (it records a 1770kg
gross vehicle weight that would
make Sir Alec Issigonis’s head spin)
should be no surprise, nor dent the
appeal for most owners, but it is a pity
that the sporty side of the promise
only goes so far and ultimately isn’t
entirely delivered on. In that regard, Trademark go-kart-
the Mini Electric is a reminder that style handling is
the dream of an electric hot hatch present and correct
that can match today’s end-of-era

19 AUGUST 2020 AUTOCAR.CO.UK 51

 Damien Smith
Six pages of news, insight and opinion from the world of motor racing
M OTO R S P O RT GT3 win at Oulton
R AC I N G L I N E S

was a first for both

Baldwin and O’Brien

BALDWIN ON THE BUTTON
Young gamer makes winning GT3 debut for F1 champion’s team
rivers
transitioning
D from esports to
real-world racing
is no longer a novelty, but
James Baldwin’s story still
stands out as remarkable.
Little more than a year
ago, the 22-year-old from
Buckinghamshire ditched
studying for an engineering
degree to become a full-time
professional sim-racer. This
month, he made his real-
world GT debut, driving a
McLaren 720S GT3 in the
super-competitive British GT
Championship – and, paired
with Michael O’Brien, won
first time out at Oulton Park.
“It was insane, most
unexpected,” says Baldwin.
“Sure, the luck went our way,
but we were on the pace.
The first time I met Michael
was just two weeks ago for
a shakedown test, and we’re
getting along just fine so far.”
GAM I NG AS A CARE E R
Baldwin did some karting
as a child and tried Formula
Ford 1600 in 2015. “We did
two tests and two races that
cost £15,000, which is a lot of
money to the average family,
so we stopped,” he says.
He turned to online racing
and became so accomplished
that it would turn into his
profession. How does that
happen? “It’s quite a rarity at
the moment,” he says. “There
aren’t many who are full-
time. There are a couple of
championships in the esports
racing world, one of which is
the official Formula 1 series.
Most of the contracts with
F1 teams are paid, so it is
a feasible job. I was with
Alfa Romeo last year, and
that allowed me to throw in
the towel on engineering
and focus on esports.”
The next big break was
winning the World’s Fastest
Gamer competition in the
US last autumn. This was 10
days of online and real-world
action in front of a judging
panel led by former F1 and
Indycar hero Juan Pablo
` the most part, you do what
Mostly, you do what you would in a
sim. The core skills are the same –
except there’s no room for error
a I’m sure he’s going to come to
Montoya. The prize was a
contract with the Jenson
Team Rocket RJN squad,
which is co-owned by 2009
F1 world champion Jenson
Button, with an ambition to
race in the European-based
GT World Challenge, but
the coronavirus scuppered
that plan. Still, six rounds
of British GT is a fantastic
platform for Baldwin to
showcase his ability.
A DOSE OF REALITY
The Oulton Park result
stood out because, no
matter how much sim-
racing technology has come
along, you would think that
racing and winning in an
all-too-real and expensive
McLaren at one of the UK’s
most challenging circuits
must have been daunting.
“I had driven it at Paul
Ricard before lockdown,
PATRICK GOSLING
but at Oulton everything
felt amplified and faster,
because the barriers are right
next to you,” says Baldwin.
“Every morning before I got
in the car, I felt nervous, but
once you get in, you feel so
connected, you just know
what it’s going to do next.
It’s really enjoyable to
drive, so now there’s
no need to be nervous.”
What about the physical
sensations that a simulator
can attempt to replicate
but not yet match? “The
physicality is different,”
he admits, “especially
pushing the brake pedal,
because you need 120bar of
pressure in heavy braking
zones, which is quite hard.
“At Paul Ricard, I was
hitting 80bar, then at Oulton
I was hitting 100bar, so I’ve
improved. The heat, even
the smell inside a car, that
can throw you off. But for
you would in a sim. The core
skills are the same – except
there’s no room for error.”
Has he met Button yet?
“No, but I’ve been interacting
with him over social media.

Baldwin became
the World’s Fastest
Gamer last year
some rounds later in the
year and he’s quite involved
[with the team] behind the
scenes. It would be nice to
get some advice. You couldn’t
hope for a better coach.”
JOHNNY HERBERT
RETU RNS TO F1!
Johnny Herbert is planning
an unlikely return to
Formula 1 this weekend at
the age of 56. But the three-
time grand prix winner
hasn’t finally lost his marbles
(well, not all of them). Instead
of taking on Lewis Hamilton
and Max Verstappen, he
will be lining up to race a
40-year-old Ensign N180B
in the Masters Historic
Series at Brands Hatch.
The guest appearance is
to promote a new scheme
run by the National Centre of
Motorsport Engineering at
the University of Bolton that
encourages its students to
gain hands-on experience
of running a racing car.
Herbert has already
tested the Ensign, which
was an F1 backmarker in
1981, but it should allow
him to be competitive this
weekend, at a circuit with
which he has a long and
bittersweet association.
The Essex-born driver’s
Formula Ford Festival win
at Brands in 1985 set him on
the path towards F1, only
for a devastating Formula
3000 accident at the Kent
circuit three years later to
leave him with horrific foot
injuries. Herbert’s recovery
and subsequently successful
racing career is the stuff
of British racing legend,
although he would surely
have won a great deal more
if he had never suffered that
shunt. To see Herbert back at
Brands at the wheel of an F1
car, albeit one that predates
his own time at the top, will
be something special.
O P E N S E A S O N AT
D O N I N G T O N PA R K
The days of ‘run what you
brung’ Formule Libre racing
will be revived this weekend
by the British Automobile
Racing Club with the launch
of an open-to-all-comers
sports-and-saloon car racing
initiative at Donington Park.
Two 20-minute races will
be held for racing sports
cars and saloons, from any
championship run by any
club, with a class structure
decided by competitors
declaring a minimum
anticipated lap time as a
means to encourage them
back to the tracks following
the lifting of pandemic-
induced restrictions.
Back when he sold
adverts in Autocar, Derek
Redfern always tended to
get his own way, and he has
done it again with an idea
that he has been punting
around among friends for
years. Well done, Derek.
It should be terrific fun.
Herbert drove in F1
from 1989 to 2000,
winning three races
MOTORSPORT
N E WS R O U N D - U P
Verstappen triumphed
at Silverstone; Formula E
concluded in Berlin (below)
Max surprised by
anniversary gift
Max Verstappen has admitted
that he didn’t see his stunning
70th Anniversary Grand Prix
win at Silverstone coming. The
Red Bull driver took advantage
of the pace-setting Mercedes-
AMG team’s tyre issues in the
hot conditions to snatch glory
in his 106th Formula 1 race – in
which he passed father Jos to Team BMW 3 Series saloons. Techeetah team also secured
become the most experienced Oliphant’s team-mate, Colin the teams’ championship for
Dutch F1 driver in history. Turkington, took his second the second season running.
win of the season to extend
Another season at his points lead ahead of this Indy team lands out-
Mercedes for Bottas weekend’s visit to Oulton Park. of-this-world sponsor
Valtteri Bottas will remain at Unusual motorsport
the Mercedes-AMG F1 team Félix da Costa delights sponsorship deal of the week:
next season after extending his DS with Formula E title Ed Carpenter will be backed
contract. The Finn has raced for António Félix da Costa secured by the new United States
the German squad since 2017, the 2019/2020 Formula E Space Force for this weekend’s
scoring eight wins and finishing drivers’ championship with a Indianapolis 500. The newest
runner-up in the championship strong showing at the season branch of the US Armed Forces
to team-mate Lewis Hamilton finale in Berlin. The Portuguese is sponsoring the three-time
last season. Hamilton remains racer won the first two of the six Indy 500 polesitter, team
in talks over his contract, which races held at Tempelhof airport owner and driver to promote
expires at the end of this year. and clinched the title with two “STEM [science, technology,
to spare, thanks to a second- engineering and mathematics],
No fans at Le Mans place finish behind team- teamwork, speed and
This year’s 24 Hours of Le Mans mate and 2018/19 champion competition”. Insert jokes
will be held without spectators, Jean-Éric Vergne. Their DS about rocket starts here.
due to the pandemic. The iconic
endurance race was postponed
from its traditional mid-June
date until 19/20 September,
and now organisers say plans
to admit a small number of fans
created “too many question
marks regarding health and
safety”. More than 250,000
people attend the race usually,
including around 25,000 Brits.
BTCC boost for BMW
Tom Oliphant claimed his first
BTCC win recently at Brands
Tom Oliphant took
Hatch – and scored the 300th
his first BTCC win
podium for the West Surrey
at Brands Hatch
Racing squad that runs the
19 AUGUST 2020 AUTOCAR.CO.UK 53
 NATIONAL SCENE E S TA B L I S H E D 1 8 9 5

Mountain madness
8 November 1980
WHAT’S THE TOUGHEST
Restorer Rick Hall rally on the planet? The
drove Sir Stirling’s answer is surely the Dakar.
1956 Maserati F1 car But how about the most
hardcore in Europe? Well,
in 1980, we nominated the

Moss celebrated at Aintree

F1 car laps old circuit on 65th anniversary of famous British GP win
Rallye des Cimes in France.
Held up in the Pyrenees
since 1951, it’s an amateur
event but definitely not for
amateurs. “It’s organised
in the true spirit of cross-
country events, rallying

M
ost people associate The 1955 race, on 16 July, 1960s as Brands Hatch and substitute, as restorer Rick in terrain where you’d get
Aintree with horse was the first British Grand Prix Silverstone became the homes Hall completed three laps in out and walk if you had the
racing and the annual to run at Aintree and was won of the British Grand Prix. the Maserati 250F that Moss sense,” we summarised.
Grand National by Moss from Mercedes team- Aintree was left increasingly drove to victory at Monaco in There were even parts
steeplechase, when horses mates Juan Manuel Fangio and to the horses as the sprawl of 1956. With a police motorcycle where seatbelt use was
and their jockeys are pitted Karl Kling. More than 100,000 Liverpool gradually surrounded escort, he toured the original advised against so that
against notorious fences such fans packed in that day and it, although the shorter Club three-mile track, which now you had a chance of being
as Becher’s Brook. Yet this cheered themselves crazy as circuit remained active for involves two crossings of the thrown clear of your car if
venue in the outer suburbs of Moss headed Fangio over the national events until the 1970s public Melling Road. it went tumbling down…
Liverpool also has a significant line in a formation finish. and is still used sparingly for The fact that the old circuit “The collection of nearly
motorsport history, and a few Although British drivers had speed events and track days. is no longer complete and 60 vehicles truly reflects
dedicated souls are working to won grands prix before the war, However, the memory of even partially obscured by the French enthusiasm for
keep that legacy alive. and Mike Hawthorn had won those heady days in the late grandstands at Tatt’s Corner the sport”, the favourites
Back in 1955, the grand prix in France in 1953 and Spain in 1950s and early 1960s remains prevents any serious use. being Porsche-engined
circuit laid out in and around 1954, this was the first win for strong, and the Aintree Circuit However, Mike Ashcroft from buggies, so powerful and
the race course was the scene Moss and the first home victory Club is keen to keep Aintree’s the Aintree Circuit Club is light they could get away
of one of Britain’s most famous since the formation of the F1 racing story alive. So, on eager to keep the flag flying. without four-wheel drive.
races, when home-grown hero World Drivers’ Championship in 16 July this year, 65 years He is hopeful of staging a Others included military
Stirling Moss scored the first 1950. It was one of the results to the minute, Aintree again more ambitious celebration of jeeps, sports-car-engined
Formula 1 World Championship that confirmed Moss as a echoed to a racing engine as Aintree’s motor racing heritage Land Rovers, a Lada Niva
British Grand Prix victory for a British sporting hero. a period F1 car was flagged and has had an encouraging and a Mercedes G-Wagen.
British driver. His preference This was the first of away from the start line of response from race course “Day one was typical: six
for racing British cars is well five British Grands Prix to the original grand prix circuit. owner The Jockey Club. stages varying between
known, but his breakthrough be held on Merseyside, but its Sadly, it wasn’t a Mercedes So the Aintree motor racing two and six miles in length
win came as part of Germany’s brief time in the motor racing W196 as driven by Moss in 1955, story might not be over yet. over the hardest terrain.
mighty Mercedes-Benz team. spotlight was fading into the but it was a very acceptable PAUL LAWRENCE Hard rocky tracks, muddy,
rutted tracks, endless
climbs up steep, slimy
HOW Formula 1 Drag MOTORSPORT GREATS and mossy slopes, tricky
manoeuvring through
IT MONTJUIC PARK
WORKS Reduction System forests and flat-out blasts
across bumpy, bracken-
covered moorland.
“The buggies tear along
‘Dirty air’ is a dirty problem for Formula 1 and has been Set on a hill to the south-west at 60mph and 70mph and
ever since the power of downforce was first harnessed of Barcelona city centre, this the accidents tend to be
by aerodynamic inverted wings in the 1970s. Turbulence elegant wooded park proved spectacular. There have
makes it difficult for F1 cars to follow each other closely, an unlikely but spectacular been fatalities and drivers
making overtaking difficult to the point of impossible at venue for the Spanish Grand have been known to lay
some tracks. So a ‘flappy’ rear wing was introduced in 2011, Prix. Montjuïc shared the race injured for long periods.”
allowing the following driver to open their settings, reduce with Jarama, hosting it four times between 1969 and 1975. Just 37 cars survived to
aerodynamic drag and thus increase straight-line speed. Spectacularly fast, barrier-lined sweeps combined with a the end of the second day.
Drivers can active DRS only when running within one tighter section to create a demanding street course already Jean Aguerre won, while
second of the car in front, on certain points of the circuit, outdated by its danger 50 years ago. The final grand prix in Brit Alvin Smith finished
PAUL LAWRENCE

during periods when the race director allows it. The system 1975 was overshadowed by an argument about safety and fifth behind the buggies in
has increased the number of overtakes during F1 grands then a crash that killed five people. The race was stopped and Rangerider: a shortened,
prix, if anything making it too easy, and remains an artificial half-points were given, with Lella Lombardi – the only woman stripped Range Rover with
solution to a fundamental problem for winged racing cars. to score in the F1 World Championship – earning 0.5 for sixth. a rear-mounted 4.4 V8.

54 AUTOCAR.CO.UK 19 AUGUST 2020

 Fernando
Alonso will have his
third crack at winning
the Indy 500 this year. The
double F1 champion battled
for the lead in an Andretti
car in 2017 but failed to
qualify in his McLaren
entry last year.
Harvey (left) started on
the front row in this year’s
Indy road course race
An Englishman
in Indianapolis
From Lincolnshire he may be, but Jack Harvey has made America home. He discusses
his first full Indycar season with James Attwood ahead of this weekend’s Indy 500
teeped in tradition and attracting
around 300,000 spectators each
S year, the Indianapolis 500 is rightly
known as ‘the greatest spectacle
in racing’. Or, as Indycar racer
Jack Harvey describes it, “a next-level shindig”.
Well, you can take the man out of Lincolnshire…
Harvey, 27, may still use the occasional phrase
that reflects where he grew up, but he has been
a racer in the US since 2014 and is focused firmly
on creating a career there. This weekend, he’s set
to compete in his fourth Indy 500 and his first as
a full-time Indycar Series driver. And the spectacle
of the 500-mile oval race is a key part of that.
“The first time I went to the 500, I wasn’t racing,
but it was just amazing,” recalls Harvey. “I had
never seen that many people in one place, never
seen that many people excited for what was about
to come. Understanding what the 500 represents
to Indianapolis as a city is mindblowing. I know
what this race means to the motorsport world,
but seeing what it meant to the community was
something else. It sounds cheesy, but there were
goosebumps. I’m British, but when they played
the American anthem, I was almost choked.”
This year’s Indy 500 will predictably be a very
different affair, due to the pandemic. First, it
has been postponed from its traditional late-May
date until August, a move initially made by circuit
owner Roger Penske in the hope that fans could
attend. But as the coronavirus continued to spread
in Indiana, attendance was capped first at 50%
capacity, then 25%. Finally, the decision was to
run the event without fans, potentially robbing
it of much of its pomp, tradition and atmosphere.
“It’s just so 2020, isn’t it?” says Harvey. “The
thing that’s cool about the 500 is the tradition.
But in a year like 2020, you can’t be rigid, in a
way. You have to be flexible, and everybody at
the speedway has made the most of an extremely
MOTORSPORT
Harvey, 27, is gearing up for his fourth Indy
500 outing
difficult situation. It’s going to be as different as
different can be. However – and it’s a big however
– it’s still the Indy 500, it’s still one of the biggest
races in the world. If you won, when you looked
back, it wouldn’t matter that you won it this year.
You would celebrate a win the same way.”
Harvey, like everyone in the Indycar paddock
and the wider world, has become accustomed to
having to adjust his plans in 2020. The irony for
his Meyer Shank Racing team is that this was the
first season they had entered with the certainty
that they were going to contest a full campaign.
Having won the British Formula 3 title in 2012
and battled for the GP3 Series crown the following
year, Harvey found further progress towards
Formula 1 hamstrung by his budget so made the
INDYCAR.COM
switch Stateside. He finished runner-up in the
Indy Lights feeder series in both 2014 and 2015
with the Schmidt Peterson Motorsports team but
found himself on the sidelines the following year. ◊
19 AUGUST 2020 AUTOCAR.CO.UK 55
 Two more Brits will
During this year off, he built a do the 500 this year.
relationship with sports car team Max Chilton is entering it
boss and racer Michael Shank and non-oval Series races
and grew it into a one-off Indy for Carlin, while Ben Hanley
500 drive in 2017. “It wasn’t the will drive for Dragonspeed.
intention to race with Michael that Britain’s last winner was
year, but we bonded really well and Dario Franchitti
I sold him on it, and he really bought in 2012.
into it,” Harvey says. He then added two
late-season outings for Schmidt Peterson.
In 2018, Harvey took part in six races for the
Meyer Shank team, whose Indycar effort was
run by Schmidt Peterson, before contesting 10 of
the 17 Indycar Series races last year. That was a
precursor to a full-time deal for this year and next.
“It has been a slog,” admits Harvey. “It has been
a progressive journey, and one that has always
been heading in an okay direction, but it has taken
longer than anticipated.” However, he adds that
the deliberate progress was in part planned.
“The last few years have been pretty
methodical,” he explains. “We felt building a
foundation with a team and with our partners,
by doing two partial seasons and trying to
generate momentum and create something for
long-term, was better than trying to do one season
and pinning everything for it. We’ve waited a long
time to be in this position, so trying to force it
over the line felt like the wrong thing to do.”
Meyer Shank has also for this season switched
its technical partnership from Schmidt Peterson
to the powerhouse of Andretti Autosport, whose
line-up includes 2012 Indycar Series champion
Ryan Hunter-Reay and 2016 Indy 500 winner
Alexander Rossi. Harvey’s car is effectively run
as an extension of the six-car Andretti operation –
a massive boost to his development.
“Our car is one of their cars, basically, so we can
go to the track and be competitive week in, week
out,” says Harvey. “Everybody shares data, so
there’s lots of information to draw on and look
at. Sometimes it’s so hard, because there’s just so
much information to look at. The opportunity to
learn is really high: no matter how quick you are,
you’re never the fastest driver in every corner.”
That learning, along with Harvey’s growing
experience, has been reflected in the pace he has
managed this year, if not his results. Harvey has
shown genuine pace, qualifying second on the
Indianapolis road course and at Road America.
He ran third at the Indianapolis Grand Prix
before an unfortunately timed caution period
shuffled him down the order, and later a brake
failure put him out of fifth place at Road America.
Still, two seventh places at the Iowa Speedway
short oval – a track type on which Harvey still In the pink: Harvey’s Meyer
lacks form – showed real promise. “That has given Shank team has been boosted
us the confidence we can do it on all the tracks by Andretti Autosport alliance
North America has to offer,” he says. “Everything

is ticking away and heading in a nice direction.”

While numerous British drivers have competed
in Indycar in recent years, following the path
set by Indycar Series champions and Indy 500
winners Dario Franchitti and Dan Wheldon,
Harvey is the only one racing full time in 2020.
Of course, this has been no ordinary season.
The pandemic has resulted in the Indycar Series
calendar basically being thrown into a blender,
with championship bosses scrabbling to pull
together a schedule as states suffer varying
levels of coronavirus outbreak and impose
differing restrictions. Events have been moved,
altered, axed or postponed; shortly after Autocar
talked to Harvey, a double-header of races at
Mid-Ohio was postponed at the last minute.
Having battled for years to enter a season
Harvey made Indy 500 with the certainty of a full schedule, Harvey
debut in 2017, a race has had to face complete uncertainty. “We’ve
won by Takuma Sato worked from the start of 2017 to finally go full
time, we make it happen, we’re all excited and

56 AUTOCAR.CO.UK 19 AUGUST 2020


`
The opportunity to learn is really high: no matter how quick
you are, you’re never the fastest driver in every corner
a
ced uncertainty
Harvey is unfazed by the pandemic-indu
suddenly we get this and it’s ‘wait, what?’,” he says. says. “Suddenly I’m going to the track on my own,
But he believes that the uncertainty could play to which sounds goofy for a 27-year-old to say, but
Meyer Shank’s advantage. “Some teams are used
to doing it full time, they understand the schedule
and the rhythm and momentum and it builds, and
that’s great,” he says. “But we’re used to being part-
time and having gaps and breaks in our schedule:
we’re used to doing three races, then having a
month or several off. So this is a team that can
find a half-step between part time and full time.
“The other positive we haven’t had before
is that, whether it’s eight weekends or 14 and
whether they’re double-header races or not,
we know we’re going to every test and every
race. It gives us a cup-half-full approach.”
Harvey used the pandemic shutdown to
focus on his personal development, but he
admits the international travel restrictions
have been challenging. While he now lives in
Indianapolis, his parents are still in Lincoln.
“My dad usually comes to most races,” he
my dad is a big part of my support team. But the
virus has been hard for everybody: it’s scenarios
and situations that have never come up before.”
Scenarios such as the Indy 500 running in
August and in front of empty grandstands. It will
be a new experience for everyone. But it will still
be the Indy 500 and, on recent form, Harvey has a
real chance of a strong result. Could he somehow
score a victory? Fans or not, “to win the Indy 500,
given what it means to the motorsport world and
the Indianapolis community, you would be part
of history, a legend”, he says. Should that happen,
you can definitely expect a next-level shindig. L
MOTORSPORT
W I N N E R S A LWAYS M I L K I T
The Indianapolis 500 is packed with enduring
traditions, and perhaps the most famous is the
celebratory drink offered in Victory Lane. Forget
champagne: winners here get a bottle of milk.
The tradition was accidentally sparked by Louis
Meyer, who asked for a glass of buttermilk to cool
down after his victories in 1933 and 1936. Seeing
a photo in a newspaper and mistaking Meyer’s
drink for milk, a local dairy company started
providing the race winner with a bottle of milk.
The Indiana Dairy Association now offers
drivers a choice of skimmed, semi-skimmed or
whole milk – and Jack Harvey reckons that it
wouldn’t be a tough decision to make. “That’s
easy: whole milk, no messing about,” he says.
Mind you, it’s not always such a simple choice.
Brazilian Emerson Fittipaldi sparked a diplomatic
incident in 1993 when he spurned milk for a glass
of orange juice to promote the grove he owned.
When he appeared at the 100th Indy 500 in 2016,
he was still jeered by a section of the crowd.
INDYCAR.COM
19 AUGUST 2020 AUTOCAR.CO.UK 57
 YO U R V I E WS WRITE TO
autocar@haymarket.com

Faster than Clark

I read with interest David Baillie’s
letter in the 10 July issue. My father
is of the ‘certain age’ referred to – so
certain, in fact, that he participated in
the Autopoint event, competing in a
Steyr-Puch Haflinger for the London
Motor Club against the Army Driving
Club. The opposition included F1
champion Jim Clark, who drove a
‘Twinny Mini’. The record books
will show that the Haflinger beat
Clark in the capable hands of Dad,
who still proudly owns a Haflinger!
Mike Dixon
Via email
Deutschland über alles
Regarding the letter from Dr Ansar
Khan concerning the limited options
for the Mercedes-Benz GLB (24 June),
I would advise him to take his order
to Mercedes in Germany, where the
options list is as long as your arm,
including so many colours and trims.
I imagine the reason Mercedes UK
simplifies the options list is to cut
down on the administrative work
and, most of all, the cost. It should
be up to the buyer to decide, though;
after all, the customer is king!
If you order from Mercedes
Germany, not only are you able to
order all the options you want but
you’re also able to pick up your
car at the factory in Stuttgart with
hotel accommodation thrown in.
Sandeep Malhotra
Via email
A good point, although left-hand drive
is surely too large a compromise? – KC
Credit where it’s due
I desperately want to see Aston
Martin thrive. I enjoyed reading your
open letter to new boss Tobias Moers
(‘Dear Tobias’, 29 July) but disagree
that reform or even replacement of
the dealer network is necessary.
Not so long ago, I operated as head
of sales for two successful Aston
Martin franchises. Despite a large
proportion of the network under the
management of large dealer groups,
the turnover of sales and service staff
within this network is low, in turn
giving customers stability. These
LETTER OF THE WEEK
Time is up for dirty diesels, says Mike
Get them off the road
I have to disagree with Robert Ayre’s
comments (Your Views, 8 July). The
pool of older diesels may be declining,
but they still constitute a significant
threat to human life, which is well
worthy of moral outrage.
The other point is that while
modern diesel cars do indeed emit far
less NOx than their predecessors, this
is reliant on the various devices fitted
WIN to ensure this. As is well known, once
Nobody’s perfect Letter of the week
wins this ValetPRO
exterior protection
cars are out of warranty, these items
aren’t always replaced or serviced
Loren Nikolovski did an effective piece of Land properly, thus emission standards are
and maintenance kit
Rover-bashing (Your Views, 15 July), and similar no longer met. The sooner this foul
worth £48
comments have appeared in Autocar before. fuel is no longer in use, the better.
While I grant that Land Rover has had important Mike Butler
issues with reliability in the past, and may still Exeter
have some, such attacks can possibly convey
that other makes are totally without fault. Whose car is it anyway?
I spent just over 30 years in the motor trade, There were a number of references
exclusively with franchised dealers, giving me in the 8 July issue to ‘subscription
first-hand experience of Mercedes-Benz, Audi, services’ and ‘on-demand’ upgrades,
Volvo, Rover and, yes, Land Rover. None of the which seem to be a version of the
manufacturers listed produced a perfect product, business model that has been used
although some made a better fist of it than others. by software vendors for many years.
Selecting Mercedes-Benz, I sold the product during For those who lease or finance a
the days of the much-venerated W123, W124 and R107, car, I can see that paying an extra few
yet from time to time I was still confronted with an angry customer quid per month to keep the heated
complaining: “I didn’t buy a Mercedes for this to happen.” seats working may not be seen as
Moreover, throughout my time in the trade, I noted the media seemed untoward. However, some of us still
to have a blindspot on poor reliability of foreign cars. Perhaps it’s a unique buy our cars, and then the situation
British characteristic to knock one’s own products more actively? is rather different. I can’t be the only
On retirement, my company car had to be replaced by one purchased one who will object to shelling out,
with my own money. I chose a nearly new Skoda Octavia in view of its say, £50,000 only to be told there is
good value and reputed reliability. Sadly, it spent an inordinate amount a monthly fee to pay if I want the car
of time at the local Skoda dealer, having one problem after another fixed. to actually work. Unless, of course,
I was at the garage so frequently that I hardly felt like I had left the trade.
Shortly before the Octavia’s warranty expired, I bought a new BMW. Aston Martin has
This has been better but, disappointingly, still not 100%. But then, as an superb retailers,
old boss once reminded me: “The perfect car hasn’t been invented yet.” according to Ali
Jeff Loomes
Hartley, Kent

individuals, along with their heads rectify customer issues personally.

of business, deliver on the whole a
passionate and personalised service.
I also speak from experience
that Aston Martin were one of the
most pleasant and customer-centric
manufacturer partners I have had
GETTY IMAGES
So, Tobias, as well as a superb
line-up, an enviable brand, key talent
and a loyal, passionate customer
base, utilise your excellent network
of dealers, their impressive, recently
improved facilities and their faithful

the pleasure of working with as committed staff in your turnaround

a retailer. I regularly witnessed of this incredible marque.
Why not order directly from Germany? key senior management from Ali S
the company take ownership and Via email
58 AUTOCAR.CO.UK 19 AUGUST 2020

the manufacturer will credit me a fee
every month if I turn off all the stuff
I don’t want or need, such as lane-
departure warnings, flashing brake
lights and ‘enhanced’ engine noise.
Maybe it’s just another opportunity
for the ever resourceful aftermarket.
A one-off fee for activating all the
extras in perpetuity sounds good to
me, but less flippantly and on a wider
note, whose car is it anyway? I’ve
paid for it, so why should I allow the
vendor any access to it in any way at
all? My suspicion is that I won’t get
any choice in the matter…
Bill Gysin
Via email
Disgrace to the profession
Matt Prior’s point about how you
sell being important (Tester’s Notes,
15 July) reminded me of my ageing
father’s experience. He has always
loved big fast saloons, but stiffening
joints and growing grandkids
suggested something taller with
easy access to the rear seats. He did
careful research, chose a model and
trotted off to the dealer. They were
too busy (indolent?) to extract their
one example from the showroom
to let him test but promised action.
None resulted and, after four weeks
badgering them, he bought another
big saloon from a rival dealer.
He was incandescent, not because
he didn’t get his chosen car but
because, as the export director of a
small multinational company, he
viewed the dealer as a disgrace to the
selling profession. They couldn’t be
bothered driving four miles to let him
try the car. He, in contrast, had just
made three arduous trips to Tokyo to
conclude one (admittedly big) sale.
Lindsay Tosh
Parkgate, Dumfries
Two too many
Max Adams recommended the six-
cylinder diesel in the Range Rover
Velar (‘Readers’ questions’, 8 July), but
how necessary is this in Guernsey?
The six also has a major disadvantage
over the four (I have a Velar 240D): it
need annual servicing. Land Rover
dealers seem to be working harder
and harder to justify their place in the
Driver Power rankings, so I prefer
the biennial servicing of my car.
Brian James
Via email
LETTERS
G R E AT R E A S O N S T O B U Y
NEXT WEEK’S ISSUE
The original car magazine, published
since 1895 ‘in the interests of the
O N S A L E 26 AU G U S T mechanically propelled road carriage’
EDITORIAL
Email autocar@haymarket.com
S P E C I A L F E AT U R E Editor Mark Tisshaw
Editorial director, Automotive Jim Holder
Editor-in-chief Steve Cropley
Managing editor Sami Shah
Editor-at-large Matt Prior
Deputy editor James Attwood
Deputy editor – digital Rachel Burgess
Deputy digital editor Tom Morgan
Road test editor Matt Saunders
Road testers Simon Davis, Richard Lane
News editor Lawrence Allan
Staff writer Felix Page
Junior reporter Will Trinkwon
Used cars editor Mark Pearson
Used cars reporter Max Adams
Chief sub-editor Kris Culmer
Group art editor Stephen Hopkins
Art editor Sarah Özgül
Designer Rebecca Stevens
Prepress manager Darren Jones
Senior photographer Luc Lacey
Photographer Olgun Kordal
Junior photographer Max Edleston
Senior videographer Oli Kosbab
Videographer Tej Bhola
SEO manager Jon Cook
Picture editor Ben Summerell-Youde
EDITORIAL CONTRIBUTORS
European editor Greg Kable
Future classics Used car correspondent James Ruppert
Senior contributing writer Andrew Frankel
Senior contributing editor Richard Bremner
Our special look at the greatest used cars Contributing editor Mike Duff
Motorsport editor Damien Smith
from the 1980s, 1990s and 2000s. Time to Senior consulting editor Tom Evans
Special correspondents Mauro Calo, Jesse Crosse,
book a meeting with your bank manager… James Disdale, John Evans, Colin Goodwin,
Hilton Holloway, Julian Rendell, Richard Webber
Special contributors John Bradshaw, Claire Evans,
C O M PA R I S O N R OA D T E S T Kiall Garrett, Giles Harper, John Howell, Steve Huntingford,
Jack Johnson, Peter Liddiard, Darren Moss, Allan Muir,
Will Nightingale, Doug Revolta, Louis Shaw, Alan Taylor-Jones,
Becky Wells, Will Williams, Neil Winn
MEDIA ENQUIRIES
Tel +44 (0)20 8541 3434
Contact Natasha Perry (natasha@performancecomms.com)
SUBSCRIPTIONS
Tel 0344 848 8816 Overseas +44 (0)1604 251450
Email help@autocar.themagazineshop.com
Contact Holly Skingle (holly.skingle@haymarket.com)
SYNDICATION ENQUIRIES
New A3 vs rivals Honda E Tel +44 (0)1962 867705
Contact Simon Fox (simon@foxsyndication.com)
Audi’s new family This year’s most LICENSING ENQUIRIES
Tel +44 (0)20 8267 5024
hatchback takes on charming and Contact Isla Friend (isla.friend@haymarket.com)
rivals from BMW distinctive car meets BACK ISSUES
Tel 0344 848 8816
and Mercedes-Benz our road testers Email help@autocar.themagazineshop.com
ADVERTISING
Classified +44 (0)20 8267 5365 Display +44 (0)20 8267 5541
EVERY WEEK Production +44 (0)20 8267 5814 Fax +44 (0)20 8267 5312
Director of sales and commercial partnerships Kate Hannam
Sales manager James Hunter
L O N G -T E R M T E S T USED BUYING GUIDE PRODUCTION
Tel +44 (0)20 8267 5561
Head of production operations Trevor Simpson
Senior production controller Lee Brister
MANAGEMENT
Managing director Rachael Prasher
Marketing director Darren Pitt
Publisher Charlene Harry
Publishing and events executive Lydia Banton
CONTENTS SUBJECT TO CHANGE
© 2020, Haymarket Media Group Ltd. Autocar, Motor, Autocar & Motor are
registered trademarks. Circulation enquiries: Frontline Ltd, 1st Floor, Stuart
House, St John’s Street, Peterborough PE1 5DD (01733 555161). Printed by
BMW 330e BMW Z4 William Gibbons, Wolverhampton. Registered as a newspaper with the Royal Mail.
Member of the ABC. ISSN 1355-8293.
The perfect company car? After six The previous Z4 was only so-so to No part of this magazine may be reproduced, stored in a retrieval system or
months with it, all you need to know drive, but it looks a good buy now transmitted in any form except by permission. The publisher makes every effort
to ensure contents are correct but cannot accept responsibility for errors or
omissions. Unsolicited material is submitted to Autocar entirely at the owner’s
risk; the publisher accepts no responsibility for loss or damage.
SUBSCRIBE autocar.co.uk/subscribe or see p34 With regret, competitions and promotional offers, unless otherwise stated,
are not available to readers outside the UK and Eire.
19 AUGUST 2020 AUTOCAR.CO.UK 59

VOLVO XC40 RECHARGE VOLVO S60
VOLVO XC40 RECHARGE T5
We’ve always been fans of Volvo’s smallest SUV. Is it even better as a plug-in hybrid?
FIRST REPORT
WHY WE ’ R E RU N N I N G IT
To discover whether a technology that
suits the car industry also suits drivers
t may look like any other
Volvo XC40, but the car
I pictured here is actually
a glimpse into the future.
Well, sort of. It represents both where
Volvo is now and where it’s aiming
to go. It’s a snapshot of a company –
and an industry – in transition.
The clue lies in its unwieldy
name: the Volvo XC40 Recharge
Plug-In Hybrid T5 Inscription Pro.
Let’s break it down. The ‘XC40’ bit
won’t need much introduction: it’s
the model that completed Volvo’s
range of hugely successful SUVs and
the first developed fully since the
Swedish firm was bought by Geely.
The XC40 has now been around
for a few years, and we’ve previously
run one as a long-termer; the reason
we’ve added another one to our fleet
60 AUTOCAR.CO.UK 19 AUGUST 2020
O U R CA RS F E AT U R E D T H I S W E E K
AUDI S5 SPORTBACK
is the ‘Plug-In Hybrid’ part of the
title. The addition of this powertrain,
combining a 178bhp three-cylinder
1.5-litre petrol engine with an 80bhp
electric motor, to the XC40 range
means that Volvo now offers a PHEV
version of every model in its line-up.
That leaves ‘Recharge’, and this is
the element that signals where Volvo
is going. The new sub-brand will be
used for every Volvo with a plug-in
hybrid or fully electric powertrain
(replacing the Twin Engine badge
previously used for PHEV models).
This is the first new car to use it;
the next will be the electric XC40
Recharge P8 later this year. Expect
to see a lot of Recharge models arrive
in the near future: Volvo has pledged
that, by 2025, half the cars it sells will
be electric and the other half hybrid.
Reaching that goal will involve the
firm launching a new EV every year
for the next five years, and it counts
on public demand for EVs growing,
charging infrastructure developing
and battery costs falling. But with
FORD PUMA PEUGEOT 2008 JEEP WRANGLER
EU emissions rules requiring firms SECOND OPINION
to cut their cars’ CO2 output, Volvo,
like others, is using plug-in hybrids to The XC40 remains my
plug the gap until that happens. premium compact SUV
In short, the XC40 Recharge Plug- of choice, led by its good
In Hybrid T5 Inscription Pro (we’ll looks and cemented by living with
plump for XC40 T5 from now on…) the petrol-powered T4 version for six
is very much a car designed for the
industry in 2020. It’s intended
for drivers who want some of
months last year. It’s pricey, and the
PHEV even more so, but I suspect
that many who favour an electrified
the benefits of electric power but powertrain in an upper-end car will
without some of the challenges an go for the T5. I can’t wait to try it. RB
EV presents. We’re out to discover
whether it’s successful in doing that.
We’re ramping up the degree of
difficulty a bit, too. Several of our
team who have recently run plug-in
hybrids, such as Andrew Frankel
with the Mercedes-Benz E300de and
Mark Tisshaw with the BMW 330e,
have the benefit of a 7kWh home
charger. Lately, I’ve split my time
between my house in Middlesex and
my family home in Somerset. Neither
has a home charger: my house is set
back from the road and has no private Crystal glass gear selector is decadent
parking, while my mum has so far
 The plug-in hybrid pow`ertrain is im
offering serene electric-only runn
pressive,
a
ing
XC40 is comfy,
relaxed and, in this
trim, quite luxurious
resisted requests to have a charger
stuck on the side of her house.
At one level, that means I’m not
ideally placed to get the best out of the
XC40 T5, but this is a challenge also
faced by many of the drivers who are
tempted by a step into electrification.
So, can you still get the best out of
a plug-in hybrid when keeping its
battery topped up relies on charging
from the mains at 2.3kWh and public
charging points? That’s going to be a
key question to consider for this test.
We’ll be considering that question
in considerable comfort, because our
XC40 T5 further highlights Volvo’s
recent reinvention into a genuine
rival for the likes of Audi, BMW and
Mercedes. The Recharge line is only
offered with Volvo’s higher-end trim
levels, and we’ve decided on range-
topping Inscription. And this wasn’t
just because that means it has an
Orrefors crystal glass gear selector,
something I have a soft spot for after
going to the factory to make one for
an Autocar feature last year. Honest.
As well as the fancy gear selector,
Inscription means our XC40 T5 gets
19in alloy wheels, leather upholstery,
wooden dashboard trim, a 12.3in
infotainment touchscreen and, since
this is a Volvo, just about every driver
assistance and safety system there is.
Plenty of options have been added,
too, including a 360deg camera,
a panoramic glass roof, a powered
tailgate, heated seats, a Harman
Kardon audio system, wireless phone
charging and tinted rear windows.
All this raises the cost of our car
from £42,305 to £48,255, and that
needs to be considered next to the
£25,295 base price for the entry-level
XC40, the three-cylinder petrol T2.
Even with the promised fuel and
tax savings offered by the plug-in
hybrid’s greater economy (with an
official economy of 134.5mpg) and
lower CO2 emissions, that’s a big
difference – and we’re going to need
some convincing that it’s worth it.
Early impressions are largely
positive: the XC40 is as comfortable
and pleasant to drive as I remember,
and the plug-in hybrid powertrain is
impressive, offering serene electric-
only running and a smooth transition
when the engine does have to kick in.
Less smooth, so far, is the slightly
ungainly sight of the charging cable
snaking out of the house from the
plug nearest to the front door when
I’m slowly charging the XC40 from
the mains supply. Clearly, it’s not the
ideal solution – but it is a reminder
that plug-in hybrids are something
of an interim technology. For Volvo,
the Recharge brand represents the
future – but we’ll be judging the
Recharge Plug-In Hybrid T5 by
how well it can serve us right now.
JAMES ATTWOOD
TEST DATA
V O LV O X C 4 0 R E C H A R G E
PH EV T5 I NSCRI PTION PRO
Price new £42,305 Price as tested £48,255
Options Xenium Pack (panoramic sunroof,
360deg camera, Park Assist) £1600,
Intellisafe Pro Pack (auto-dimming mirrors,
blindspot detection, Intellisafe Assist)
£1500, Convenience Pack (electric boot,
electric rear headrests, keyless drive, puddle
lights) £400, Winter Plus Pack (heated rear
seats, heated steering wheel) £300, Sensus
Connect and Harman Kardon stereo £550,
smartphone integration £300, wireless
phone charger £175, tinted windows £350,
Mode 3 charging cable £50, spare wheel
£150, metallic paint £575 Faults None
Expenses None Economy 61.4mpg
OWN ONE? SHARE YOUR EXPERIENCE
james.attwood@haymarket.com
PEUGEOT 2008
A fleeting return to normality calls for
instrument screen experimentation
MILEAGE 2898
WHY WE ’ R E RU N N I N G IT
To see whether Peugeot’s successful
formula translates to a small SUV
hat are you missing most
from your normal life?
W Meeting people, eating in
restaurants, cheering on
your football team, going abroad or
even just existing without needing to
stress about keeping ‘one metre plus’
from others, perhaps. Your commute?
Unlikely, but I’m yearning for regular
driving nearly as much as those other
things. And I miss those terribly.
My normal daily drive is a 140-mile
round trip from the Sussex coast to
work in Middlesex and back. And it
has now been six months since I’ve
visited a petrol station, for heaven’s
sake. This meant that a reason for
a visit to the office (I had run out of
material for Autocar’s two archive
columns, having gathered back in
late February what I thought would
be more than enough to outlast the
closure…) was received with delight.
Such little opportunity for
driving means the 2008 still feels
weird to sit in, with its low, oddly
shaped little steering wheel, but I
know that I must force myself to not
endlessly fiddle with the seat and
wheel positioning.
What I have been experimenting
LOVE IT
B LOCK Y ST YLI N G
It may be a crossover, but I secretly
admire the 2008’s strong lines and
careful detailing every time I see it.
LOATHE IT
U N NATU R AL FE E LI N G
I still really dislike the unusual
driving position that Peugeot’s
layout forces you to adopt.
with is the i-Cockpit screen (only
while stationary, I ought to add),
which offers several viewing modes,
selected via a roller on the wheel.
I had used Navigation the last time
I had driven, having the sat-nav map
as the priority and the speed tucked
away to the right. But for a motorway
drive I know off by heart, I settled on
Dials, which verges on conventional.
Another mode is Driving, which
shows a 3D digital model of the 2008
within its lane and highlights either
edge in orange if the lane-keeping
assistance system detects that you’re
straying too far from the centre,
before it intervenes with the wheel.
I don’t really understand why you
would need this, but then I really
don’t understand why anyone is
unable to hold a car within a lane…
There are also two Personal modes,
allowing you to pick what you want to
appear on either side of the screen via
a menu in the central touchscreen. It
took me several minutes to work out
that this is how you view the 2008’s
self-calculated MPG figure: you have
to choose the trip computer as one of
the custom viewing modes, else the
only efficiency information you’re
presented with is predicted range.
Impressive though the i-Cockpit
is, I found this frustrating after the
beautiful simplicity of the digital-
analogue-combination binnacle in
my previous long-termer, a Mazda 3.
KRIS CULMER
TEST DATA
PEUG EOT 2008 1. 2
PU R E TECH 130 GT LI N E
Price £26,580 Price as tested £28,080
Faults None Expenses None
Economy 42.7mpg Last seen 5.8.20
OWN ONE? SHARE YOUR EXPERIENCE
kris.culmer@haymarket.com
Screen was set up to
show trip computer
beside speed readout
19 AUGUST 2020 AUTOCAR.CO.UK 61
   


  

         
   
             
   
               
     
  
 
 

     
      


   


FORD PUMA
Is there a better car in which to lose yourself in rural Wales?
MILEAGE 540
WHY WE ’ R E RU N N I N G IT
To find out if the class-leading crossover
is as good to live with as it is to drive
pparently, you should
never rely on sat-nav
A to guide you to Aston
Martin’s new St Athan
factory. Of course, this useful bit
of information was relayed to me
only once I had reached the home
of the DBX (in the countryside not
far west of Cardiff) via a circuitous,
Google-calculated route that took
in all manner of ridiculously tight
and twisty Welsh country lanes.
They were the sort of exceptionally
narrow lanes – heightened by
dense, overgrown foliage – that
feature blind crests, sweeping
bends and frequent rutted and
broken surfaces. A fellow journalist
attending the same event made the
same navigational error and arrived
slightly white-faced, noting that he
was glad to have been driving an
SUV, given the rough roads, while
admitting it was a challenge to fit his
large machine down those lanes. His
comments perfectly encapsulated
why the Ford Puma I had arrived in
had been the ideal car for the journey.
In the compact car class, the
description ‘crossover’ usually
LOVE IT
D I G ITAL PU MA
A Puma graphic that appears when
the screen turns on sounds cheesy
but is pleasing in its execution.
LOATHE IT
G R I MY S PO I LE R
The Puma’s stylish rear spoiler
looks good but is also proving to
be a magnet for dirt and grime.
Looks like an SUV, drives like a supermini
suggests compromise. Sure, you can
have a dash of extra ride height and
more head room, but it will cost you
chunks of handling and composure
and won’t really add much in the
way of actually useful space. But
on my route to St Athan, the Puma
showed that it truly does mix the best
attributes of a hatchback with those
of an SUV with minimal drawbacks.
The Puma could attack the faster,
wider Welsh roads with the relish
that its Fiesta sibling would, with
similar direct steering, incisive
handling and remarkable poise.
Selecting Sport driving mode
stiffened the ride a bit to offer some
sporty relish and made it genuinely
enjoyable to steer round flowing
corners. That combined well with
Ford’s mild-hybrid-boosted three-
cylinder turbocharged 1.0-litre
petrol engine, which, when worked
at speed, is pleasingly responsive.
Honestly, at times on such roads,
I forgot that I was driving a machine
that would be classed as a crossover,
rather than a supermini. Until, that
is, I got to those narrower, bumpier
roads. Switch out of Sport mode and
the Puma’s modicum of extra ride
height really helped to smooth out
those lumps and bumps, maintaining
a welcome poise that inspired
confidence. And while this is
largely psychological, the slightly
higher driving position than
you would find in a hatchback
made me feel that I had a bit
more visibility on the narrow
roads – although it didn’t help
me to see round the blind corners
exacerbated by the overgrowth…
Once out of the woods, the bulk
of my journey was on faster roads,
and here the Puma also proved its
worth as a motorway cruiser, with
a poise and stability occasionally
missing in class rivals. That said,
the low-40s MPG it achieved was a
tad disappointing for an electrified
three-pot, especially as much of the
journey was spent trying Eco mode.
By way of a glowing effect, the
digital speedometer does offer some
advice on the optimum speed to
accelerate in order to maximise fuel
economy, although it’s hard to really
achieve in the real world without
exercising undue levels of restraint.
Clearly, extracting the best MPG
from the Puma will require some
compromise in terms of driving. But
that’s a trade-off I’m happy to make,
considering how few compromises
it requires for you to genuinely enjoy
driving it on challenging country
lanes. That said, if you do ever find
yourself heading to St Athan, trust
me: don’t rely on the sat-nav.
JAMES ATTWOOD
TEST DATA
FO R D PU MA 1.0 ECO BOOST
M H E V ST- LI N E
Price £23,340 Price as tested £25,140
Faults None Expenses None
Economy 42.9mpg Last seen 5.8.20
OWN ONE? SHARE YOUR EXPERIENCE
james.attwood@haymarket.com
OUR CARS
Volvo S60
MILEAGE 2557 LAST SEEN 22.7.20
My S60 T8 proved the ideal car for a
recent family holiday to Jersey. With
a maximum speed limit of 40mph,
there was no chance of deploying
its near-400bhp performance, but
its electric-only range of 25 miles
was enough for most trips on an
island that measures just nine by five
miles, while its smooth and silent
power delivery perfectly suited the
easygoing flow of local traffic. JD
Audi S5 Sportback
MILEAGE 1254 LAST SEEN 12.8.20
I use the S5’s mild-hybrid engine-
off coasting function on almost
every drive. As any hypermiler will
confirm, it’s much better to get up
to speed quickly and then coast than
continually accelerate slowly. I’ve
discovered that you can tell the S5 to
coast precisely when you want it to
by lifting off the throttle and briefly
pulling the upshift paddle. Handy. LA
Jeep Wrangler
MILEAGE 21,200 LAST SEEN 12.8.20
At first, I thought perhaps I was
just being very light-footed in the
Wrangler. But after 2000 miles, it’s
clear that I’m comfortably getting
32mpg from it – 3mpg better than
its official figure. Given that this
car wasn’t optimised for the WLTP
test cycle and that WLTP is meant
to be more realistic anyway, this
shouldn’t be a surprise, but it is. MP
19 AUGUST 2020 AUTOCAR.CO.UK 63
USED CARS What to buy, where to buy it and how much to pay
James RuppertTHE HIGH PRIEST OF BANGERNOMICS

A used Berlingo
offers a lot of cargo
space for the money

VAN-TASTIC CARS
A ‘van with windows’ means real practicality at a real-world price
here is a colossal amount
of snobbery when it
T comes to certain models,
as you probably know.
Apparently, you are an idiot if you
choose an SUV or if you want one
of those van-derived things from
France. SUVs might be objectively
daft, but subjectively they are slightly
practical, if average to drive. But even
more useful than an SUV is one of
those car-cum-vans with windows,
into which you can fit a fridge,
should you ever need to.
That’s where I’m coming from
today. A fridge isn’t that heavy but
Forte model with four previous
owners. That really caught my eye.
Obviously, other car-derived vans
are available, but I did find myself
looking at the Ford B-Max. This is
actually more of a handily sized MPV
than a scaled-down Transit Connect,
but you can pick up a 2017 1.0-litre
Ecoboost Zetec Navigator with less
than 40,000 miles for just £8795.
Rather than get distracted by a
2019 BMW 218i Active Tourer M
Sport automatic at £19,700, which is
` are vehicles that, you might presume,
far too much to spend on a Bavarian
van, what else is there? An imported
81,000-mile 2007 Mitsubishi Chariot
2.4 GDi automatic for £2000 could
be interesting, and with Mitsubishi
checking out of the UK soon-ish, it
couldn’t be more exclusive.
Then there is the Seat Altea, which
isn’t huge, but a Category N 2007
1.9 TDI Reference with a full service
history is yours for £1200.
Anyway, as well as vans with
windows, fridge-friendly vehicles are
also going to be estate shaped. These
you would be daft to buy these days.

W H A T WS TE
it is a tad bulky and easy to dent.
What you need, then, is a long, flat,
A tidy early-2000s That’s because the estate car is
supposed to be quite dead, except
ALMO T
B O U G HE E K
carpeted load bay. As I faffed about
with my vehicles and a tape measure,
Berlingo for £1000? that the used car market is absolutely
chock full of them. With that in mind,
THIS W an old dear turned up in a Citroën
Berlingo with a giant ice box she had
That caught my eye I think it will be worth spelling out in
a forthcoming week just what Volvos
loaded into the back. They’re just
brilliant and don’t cost a lot to run:
a you should buy…

that’s old people, although the same A 2017 B-Max with

applies to Berlingos. a 1.0 turbo and 40k
With £7995 to spend, you can miles is only £8795
get yourself a 2016 three-previous-
VAUXHALL CALI B R A V6 owner Berlingo 1.6 BlueHDi Feel
It’s good to see that at least Multispace. It will have less than
one Calibra V6 hasn’t lost its 25,000 miles on the clock and will
engine to another Vauxhall in deliver a strong 60mpg all day long.
some dodgy DIY swap. Sadly, There are also some ultra-low-
this example has a four-speed mileage 2019 ones at main dealers.
automatic gearbox rather than These are worth a look because they
a manual, but it’s a tidy two- are all petrols – for example, a 1.2
owner car and still a nice thing Pure Tech Flair with 500 miles for
to behold, particularly its oh- £16,995. Just over 40mpg, but you
so-’90s LCD trip computer. The won’t be restricted in terms of where
seller is asking £3950 for it. you can go. Spiritually, though,
£1000 buys a tidy early-2000s 1.9d
 TA L E S F R O M R U P P E R T ’ S GA R AG E
READERS’ QUESTIONS

I’m tempted to get

QUESTION a convertible, my
first drop-top. Given
all this dry weather, it seems
a good time to do so. My
MILE AGE 103,502 question is: should you leave
it parked with the top down
MINI COOPER to air it out on a hot day?
Malcolm Henry, via email
I am keeping on top of things with the Cooper. After last year’s
fun and games with the head gasket, I now check the water No. Not only are you inviting
passers-by to use it as a waste
quite often. A lifetime with Minis and related A-series engines ANSWER bin, but some unscrupulous types
might try looking through your
means that I always watch the temperature gauge closely. The glovebox, even if it has a lock on it.
good news about having had all the piping changed is that I will Best keep everything closed for safety and then
run the air-con for a short period when you get in
never have to change the bottom hose again in my lifetime. it to cool things down. MA
I think. It is all running well enough, starts quickly, gets up to
running temp and pulls strongly, keeping up with the moderns.
It just needs a check-over and I must book it in for an MOT.
Might do a service involving my newly acquired ramps.

READER’S RIDE

I’ve come to depend

QUESTION on my car more
post-lockdown and
noticed it takes a while to
start. Is there any way to
find out if it is a battery issue
before I take it to a garage?
Ben Fowely, via email

You can put the interior or

Jaguar XJ
This is not strictly a reader’s as much as a mate’s ride,
but I thought you would appreciate it. It’s a Jaguar
Sovereign that previously plied its trade in the wedding
hire business. Hence, the truly awful pink paintwork.
It is a 3.2-litre XJ and, according to my mate, it is
supremely comfortable to drive and ride in. I won’t
reveal what he paid for it because it was more
than I would have paid. Never mind. These are
magnificent old buses and it is worth getting one
before they all get retired.
headlights on while starting and,
ANSWER if they dim a lot, then you’ve got
a strong indication that there
isn’t enough juice in the battery.
However, a more comprehensive test is to get
hold of a hand-held tool that will be able to tell you
the cold cranking amps capacity of the battery.
If it comes up being lower than what’s stated on
the battery, it’ll need replacing. MA

SEND YOUR USED CAR TALES TO  james@bangernomics.com AND READERS' QUESTIONS TO  autocar@haymarket.com
19 AUGUST 2020 AUTOCAR.CO.UK 65
 E9 ABA £650 E753 ANN £550 L2I BEE £650 N2I MOO £650 VI4 RAY £II00 II7 SNU £650
M26 ABB £550
N23 ABC £550
GI9 ABY £950
L27 ABY £650
RI2I ABY £550
MI6 ACC £550
GI5 ANS £550
M24 ANS £650
P27 ANS £550
ANZ II4 £550
N2I APS £550
W9 APT £550
R29 BEE £550
L24 BEK £550
NI2I BEL £550
L2I BER £550
R2I BES £550
P23 BET £550
Elite RegistrationsOPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM
M24 MOO £650
M2I MUR £750
P2I MUR £650
AI2 NAD £750
L2I NAD £650
GI9 NAG £650
R27 RAY £I300
L24 RCH £650
M23 RCY £650
E9 RDY £650
FI5 REE £650
K2 REG £I400
L3I SON £750
V77 SSA £750
L2I SSS £750
N23 SSY £750
N2I STA £650
B8 STS £650
CI8 ACE £950 LI2I ARA £650 R25 BET £550 H8 NAM £I500 P2I REN £650 M2I STU £II00
M24 ACE £850 P28 ARB £650 L28 BET £650 BI5 NAM £750 M2I RES £650 P2I STU £II00
P2I ACK £650
L25 ACK £550
R25 ACK £550
P23 ARD £550
M24 ARD £550
N29 ARK £550
N29 BET £550
EI6 BEV £I500
R20 BEV £II00
600 BJ £3600
Tel: 01380 818181 elitereg.co.uk L2I NAM £I300
JO08 NAS £750
L2I NAS £850
P2I RES £650
H6 REX £850
D7 REX £850
E6 RJP £750
D486 STU £650
L2I STV £650
SU 334 £2900
RI7 SUE £I400
PI0 ACT £550 M3I ARM £550 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 J77 NAT £II00
M24 ACT £550 R23 ARN £550 884 BJF £650 fluctuate. See website for full terms. We have been trading for over 45 years. THOUSANDS MORE AVAILABLE. Write: P.O.Box 100, Devizes, SN10 4TE P2I NAY £650 6689 RK £I500 J63 SUE £I300
M24 ACY £950 M26 ARN £550 BL 632 £4300 N28 NDY £650 P28 RKR £650 AI8 SUN £650
R27 ADD £550 L2I ARR £750 L29 BLA £550 765 CAB £I700 GI8 COE £650 L2I DEE £I400 RI2 EDD £750 L2I GAR £750 T33 JAN £I400 N2I KER £650 A7 LOO £I300 T70 NDY £650 M28 RLY £750 CI SUS £I500
N29 ADD £550 R27 ARR £550 P2I BLU £550 P2I CAC £550 P27 COE £550 N2I DEE £I300 EE 994I £I500 M2I GAR £750 E7I JAN £II00 GI4 KES £650 M2I LOO £650 N2I NEL £650 L2I RNE £650 J55 SYD £650
L40 ADD £650 P2I ART £550 L24 BLU £550 M27 CAC £550 R3I COE £550 P23 DEE £I200 N2I EEL £650 P2I GAR £650 M28 JAR £650 L2I KES £750 N24 LOR £650 M28 NES £650 58 RO £4I00 R23 TAM £650
L2I ADY £950 R2I ART £550 R29 BLU £550 N29 CAD £550 N2I COL £I800 M24 DEE £II00 P23 EEL £750 L2I GAV £850 N27 JAS £II00 N3I KES £650 M2I LOS £750 P3I NES £650 N2I ROB £I500 N2I TAN £650
M24 ADY £650 H888 ART £850 P26 BMC £550 M32I CAD £550 L96 COL £750 EI5 DEK £650 II22 EG £2400 F99 GAV £650 P2I JED £650 KEZ 2II £850 M2I LOW £650 W88 NES £650 L23 ROB £I400 N8 TAS £I200
M25 AGS £650 LI0 ARY £650 F9 BMW £I400 C555 CAD £550 L2I COM £550 B20 DEK £650 L3I EGH £I200 GAZ 933 £I300 JEE 848 £I500 454 KOL £650 R38 LPH £650 A2 NET £2600 N20 ROD £750 N3I TAS £750
LI23 AJC £550 M28 ARY £850 J600 BMW £650 R23 CAF £550 M24 COM £550 L2I DEL £I200 Y5 EJM £650 P23 GEE £650 P2I JEF £750 6588 KR £I200 A27 LUK £750 DI NEV £I500 A62 ROD £850 L2I TAY £750
P2I AJG £550 L8 ASD £550 43 BO £4500 BII CAG £750 N28 COM £550 M29 DEL £II00 5656 EL £II00 E5 GEF £II00 R2I JEF £750 CI KSW £750 P29 LUK £650 NIB 5II £650 G6 RON £I700 TAZ 223 £750
K888 AJH £650 A20 ASE £550 5555 BO £2500 R27 CAG £550 N3 COP £550 D77 DEL £I400 L29 ELA £650 A6 GEF £I200 J77 JEF £850 679 KUG £650 L2I LYD £750 I955 NJ £I800 DI2 RON £I500 9652 TD £I600
M23 AJL £550 L2I ASE £550 N2I BOB £I500 M29 CAG £650 M2I COS £850 DEN I4 £5200 M7 ELE £I800 T9 GEF £950 N27 JEN £I600 P2I KYM £650 N23 LYN £I200 P3I NNN £650 WI4 RON £I300 PI8 TED £750
L23 AJM £750 L24 ASH £I500 P24 BOB £I300 LI23 CAL £550 P23 COS £550 L2I DEN £I500 N3I ELE £850 HI0 GEF £850 L9 JEP £750 SI0 LAC £650 L26 LYN £I500 N2I NNO £750 R2I RON £I500 L2 TEL £I300
M32I AJM £650 E9 ASJ £550 T55 BOB £I400 R2I CAN £550 N26 COS £550 P24 DEN £I200 ELF 20 £2500 AII GEF £950 P2 JER £850 A20 LAD £650 N23 MAC £I500 PE07 NNY £650 E34 RON £II00 M24 TEL £750
M23 AJP £650 PI2 ASP £550 C4 BOD £II00 N23 CAN £550 N3I COT £550 N3I DEN £II00 B6 ELL £I800 N2I GEF £650 A6 JER £950 W5 LAH £650 P23 MAD £850 M3I NNY £850 J66 RON £I400 F4I THE £3900
P2I AKE £550 N2I ASP £550 H9 BON £850 M26 CAN £650 L24 COW £550 A83 DEN £2200 L25 ELL £650 M28 GEF £650 R6 JER £850 L2I LAM £750 PI5 MAG £650 L23 NOX £750 E2 ROS £I200 C99 THO £650
R90 AKE £550 R2I ASP £550 L2I BON £650 P23 CAP £550 KI3 COX £750 P700 DES £650 L23 ELS £650 B5 GEN £650 P25 JES £I200 M2I LAM £750 L2I MAL £I300 A5 OAT £650 WI7 ROS £750 TIL 844 £550
J888 AKY £850 M23 ASP £550 P32I BOO £550 R23 CAP £550 B555 COX £750 DG 7422 £I900 M26 ELS £650 R2I GER £750 J92 JES £I300 M28 LAN £650 N23 MAL £950 407 OFM £650 S50 ROS £950 L3I TLE £650
GI6 ALC £550 L26 ASP £550 P28 BOW £550 M3I CAS £850 BII CRA £750 L27 DJB £850 W4 ELY £I500 M28 GGS £650 L37 JET £650 M3I LAR £750 V28 MAL £850 OIL 88I £950 J900 ROS £650 M28 TOD £650
L2I ALE £650 N4 ASW £750 P23 BOX £650 P23 CAT £I200 L2I CRA £650 M26 DJH £650 ELZ 553 £750 GIL 799 £950 JIL 339 £850 R7 LAS £950 S54 MAR £II00 D9 OLY £I300 P2I ROW £650 P23 TON £650
L3I ALF £950 M2I ATH £750 S26 BOX £850 D24 CAT £I300 S28 CRA £550 L24 DJM £650 L2I EMY £650 888 GJ £3500 45I JKJ £650 M3I LAS £750 RI2I MAR £650 L2I ORD £750 MI0 ROY £I300 L27 TON £950
R24 ALL £550 L28 ATH £550 P2I BOY £550 M28 CAT £I300 W5 CSR £550 N4 DMS £950 P2I ENY £650 S28 GOS £650 AI4 JKO £750 L3I LAW £I300 L3I MAS £650 599 OS £2400 TI4 ROY £I200 I85 TR £3300
L2I ALM £750 L2I ATT £550 850 BP £3300 L23 CAV £550 P2I CUN £650 7629 DN £850 II0 ER £3600 J60 GRA £650 D6 JMB £I300 42 LAW £4700 P23 MAT £I300 L2I OUD £750 ROY 683 £I800 L3I UNA £650
P24 ALM £650 PII ATY £850 P24 BRU £550 N26 CAV £550 M28 CUR £650 CI8 DOB £650 MI2I ERS £850 T60 GUS £650 L23 JMB £650 P23 LEE £I600 L24 MAT £I500 L2I OUS £750 L23 RRY £650 L2I USH £750
M27 ALM £750 D5 AUG £750 R25 BRU £550 M2I CAW £550 I953 CW £2700 PI2 DOC £750 ES 9767 £I800 TI3 GUY £650 L28 JON £I500 L24 LEE £I600 J30 MAT £I400 L23 OVE £650 M26 RRY £750 295 VAE £550
N29 ALP £550 936 AUG £II00 N26 BRU £550 50I CCJ £850 P23 DAB £650 W60 DOC £650 4988 ET £950 L2I HAM £650 C225 JON £650 BI2 LEN £I400 PI2I MAT £750 E8 PAM £I500 G322 RRY £I600 L2I VEE £850
R29 ALP £550 L3I AVY £650 M27 BRY £850 M2I CCO £550 L27 DAD £650 T7 DOL £650 AI6 EVE £950 RI5 HAR £950 EI8 JPM £650 DI8 LEN £I500 L26 MAX £I500 M9 PAM £I700 N2I RUS £750 I664 VM £850
M23 ALS £650 N23 BAB £550 RI23 BRY £850 N2I CCO £650 K5 DAF £750 S24 DON £I500 L2I EVE £950 L25 HAR £850 BI2 JUD £650 L2I LEN £I200 S29 MAX £I600 SII PAM £I400 M29 RUS £750 M2I VON £750
KI9 ALW £550 M24 BAB £550 L28 BUC £550 R24 CEC £550 L2I DAL £650 L27 DON £I400 N2I EVE £950 N28 HAR £750 JW I59I £2500 N24 LEN £I300 P3I MAX £I400 JI2 PAM £I300 C43 RUS £650 R27 VON £650
FI9 ALY £850 N2I BAD £550 N28 BUC £550 E2 CEE £550 OH07 DAN £750 I60 DON £2500 P23 EVE £850 M23 HEP £650 JY 4635 £2400 LEN 26 £2700 A2I2 MAX £I200 T3I PAM £950 N28 SAB £850 VXO I74 £650
S90 ALY £950 M26 BAD £550 C4 BUD £850 GII CEL £650 UKI2 DAN £650 J400 DON £750 R28 EVE £850 HEZ 2II £550 L23 KAM £650 R55 LEN £750 R24 MAY £850 K33 PAM £II00 L2I SAF £650 M28 VYN £650
ALZ 399 £550 W9 BAG £550 L2I BUD £650 N28 CEL £550 L32I DAN £II00 DI DOT £I800 338 EVE £2700 HIB 453 £750 J5 KAS £950 LEN 630 £2I00 MAZ 336 £850 G37 PAM £I200 N2I SAL £950 EI9 WAR £650
P2I AMA £550 R23 BAK £550 R23 BUD £650 P23 CES £550 M24 DAR £650 KI6 DOT £650 M26 FAR £650 HIG 939 £550 M2I KAS £650 L24 LEO £650 M24 MCD £650 PAN 66I £I600 L23 SAL £850 WAS 422 £850
L3I AMA £650 L28 BAK £550 T40 BUD £550 M23 CEY £550 R2I DAS £650 994 DOT £II00 FAZ 778 £550 HIL 558 £950 N2I KAS £650 K2 LES £I500 L24 MCL £750 PI2I PAS £650 L28 SAN £I200 R2 WAT £950
L28 AMD £550 P23 BAL £550 D6 BUG £850 M23 CFC £550 M3I DAS £850 I054 DP £I500 RI FCB £650 R27 HOG £750 L28 KAT £650 N8 LES £I400 M2I MED £650 VI7 PAT £I200 R45 SAN £II00 DI5 WES £850
P2I AME £650 M28 BAL £550 A8 BUG £I200 M28 CHA £550 HI0 MEE £650 CI8 PAT £I300 S800 SAN £950 P2I WES £650
R29 AME £550 L28 BAM £550 GI2 BUK £650 R32I CHA £550 L24 MEG £850 D89 PAT £II00 GI7 SAR £850 L28 WES £650
L2I AMF £550
L2I AMG £950
N29 BAM £550
N24 BAN £550
L24 BUK £550
M29 BUK £550
GI6 CHE £650
M28 CHE £550
SIMILAR REGISTRATIONS WANTED PI2I MEL £850
P26 MER £650
D32I PAT £850
D376 PAT £650
L2I SAR £750
SDD 72I £950
WIL 344 £I500
L28 WRY £650
L23 AMH £650
L3I AML £550
P26 BAN £550
H97 BAN £550
R2I BUL £550
M27 BUL £550
CHZ 889 £650
LI2I CJB £550 FOR IMMEDIATE PURCHASE CI2 MES £650
BI3 MET £650
A4 PCW £650
P9 PEG £850
A27 SER £650
L3I SEY £I500
WS 3985 £2600
9289 WW £I500
L26 AMM £550 K2I BAR £650 N2I BUR £550 L32I CJM £550 A8 MGF £850 K3 POT £750 L23 SHA £650 N9 WYN £850
M24 AMP £550 M26 BAR £550 P2I BUR £650 C47 CJW £650 F38 DAV £I200 C8 DUG £I300 L6 FEB £650 W4 HUG £650 DI3 KAY £I300 L24 LES £950 MIL 663 £I200 PP 4928 £2300 M24 SHA £850 WZ I26I £550
PI2I AMS £650 R35 BAR £550 M24 BUR £650 P23 CLA £550 J5I DAV £I200 DUG 409 £2300 84 FEE £2900 N23 JAC £I400 KI4 KAY £I600 M32I LES £950 MJI 33I £850 PEII PPY £650 N28 SHA £750 DI4 XEY £750
P25 AMW £550 L28 BAS £550 L27 BUR £650 P23 CMB £550 M88 DAV £I400 K9 DUN £I400 EI9 FEN £650 P3 JAG £I600 M2I KAY £I400 L28 LEX £650 L23 MJT £650 P23 RAJ £850 N24 SHE £II00 L90 XKR £650
L25 AND £750 M29 BAS £550 R27 BUR £550 M32I CMC £550 M24 DAW £650 J43 DUN £650 FIL 47I £I200 HI0 JAG £I300 N23 KAY £I400 M28 LEX £750 P4I MLA £II00 TI5 RAL £650 SHZ 655 £750 93I XUP £650
L24 ANG £I400 M8 BAX £850 M5 BUS £750 AI2 CMH £650 N2I DAY £750 R9 DXN £650 I699 FM £I200 N70 JAG £850 N2I KEL £I400 LEZ 494 £550 L8 MMS £750 L23 RAM £650 SIG 838 £550 YAZ 334 £550
V3I ANJ £550 N24 BAY £550 P2I BUS £550 600 CN £3300 L27 DAY £650 N3I EAN £750 G22 FOX £I200 S600 JAG £750 X23 KEN £950 LIL 997 £750 P2I MMS £650 N2I RAS £750 SIL 5II £750 M28 YES £750
PI5 ANN £I300 P999 BAY £550 R23 BUT £550 M2I COB £550 A8 DEE £I800 S5I5 EAN £650 P26 FOX £II00 P27 JAK £I300 T26 KEN £II00 EII LJH £650 T774 MMY £750 M27 RAS £650 L28 SJB £750 YOV 543 £550
L2I ANN £I600 TI2 BBY £650 L28 CAB £750 N23 COB £550 L9 DEE £I600 67I EBY £650 N2I FUN £650 PI3 JAN £I300 MI2I KEN £850 I5I LL £3500 M2I MOE £650 BI0 RAV £650 MI2I SJB £650 YVP 257 £850
R2I ANN £I400 N29 BBY £550 RI2I CAB £550 R23 COB £550 DI0 DEE £I500 EC 826I £I400 R2I GAB £650 N24 JAN £I200 N555 KEN £650 M23 LOL £650 P25 MON £650 N4 RAY £I800 NI8 SLK £650 8369 YZ £550

66 AUTOCAR.CO.UK 19 AUGUST 2020


RENAULT MEGANE RS
It’s hotter than the Côte d’Azur but no longer quite as expensive, writes Mark Pearson
t may look to the
untrained eye no
I more than a tarted-up
Dynamique Nav version
of the humble Renault Mégane, but
keen motorists after a front-wheel-
drive hot hatch love the RS, a car so
rewarding and so thrilling that it’s
the automotive equivalent of a lost
weekend in Paris with Lily James.
This is the third-generation
Mégane RS, and despite the
emergence of several brilliant rivals
in this class in the past few years, it’s
still a terrific car and a great used
buy. It’s five-door-only now, and the
engine dropped in size from 2.0 to
1.8 litres for this version, but don’t
worry: those rear doors simply make
it more practical and, thanks to its
large turbocharger, this car has more
power than its RS 275 predecessor.
That power can be sent through
a six-speed manual or dual-clutch
automatic gearbox. You can have it
in two different states of firmness,
too: standard or Cup, the latter also
featuring on the 300 Trophy model,
BEST LEASE DEALS: SMALL CARS
VOLKSWAGEN POLO
1.0 TSI 95 MATCH
£1189 deposit, £199 per month,
48 months, 8000 miles per year
Good to drive, comfortable, spacious,
well-equipped and refined. If the
Ford Fiesta excels as a driver’s car,
the Polo is the great all-rounder:
the classy supermini that ticks
more boxes for more people.
AS GOOD AS NEW
OUR TOP SPEC
300 TRO PHY
This 296bhp, rip-snorting
gripster will change your
where power is and can jostle you
world view forever. Four-
raised from the around on give-
regular 276bhp
to a mega 296bhp.
wheel steering is the icing
on this wonderfully
and-take roads.
The RS steers
sweet cake.
This also features faithfully and body
upgraded brakes and a control is top-notch. The
lightweight lithium ion battery handling is brilliant, the grip
to shave 18kg off the standard car. is sensational and the four-wheel
There was even a set of lighter wheels steering is a revelation, making
available to save a further 8kg. An the car dart around with almost
even lighter, stripped-out Trophy-R unseemly agility. It’s tremendous fun.
version tops the RS price list. Inside, there are figure-hugging
Standard equipment on the RS is Recaro seats. Perceived quality is a
pretty generous and includes climate little mixed, but there are plenty of
control, LED headlights, rear parking sporting touches, and although the
sensors and keyless entry. Alas, you’ll infotainment system isn’t the most
have to track down a car fitted with modern or easiest to use, it can be
the optional Safety Pack Premium to bypassed via smartphone mirroring.
get automatic emergency braking. There’s a decent amount of space
On the road, the RS is a peach. It’s up front, and two adults will be fine
quick, with 0-62mph in just 5.7sec in the back. The boot is a good size
in the 300 Trophy, and it can run and well-shaped – useful for that
up to 162mph. It sounds great, too, trip to the Nürburgring.
especially in its Sport or Race modes Prices start at around £23,000
(Natural is the standard setting). for a 2018 RS 280 model. Expect to
On the standard suspension, it’s fork out £25,000-£30,000 on a 300
firm but rides bumps and broken Trophy or rather more than £50,000
roads well. The Cup is even firmer for the stripped-out Trophy-R.
SEAT IBIZA 1.0 SE TECH NOLOGY
SKODA FABIA 1.0 M PI S
£942 deposit, £175 per month, £990 deposit, £181 per month,
48 months, 8000 miles per year 48 months, 8000 miles per year
The Fabia is the cheapest car here It may lack the grown-up appeal of
and, to a certain degree, it feels it. the closely related Polo, but the Ibiza
The Skoda’s hard interior plastics is an immensely talented and capable
and less-than-sophisticated ride supermini. Driving pleasure and a
can’t take away from its remarkable range of strong engines are balanced
value, though, and it’s good to drive, by a roomy and practical interior. It’s
spacious and practical, too. top value for money, too.
USED CARS
NEED TO KNOW
The official WLTP fuel economy
figure for the RS 280 is 35.8mpg
and a near-identical 35.3mpg for
the more powerful RS 300 Trophy.
If you go for one with an automatic
gearbox, these figures improve.
You can buy one of two Easylife
service plans from Renault,
provided you do so within a year
of the registration date. The least
expensive is a three-year/30,000-
mile schedule for £449 or a four-
year/40,000-mile plan for £699.
Pay particular attention to the
carbonfibre wheels that come as
an option on Trophy-R models.
These cost £12,000 when new
and will be very expensive to
repair or replace.
M EGAN E RS
OUR 280 CUP
PICK There isn’t a huge
difference in price
between the standard RS and the
Cup, so stick your neck out and go
for an RS 280 equipped with the
Cup chassis if you can find one.
Great bang-for-buck potential.
M EGAN E RS
WILD T R O P H Y- R
CAR D Uncompromised but
addictive, and jaw-
droppingly expensive for good
measure. Go for this hardcore
version and the rear seats are
removed altogether.
ONES WE FOUND
2018 Mégane RS 280 Cup,
30,000 miles, £22,995
2018 Mégane RS 300 Trophy,
12,000 miles, £24,995
2019 Mégane RS 300 Trophy,
5000 miles, £27,995
2020 Mégane RS 280,
3000 miles, £22,995
N ISSAN M ICRA
For more lease deals, visit whatcar.com
1.0 IG -T 100 ACENTA
£1003 deposit, £180 per month,
48 months, 8000 miles per year
The Micra offers eye-catching looks,
a smart interior and good kit levels.
Where it falls down is in its unexciting
driving experience and poor rear
space. Go for a bold colour and it
still looks pretty fresh, mark you.
19 AUGUST 2020 AUTOCAR.CO.UK 67

Dodge Ram 1500 £34,794
ntil very recently, the
most luxurious new
U pick-up truck you could
buy in the UK came
from Mercedes-Benz. You still can
get yourself a dealer-stock 20-plate
example in poshest X350d form
for around £40,000. But why settle
for a European interpretation of an
American staple when you can have
the real deal in the form of a Dodge
Ram 1500 with a twist for less?
If you’re thinking that US pick-ups
are among the least sophisticated
WILD CARD
T WO
SEATS, T WO
TANKS
68 AUTOCAR.CO.UK 19 AUGUST 2020
BUY THEM
BEFORE WE DO
modes of transport on earth, that
isn’t the case with the Ram 1500. For
starters, it has coil springs all around
so you need not carry half a tonne of
gravel with you at all times to get a
decent ride. Then there’s an eight-
speed ZF automatic gearbox that also
sees service (with different tuning) in
the current Range Rover and is even
used by Rolls-Royce.
What about fuel economy? Yes, this
pick-up does use an enormous petrol
V8 of 5.7 litres. But it has cylinder
deactivation to cut consumption,
Range Rover 3.9 V8
£8950
Condition is all when buying an old
Rangie and the signs are good with
this 170k-miler. The headlining isn’t
sagging, there’s no air suspension to
worry about and its rear arches aren’t
rusty. Even the air conditioning works,
so you can feel as cool as you’ll look.
Smart Fortwo
£3200
You’d have to have been a miser to
stick an LPG kit on a fuel-sipping
Smart, but the first owner of this
36k-mile one did, so you can benefit
from piffling running costs such as
£20 VED per year and the extended
range of two fuel tanks.
so mid-20s to the gallon is possible.
And that twist we mentioned? This
example has an LPG system fitted,
so can run on that fuel or petrol.
With LPG being cheaper than
diesel, daily running costs should
be broadly similar to those of the V6
diesel X-Class. Plus, the Ram can tow
1000kg more than the Mercedes.
When buying a vehicle fitted with
LPG, inspect the V5C document
because the DVLA should have been
informed that it’s now a dual-fuel
vehicle and modified the ‘Type of
HOT HATCH
ON AN LPG
DIET
ENTICING
SPEC AND
R ARE
ALL-
AMERICAN
MUSCLE
fuel’ field. That way, you’ll get your
alternative fuel discount. Also, make
sure it comes with a certificate from a
registered LPG installer because you
may need to show your insurer a copy
of it to get cover for the vehicle.
There isn’t a statutory inspection
regime for LPG systems, but you
could get it checked by a registered
fitter to ensure the system functions
correctly and that it complies with
the Road Vehicle (Construction and
Use) Regulations 1986.
MAX ADAMS
Audi S3
£3600
An S3 on LPG? Hmm. One of the
downsides of running on gas is a drop
in power, so you might as well start
with a 210bhp model. This near-140k-
mile car has a full service history,
including a recent visit that replaced
the cambelt and water pump.
Land Rover Defender 50th
Anniversary £32,995
Possibly the most civilised Defender
bar the latest, this 50th Anniversary
edition comes with the enlarged
4.0-litre Rover V8, an auto gearbox
and factory-fitted air-con. Only a few
hundred were sold here, making this
72k-mile Defender rather rare.
 USED CARS
AU C T I O N WAT C H
CLASH OF THE
CLASSIFIEDS
U S E D C A R D E S K D O E S B AT T L E

BRIEF

Find me a cheap luxury car for £1000.

OPEL GT
This rather cute 1969 Opel GT is a curious mix of Mercedes-Benz S430 £995
humble Kadet mechanicals, US-inspired styling and
French manufacturing. It was a far sleeker-looking
machine than the MGB GT, which had been around
since 1965, and featured such novelties as a transverse
leaf spring in the rear suspension, just like the Corvette
that influenced the front-end design and tail-lights. The
pop-up headlights are purely mechanical in operation
via a lever inside. It’s not the mechanism you need to
worry about, more the wiring behind it since it can be
a fire hazard, but hopefully this was checked as part of
the £6000 rolling restoration this Signal Blue car has Audi A8 £950
been subjected to. It was imported to the UK in 2019
and its new owner paid £12,650 for it at auction. MARK PEARSON There is no better all-round luxury car in the
world than the Merc S-Class, we all know that – the car that’s
led the way in technology and innovation and ferried more rock
stars and dignitaries to premieres than any other vehicle. Mine

FUTURE
is a perfectly usable petrol-engined limo with a low mileage for a
2000 model and a cheeky turn of speed. Lovely. What have you

CLASSIC
got, Max? Is it an Audi 80?
MAX ADAMS Dictators have also been ferried around in
S-Classes, let’s not forget. And as for low mileage, neither of us
can claim victory there – especially not yours, with 140k miles.
My understated first-generation A8 was revolutionary since it
was made of lightweight aluminium, which also has the benefit
of not rotting. Unlike yours, which has frilly rear arches and a
history of needing welding on past MOTs.
MP Details, details. My Merc cuts it at any function, whereas
your five-years-older Audi 100 – sorry, A4 or whatever it is – is
just an… Audi, isn’t it?
MA The A8 was the star of the best car chase movie, Ronin,
I think you’ll find. In the same shade of green, too.
MP The only shade of green I can see here,
Max, is the tinge of jealousy on your upturned
apple cheeks. It’s a clear victory for the
three-pointed star. James?
Citroën C2 VTS Price £1995
Many bemoaned that the 100kg-heavier Citroën C2 VTS had gone a bit soft compared with VERDICT
its Saxo predecessor. But it was always going to be that way if it was to perform better in a
crash than the Saxo, which it certainly needed to. Today, provided that you find a cared-for
C2 and fit the modern equivalent of the Michelin Exalto 2 tyres it came with, you’ll have a
I’ll take the plus-sized A4,
125bhp mini hot hatch for buttons. please. JAMES RUPPERT
19 AUGUST 2020 AUTOCAR.CO.UK 69

The limited-
run AeroMax
coupé took styling
cues from vintage
Bugattis and rear
lights from the less
glamorous Lancia
Thesis saloon.
FANCY A MINT AERO?
First unwrapped in 2000, the Aero 8 was a modern(ish) take on Morgan’s tried-and-
tested olde-worlde formula. As Felix Page shows, pristine examples can still be found
or all that the new Plus
Six does to take Morgan
F belatedly into the 21st
century, with its all-
independent suspension, lightweight
aluminium chassis and punchy
turbocharged straight six, it doesn’t
exactly advance the Malvern brand’s
design language beyond, say, 1964.
That’s part of Morgan’s charm, of
course, and its steadfast commitment
to traditionalism is an integral
component in its quiet but sustained
success. So when the cross-eyed
Aero 8 was unwrapped at the 2000
Geneva motor show, all bets were off.
Here was a genuine, up-to-
date sports car, with a BMW V8
giving it a competitive 4.8sec
0-62mph time and promises of
engaging dynamics, courtesy
70 AUTOCAR.CO.UK 19 AUGUST 2020
HOW TO BUY A
MORGAN
AERO 8
of new inboard shock absorbers,
double-wishbone suspension and
AP Racing performance brakes.
The modernisation didn’t stop
there, either: niceties including air
conditioning, cruise control and
a heated windscreen placed the
Aero 8 in another realm entirely to
the brand’s existing models. Morgan
being Morgan, of course, it was
all still assembled around an ash
wood frame, and the asymmetrical
metal dashboard would look equally
at home in the cockpit of a 1960s
airliner. If it ain’t broke…
Just over 200 examples of this
first-generation car were produced
between 2000 and 2004, and
they still pop up in the classifieds
periodically. Its Series 2 successor,
subtly restyled to comply with US
safety standards and allow for a
roomier cabin, packed a hefty power
upgrade but was built for only a year
in limited numbers, so most have
been retired to private collections.
The closest the Aero 8 came to
receiving what you might call a
facelift was in 2005, when the
Series 3 was launched with Mini
headlights in place of the previous
New Beetle items, giving it a more
conventionally styled visage without
compromising on its retro appeal.
Mechanicals were left largely
untouched until the roadster entered
its final form in 2007 with 362bhp
from a 4.8-litre V8 that BMW kindly
continued producing on a limited
basis for Morgan after retiring it
from its own line-up. An automatic
gearbox was also made available for
the first time, featuring an optional
Sport mode and offering improved
straight-line performance over the
six-speed manual unit.
Later variants include the ultra-
exclusive, boat-tailed AeroMax coupé
and its Targa-topped Supersports
sibling, the traditionally styled Plus 8
and, more recently, the Series 5 – a
revived, subtly updated version of the
Aero 8, produced from 2016 to 2018.
Happily, because improvements
and tweaks made to the supercar
over its 18-year life cycle were so
subtle, choosing which version to go
for is simply a matter of deciding your
budget: prices for early cars begin at
£40,000 (plus shipping costs if you
opt to import), but you can expect to
pay above £120,000 for low-mileage
Series 5 cars and special editions.
 USED CARS
H O W T O G E T O N E I N YO U R GA R AG E

Aero bowed out in 2018

with the limited-run GT, An expert’s view
M E LV Y N R U T T E R ,
priced from £144,000
M E LV Y N R U T T E R LT D
“It’s a very finite market, and not
that many come up for sale, because
people tend to like them and drive
them. Initially, there was a huge rush
and Morgan couldn’t make enough.
It was only the really determined who
stuck with it and waited; they weren’t
impulsive buyers. Like the 3 Wheeler,
there were people who had never
really thought about a Morgan before,
and we got new people into the fold.”
Buyer beware…
Q E N G I N E
properly. Popular modifications
include an aluminium steering boss and
a Mota Lite steering wheel, while an
upgraded stereo is a wise investment.
Also worth knowing
There are 11 Morgan dealerships
in Britain, and they’re well spread
out, so servicing and maintenance
isn’t a logistical nightmare. Not all
are equipped with a low-bake oven,
however, making structural work
tricky. The manufacturer offers a full
maintenance and restoration service
at its Pickersleigh Road headquarters,
with a fixed price servicing structure.

The side-exit sports exhaust is a highly

prized option, giving post-2004 cars
a bassy growl. Both BMW-derived V8
engines are characteristically durable,
but stick to their servicing schedules
and shell out for genuine parts.
How much to spend
£2 0 , 0 0 0 - £3 9, 9 9 9
The brave end of the market,
dominated by bare chassis and
damaged cars ripe for rebuilding.

Q B O DY £ 4 0 , 0 0 0 - £5 9, 9 9 9
Series 1 and 2 cars are known to suffer Well-used Series 2s with manual
leaky roofs, so keep them garaged. ’boxes. Cheapest on sale is a solid 2004
Wooden element of the chassis means car with 59,000 miles on the clock.
crash repairs and restoration work is
a specialist job best undertaken by a £6 0 , 0 0 0 - £7 9, 9 9 9
Morgan dealer. Body panels, especially Good-condition Aeros spread out
the bootlid, evolved over the years, so across Europe. Some leggier Series 3s.
research before replacing them. Low
front splitter is prone to stone chips. £80,000 AN D ABOVE
Series 4s, Series 5s and rarer variants,
Q G E A R B O X including a £119,950 2010 Supersports.
Don’t be put off by a noisy manual
gearbox. The Aero 8 features far less
soundproofing than a contemporary
BMW, so a degree of crunchiness and
whirring is par for the course. Installing
a quick-shift gearstick helps to
eliminate some of the clunkiness.

Q E L E C T R I C S
Exposed indicator wires can come
disconnected, so check under the front
Thanks to Melvyn Rutter (morgan-motors-cars.com)

wings if they’re playing up, and later

Beetle headlights have a tendency to
let water in and become misted. Series
Later cars got 1 cars suffered from a sticking starter
362bhp from a motor, especially after long periods
4.8-litre BMW V8 of non-use. Fit a conditioner to keep
specialist gel battery in working order.
Power-steering pump is a weak spot,
` but replacements are easily found.
The roadster entered its final form in Q I N T E R I O R
2007 with 362bhp from a 4.8-litre V8 Later interiors are more modern but
still prone to wear if not maintained
a
One we found
MORGAN AE RO 8
S E R I E S 5 , 2 0 17/6 6 - R E G ,
1 5 0 0 M I L E S , £ 87, 9 9 5
One of the newest Aeros on sale, this
2017 car is painted in a creamy shade
of white borrowed from Porsche and
has a well-matched tan interior that
looks like it has never been used. Fewer
than 2000 miles are on the clock, so
we would wager that the powertrain
and chassis are similarly unblemished.
19 AUGUST 2020 AUTOCAR.CO.UK 71
 h) h) h)
mp ph mp ph mp h
h p) e d( m my ) ) h p) e d( m my ) ) h p) e d( mp y e) )
/62 /62 2
e e
r (b pe no ng /km r (b pe no ng /km r (b pe 0/6 o m ang (g/
km
we ps we we
a
ps ps
(g a (g
0 o G/r 0 o G/r o n MPG/r
ECONOMY EXPLAINED Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec ( CO 2
2.2 Turbo Diesel 190 187 143 7.1 52.3 TBC 1.6 30 TDI 114 131 10.4 51.4-54.3 137-143 3.0 45 TDI quattro 227 155 6.5 37.7-38.2 193-195
Between the various figures produced on the 2.9 BiTurbo Quadrifoglio 503 191 3.9 27.2 TBC 2.0 40 TDI quattro 181 147 6.8 45.6 132 3.0 50 TDI quattro 282 155 5.7 37.7-38.2 193-196
old-style NEDC, transitional NEDC Correlated 3.0 TDI S7 quattro 344 155 5.1 35.3-35.8 205-208
and new-style WLTP laboratory emissions and Stelvio 5dr SUV £37,215–£88,220 AAAAB A3 Cabriolet 2dr open £30,550-£43,680 AAAAC
fuel economy tests, it has become tricky to Alfa’s first SUV is a solid effort. Choosing the petrol version gives it Compact, affordable, usable and refined. Strong performance, too. A8 4dr saloon £73,755-£106,450 AAAAC
charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg LxWxH 4423x1793x1409 Kerb weight 1380kg Technical tour de force benefits from Audi’s knack of making very
compare manufacturers’ claimed efficiency 2.2 Turbo Diesel 190 187 130 7.6 45.6 TBC 1.5 35 TFSI 148 137 8.9 40.4-41.5 153-157 good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg
on the latest new cars. When you see a fuel 2.2 Turbo Diesel 190 Q4 AWD 187 130 7.6 43.5 TBC 2.0 40 TFSI quattro 187 155 7.2 38.7-39.8 161-165 3.0 55 TFSI quattro 335 155 5.6 28.0-29.7 216-228
economy and CO2 figure reference elsewhere, 2.2 Turbo Diesel 210 Q4 AWD 207 134 6.6 42.8 TBC 2.0 TFSI S3 quattro 298 155 5.2 33.2 192-193 3.0 55 TFSI quattro LWB 335 155 5.7 27.7-28.8 223-232
it’s often without explanation. 2.0 Turbo 200 Q4 AWD 197 134 7.2 30.1 TBC 3.0 50 TDI quattro 282 155 5.9 37.7-40.9 182-196
So, to provide as fair and clear a basis for 2.0 Turbo 280 Q4 AWD 276 143 5.7 30.4 TBC A4 4dr saloon £31,100-£49,490 AAAAC 3.0 50 TDI quattro LWB 282 155 5.9 37.7-38.7 190-197
comparison as possible, you’ll only ever read 2.9 BiTurbo Quadrifoglio 503 197 3.8 24.6 TBC High quality and competent but leaves the dynamic finesse to its
WLTP combined fuel economy and CO2 figures
rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg E-tron 5dr SUV £59,900-£85,900 AAAAB
ALPINA 2.0 35 TFSI 148 139 8.6 40.4-40.9 155-159 A rounded, uber-luxurious addition to the premium EV niche.
in Autocar’s first drive reviews, features and B5 4dr saloon/5dr touring £89,840–£91,840 AAAAC 2.0 40 TFSI 187 155 7.3 39.2-39.8 160-164 LxWxH 4901x1935x1629 Kerb weight 2490kg
comparison tests – and on these data pages. Is it the best alternative to an M5? Yes, at least from a practicality 2.0 45 TFSI quattro 242 155 5.6 35.8-36.2 177-180 50 quattro 71kWh 308 118 6.8 175 0
Those are the aggregated result of four lab viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 3.0 30 TDI 132 133 9.5 51.4-54.3 135-143 55 quattro 95kWh 403 124 5.4 233 0
tests carried out across as many different 4.4 V8 BiTurbo 599 200-205 3.5-3.7 23.5 272 2.0 35 TDI 148 136 8.9 49.6-51.4 144-148
cruising speed ranges – although they’re 2.0 40 TDI quattro 187 146 7.4 49.6-51.4 144-150 E-tron Sportback 5dr SUV £79,900-£95,900 AAAAB
sometimes expressed as a range rather than as
B7 4dr saloon £115,805 AAAAC 3.0 S4 TDI 342 155 4.8 40.4-40.9 181-182 Quick and classy EV builds on the solid foundations of its more
A 7 Series with a power boost gives BMW a worthy challenger to upright sibling. LxWxH 4901x1935x1616 Kerb weight 2480kg
one specific figure to show the different results the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg A4 Avant 5dr estate £32,500-£82,725 AAAAC 55 quattro 95kWh 403 124 5.7 242 0
recorded by the heaviest and lightest available 4.4 V8 BiTurbo 599 205 4.2 TBC TBC Classy and demure estate lacks the dynamic sparkle of rivals.
examples of the car in question (depending on LxWxH 4725x1842x1434 Kerb weight 1370kg Q2 5dr SUV £22,750-£44,510 AAAAC
optional equipment). Not all car makers have D5 S 4dr saloon £63,080 AAAAC 2.0 35 TFSI 148 136 8.9 39.2-39.8 160-164 Audi’s smallest SUV is a decent stepping stone from the A3 to the
published these figures yet, however. The excellent 5 Series receives some Alpina tweaking to make it a 2.0 40 TFSI 187 148 7.5 37.2-38.2 168-172 Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg
brilliant cruiser. LxWxH 4956x1868x1466 Kerb weight 1870kg 2.0 45 TFSI quattro 242 155 6.0 34.4-35.3 181-185 1.0 30 TFSI 114 122 10.3 44.8-46.3 137-142
In road tests, you’ll also see our own 3.0 BiTurbo 345 171 4.9 TBC TBC 3.0 V6 TFSI RS4 Avant 448 155 4.1 29.1 219-220 1.5 35 TFSI 148 131 8.5 40.9-42.2 152-157
independently produced real-world fuel 2.0 30 TDI 132 131 9.8 49.6-54.3 137-150 2.0 40 TFSI quattro 187 141 6.5 33.2-34.9 184-192
economy test results for comparison with the XD3 5dr SUV £57,900 AAAAC 2.0 35 TDI 148 132 9.2 45.6-47.1 157-163 2.0 SQ2 TFSI 298 155 4.8 32.1-33.2 192-199
lab test claims. We produce an average, track Pleasant BMW SUV impressively enhanced with the usual Alpina 2.0 40 TDI quattro 187 143-144 7.6-7.9 43.5-44.1 167-171 1.6 30 TDI 114 122 10.5 43.5-44.8 166-170
and touring figure for each car we test, as often toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg 3.0 50 TDI Allroad quattro 282 155 5.3 38.2 194 2.0 35 TDI quattro 148 131 8.1 44.1-46.3 160-168
as possible on a brim-to-brim test basis. 3.0 BiTurbo 330 158 4.9 31.4 328 3.0 S4 TDI quattro 342 155 4.9 39.2-40.4 186-187
While ‘average’ represents the overall
Q3 5dr SUV £31,600-£60,875 AAABC
ALPINE A5 2dr coupé £34,580-£87,390 AAAAC Typically refined and competent but feels more like an A3 than an
economy returned by a new car over a full road A110 2dr coupé £47,810–£56,810 AAAAA Refreshed coupé gets a sharper look and a refreshed interior. Still Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg
test and ‘track’ is relevant only to intensive A much, much greater car and achievement than the sum of its mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg 1.5 35 TFSI 148 128-131 9.2-9.6 36.7-37.7 169-176
performance testing (the length and conditions parts suggests. LxWxH 4180x1980x1252 Kerb weight 1080kg 2.0 35 TFSI 148 140 8.9 38.7-40.4 158-165 2.0 40 TFSI quattro 187 136 7.4 30.4-30.7 208-210
of which can vary slightly), ‘touring’ gives the 1.8 Turbo 252 155 4.5 TBC TBC 2.0 40 TFSI 187 150 7.2 38.7-40.4 158-165 2.0 45 TFSI quattro 227 144 6.3 31.0 205-207
best guide of the kind of economy you might see 1.8 Turbo S 288 162 4.4 TBC TBC 2.0 45 TFSI quattro 242 155 4.8 36.2-36.7 TBC 2.5 RS Q3 quattro 396 155 4.5 28.8 223-231
2.9 V6 TFSI RS5 quattro 443 155 3.9 29.4-29.7 212-213 2.0 35 TDI 148 128 9.2 44.1-44.8 165-167
from a car at a steady 70mph motorway cruise. ARIEL 2.0 40 TDI 187 150 7.7 48.7-52.3 142-151 2.0 35 TDI quattro 148 131 9.3 39.2-40.9 182-188
We do real-world efficiency and range Atom 0dr open £39,950 AAAAB 2.0 40 TDI quattro 187 146 7.4 44.8-46.3 160-165 2.0 40 TDI quattro 188 137 8.0 37.7 196-197
testing on electric cars, too, expressing the Simple, purist concept remains but everything else has changed… 3.0 V6 S4 TDI quattro 345 155 4.8 40.4-40.9 180-183
former in terms of miles per kilowatt hour, for the better. LxWxH 3520x1880x1122 Kerb weight 595kg Q3 Sportback 5dr SUV £32,750-£62.025 AAABC
as manufacturers do increasingly widely 2.0 turbo 320 162 2.8 NA NA A5 Sportback 5dr coupé £34,580–£87,390 AAAAC A more sporting take on the compact SUV, with similarly stable
by convention. Refined, good-looking four-door coupé is sadly short on charm and handling. LxWxH 4500x1856x1567 Kerb weight 1460kg
Nomad 0dr open £38,000 AAAAA finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 1.5 35 TFSI 148 126 9.6 47.9–48.7 134–132
S TA R R AT I N G S E X P L A I N E D
Well inside the top 10 list of our favourite cars. A revelation and a 2.0 35 TFSI 148 139 9.1 38.2-39.8 160-167 2.0 40 TFSI quattro 188 136 7.4 31.0 207
riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg 2.0 40 TFSI 187 150 7.5 38.2-39.8 160-167 2.0 45 TFSI quattro 227 144 6.5 37.7 171
2.4 K24 i-VTEC 235 125 3.4 NA NA 2.0 45 TFSI quattro 242 155 5.8 35.8-36.2 178-179 2.5 RS Q3 quattro 396 155 4.5 28.5 224-231
CCCCC Inherently dangerous/unsafe. Tragically, 2.9 V6 TFSI RS5 Quattro 448 155 3.9 28.8-29.4 215-216 2.0 35 TDI 148 126 9.3 50.4–51.4 148–146
irredeemably flawed. ASTON MARTIN 2.0 35 TDI 148 135 9.1 47.1-49.6 149-158 2.0 40 TDI 188 134 8.3 38.2 191-195
BCCCC Appalling. Massively significant failings. Vantage 2dr coupé £120,955-£165,050 AAAAB 2.0 40 TDI 187 150 7.5 47.9-51.4 144-155
ACCCC Very poor. Fails to meet any accepted The faster, cleverer, more hardcore entry-level Aston tops its 2.0 40 TDI quattro 187 146 7.6 44.1-45.6 162-167 Q5 5dr SUV £41,735-£68,025 AAAAC
class. LxWxH 4465x1942x1273 Kerb weight 1630kg 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4 183-186 Appealing combination of Audi allure, affordable SUV practicality
class boundaries. 4.0 V8 503 195 3.5 11.6 236 and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg
ABCCC Poor. Within acceptable class A5 Cabriolet 2dr open £38,510-£55,415 AAAAC 2.0 45 TFSI quattro 242 147 6.4 30.4-32.5 198-211
boundaries in a few areas. Still not DB11 2dr coupé/2dr open £147,955–£175,050 AAAAA More practical than smaller options. Lower-powered, steel-sprung 2.0 50 TFSI e quattro 249 148 6.1 128.4 49
recommendable. The stunning replacement for the already seductive DB9 is tyre- trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 55 TFSIe quattro 363 148 5.3 108.6 56
shreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg 2.0 40 TFSI 187 150 7.9 36.7-37.2 173-174 2.0 40 TDI quattro 187 136 8.1 36.2-38.2 193-204
AACCC Off the pace. Below average in nearly 4.0 V8 503 187 4.0 10.8 230 2.0 45 TFSI quattro 242 155 6.5 34.0-34.4 186-187 3.0 V6 TDI SQ5 quattro 342 155 5.1 32.8-34.8 216-224
all areas. 5.2 V12 AMR 630 208 3.7 13.4 265 2.0 40 TDI 187 150 8.4 45.6-46.3 161-164
AABCC Acceptable. About average in key areas, 2.0 40 TDI quattro 187 145 8.0 42.8-43.5 171-172 Q7 5dr SUV £58,575-£120,640 AAAAC
but disappoints. DBS Superleggera 2dr coupé/open £231,680–247,500 AAAAA Unengaging to drive and light on feel, but the cabin is both huge
AAACC Competent. Above average in some Effortlessly fast, intoxicating to drive: the big Aston is better than A6 4dr saloon £39,365-£77,635 AAAAC and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg
ever. LxWxH 4712x2146x1280 Kerb weight 1693kg Supremely well-constructed but a bit soulless to drive. A smart 3.0 V6 55 TFSI quattro 338 155 5.9 25.2-26.9 239-253
areas, average in others. Outstanding 5.2 V12 715 211 3.7 13.5 285 office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg 3.0 V6 45 TDI quattro 228 142 7.3 32.5-33.6 220-228
in none. 2.0 45 TFSI quattro 242 155 6.0 33.6-34.0 188-192 3.0 V6 50 TDI quattro 282 152 6.3 32.1-33.2 221-231
AAABC Good. Competitive in key areas. Rapide AMR 4dr saloon £194,950 AAAAC 3.0 55 TFSI quattro 335 155 5.1 30.1-30.7 209-212 4.0 V8 SQ7 TDI 429 155 4.8 37.2 200
The Rapide is one of the most elegant four-door sports cars in the 2.0 40 TDI 201 152 8.1 47.1-48.7 153-158
AAAAC Very good. Very competitive in key world. LxWxH 5019x1929x1360 Kerb weight 1995kg› 2.0 40 TDI quattro 201 153 7.6 44.8-46.3 161-164 Q8 5dr SUV £77,230-£120,640 AAAAC
areas, competitive in secondary 6.0 V12 599 205 4.2 13.8 305 3.0 50 TDI quattro 282 155 5.5 38.7-39.2 188-191 Striking and effective coupé-SUV range-topper leaves us wanting
respects. 3.0 S6 TDI quattro 344 155 5.0 35.8-36.2 203-206 more. LxWxH 4986x1995x1705 Kerb weight 2145kg
AAAAB Excellent. Near class-leading in key DBX 5dr SUV £158,000 AAAAB 3.0 V6 55 TFSI quattro 335 155 5.9 26.2-25.7 246-249
Doesn’t try to be the biggest, fastest SUV, and may be all the more A6 Avant 5dr estate £41,785-£109,240 AAAAC 4.0 V8 RS Q8 592 155 3.8 20.2-20.3 315-318
areas and in some ways outstanding. appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg A capable and high-tech throwback that’s a timely reminder of 3.0 V6 50 TDI quattro 282 152 6.3 32.5-32.8 225-228
AAAAA Brilliant, unsurpassed. All but flawless. 4.0 V8 550 181 4.5 19.7 269 what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg 4.0 V8 SQ8 TDI 429 155 4.8 36.2 235-240
2.0 45 TFSI quattro 242 155 6.2 32.5-33.2 193-197
AU D I 3.0 55 TFSI quattro 335 155 5.3 29.4-30.1 213-217 TT 2dr coupé £32,475–£65,310 AAAAC
ABARTH A1 Sportback 5dr hatch £18,445–£31,285 AAABC 4.0 RS6 quattro 596 174 3.6 22.1-22.6 283-290 Still serves up plenty of pace, style and usability for the money. It’s
595 3dr hatch/2dr open £16,960–£27,760 AAABC Quite pricey, but a rounded car with plenty of rational appeal. 2.0 40 TDI 201 149 8.3 44.8-46.3 161-166 better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg
The Fiat 500’s Abarth makeover makes it a true pocket rocket. LxWxH 4029x1746x1418 Kerb weight 1105kg 2.0 40 TDI quattro 201 150 7.8 43.5-44.8 166-170 2.0 40 TFSI 194 155 6.6 40.9 155-156
LxWxH 3657x1627x1485 Kerb weight 1070kg 1.0 25 TFSI 94 118 10.8 48.7-49.6 128-131 3.0 50 TDI quattro 282 155 5.7 37.7-38.2 193-196 2.0 45 TFSI 242 155 5.8-5.9 39.8 161-162
1.4 T-jet 145 143 130 7.8 37.2-39.2 TBC 1.0 30 TFSI 114 126 9.5 46.3-50.4 126-139 3.0 S6 TDI quattro 344 155 5.1 35.3-35.8 206-210 2.0 45 TFSI quattro 242 155 5.2 35.3 181-182
1.4 T-jet 165 Turismo 162 135 7.3 35.3-38.2 TBC 1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 2.0 50 TFSI quattro TTS 302 155 4.5 34.9-35.3 182-183
1.4 T-jet 180 Competizione 177 140 6.9 36.2-36.7 TBC 2.0 40 TFSI 197 146 6.5 40.4 158 A7 Sportback 5dr coupé £49,075-£113,540 AAABC 2.5 TT RS quattro 395 155 3.7 30.7-31.0 207-209
1.4 T-jet 180 Essesse 177 140 6.7 36.2-36.7 TBC Easy on the eye and to live with, but let down by stolid dynamics.
A3 Sportback 5dr hatch £22,715–£50,275 AAAAC LxWxH 4969x1908x1422 Kerb weight 1880kg TT Roadster 2dr open £34,225-£67,060 AAAAC
695 3dr hatch/2dr open £23,745–£29,970 AAABC All the above but with the added convenience of five doors and a 2.0 45 TFSI quattro 242 155 6.2 32.8-33.6 190-195 Plenty of pace and driver reward, along with prestige and design-
A convincing track-day 500 with decent dynamic ability, but overly usefully larger boot. LxWxH 4313x1785x1426 Kerb weight 1180kg 3.0 55 TFSI quattro 335 155 5.3 29.7-30.1 214-215 icon style. LxWxH 4191x1966x1355 Kerb weight 1455kg
firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg 1.0 30 TFSI 114 128 9.9 47.1-49.6 128-135 4.0 RS7 quattro 596 174 3.6 22.2-22.4 286-288 2.0 40 TFSI 194 155 6.9 39.8 160-162
1.4 T-jet 180 Rivale 177 140 6.7 36.2-36.7 TBC 1.5 35 TFSI 148 137 8.2 44.1-44.8 142-147 2.0 40 TDI 201 152 8.3 45.6-47.9 155-164 2.0 45 TFSI 242 155 6.0-6.1 38.7 165-166
2.0 40 TFSI 187 152 6.8 37.7-38.2 167-169 2.0 40 TDI quattro 201 155 7.0 44.1-45.6 162-169 2.0 45 TFSI quattro 242 155 5.5 34.0-34.4 187-188
A L FA R O M E O 2.0 TFSI S3 quattro 298 155 4.7 34.4 186 2.0 50 TFSI quattro TTS 302 155 4.8 34.0 187-188
Giulietta 5dr hatch £19,445–£26,185 AAACC 2.5 TFSI RS3 quattro 396 155 4.1 29.7 214 2.5 TT RS quattro 395 155 3.9 29.7-30.1 213-215
Long in the tooth but still seductive, shame it’s not rounded or 1.6 30 TDI 114 126 10.4 51.4-54.3 138-143
lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg 1.5 35 TDI 148 135 8.1 54.3-55.4 133-135 R8 2dr coupé £114,480-£154,185 AAAAC
1.4 TB 120 118 121 9.4 37.1-38.2 TBC 20 40 TDI quattro 181 143 6.8 44.1-44.8 165-167 Usable but no less involving or dramatic for it. V10 is deliciously
1.6 JTDM-2 120 148 121 10.0 47.1-49.6 TBC brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg
2.0 JTDM-2 170 168 133 8.3 45.5-47.9 TBC A3 Saloon 4dr saloon £24,445-£51,275 AAAAC 5.2 V10 RWD 538 201 3.7 22.2 289
Undercuts the case to own an A4. Upmarket interior and good to 5.2 V10 FSI quattro 567 201 3.4 21.6 297
Giulia 4dr saloon £33,065–£81,220 AAAAB drive. LxWxH 4458x1796x1416 Kerb weight 1240kg 5.2 V10 Performance q’tro 610 205 3.1 21.4 299
Handsome and special dynamically but lacks finesse and comes 1.0 30 TFSI 114 131 9.9 46.3-48.7 132-139
as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg 1.5 35 TFSI 148 139 8.2 54.3-56.5 131-136 R8 Spyder 2dr open £123,170-£162,875 AAAAC
2.0 Turbo Petrol 200 197 146 6.6 36.2 TBC 2.0 40 TFSI quattro 187 155 6.8 39.8-40.9 155-160 Taking the roof off the R8 enhances the drama tenfold.
2.0 Turbo Petrol 280 276 149 5.7 33.6 TBC 2.0 TFSI S3 quattro 298 155 4.7 34.4-34.9 184-186 LxWxH 4426x1940x1245 Kerb weight 1680kg
2.2 Turbo Diesel 160 158 137 8.2 53.3 TBC 2.5 TFSI RS3 quattro 396 155 4.1 29.7-30.1 213-214 5.2 V10 RWD 538 200 3.8 20.9 307

72 AUTOCAR.CO.UK 19 AUGUST 2020

 N E W CAR PR I CES
) ) ) )
ph ph ph ph
p) d (m ph p) d (m ph p) d (m ph p) d (m
mp
h
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee 2 y e)
o m ang km
)
we p sp 0 o no G/r
a (g we p sp 0 o no G/r
a (g we p sp 0 o no G/r
a (g we p sp 0/6 o n MPG/r (g/
Po To 0-6 Ec (M
P
C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec ( CO 2
320i xDrive 181 142 7.6 41.5 155 C3 5dr hatchback £16,230-£20,395 AAABC
330i 254 155 5.8 38.2-41.5 134-139 Funky, fresh look gives a lease of life, shame that underneath isn’t
330e 288 155 5.9 188.3-201.8 37-38 the same. LxWxH 3996x1749x1474 Kerb weight 976kg
M340i xDrive 369 155 4.4 34.0-34.9 185 1.2 PureTech 82 79 107 12.8 51.3 125
318d 148 132 8.3-8.4 52.3-55.4 109-116 1.2 PureTech 110 107 117 9.3 52.2 122
320d 187 146 6.8-7.1 49.6-56.5 110-118 1.6 BlueHDi 100 96 115 10.6 67.0 111
320d xDrive 187 144 6.9 47.1-49.6 119-121
330d 263 155 5.5 44.1-47.9 133-138 C3 Aircross 5dr hatchback £18,525-£22,400 AAABC
330d xDrive 263 155 5.1 42.2-47.1 136-140 Funky-looking C3 gets a jacked-up, rugged SUV look.
LxWxH 4155x1765x1637 Kerb weight 1088kg
3 Series Touring 5dr estate £32,765-£50,795 AAAAB 1.2 PureTech 110 107 115 11.3 51.5 124
Towering everyday appeal. Arguably the best all-rounder sensible 1.2 PureTech 130 127 124 10.4 47.3 135
money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg 1.6 BlueHDi 100 96 109 12.8 62.7 118
318i 152 137 8.7 40.9-42.2 152-157
5.2 V10 quattro 567 200 3.5
320i 21.2 301 181 143 7.5 40.4-41.5 154-159 sDrive18i 138 127 9.7 39.2-40.9 149-156 C4 Cactus 5dr hatchback £21,750-£35,290 AAABC
5.2 V10 Performance q’tro 610 204 3.2
330i 21.1 304 254 155 5.9 39.2-40.4 139-146 sDrive20i 189 138 7.4 36.7-38.2 156-157 Interesting and novel to look at but flawed to drive.
M340i xDrive 371 155 4.5 33.6 191 xDrive20i 189 TBC 7.7 34.4-35.8 166-167 LxWxH 4157x1729x1480 Kerb weight 965kg
BAC 318d 148 133 8.8 51.4 143-144 xDrive25e 218 120 6.9 134.5-148.7 50-51 1.2 PureTech 110 107 117 9.3-9.7 51.5 124
Mono 0dr open £165,125 AAAAB 320d 188 142 7.1-7.9 49.6-50.4 115-121 sDrive18d 148 126 9.3-9.4 47.9-49.6 133 1.2 PureTech 130 128 120 8.2 47.3 135
An F-22 Raptor for the road, only significantly better built. 320d xDrive 188 142 7.4 47.9-51.4 121-124 xDrive18d 148 126 9.3-9.4 46.3-47.9 144-145 1.6 BlueHDi 100 96 114 10.6-11.2 63.4 117
LxWxH 3952x1836x1110 Kerb weight 580kg 330d 263 140 5.6 45.6 161-163 xDrive20d 187 136 7.8 45.6-47.9 148 1.6 BlueHDi 120 118 125 8.7 58.2 127
2.5 VVT 305 170 2.8 NA NA 330d xDrive 261 155 5.4 42.8-43.5 142-146
X2 5dr SUV £29,755–£44,550 AAAAC Grand C4 Spacetourer 5dr MPV £26,385-£35,290 AAAAC
BENTLEY 4 Series 2dr coupé £35,440-£71,130 AAAAC Proves crossovers aren’t always worse than the hatchbacks on Alternative MPV offers something fresh, comfy, spacious and
Continental GT 2dr coupé £162,165-173,385 AAAAC A talented GT and a brilliant B-road steer that is very well-equipped. which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg
Refined and improved in every area, making the Conti a superb LxWxH 4640x1825x1377 Kerb weight 1475kg sDrive18i 138 127 9.6 39.8-43.5 148-153 1.2 PureTech 130 126 125-128 10.8 46.9 136
grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 420i 181 146 7.3-7.5 35.3-37.7 169-171 sDrive20i 189 141 7.7 37.2-39.8 154-159 1.6 BlueHDi 130 126 130 11.3 58.6-60.1 123-126
4.0 V8 542 198 3.9 23.9 268 420i xDrive 181 144 7.6-7.8 33.6-36.2 178-180 xDrive20i 189 TBC 7.6 34.9-36.2 164-169 1.6 BlueHDi 160 158 130 9.2 47.0 158
6.0 W12 626 207 3.6 20.8 308 430i 248 155 5.8-5.9 34.9-37.2 171 M35i 302 155 4.9 33.6-34.0 187
440i 321 155 5.0-5.2 31.0-33.6 185 sDrive18d 148 129 9.3-9.8 47.9-52.3 132-137 C5 Aircross 5dr SUV £24,465-£36,805 AAABC
Continental GTC 2dr open £167,055-£216,195 AAAAB M4 Competition 444 155 4.0-4.2 24.7-28.5 225 xDrive18d 148 128 9.2 46.3-49.6 143-148 Smooth-riding SUV has an easy-going nature, but not the most
Immensely capable and refined open-top cruiser with effortless 420d 187 146 7.2-7.4 46.3-50.4 151 xDrive20d 185 137 7.7 45.6-50.4 146-151 dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg
performance. LxWxH 4850x2187x1399 Kerb weight 2414kg 420d xDrive 187 144 7.3 43.5-45.6 158 1.2 PureTech 130 129 117 10.5 44.2 144
4.0 V8 542 198 4.0 23.3 275 430d 254 155 5.5 40.9-42.2 173 X3 5dr SUV £40,670-£77,500 AAAAC 1.6 PureTech 180 178 134 8.2 39.6 161
6.0 W12 626 207 3.7 20.2 317 430d xDrive 254 155 5.2 38.7-39.2 183 Continues where the last one left off. Dynamically good and more 1.6 PureTech 225 PHEV 223 140 TBC 166.2 50
435d xDrive 308 155 4.7 39.2-40.4 183 luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg 1.5 BlueHDI 130 129 117 10.4 57.3 129
Flying Spur 4dr saloon £170,480-£207,780 AAAAB xDrive20i 181 134 8.3 29.4-31.4 179-181 1.5 BlueHDI 180 174 131 8.6 47.3 157
New from the ground up, with the looks and technology of a class 4 Series Convertible 2dr open £41,130-£71,355 AAAAC xDrive30e 288 130 6.1 134.5 51-54
winner. LxWxH 5316x1879x1483 Kerb weight 2437kg A talented grand tourer with the ability to remove the roof. What’s M40i 355 155 4.8 25.7-26.6 209 Berlingo 5dr MPV £20,495-£27,305 AAAAB
6.0 W12 632 207 3.8 19.1 337 not to like? LxWxH 4640x1825x1384 Kerb weight 1700kg X3M Competition 503 155 4.1 26.9 261 Boxy, slightly quirky and immensely practical van-based car
420i 181 146 8.2-8.4 34.0-35.8 181-183 xDrive20d 187 132 8.0 39.2-41.5 154-156 returns to top form. LxWxH 4403x1921x1849 Kerb weight 1398kg
Mulsanne 4dr saloon £240,880-£301,960 AAAAC 430i 248 155 6.3-6.4 32.8-35.3 183 xDrive30d 261 149 5.8 36.7-38.7 181-183 1.2 PureTech 110 108 109 11.5 37.5-42.4 147
If the Rolls Phantom is best from the back seat, the Mulsanne is 440i 321 155 5.4 29.7-30.4 194 M40d 321 155 4.9 35.3-36.7 187 1.5 BlueHDI 100 101 109 12.3 55.6 133
best in the front. LxWxH 5575x1926x1521 Kerb weight 2685kg M4 Competition 444 155 4.3-4.5 26.9-28.0 229 1.5 BlueHDI 130 128 116 10.3 54.2 137
6.75 V8 505 184 5.1-5.3 17.4 365 420d 187 146 8.1-8.2 44.1-46.3 160 X4 5dr SUV £44,215-£80,420 AAABC
6.75 V8 Speed 530 190 4.9 17.4 365 430d 254 155 5.9 39.2-39.8 180 Downsized X6 is respectable enough if not loveable, but the X3 is a CUPRA
435d xDrive 308 155 5.2 37.7-38.2 189 better option. LxWxH 4671x1881x1624 Kerb weight 1735kg Ateca 5dr hatch £38,105 AAABC
Bentayga 5dr SUV £141,780-£187,980 AAAAB M40i 336 155 4.9 25.9-26.9 209 First model from Seat’s stand-alone performance brand has
Crewe’s first attempt at a luxury SUV is a solid effort. The Diesel is 4 Series Gran Coupé 4dr coupé £35,390-£50,030 AAAAC X4M Competiton 503 155 4.1 26.7 259 decent pace and precision. LxWxH 4376x1841x1615 Kerb weight
wondrous. LxWxH 5140x1998x1742 Kerb weight 2505kg Essentially a prettier 3 Series. Good, but not better than the xDrive20d 187 131 8.0 39.2-41.5 161-165 1615kg
4.0 V8 542 171 4.5 21.7 302 regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg xDrive30d 254 145 5.8 36.7-40.9 180-184 2.0 TSI 300 296 153 5.2 32.5 197
6.0 W12 Speed 626 190 3.9 19.2 335 420i 181 146 7.5-7.7 34.9-37.1 172-173 M40d 322 155 4.9 35.3-27.2 184
420i xDrive 181 144 7.8-8.1 33.2-25.8 182-183 DACIA
BMW 430i 248 155 5.9 34.4-37.2 174 X5 5dr SUV £58,055-£110,600 AAAAC Sandero 5dr hatch £6985–£10,085 AAACC
1 Series 5dr hatch £24,460–£36,745 AAAAB 440i 321 155 5.1 30.7-31.7 188 More capable, convenient, refined and classy SUV that’s a more A clever budget prospect but its limitations are unavoidable, even
May not drive like a traditional BMW but delivers on upmarket hatch 420d 187 146 7.4-7.6 46.3-51.4 151-152 satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg after a smart facelift. LxWxH 4069x1733x1519 Kerb weight 969kg
values. LxWxH 4319x1799x1434 Kerb weight 1365kg 420d xDrive 187 144 7.5 43.5-46.3 160 xDrive40i 335 155 5.5 25.0-27.2 228-241 1.0 SCe 75 71 98 14.2 51.4 129
118i 138 132 8.5 40.9-45.6 135-139 430d 254 155 5.6 40.9-41.5 174 xDrive45e 282 TBC 5.6 188.3-235.4 31 0.9 TCe 90 87 109 11.1 47.1-47.9 140-141
M135i xDrive 302 155 4.8 34.4-35.8 176 430d xDrive 254 155 5.3 38.2-39.2 185 M50i 523 155 4.3 22.6-23.2 276 1.0 TCe 100 Bi-Fuel 99 114 11.1 53.3 124
116d 114 TBC 10.1-10.3 54.3-61.4 119-123 435d xDrive 308 155 4.8 39.2-39.8 183 X5M Competition 623 155 3.8 22.1 292
118d 148 134 8.4-8.5 54.3-57.6 123-126 xDrive30d 261 130 6.8 34.0-37.7 198-210 Sandero Stepway 5dr hatch £9225-£11,725 AAABC
120d 187 144 7.3 55.4-57.6 129-133 5 Series 4dr saloon £37,950–£98,090 AAAAB M50d 395 155 5.3 32.5-33.6 222-229 A more expensive and slightly more rugged cheap car – but still
120d xDrive 187 TBC 7.0 48.7-58.3 139-142 The perfect compromise between the comfy E-Class and dynamic limited. LxWxH 4089x1761x1555 Kerb weight 1040kg
XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg X6 5dr SUV £59,755–£113,300 AAABC 1.0 SCe 75 73 98 15.1 48.7 136
2 Series 2dr coupé £26,075-£75,310 AAAAB 520i 181 146 7.8 38.2-40.4 153 The world’s first off-road coupé, but appearances make it difficult 0.9 TCe 90 87 104 11.1 47.1-47.9 140-141
A proper compact coupé now. Could be better equipped, however. 530i 248 155 6.2 35.8-38.2 154-161 to love. LxWxH 4909x1989x1702 Kerb weight 2065kg 1.0 TCe 100 Bi-Fuel 99 114 11.1 46.3 137
LxWxH 4432x1774x1418 Kerb weight 1420kg 530e 248 146 6.1-6.2 117.7-128.4 32-43 xDrive40i 338 155 5.5 26.4-28.5 225-230
218i 134 130 8.8-8.9 35.8-38.2 168-172 540i xDrive 335 155 4.8 29.4-31.4 184-192 M50i 523 155 4.3 23.0-23.5 272 Logan MCV 5dr estate £8485-£13,105 AAACC
220i 181 143 7.2 36.2-38.2 170-174 M5 Competition 616 155 3.3 23.5-24.1 251 X6M Competition 623 155 3.8 22.4 287 Lacks its stablemates’ charms but retains their cheapness.
M240i 335 155 4.6-4.8 32.5 197 520d 187 147 7.5 44.1-52.3 131 xDrive30d 254 143 6.7 32.5-33.6 196-201 LxWxH 4501x1733x1552 Kerb weight 980kg
M2 Competition 404 155 4.2-4.4 28.2-29.1 226 520d xDrive 187 144 7.6 43.5-48.7 141 M50d 375 155 5.2 29.4-30.1 216 1.0 SCe 75 71 98 14.7 48.7 136
M2 CS 448 174 4.0 28.5 226 530d 261 155 5.7 43.5-45.6 152-158 0.9 TCe 90 87 109 11.1 47.1-47.9 140-141
218d 148 132 8.3-8.5 47.9-52.3 149-153 530d xDrive 261 155 5.4 39.2-41.5 168-174 X7 5dr SUV £72,305–£91,840 AAAAC 1.0 TCe 100 Bi-Fuel 99 114 11.6 46.2 129
220d 187 143 7.1-7.2 47.1-50.4 153-156 BMW’s largest SUV yet crowns the line-up, but faces strong
220d xDrive 187 140 7.0 43.5-46.3 163-166 5 Series Touring 5dr estate £40,200-£56,315 AAAAB competition. LxWxH 5151x2000x1805 Kerb weight 2395kg Logan MCV Stepway 5dr estate £12,425-£14,685 AAACC
The excellent 5 Series made in more practical form. The 520d is xDrive40i 338 155 6.1 24.6-24.8 249-250 Given a rugged makeover but still lacks charm. Extremely
2 Series Convertible 2dr open £29,600-43,900 AAABC still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg M50i 523 155 4.7 21.6-21.9 290 practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg
Better than its 1 Series forebear but lacks truly distinguishing 520i 181 139 8.2 34.9-38.2 164 xDrive30d 262 155 7.0 32.8-33.6 219-220 0.9 TCe 90 87 106 12.4 45.6 138-139
premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg 530i 248 155 6.5 34.0-36.7 165-170 M50d 398 155 5.4 31.0-31.4 235 1.0 TCe 100 Bi-Fuel 99 114 11.6 46.2 129
218i 134 130 9.4-9.6 33.6-36.2 177-181 540i xDrive 335 155 5.1 28.2-30.4 194-199 1.5 dCi 95 93 111 13.0 61.4 123
220i 181 143 7.7 34.4-35.8 180-184 520d 187 147 7.8 44.1-47.9 139-140 i3 5dr hatch £35,350–£37,840 AAAAB
M240i 335 155 4.7-4.9 31.4 204 520d xDrive 187 144 7.9 42.2-46.3 148 Our favourite high-end small car happens to be an EV, and it could Duster 5dr SUV £11,025-£19,105 AAABC
218d 148 132 8.8-9.0 45.6-47.9 159-161 530d 261 155 5.8 40.9-43.5 160-164 change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg A value champion. If cheap family transport is what you require,
220d 187 143 7.5-7.6 45.6-48.7 160-162 530d xDrive 261 155 5.6 37.7-41.5 170-179 120Ah 167 93 7.3 188 0 the Duster delivers. LxWxH 4315x2000x1625 Kerb weight 1147kg
120Ah S 180 99 6.9 182 0 1.0 TCe 100 4x2 99 105 12.5 46.3 138
2 Series Active Tourer 5dr hatch £25,595–£37,550 AAAAC 6 Series Gran Turismo 5dr hatch £44,220-£59,425 AAABC 1.3 TCe 130 4x2 128 118 11.1 42.8 149
BMW’s FWD hatch is a proper contender but not as practical as A large improvement on the 5GT and dynamically sound. Still an i8 2dr coupé/roadster £115,105–£127,105 AAAAC 1.3 TCe 150 4x4 148 121 10.6 TBC 162
some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg oddball, though. LxWxH 5007x1894x1392 Kerb weight 1720kg If BMW’s plug-in hybrid is what the future of the sports car looks 1.0 TCe 100 Bi-Fuel 99 108 TBC 44.1 150
218i 134 127 9.3 39.8-44.1 142-149 630i 254 155 6.3 32.1-34.9 183-191 like, we welcome it. LxWxH 4689x1942x1293 Kerb weight 1485kg 1.5 dCi 115 4x2 111 111 10.5 57.7 128
220i 181 142 7.4 37.2-38.7 150-156 640i xDrive 335 155 5.3 26.9-29.1 204-215 1.5 eDrive 374 155 4.4-4.6 128.4 49 1.5 dCi 115 4x4 111 108 12.1 51.4 145
225xe 248 125 6.7 88.3-100.9 44 620d 198 137 7.9 42.8-46.3 159-167
216d 335 121 11.1 55.4-58.9 124-130 620d xDrive 198 135 8.0 40.4-44.8 165-175 Z4 2dr coupé £37,425–£55,255 AAAAC DS
218d 148 129 9.0-9.1 49.6-55.4 129-136 630d 261 155 6.1 40.4-43.5 170-177 Better to drive than ever, but makes a better open-top cruiser than 3 Crossback 5dr SUV £22,120-£39,490 AAABC
220d 187 141 7.6 50.4-53.3 134-135 630d xDrive 261 155 6.0 37.2-40.9 181-190 a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg First foray into compact SUVs comfortably competes with more
220d xDrive 187 138 7.5 47.9-51.4 141-148 sDrive20i 195 155 6.6 38.7-39.8 161-162 established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg
7 Series 4dr saloon £69,555–£139,110 AAAAC sDrive30i 255 155 5.4 37.7-38.7 166-167 1.2 PureTech 100 98 112 10.9 46.0-52.0 113
2 Series Gran Tourer 5dr MPV £27,460–£37,740 AAAAB Rules on in-car entertainment and diesel sophistication; otherwise M40i 338 155 4.6 33.2 192-193 1.2 PureTech 130 128 124 9.2 42.2-47.1 117
Brings a proper premium MPV to the table. Third row seats aren’t too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg 1.2 PureTech 155 153 129 8.2 41.7-45.7 128
adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 740i 338 155 5.5 31.7-34.0 189-199 CAD I LL AC 1.5 BlueHDI 100 98 112 11.4 54.4-62.7 102
218i 134 127 9.5-9.8 38.2-40.9 150-151 745e 283 155 5.1-5.2 104.6-141.2 46 CTS-V 4dr saloon £85,428 AAAAC 50kWh E-Tense 132 93 8.7 191-206 0
220i 181 137 7.8 35.3-36.2 157-163 750i xDrive 527 155 4.0 25.7-26.9 243-245 Eat your heart out, Germany – but lacks handling finesse of its
216d 335 119 11.8 53.3-55.4 131-137 M760Li xDrive 583 155 3.8 20.8-21.6 306 European rivals. LxWxH 5050x1863x1447 Kerb weight 1850kg 7 Crossback 5dr SUV £31,155-£56,075 AAABC
218d 148 127 9.6 47.9-51.4 137-142 730d 261 155 6.1 41.5-43.5 166-172 6.2 V8 RWD 640 199 3.7 TBC TBC DS’s first premium SUV certainly has the right price tag, equipment
220d 187 138 8.2 47.9-49.6 142-148 730d xDrive 261 155 5.8 39.2-40.9 177-183 and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg
220d xDrive 187 135 8.0 45.6-47.1 150-154 740d xDrive 315 155 5.2 37.7-39.8 178-185 Escalade 5dr SUV £93,260 AACCC 1.2 PureTech 130 129 122 10.2 42.2-48.0 138
Cadillac’s luxury SUV remains too large and ungainly for the UK. 1.6 PureTech 180 178 137 8.9 35.2-38.5 152
3 Series 4dr saloon £30,945-£48,870 AAAAA 8 Series 2dr coupé/2dr open £72,155-£130,425 AAAAC LxWxH 5179x2061x1896 Kerb weight 2635kg 1.6 PureTech 225 EAT8 218 141 8.3 33.6-36.5 157
Latest 3 Series has a growth spurt, but size is no obstacle for an Has dynamism to spare, but not quite the breadth of ability of the 6.2 V8 AWD 420 112 6.7-6.9 TBC TBC 1.5 BlueHDi 130 TBC 121 11.7 49.3-55.3 134-141
engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg 2.0 BlueHDi 180 EAT8 171 134 9.9 42.7 154
318i 152 138 8.4 44.1-42.8 145-149 840i 335 155 5.0
190-193 C AT E R H A M
33.2-33.6
320i 181 146 7.1 41.5-43.5 124-127 M850i xDrive 523 155 255-260 Seven 2dr open £26,490–£53,885
3.7 26.2-26.9 AAAAB FERRARI
M8 Competition 623 155 252-254 The 360 is the sweet spot in the revised range, giving the Seven
3.2-3.3 25.2-25.4 Portofino 2dr open £164,480 AAAAC
840d xDrive 316 155 183-184 just the right hit of performance. LxWxH TBC Kerb weight 490kg
4.9 39.2-40.4 The entry-level Ferrari has the power, the looks and the touring
1.6 Sigma Ti-VCT 270 135 122 5.0 NA NA ability. LxWxH 4586x1938x1318 Kerb weight 1664kg
8 Series Gran Coupé 4dr saloon £70,080-£120,925 AAAAC 1.6 Sigma Ti-VCT 310 152 127 4.9 NA NA 3.9T V8 591 199 3.5 14.7-28.0 230-436
Four-door grand tourer offers greater practicality than its two-door 2.0 Duratec 360 180 130 4.8 NA NA
siblings. LxWxH 5072x1932x1397 Kerb weight 1800kg 2.0 Duratec 420 210 136 3.8 NA NA 488 2dr coupé/open £197,418–£278,850 AAAAA
840i 335 155 5.2 31.7-33.2 194 2.0 Supercharged 620S 310 145 3.4 NA NA Calm ride mixed with explosive performance.
M850i xDrive 523 155 3.9 24.4-24.6 260 2.0 Supercharged 620R 310 155 2.79 NA NA LxWxH 4568x1952x1213 Kerb weight 1475kg
M8 Competition 623 155 3.2 25.4 254 3.9T V8 GTB 650 203-205 3.0 13.5-25.9 247-478
840d xDrive 316 155 5.1 38.2-39.2 187 C I T R O E N 3.9T V8 Pista 710 212 2.85 15-26.2 245-430
C1 3dr hatch/5dr hatch £10,555-£14,525 AAABC 3.9T V8 Pista Spider 710 211 2.85 15-26.2 245-430
X1 5dr SUV £28,825–£40,000 AAAAC Slightly cheaper than its Toyota sibling but less visually charming.
Pick of the premium bunch but a tad unrefined and has ordinary LxWxH 3455x1615x1460 Kerb weight 855kg
handling. LxWxH 4439x1821x1598 Kerb weight 1395kg 1.0 VTI 72 71 99 12.6 58.9 109

19 AUGUST 2020 AUTOCAR.CO.UK 73

 ) ) ) )
ph ph ph ph
p) d (m ph p) d (m ph p) d (m ph p) d (m
mp
h
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee 2 y e)
o m ang km
)
we p sp 0 o no G/r
a (g we p sp 0 o no G/r
a (g we p sp 0 o no G/r
a (g we p sp 0/6 o n MPG/r (g/
Po To 0-6 Ec (M
P
C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec ( CO 2
S-Max 5dr MPV £30,800-£42,460 AAABC 2.0 D150 148 124 9.5 39.1-42.6 174AAAAC i30 5dr hatch £17,385–£29,495
Better to drive and better looking than most but not quite the
2.0 D150 AWD 148 120 9.9-10.1 36.3-41.7 177 As good as we’ve come to expect from Hyundai, but not one inch
class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg
2.0 D180 AWD 177 127-128 8.7-9.4 36.1-41.1 180-188 better. LxWxH 4340x1795x1455 Kerb weight 1194kg
2.0 TDCi EcoBlue 150 148 123 10.3 34.0-53.3 159-160 1.0 T-GDi 120 118 118 11.1 45.6 132-142 2.0 D240 AWD 236 139 7.0 34.5-36.9 200
2.0 TDCi EcoBlue 190 188 129 9.5 35.8-48.7 170-171 1.4 T-GDi 140 138 127-130 8.9-9.2 42.2-46.3 142-152
2.0 TDCi EcoBlue 190 AWD 188 128 9.8 31.7-46.3 181 2.0 T-GDi 250 N 247 155 6.4 34.9 185 F-Pace 5dr SUV £36,290–£73,200 AAAAC
2.0 T-GDi 275 N Performance 272 155 6.1 34.0 188 Credible first SUV effort is as refined and dynamic as a Jaguar
Galaxy 5dr MPV £33,200-£39,060 AAABC 1.6 CRDi 115 113 118 11.0-11.2 58.9-60.1 124 should be. LxWxH 4746x2070x1667 Kerb weight 1690kg
Huge seven-seat MPV. Easy to place on the road but not cheap to 2.0 25t 250 AWD 246 135 6.8 27.2-29.2 209
buy. LxWxH 4848x1916x1747 Kerb weight 1708kg i30 Fastback 4dr saloon £20,695–£29,985 AAABC 2.0 30t 300 AWD 295 145 6.0 26.2-28.0 216
2.0 TDCi EcoBlue 150 148 122-123 10.9 33.6-52.3 162-164 Combines good looks with sensible practicalities and dynamic 5.0 V8 SVR 550 AWD 548 176 4.1 22.1 281
2.0 TDCi EcoBlue 190 188 129-131 9.6-9.8 35.8-52.3 172 charm. LxWxH 4455x1795x1425 Kerb weight 1287kg 2.0d 163 160 121 10.2 40.9-44.8 158-175
2.0 TDCi EcoBlue 190 AWD 188 128 10.6 31.7-44.8 186 1.0 T-GDi 120 118 117 11.5 54.3 135 2.0 20d 180 177 129 8.5 39.9-43.4 162
1.4 T-GDI 140 138 129 9.2 49.6-52.3 141-151 2.0 20d 180 AWD 177 129 8.7 36.8-40.0 177
F8 Tributo 2dr coupé £203,476 AAAAA Ecosport 5dr SUV £18,680-£22,495 AAACC 2.0 T-GDI 275 N Performance 272 155 6.1 34.0 188 2.0 25d 240 AWD 236 135 7.2 35.4-38.5 182
The last hurrah for the pure internal combustion V8-powered Facelifted version of the pumped-up Fiesta is okay, but developing- 3.0 V6 30d 300 AWD 295 150 6.2 34.2-36.6 196
mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg i30 Tourer 5dr estate £17,845–£26,345 AAABC
3.9T V8 Tributo 710 211 2.9 21.9 292 1.0T Ecoboost 100 98 105 11.9 39.8-44.1 133 Another solid car. Good value and practical but lacks excitement. I-Pace 5dr SUV £64,495–£74,995 AAAAB
1.0T Ecoboost 125 123 111 11.0-11.6 34.4-44.1 135-136 LxWxH 4585x1795x1465 Kerb weight 1245kg Fast, refined and the first of its kind from a European
GTC4 Lusso 2dr coupé £198,165–£238,402 AAAAB 1.0T Ecoboost 140 138 115 10.2 39.8-43.5 136 1.0 T-GDi 120 118 117 11.4 47.9-49.6 130-139 manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg
Another four-wheel-drive grand tourer Ferrari that is more usable 1.5 TDCi EcoBlue 100 99 105 13.6 48.7-56.5 128-130 1.4 T-GDi 140 138 126-129 9.2-9.5 44.8-46.3 142-143 EV400 398 124 4.5 258-292 0
than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg 1.5 TDCi EcoBlue 125 123 113 10.7 53.3 139 1.6 CRDi 115 113 117 11.3 58.9-60.1 123-124
3.9T V8 592 198 3.5 13.5-25.2 253-477 1.6 CRDi 136 134 123 10.9 56.5-57.6 126-127 JEEP
6.3 V12 670 208 3.4 9.9-21.0 308-648 Puma 5dr SUV £20,595-£27,395 AAAAC Compass 5dr SUV £25,890-£36,135 AAACC
Compact crossover finally has a class leader capable of appealing Ioniq 5dr hatch £22,835-£34,950 AAABC Wants to be a catch-all crossover, but is beaten by more road-
812 Superfast 2dr open £260,963 AAAAA to petrolheads. LxWxH 4186x1805x1554 Kerb weight 1280kg First attempt at electrification for the masses is a good effort. focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg
More powerful than the F12, but with better road manners making 1.0T Ecoboost 125 123 119 10.0 49.6 132-133 LxWxH 4470x1820x1450 Kerb weight 1370kg 1.4 Multiair II 140 138 119 9.9 37.7 TBC
it the star of the range. LxWxH 4657x1971x1276 Kerb weight 1.0T Ecoboost MHEV 125 123 119 9.8 52.3 125-126 1.6 Hybrid 141 139 115 10.8-11.1 61.4-62.8 103 1.4 Multiair II 170 4WD 167 124 9.5 32.5 TBC
1630kg 1.0T Ecoboost MHEV 155 153 124 8.9 47.1-51.4 126-135 1.6 Plug-in Hybrid 141 139 110 10.6 247.8 26 1.6d MultiJet II 120 118 115 11.0 47.9 TBC
6.5 V12 777 211 2.9 11.2-20.0 320-572 Electric 118 103 10.2 193 0 2.0d MultiJet II 140 4WD 138 118 10.1 42.8 TBC
Kuga 5dr SUV £22,570-£35,545 AAAAC 2.0d MultiJet II 170 4WD 167 122 9.5 38.2 TBC
F I AT All-new version of popular SUV mixes dynamism with practicality Kona 5dr hatch £17,535-£32,220 AAAAC
500 3dr hatch/2dr open £12,555-£19,355 AAABC and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg Hyundai’s first crossover is the perfect blend of practicality, value Renegade 5dr SUV £19,535-£31,645 AAABC
Super-desirable, super-cute city car. Pleasant, if not involving to 1.5T Ecoboost 120 117 115 11.6 42.2 152 and style. LxWxH 4165x1800x1550 Kerb weight 1233kg Middling compact crossover with chunky looks but no obvious
drive. LxWxH 3571x1627x1488 Kerb weight 865kg 1.5T Ecoboost 150 148 121 9.7 41.5 151-157 1.0 T-GDi 120 2WD 118 112 12.0 44.1-44.8 146-147 charm. LxWxH 4236x1805x1667 Kerb weight 1346kg
1.2 69hp 68 99 12.9 44.1 119 2.5 Ecoboost PHEV 223 125 9.2 201.8 32 1.6 T-GDi 177PS 4WD 175 127 7.9 34.0-33.6 147 1.0 GSE T3 120 118 115 11.2 38.2 151
1.0 Mild Hybrid 69 104 13.8 53.3 TBC 1.5T Ecoblue 120 118 112 11.7 55.4 134-137 1.6 GDi Hybrid 2WD 134 119 10.2 52.3 122-123 1.3 GSE T4 150 148 122 9.4 38.2-39.8 151
2.0T Ecoblue 150 mHEV 148 121 9.6 56.5 132-136 Electric 39kWh 134 96 9.6 180 0 1.6d MultiJet II 120 118 111 10.2 45.6-48.7 TBC
500L 5dr MPV £19,520 AAACC 2.0T Ecoblue 190 188 129 8.7 47.9 155-172 Electric 64kWh 201 104 7.6 280 0 2.0d MultiJet II 140 4WD 138 113 9.5-10.2 37.7-40.4 TBC
A costly option but has some style to fill out some of its missing 2.0d MultiJet II 170 4WD 167 122 8.9 35.8 196
substance. LxWxH TBC Kerb weight TBC Mustang 2dr coupé/open £39,385-£49.035 AAAAC Nexo 5dr SUV £69,495 AAABC
1.4 95hp 93 103-111 12.8-13.2 34.0-34.9 168 American muscle built for the UK, in coupé and convertible forms. Impressive effort that heads in the right direction for fuel cell cars. Grand Cherokee 5dr SUV £51,135-£87,864 AAABC
What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg LxWxH 4670x2060x1640 Kerb weight 1814kg The best Jeep on sale by some margin. Comfortable and well-
500X 5dr hatch £18,640–£24,840 AAABC 2.3 Ecoboost 286 145 5.8 30.1-31.7 202-207 95kW fuel cell 161 130 9.6 42mpkg 0 equipped. LxWxH 4828x1943x1792 Kerb weight 2266kg
Familiar styling works rather well as a crossover. Drives okay, too. 5.0 V8 444 155 4.8 23.2-25.7 269-275 3.0 MultiJet 250 4WD 247 126 8.2 TBC TBC
LxWxH 4248x1796x1600 Kerb weight TBC 5.0 V8 Bullitt 453 163 4.6 23.9 270 Tucson 5dr SUV £22,625-£35,865 AAABC 6.2 V8 Hemi Trackhawk 710 180 3.7 TBC TBC
1.0 Firefly Turbo 120hp 118 117 10.9 41.5 TBC Classy, roomy cabin and predictable handling. A very competitive
1.3 Firefly Turbo 150hp 148 124 9.1 40.9 139 GT 2dr coupé £420,000 AAAAC SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg Wrangler 2dr/4dr SUV £40,480-£49,980 AAAAC
The GT is back as a race car for the road. Compelling if not perfect. 1.6 GDi 132PS 130 113 11.5 35.3 183-185 Heavy-duty off-roader goes anywhere, but lacks on-road manners.
Panda 5dr hatch £10,085–£16,585 AAABC LxWxH 4808x1928x1692 Kerb weight 1912kg 1.6 T-GDi 177PS 175 125-126 8.9-9.2 34.9-36.2 183-185 LxWxH 4223x1873x1840 Kerb weight 1827kg
Hasn’t kept pace with its rivals, but sells robust, practical charm 3.5 V6 Ecoboost 650 216 3.0 TBC TBC 1.6 CRDi 115PS 113 109 13.7 48.7-49.6 143-145 2.0 GME 265 110 7.3-7.6 25.4-26.4 249-256
better than most. LxWxH 3653x1643x1551 Kerb weight 940kg 1.6 CRDi 136PS 134 114-116 10.6-12.0 45.6-47.1 146-151 2.2d MultiJet II 200 4WD 197 114 9.5 28.8-30.4 234
1.2 69hp 68 96-102 14.2-14.5 44.8 TBC Ranger 4dr pick-up £25,924-£48,784 AAAAC 2.0 CRDi 185PS 182 125 9.5 40.9 180-182
0.9 Twinair 85 83 103-110 11.2-12.1 37.2 TBC Capable pick-up becomes off-road monster in Raptor spec, but KIA
1.0 Mild Hybrid 69 96 14.7 50.4 127 loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg Santa Fe 5dr SUV £38,810-£43,310 AAABC Picanto 5dr hatch £10,045-£14,775 AAACC
2.0 EcoBlue 130 128 106 13.5 42.8 173 Another big Korean SUV with lots of space for not a lot of cash. Nice drive and cabin, but now overshadowed by rivals.
Tipo 5dr hatch £14,970–£20,965 AAABC 2.0 EcoBlue 170 158 109 11.8 40.4-43.5 184-207 Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg LxWxH 3595x1406x1485 Kerb weight 935kg
A ’90s reboot that has been on a diet. Decent to drive and ample 2.0 EcoBlue 213 210 106 10.5 30.7 201-233 2.2 CRDI 200 AWD 197 127 9.4-9.5 38.7-40.4 179-189 1.0 MPi 66 100 13.8 49.6-50.4 127-129
interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg 3.2 Duratorq TDCI 200 197 109 10.6 32.1-36.2 221-231 1.25 MPi 83 100-107 11.6-13.2 42.2-49.6 129-151
1.4 95 93 115 12.1 36.2-36.7 TBC JAGUAR 1.0 T-GDi 99 112 10.1 48.7 133
1.4 T-Jet 120 118 124 9.6 36.7 TBC G I N E T TA XE 4dr saloon £34,280-£154,300 AAAAB
1.6 Multijet II 120 118 124 9.8-10.2 48.7-51.4 TBC G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC Tops the pile thanks to outstanding driver appeal. Poised and Rio 5dr hatch £12,985-£18,465 AAABC
A balanced, affordable and fine-looking track-day car. Some of the engaging but refined. LxWxH 4672x1967x1416 Kerb weight 1450kg Looks great and is well-priced, but nowhere near its European
Tipo Station Wagon 5dr estate £15,970–£21,295 AAABC finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg 2.0t 250 246 155 6.2 32.6-25.1 177 rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg
Estate version is more practical, which mixes well with its driving 1.8 Zetec 135 125 TBC NA NA 2.0t 300 AWD 295 155 5.4 30.0-33.2 190 1.25 MPi 83 107 12.5 45.6-46.3 138-140
characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg 5.8 V8 SV Project 8 597 186 3.3 TBC TBC 1.0 T-GDi 99 99 115 10.3 48.7 132-133
1.4 95 93 115 12.3 36.2 TBC H O N DA 2.0d 180 177 140 7.6-7.9 45.7-51.1 146 1.0 T-GDi 118 118 118 9.8 44.8-47.1 137-142
1.4 T-Jet 120 118 124 9.8 34.4-36.7 TBC E 5dr hatch £29,660-£32,160 AAABC 2.0d 180 AWD 177 140 7.8 40.8-44.7 161
1.6 Multijet II 120 118 124 10.1-10.4 48.7-50.4 TBC Eminently likeable, with good dynamics but a limited range and Ceed 5dr hatch £18,840-£25,985 AAAAC
FO ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg XF 4dr saloon £35,480-£52,700 AAAAB Third-generation hatchback can now compete for class honours.
FORD 100kW 136 90 9.0 137 0 Outstandingly broad-batted dynamically, plus a pleasant cabin. LxWxH 4310x1800x1447 Kerb weight 1315kg
Fiesta 3dr/5dr hatch £16,125-£26,285 AAAAB 113kW 154 90 8.3 131 0 LxWxH 4954x1987x1457 Kerb weight 1545kg 1.0 T-GDi 118 118 116 10.9 47.9-50.4 127-134
Dynamically superb and continues the Fiesta legacy. No longer the 2.0t 250 246 152 6.6 31.5-34.4 186 1.4 T-GDi 138 138 128-130 8.6-8.9 43.5-46.3 139-148
class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg Jazz 5dr hatch £14,790–£18,400 AAAAC 2.0t 300 AWD 295 155 5.8 29.9-32.6 196 1.6 T-GDI 201 201 142 7.5 38.2 169
1.1 75 73 103 14.5 53.3 121 Not the most compact or vivacious but has decent handling and is 2.0d 163 160 132 8.7 46.1-50.4 147 1.6 CRDi 114 114 118 10.6 57.6-58.9 126-129
1.0 Ecoboost 95 93 105-113 10.6-13.8 55.4-56.4 116-129 cleverly packaged. LxWxH 3995x1694x1550 Kerb weight 1066kg 2.0d 180 177 136 8.0-8.1 44.8-50.9 146 1.6 CRDI 134 134 122 10.2 57.6 129
1.0T Ecoboost 125 123 121 10.0 46.3-49.6 118-130 1.3 i-VTEC 99 113-118 11.2-12.3 48.7 131-135 2.0d 180 AWD 177 136 8.4 40.2-44.4 167
1.0T Ecoboost 140 138 125 9.0 46.3-48.7 124-131 2.0d 240 AWD 236 153 6.5 38.5-42.7 175 Ceed Sportswagon 5dr estate £19,840–£23,700 AAAAC
1.5T Ecoboost 200 ST 197 144 6.5 40.4 158 Civic 5dr hatch £19,715–£34,395 AAAAC 3.0d V6 300 295 155 6.2 40.8-43.2 169 All of the above, but with cavernous, more practical load space.
1.5 TDCi Duratorq 85 83 108 A fresh look while remaining practical, refined and upmarket. Lacks
12.5 55.4-60.1 113-119 LxWxH 4600x1800x1465 Kerb weight 1389kg
some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg XF Sportbrake 5dr estate £37,700-£55,025 AAAAB 1.0 T-GDi 118 118 118 10.9 47.1 136-137
Focus 5dr hatch £20,675-£32,495 AAAAB 1.0 VTEC Turbo 126 124 125-126 10.2-11.2 47.9 141-152 Superb XF is now available in the more practical Sportbrake form. 1.4 T-GDi 138 138 128-130 8.8-9.1 44.1-45.6 141-146
Better to drive and look at than before, and impressively good 1.5 VTEC Turbo 182 179 125-136 8.2-8.5 46.3 137-150 It’s a win-win. LxWxH 4954x1987x1496 Kerb weight 1660kg 1.6 CRDi 114 114 119 10.7 56.5-58.9 127-132
value. LxWxH 4378x1825x1471 Kerb weight 1369kg 2.0 VTEC Turbo Type R 315 169 5.8 33.2 TBC 2.0t 250 246 150 7.1 30.8-33.3 192
1.0T Ecoboost 100 99 116 12.1 44.1-50.4 120 1.6 i-DTEC 120PS 118 125 10.1
2.0t 300 AWD 62.8 117 295 155 6.1 28.9-31.0 206 Proceed 5dr hatch £24,320-£29,080 AAABC
1.0T Ecoboost 125 123 119-124 10-11.7 37.7-49.6 130-142 2.0d 163 160 136 9.3-9.4 45.8-48.2 153 Alluring and interesting, but not quite as special to drive as it looks.
1.5T Ecoboost 150 148 127-130 8.8-9.7 38.2-46.3 133-137 Civic 4 Door 4dr saloon £26,410-£26,935 AAAAC 2.0d 180 177 138 8.8 44.0-48.4 153 LxWxH 4605x1800x1422 Kerb weight 1405kg
1.5T Ecoboost 182 180 137-138 8.3-8.4 38.7-44.1 139-140 Saloon bodystyle gives Civic a more upmarket feel, without hurting 2.0d 180 AWD 177 136 8.9 39.3-43.1 172 1.4 T-GDI 138 138 127-130 8.8-9.1 42.8-45.6 142-150
2.3T Ecoboost 280 ST 276 155 5.7 34.3 179 its refined drive. LxWxH 4648x1799x1416 Kerb weight 1314kg 2.0d 240 AWD 236 150 6.7 37.8-41.5 179 1.6 T-GDI 201 201 140 7.2 39.3 163
1.5 EcoBlue 95 94 114 11.4 56.5-64.2 118 1.0 VTEC Turbo 126 124 130 10.7 46.3-47.9 TBC 3.0d V6 300 295 155 6.6 40.1-42.1 172 1.6 CRDI 134 134 124 9.8-10.0 54.3-56.5 132-136
1.5 EcoBlue 120 118 117-122 10.0-10.8 49.6-62.8 119-127
2.0 EcoBlue 150 148 127-130 8.5-9.3 44.1-57.6 125-129 HR-V 5dr SUV £20,720-£28,400 AAABC F-Type 2dr coupé £54,475-£97,270 AAAAB Xceed 5dr hatch £20,825-£28,405 AAABC
2.0 EcoBlue 190 ST 188 137 7.6 50.4 187 Cleverly packaged and comfortable. Bland performance and A full-blooded assault on Porsche’s backyard, with noise, power Crossover-styled hatch that drives well, but lacks practicality and
forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg polish. LxWxH 4395x1826x1483 Kerb weight 1332kg
Focus Estate 5dr estate £21,855-£33,685 AAABC 1.5 i-VTEC 130 128 116-119 10.2-11.4 42.2 148-153 2.0t 300 295 155 5.7 30.3-31.2 215 1.0 T-GDI 118 118 115 10.9 45.6 140-146
Almost as good to drive as the hatch, but a Skoda Octavia will 1.5 i-VTEC Turbo 182 180 134 7.8 47.1-47.9 151 5.0s V8 P450 447 177 4.6 26.0-26.8 239-246 1.4 T-GDI 138 138 124 9.1 42.8 150-151
carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 1.6 i-DTEC 120 119 10.0 54.3-56.5 132-136 5.0s V8 575 R AWD 567 200 3.7 26.4 243 1.6 CRDi 114 114 118 11.0 52.3 141
1.0T Ecoboost 100 99 114 12.5 53.3 122 1.5 CRDi 134 134 122 10.2 53.3 138
1.0T Ecoboost 125 123 120-123 10.3-10.6 51.4 128-134 CR-V 5dr SUV £27,250-£38,640 AAAAC F-Type Convertible 2dr open £59,995-£102,360 AAAAB
1.5T Ecoboost 150 148 129 9.0 48.7 133-136 Tardis-like SUV stalwart has lots of space for five and a big boot. Costs serious money, but you get a serious car with a likeable wild Soul EV 5dr hatch £37,295 AAAAC
1.5T Ecoboost 182 180 137 8.5 46.3-48.7 133-140 LxWxH 4605x1820x1685 Kerb weight 1515kg side. LxWxH 4482x1923x1308 Kerb weight 1545kg Electric-only hatch with looks that divide opinion, but competitive
2.3T Ecoboost 280 ST 276 155 5.8 34.4 187 1.5 i-VTEC 171 130 9.3 38.7 167 2.0t 300 295 155 5.7 30.4-31.1 217 range. LxWxH 4220x1825x1605 Kerb weight 1757kg
1.5 EcoBlue 95 94 112 11.8 62.8 120 1.5 i-VTEC AWD 171 124-129 9.8-10.0 32.5-36.2 178 5.0s V8 P450 447 177 4.6 26.0-26.6 241-247 64kWh 201 104 7.6 280 0
1.5 EcoBlue 120 118 118-120 10.3-11.1 62.8 120-126 2.0 i-MMD hybrid 181 112 9.2 38.2 162 5.0s V8 575 R AWD 567 186 3.7 26.4 243-247
1.5 EcoBlue 150 148 127-129 8.7-9.3 60.1 125-130 Stinger 4dr saloon £41,100 AAABC
2.0 EcoBlue 190 ST 188 137 7.7 50.4 187 NSX 2dr coupé £149,940 AAAAB E-Pace 5dr SUV £29,715-£49,920 AAAAC Sleek coupé-shaped saloon has the appeal and dynamics to rival
Honda’s supercar given a modern reboot, and it’s some piece of Jaguar’s second SUV looks enticing, but can it make an impact like Europe’s best. LxWxH 4830x1870x1400 Kerb weight 1717kg
Mondeo 5dr hatch/4dr saloon £24,440-£32,250 AAAAC engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg 3.3 V6 T-GDi 365 168 4.7 27.7 233
Does what great Fords do, by over-delivering on practicality, 3.5 V6 hybrid 573 191 2.9 26.4 242 2.0 P200 AWD 198 134 7.7 27.8-30.1 213
handling and value. LxWxH 4871x1852x1482 Kerb weight 1455kg 2.0 P250 AWD 245 143 6.6 27.1-29.5 215 Niro 5dr SUV £24,895-£37,995 AAABC
1.5 Ecoboost 165 165 138 9.2 32.1-36.7 133-138 HYU N DAI 2.0 P300 AWD 295 151 5.9 26.2-28.1 226 Kia’s first full hybrid is a solid attempt, but it lacks the refinement
2.0 TiVCT hybrid 187 184 116 9.2 40.9-52.3 129-131 i10 5dr hatch £12,505-£15,005 AAAAC of better rivals. LxWxH 4355x1805x1545 Kerb weight 1500kg
2.0 TDCi EcoBlue 150 148 131-133 10.7-10.9 36.7-61.4 136-146 Prioritises maturity over fun, resulting in a car that is practical and 1.6 GDi Hybrid 139 101 11.1 TBC TBC
2.0 TDCi EcoBlue 190 188 138 8.9 49.6 145-148 well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg 1.6 GDi Hybrid PHEV 139 107 10.4 TBC TBC
2.0 TDCi EcoBlue 190 AWD 188 137 9.1 45.6 155 1.0 MPi 67 97 14.6 53.3 114-119 64kWh e-Niro 198 104 7.5 282 0
1.2 MPi 84 106 12.6 51.4 124
Mondeo Estate 5dr estate £25,930-£33,130 AAAAC Stonic 5dr SUV £17,785-£20,785 AAABC
A vast and enjoyable estate that majors on everything a great Ford i20 5dr hatch £14,205-£18,855 AAAAC Kia’s first crossover is striking and reasonably good considering
should. LxWxH 4867x1852x1501 Kerb weight 1476kg Combines decent performance with good practicality and running the value. LxWxH 4140x1760x1520 Kerb weight 1160kg
1.5 Ecoboost 165 165 135 9.3 35.3 133-138 costs. LxWxH 4035x1734x1474 Kerb weight 980kg 1.4 MPI 98 107 12.2 45.6 141
2.0 TIVCT hybrid 187 184 116 9.2 40.9-52.3 133 1.0 T-GDI 100 98 113-117 10.8-11.4 47.9-49.6 129-134 1.0 T-GDi 118 115 9.9 46.3-47.1 137-138
2.0 TDCi EcoBlue 150 148 128-130 9.8-10.4 50.4-51.4 139-152 1.0 T-GDI 120 118 118 10.2 46.3 139 1.6 CRDI 108 112 10.9 57.6 128
2.0 TDCi EcoBlue 190 188 138 9.0 47.1-50.4 152-153 1.2 MPI 75 74 99 13.6 46.3 137
2.0 TDCi EcoBlue 190 AWD 188 137 9.2 44.1 158 1.2 MPI 84 83 106 12.8 45.6-46.3 138-141

74 AUTOCAR.CO.UK 19 AUGUST 2020

 N E W CAR PR I CES
) ) ) )
ph ph ph ph
p) d (m ph p) d (m ph p) d (m ph p) d (m
mp
h
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee 2 y e)
o m ang km
)
we p sp 0 o no G/r
a (g we p sp 0 o no G/r
a (g we p sp 0 o no G/r
a (g we p sp 0/6 o n MPG/r (g/
Po To 0-6 Ec (M
P
C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec ( CO 2
Sportage 5dr SUV £20,985–£35,665 AAABC LS 4dr saloon £75,395–£101,400 AAABC 2.0 AMG CLA45 S 4Matic+ 415 168 4.0 33.2 193
Good ride, handling and usability. Looks good and is decent value. Luxury saloon gets more tech and opulence but is let down by its 2.0 CLA220d 188 152 7.1 53.3-57.7 127
LxWxH 4480x1855x1635 Kerb weight 1454kg hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg
1.6 GDi 130 113 11.1 34.9-35.7 179-184 3.5 V6 VVT-i LS500h 348 155 5.4 35.7-36.2 176-208 CLA Shooting Brake 5dr estate £32,280-£59,470 AAABC
1.6 T-GDi 174 127 8.9 34.4-34.9 184-187 The most practical of the A-Class range, but it suffers for its
1.6 T-GDI AWD 174 125-126 8.8-9.2 31.7-32.5 198-203 RC 2dr coupé £40,230-£79,890 AAABC challenging styling. LxWxH 4640x1777x1435 Kerb weight 1430kg
1.6 CRDi 114 114 109 11.4 49.6 150 An also-ran, but the V8 RC F packs plenty of character and handles 1.3 CLA180 119 130 8.8-9.1 35.8-40.9 126
1.6 CRDi 134 134 112 10.8-11.4 44.8-47.1 158-167 well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg 1.3 CLA200 154 140 8.5 35.3-40.9 125
1.6 CRDI 134 AWD 134 112 11.6 42.8-43.5 169-173 2.5 VVT-I RC300h 220 118 8.6 40.9-45.5 141 2.0 CLA250 220 155 6.4 37.7-40.9 157
2.0 CRDi 182 48V AWD 182 125 9.2 39.8-40.4 183-186 5.0 V8 RC F 470 168 4.5 25.0 268 2.0 AMG CLA35 4Matic 302 155 4.9 36.2 171
2.0 AMG CLA45 S 4Matic+ 415 168 4.0 32.8 191
Sorento 5dr SUV £30,240-£43,365 AAAAC LC 2dr coupé £78,140-£88,530 AAAAC 2.0 CLA220d 188 142 7.8 43.5-48.7 112
Kia moves upmarket with a smart, well-priced and nicely appointed Superb-looking coupé shows flickers of what made the LFA great.
seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg LxWxH 4770x1920x1345 Kerb weight 1935kg B-Class 5dr hatch £27,640-£37,840 AAABC
2.2 CRDi 197 127 9.0-9.6 37.7-41.5 177-196 5.0 V8 LC500 470 168 4.4 24.4 262 6 Tourer 5dr estate £25,705–£33,485 AAABC A slightly odd prospect, but practical and classy nonetheless.
3.5 V6 LC500h 354 155 4.7 34.8 184 Attractively styled but only average to drive. LxWxH 4393x1786x1557 Kerb weight 1395kg
KTM LxWxH 4805x1840x1480 Kerb weight 1465kg 1.3 B180 136 132 9.0 40.4-47.1 138
X-Bow 0dr open £57,345–£70,717 AAAAC NX 5dr SUV £37,095-£47,595 AAACC 2.0 Skyactiv-G 145 143 129 9.5 41.5 155 1.3 B200 163 139 8.2 39.8-46.3 138
Eccentric looks and sharp handling but expensive. Some good ideas, but dramatically off the pace to drive. 2.0 Skyactiv-G 165 162 135 9.1 41.5 155 2.0 B250 161 139 8.2 46.3 159
LxWxH 3738x1915x1202 Kerb weight 847kg LxWxH 4630x1845x1645 Kerb weight 1905kg 2.5 Skyactiv-G 194 191 138 8.1 37.2 172 1.5 B180d 116 124 10.7 51.4-60.1 120
2.0 R 290 143 3.9 NA NA 2.5 VVT-I NX300h 4WD 194 112 9.2 35.7-37.1 171-173 2.2 Skyactiv-D 150 148 130 9.1 47.1-53.3 141 2.0 B200d 148 136 8.3 51.4-57.7 129
2.0 GT 280 143 4.1 NA NA 2.2 Skyactiv-D 184 181 140 7.9 47.1-51.4 144 2.0 B220d 187 145 7.2 50.4-56.5 132
RX 5dr SUV £51,550-£64,500 AAABC
LAMBORGHINI Low flexibility, but hybrid option makes a degree of economic CX-3 5dr SUV £19,395-£24,194 AAAAC C-Class 4dr saloon £29,030–£79,972 AAAAC
Huracán 2dr coupé/open £198,362-£218,192 AAAAC sense. LxWxH 4890x1895x1690 Kerb weight 2100kg Another supermini SUV with a sporting bent. Quite pricey but nicely Merc ramps up the richness, but the engines and dynamics aren’t
Junior Lambo mixes usability and drama skilfully, in both coupé 3.5 V6 RX450h 308 124 7.7 35.3-37.1 178-185 appointed. LxWxH 4275x1765x1535 Kerb weight 1230kg refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg
and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg 1.6 C180 2.0 Skyactiv-G 121
156 140 8.2-8.3 37.7-43.5 146 118 119 9.0 42.8 141
5.2 V10 Evo 631 201 2.9 20.3 332 UX 5dr SUV £29,945-£41,415 1.5 C200AAABC 2.0 Skyactiv-G 150
181 149 7.7 37.7-43.5 146 148 124 8.8 34.9-38.2 160
Refreshingly different premium SUV is a credible, if not class-
2.0 C300 1.5 Skyactiv-D 115
258 155 5.9 35.3-39.8 158-171 103 114 9.9 54.3 114
Aventador 2dr coupé/open £274,201-£440,376 AAAAC leading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 218
Big, hairy V12 has astonishing visuals and performance. Handling 2.0 250h 181 110 8.5 46.3-53.3 120-136 CX-30 5dr SUV £22,925-£32,025 AAAAC 4.0 V8 AMG C63 469 155 4.1 25.5-25.9 247
could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg Dynamic qualities, a classy interior and a handsome look set it 4.0 V8 AMG C63 S 503 180 4.0 25.5-25.9 247
6.5 V12 S 730 217 2.9 15.4 499 LOTUS apart from rivals. LxWxH 4395x1795x1540 Kerb weight 1334kg 2.0 C220d 192 149 6.9 45.6-53.3 134
6.5 V12 SVJ 759 217 2.8 15.8 486 Elise 2dr open £40,375-£48,275 AAAAC 2.0 Skyactiv-G 122 120 116 10.6 42.8 141 2.0 C300d 241 155 5.9 43.5-49.6 157
A delicate, vivid and unfettered drive; if you want a daily driver, 2.0 Skyactiv-X 180 176 127 8.5-9.0 43.5 133-146 2.0 C300de 302 155 5.6 235.4 32
Urus 5dr SUV £164,017 AAAAC shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg
Lambo’s second SUV is more alluring and aims to use the V8’s 1.8 VVT-i 220 217 145 4.2 36.7 TBC CX-5 5dr SUV £26,710-£36,725 AAAAC C-Class Estate 5dr estate £32,045–£79,528 AAAAC
power better. LxWxH 5112x2016x1638 Kerb weight 2200kg 1.8 VVT-i 246 242 151 3.8 36.2 TBC Offers powerful diesel engines and strong performance, plus a Decent practicality and fantastic interior. It’s a shame that it’s only
4.0 V8 631 189 3.6 22.2 325 welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg
Exige 2dr coupé £60,075-£101,075 AAAAB 2.0 Skyactiv-G 165 162 125 10.3 36.7-38.2 168 1.5 C200 181 146 7.9 36.7-40.9 165
L AN D ROVE R Sharp, uncompromising track car. Unforgiving on the road. 2.2 Skyactiv-D 150 148 112-127 9.4-10.3 43.5-49.6 151 2.0 C300 258 155 6.0 34.5-38.7 165-181
Defender 5dr SUV £46,040-£81,045 AAAAB LxWxH 4084x1802x1129 Kerb weight 1125kg 2.2 Skyactiv-D 184 181 129 9.6 39.8-42.8 175 2.0 C300e 316 155 5.5 176.6 35
Promises, and delivers, unrivalled off-road performance with 3.5 V6 VVT-i 350 345 162-170 3.8-3.9 28.2 TBC 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.8 222
on-road niceties. LxWxH 5018x2008x1967 Kerb weight 2209kg 3.5 V6 VVT-i 410 407 180 3.4 28.7 TBC MX-5 2dr open £19,485-£29,885 AAAAA 4.0 V8 AMG C63 469 155 4.2 25.0-25.5 252
2.0 P300 298 119 8.1 24.4-24.7 260-262 3.5 V6 VVT-i 430 428 180 3.2 27.7 TBC Brilliantly packaged, priced and perfectly poised but more vibrant 4.0 V8 AMG C63 S 503 174 4.1 24.8-25.5 252
3.0 P400 398 119 6.4 24.9-25.1 255-256 than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg 2.0 C220d 192 145 7.0 44.8-51.4 141-148
2.0 D200 198 109 10.3 31.4-31.7 235-236 Evora 2dr coupé £86,385-£93,875 AAAAC 1.5 Skyactiv-G 132 129 127 8.3 44.1 142 2.0 C300d 241 155 6.0 42.8-47.9 159-161
2.0 D240 238 117 9.1 31.4-31.7 234-236 Dynamically it puts nearly everything else in the shade. Shame 2.0 Skyactiv-G 184 181 136 6.5 40.4 155 2.0 C300de 302 155 5.7 217.3 34
about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg
Range Rover Evoque 5dr SUV £31,705-£51,490 AAAAC 3.5 V6 VVT-i 410 404 174-190 4.1-4.2 25.7-26.7 TBC MX-5 RF 2dr open £23,085-£31,785 AAAAA C-Class Coupé 2dr coupé £36,405-£81,730 AAAAC
Refined, luxurious baby Range Rover has matured for its second Remains perfectly poised and vibrant, even with a folding metal Nice balance of style, usability and driver reward.
generation. LxWxH 4371x1996x1649 Kerb weight 1891kg M A S E R AT I roof. LxWxH 3915x1735x1230 Kerb weight 1090kg LxWxH 4696x1810x1405 Kerb weight 1505kg
2.0 P200 198 134 8.0 29.1-31.3 204 Ghibli 4dr saloon £52,985-£91,965 1.6 C180 AAACC 1.5 Skyactiv-G 132 129 126 8.6 44.1 142 156 140 8.5 35.3-42.8 158
2.0 P250 248 143 7.0 29.1-31.2 205 Maser’s compact exec has the allure but lacks power and is poorly 2.0 Skyactiv-G 184
1.5 C200 181 124-126 7.9-8.7 37.7-40.4 155 181 149 7.9 37.7-42.2 150
2.0 P300 298 150 6.3 28.9-30.9 207 finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg
1.5 C200 4Matic 181 145 8.4 35.3-39.8 158
2.0 D150 148 125 10.5
3.0d V6 271 42.1-44.9
155 6.3 33.2-35.7 TBC 165 M c L A R E N 2.0 C300 258 155 6.0 35.8-39.8 158
2.0 D150 AWD 148 122 11.2
3.0 V6 345 166 39.9-40.0
5.5 23.5-24.9 TBC 540C 2dr coupé £135,055
176 AAAAC 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 218
2.0 D180 178 127 9.3 38.2-41.5 The affordable end of McLaren’s spectrum isn’t any less enthralling 4.0 V8 AMG C63
178 469 155 4.0 25.0-25.5 251
2.0 D240 238 140 GranTurismo 2dr coupé £94,420-£125,055
7.2 37.8-40.9 AAACC to drive. LxWxH 4530x2095x1202 Kerb weight 1449kg
181 4.0 V8 AMG C63 S 503 180 3.9 25.0-25.5 251
Not short on richness or desirability and well capable of stirring 3.8 V8 533 199 3.5 23.2 276 2.0 C220d 192 149 7.0 46.3-52.3 137
Range Rover Velar 5dr SUV £45,250–£86,675 AAAAC the soul. LxWxH 5652x1948x1481 Kerb weight 1873kg 2.0 C220d 4Matic 192 145 7.3 42.8-47.9 150
Dubbed the most car-like Landie ever and it doesn’t disappoint. 4.7 V8 453 185 4.8 19.7 313 570S 2dr coupé/open £149,055-£164,805 AAAAA 2.0 C300d 4Matic 241 155 6.0 42.8-48.7 153
Expensive. LxWxH 4803x2032x1665 Kerb weight 1829kg Blisteringly fast and exciting supercar-slayer with hugely appealing
2.0 P250 248 135 7.1 27.7-30.8 208 GranCabrio 2dr open £108,475-£131,520 AAACC handling. LxWxH 4530x2095x1202 Kerb weight 1440kg C-Class Cabriolet 2dr open £40,249-£84,481 AAAAC
2.0 P300 298 145 6.2 26.9-29.8 215 Fantastic looks and soundtrack but an average chassis overall. 3.8 V8 562 204 3.1 23.2 276 Take all the good bits about the coupé and add the ability to take
5.0 V8 P550 SVAD 548 170 4.5 23.0 279 LxWxH 4971x1945x1461 Kerb weight 1973kg the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg
2.0 D180 178 120 8.9 37.8-42.0 177 4.7 V8 453 AAAAA 1.6 C180
177-179 4.9-5.0 156 137-138 8.9 18.5 33.6-41.5 154-166 328 570GT 2dr coupé £154,000
2.0 D240 238 135 7.4 36.5-41.1 181 1.5 C200 The 570GT retains the lusty, fast appeal of its sister car, even with
181 146 8.5 36.2-40.4 166
3.0 V6 D275 272 135 7.0 34.7-38.0 195 Quattroporte 4dr saloon £73,885-£113,815 AAACC added practicality. LxWxH 4530x2095x1201 Kerb weight 1498kg
1.5 C200 4Matic 181 143 8.8 33.2-38.2 168
3.0 V6 D300 298 150 6.7 34.7-38.0 195 Now a full-sized executive limo, with some added flair. Off the pace 3.8 V8
2.0 C300 258 155 562 204 3.3
6.2 34.0-37.7 167 23.2 276
in several key areas. LxWxH 5264x1948x1481 Kerb weight 1860kg
3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 225
Range Rover Sport 5dr SUV £65,250-£101,800 AAAAB 3.0d V6 271 155 6.4 33.2-35.7 199 600LT 2dr coupé/open £187,680-£203,680 AAAAA 4.0 V8 AMG C63 469 155 4.2 24.6-24.8 258
Bigger and better; a cut-price Range Rover rather than a jumped-up 3.0 V6 339 167 5.1 23.5-24.9 223 Lighter, faster and more athletic than the 570S. McLaren at its very 4.0 V8 AMG C63 S 503 174 4.1 24.4-24.8 258
Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg best. LxWxH 4604x2095x1191 Kerb weight 1356kg 2.0 C220d 191 145 7.5 44.8-49.6 145
2.0 P300 298 125 7.3 24.0-26.1 245 Levante 4dr SUV £60,765-£157,765 AAACC 3.8 V8 592 204 2.9 23.2 277 2.0 C220d 4Matic 191 142 7.8 40.9-46.3 158
2.0 P400e PHEV 401 137 6.7 75.3-86.9 69 Italian flair and good looks in abundance, but diesel not as 2.0 C300d 242 155 6.3 42.2-47.1 157
3.0 P400 398 140 6.2 24.9-27.4 234 sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 720S 2dr coupé/open £215,055-£247,055 AAAAA
5.0 V8 P525 522 155 5.3 18.9-20.2 315 3.0d V6 271 143 6.9 29.1-30.0 189 The start of an era for McLaren and what a way to begin it is. CLS Coupé 4dr saloon £55,005-£77,845 AAAAC
5.0 V8 P575 SVR 572 176 4.5 18.9 339 3.0 V6 339 156 6.0 20.7-22.4 249 LxWxH 4543x2059x1196 Kerb weight 1419kg Retains the sleek coupé style and has more tech – without losing
3.0 SDV6 302 140 7.1 28.5-32.0 233 3.0 V6 S 424 164 5.2 20.9-22.4 253 4.0 V8 710 212 2.9 23.2 276 its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg
4.4 SDV8 336 140 7.2 25.5-27.0 275 3.8 V8 GTS 526 180 4.3 20.6-21.4 308 2.0 CLS350 313 155 6.0 32.1-34.9 177
3.8 V8 Tropheo 576 186 4.1 20.6-21.4 308 GT 2dr coupé £165,180 AAAAB 3.0 CLS450 4Matic 356 155 4.8 31.4-34.0 189
Range Rover 5dr SUV £83,645–£179,665 AAAAB Woking’s most user-friendly car to date is still a McLaren first and 3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 30.1-31.0 206
Wherever you are, the Rangie envelops you in a lavish, invincible MAZDA foremost. LxWxH 4683x2095x1213 Kerb weight 1530kg 3.0 CLS300d 4Matic 242 155 6.4 40.4-46.3 162
sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg 2 5dr hatch £15,825-£18,325 AAAAC 4.0 V8 612 203 3.2 23.7 270 3.0 CLS400d 4Matic 330 155 5.0 37.7-41.5 178
3.0 SVD6 272 130 7.9 29.1-31.5 235 Grown-up, well-made and drives with charm and vigour; engines
4.4 SDV8 336 135 7.3 25.4-26.6 278 aren’t brilliant. LxWxH 4060x1695x1515 Kerb weight 1141kg Senna 2dr coupé £750,000 AAAAA E-Class 4dr saloon £38,540-£98,360 AAAAC
3.0 P400 398 140 6.3 25.1-26.7 240-245 1.5 Skyactiv-G 75 74 106 12.1 49.6 121 Astounding circuit performance made superbly accessible. A wee bit pricey, and less sporting than its rivals, but still comfy
2.0 P400e 399 137 6.8 75.7-85.1 75 1.5 Skyactiv-G 90 88 110-114 9.4-12.0 49.6 120 LxWxH 4744x2155x1229 Kerb weight 1309kg and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg
5.0 V8 P525 522 155 5.4 18.9-20.0 322 4.0 V8 789 208 2.8 22.7 280 2.0 E200 181 149 7.5 38.2 192
5.0 V8 P565 SVAD 562 155 5.4 18.9 338 3 5dr hatch £21,825-£30,525 AAAAC 3.0 E450 363 155 5.1 31.7 202
Pleasing dynamism teamed with good practicality and punchy MERCEDES-BENZ 3.0 AMG E53 4Matic+ 429 155 4.5 29.7-31.4 205
Discovery Sport 5dr SUV £31,885-£50,090 AAAAB diesel engines. LxWxH 4460x1795x1435 Kerb weight 1411kg A-Class 5dr hatch £23,740-£56,560 AAAAC 4.0 V8 AMG E63 S 4Matic+ 594 155 3.4 22.8-23.7 270
Seven seats, at home on-road and off-road, plus new-found 2.0 Skyactiv-G 122 120 122 10.4 42.2 139-142 A little bit of luxury in a desirable, hatchback-sized package. 2.0 E300e 330 155 5.7 188.3 41
desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg 2.0 Skyactiv-X 180 178 134 8.2-8.5 51.4 125-142 LxWxH 4419x1992x1440 Kerb weight 1445kg 2.0 E220d 191 149 7.3 53.3 144
2.0 D150 148 121 10.5 42.0-47.8 159-165 1.3 A180 136 134 9.2 42.2-47.9 133 2.0 E300d 242 155 6.2 47.9 TBC
2.0 D150 AWD 148 118 10.7 38.0-40.9 181-185 3 saloon 4dr saloon £23,305-£28,285 AAAAC 1.3 A200 163 140 8.2 40.9-47.9 133 3.0 E350d 282 155 5.7 47.1 173
2.0 D180 178 126 9.1 37.3-40.4 183-187 Refined and dynamically satisfying in a saloon bodystyle. 2.0 A250 224 155 6.2 37.7-41.5 155 2.0 E300de 312 155 5.9 217.3 39
2.0 D240 238 137 7.2 36.6-39.6 187-191 LxWxH 4460x1795x1440 Kerb weight 1405kg 2.0 A250e 258 146 6.6 256.8 25
2.0 P200 198 129 8.5 28.5-30.8 208-212 2.0 Skyactiv-X 180 178 134 8.2 52.3 122-127 2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 179 E-Class Estate 5dr estate £40,860-£99,505 AAAAC
2.0 P250 247 140 7.1 28.4-30.5 210-214 2.0 AMG A45 S 4Matic+ 415 168 3.9 33.6 194 Far more practical than its rivals, but pricier and less sporty than
6 4dr saloon £24,705-£32,485 AAABC 1.5 A180d 116 126 10.5 53.3-61.4 118 those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg
Discovery 5dr SUV £47,435-£70,750 AAAAB A compelling mix of size, economy and performance. Interior is a 2.0 A200d 148 137 8.1 53.3-58.9 125 2.0 E200 181 144 8.1 31.0-35.3 192
The country bumpkin given elocution lessons without losing its let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.0 A220d 187 146 7.0 52.3-57.7 129 3.0 V6 AMG E53 4Matic+ 429 155 4.5 29.4-30.7 208
rugged capabilities. LxWxH 4970x2073x1888 Kerb weight 2115kg 2.0 Skyactiv-G 145 143 129 9.5 40.3-42.2 152 4.0 V8 AMG E63 S 4Matic+ 594 155 3.5 22.6-23.3 208
2.0 SD4 234 121 8.0 33.6 220 2.0 Skyactiv-G 165 162 135 9.1 42.2 152 A-Class Saloon 4dr saloon £25,635-£44,930 AAABC 2.0 E220d 189 146 7.7 41.5-47.1 156
3.0 V6 Td6 251 130 7.7 31.5 235 2.5 Skyactiv-G 194 191 138 8.1 38.2 167 Larger, more grown-up A-Class adds premium touch to smallest 3.0 E300d 242 155 6.5 40.4-46.3 168
2.0 Si4 295 125 7.3 25.8 247 2.2 Skyactiv-D 150 148 130 9.1 55.4 137 Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg 3.0 E350d 282 155 5.7 45.6 178-180
2.2 Skyactiv-D 184 181 140 7.9 47.9-53.5 140 1.3 A180 133 134 8.9 42.8-48.7 135 3.0 V6 E400d 4Matic 335 155 5.1 37.2-40.9 195-200
LEXUS 1.3 A200 161 143 8.1-8.3 42.8-48.7 131 2.0 E300de 312 155 5.8 166.2-176.6 41
CT 5dr hatch £26,270-£33,270 AAAAC 2.0 A250 220 155 6.3 38.2-42.2 152
Hybrid-only hatch has a pokey cabin and mismatched character 2.0 A250e 258 149 6.7 256.8 25 E-Class Coupé 2dr coupé £45,140-£68,740 AAAAC
traits. LxWxH 4350x1765x1445 Kerb weight 1465kg 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 173 Big, laid-back four-seat tourer. Borrows looks from the ravishing
1.8 VVT-i CT200h 134 112 10.3 53.2-54.3 119 1.5 A180d 114 128 10.6 56.5-64.2 115 S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg
2.0 A200d 148 141 8.2 58.9 125-129 2.0 E300 237 155 6.4 31.0 206
ES 4dr saloon £35,195-£45,675 AAABC 2.0 A220d 188 153 7.1 57.7 128-129 2.0 E350 295 155 5.9 TBC 191
Gatecrashes the German-controlled saloon market in a way the GS 3.0 E450 4Matic 362 155 5.6 29.1-31.4 216
could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg CLA Coupé 4dr saloon £30,310-£58,460 AAAAC 3.0 AMG E53 4Matic+ 429 155 4.4 30.1-31.4 205
2.5 VVT-i ES300h 218 112 8.9 48.7-53.2 119-127 May use A-Class underpinnings, but engineered to be much 2.0 E220d 189 150 7.4 43.5-50.4 146
sportier to drive. LxWxH 4688x1830x1439 Kerb weight 1490kg 2.0 E220d 4Matic 189 149 7.6 42.2-47.1 167
IS 4dr saloon £33,260-£42,960 AAABC 1.3 CLA180 133 134 9.0 42.8-47.9 134 3.0 E300d 4Matic 242 155 6.3 42.2-47.9 TBC
Sleek compact executive car is well-made and interesting but still 1.3 CLA200 161 142 8.2 42.8-47.9 134
a left-field choice. LxWxH 4680x1810x1430 Kerb weight 1620kg 2.0 CLA250 222 155 6.3 38.7-42.2 153
2.5 VVT-i IS300h 220 125 8.3 44.1-50.0 137-142 2.0 AMG CLA35 4Matic 302 155 4.9 34.9-37.2 172

19 AUGUST 2020 AUTOCAR.CO.UK 75

 ) ) ) )
ph ph ph ph
p) d (m ph p) d (m ph p) d (m ph p) d (m
mp
h
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee 2 y e)
o m ang km
)
we p sp 0 o no G/r
a (g we p sp 0 o no G/r
a (g we p sp 0 o no G/r
a (g we p sp 0/6 o n MPG/r (g/
Po To 0-6 Ec (M
P
C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec ( CO 2
E-Class Cabriolet 2dr open £48,745-£72,235 AAAAC Outlander 5dr SUV £29,375-£44,225 AAABC
Refined and sophisticated four-seater in the same mould as the Creditable effort, but still cheap in places: PHEV a boon for fleet
S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg users. LxWxH 4695x1810x1710 Kerb weight 1565kg
2.0 E300 237 155 6.6 30.0 206 2.0 Mi-VEC 4WD 148 118 13.3 32.5 196
2.0 E350 295 155 6.1 TBC 195 2.0 Mi-VEC PHEV 200 106 11.0 139.7 46
3.0 E450 4Matic 362 155 5.8 28.8-30.7 220
3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 209 Shogun Sport 5dr SUV £37,705 AAACC
2.0 E220d 192 147 7.7 42.8-48.7 152 Has a fitness for purpose that could appeal to those who tow or
2.0 E220d 4Matic 192 145 7.9 41.5-45.6 171 haul big loads. LxWxH 4785x1815x1805 Kerb weight 2100kg
3.0 E300d 4Matic 242 155 6.6 40.9-46.3 178 2.4 DI-DC 4WD 179 112 11.0 32.8 227
S-Class 4dr saloon £75,855-£183,235 AAAAA MORGAN
Mercedes has given the S-Class a refresh and an added boost of 3 Wheeler 0dr open £31,195-£40,129 AAAAA
tech. LxWxH 5141x1905x1498 Kerb weight 1970kg The eccentric, characterful and brilliant Morgan is a testament to
3.0 V6 S450 L 389 155 5.1 33.2-26.2 177 GLS 5dr SUV £75,565-£92,065 AAABC English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg 508 4dr saloon £26,040-£40,630 AAAAC
3.0 V6 S500 L 457 155 4.8 33.2-36.2 177 The replacement for the massive GL can still seat seven in 2.0 V-twin 68 68 115 7.0 NA NA Stylish and likeable but lacking the polish of more premium rivals.
3.0 V6 S560e L 472 155 5.0 104.6-128.4 59 comfort. LxWxH 5216x2030x1823 Kerb weight 2415kg 2.0 V-twin 82 82 115 6.0 NA NA LxWxH 4750x1859x1430 Kerb weight 1535kg
4.0 V8 AMG S63 594 155 4.3 23.2-24.4 263-273 3.0 GLS 400d 4Matic 327 148 1.6 PureTech 180 6.3 178 143 7.9 32.8
38.0-41.8 145 227
6.0 V12 S650 Maybach 611 155 4.7 19.5-20.0 328 AACCC 1.6 PureTech 225 223 155 7.1 36.3-39.8 151 4/4 2dr open £41,292
2.9 S350d 282 155 X-Class 5dr pick-up £35,238–£47,412
6.0 38.7-44.1 168 AAAAC Has its appeal but not as rewarding to drive as it could be. 1.6 Hybrid 223 155 8.3 166-235 27-38
2.9 S400d 335 155 Lifts the bar on commercial vehicle comfort while retaining tough LxWxH 4010x1630x1220 Kerb weight 795kg
5.4 38.7-44.1 169 1.5 BlueHDi 130 129 129 9.4-9.7 51.4-59.8 116
qualities. LxWxH 5340x2113x1819 Kerb weight 2234kg 1.6 i4 Sigma 110 115 8.0 NA NA 2.0 BlueHDI 160 158 143 8.4 45.2-51.1 140
S-Class Coupé 2dr coupé £113,170-£141,215 AAAAC 2.3 X220 d 163 105 12.9 TBC TBC 2.0 BlueHDi 180 174 146 8.0 45.0-50.6 147
More tech and cleaner engines make the opulent luxury tourer 2.3 X250 d 190 109 11.8 TBC TBC Plus 4 2dr open £35,455-£44,161 AABCC
more appealing. LxWxH 5027x1912x1414 Kerb weight 2065kg 3.0 V6 X350 d 285 127 7.9 TBC TBC Needs more chassis finesse, but the Plus 4 still charms 508 SW 5dr estate £27,640-£42,430 AAACC
4.0 V8 S560 455 155 4.6 26.4-27.7 235 nonetheless. LxWxH 4010x1720x1220 Kerb weight 927kg Bodystyle takes the edge off the 508’s style yet doesn’t fully
4.0 V8 AMG S63 594 155 4.2 24.1-24.6 261 MG 2.0 GDi 154 118 7.5 NA NA address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg
6.0 V12 AMG S65 611 155 4.1 18.6 262 3 5dr hatch £9805-£13,105 AAABC 1.6 PureTech 180 178 140 8.0 38.0-41.8 156
Neatly tuned and nice sporty styling. Breaks the mould for sub- Roadster 2dr open £55,129-£55,196 AACCC 1.6 PureTech 225 223 153 7.4 36.3-39.8 167
S-Class Cabriolet 2dr open £124,965-£151,310 AAAAC £9000 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg More advanced, but pricey and needs better brakes. 1.6 Hybrid 223 155 8.3 166-235 27-38
As above but with the added allure of a retractable fabric roof. 1.5 VTI-Tech 104 108 10.4 42.3 152 LxWxH 4010x1720x1220 Kerb weight 950kg 1.5 BlueHDI 130 128 129 9.9-10.1 51.4-59.8 128-131
LxWxH 5027x1912x1420 Kerb weight 2150kg 3.7 V6 Cyclone 280 140 5.5 NA NA 2.0 BlueHDI 160 159 140 8.5 45.2-51.1 149
4.0 V8 S560 455 155 4.6 26.4-27.2 238 HS 5dr SUV £17,785-£23,965 AAACC 2.0 BlueHDI 180 178 144 8.4 50.3 147
4.0 V8 AMG S63 594 155 4.2 23.7-23.9 268 Goes big on metal for the money but covers its budget roots with Plus Six 2dr open £78,050-£90,050 AAABC
6.0 V12 AMG S65 611 155 4.1 18.6 272 mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg Feels like progress in lots of ways, but not yet the driver’s car it 2008 5dr SUV £20,160-£37,775 AAAAC
1.5 T-GDI 162 118 9.9 36.2-37.2 TBC might be. LxWxH 3890x1756x1220 Kerb weight 1075kg Compact crossover has most rivals licked, but class is still waiting
SLC 2dr open £36,590–£49,000 AAABC 3.0 335 166 4.2 38.2 180 for a game changer. LxWxH 4300x1770x1550 Kerb weight 1205kg
Another small convertible exhibiting all the charm that a Mercedes ZS 5dr SUV £16,355-£30,495 AAACC 1.2 PureTech 100 98 115 10.9 52.0 123
should. LxWxH 4143x1810x1301 Kerb weight 1435kg Much improved on previous MGs, but still lacks the sophistication NISSAN 1.2 PureTech 130 128 122 8.9 50.6 126-136
2.0 SLC200 178 147-149 6.9-7.0 37.2-40.4 167 of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg Micra 5dr hatch £13,930-£19,865 AAAAC 1.2 PureTech 155 153 129 8.2 46.6 137
2.0 SLC300 237 155 5.8 35.3-37.2 178 1.5 VTi-Tech 104 109 10.9 41.5 155 Refreshed look and better handling makes it an enticing choice. 50kWh e-2008 136 93 8.5 TBC 0
3.0 V6 AMG SLC43 356 155 4.7 31.7-32.5 199 1.0T GDi 109 112 12.4 38.6 166 Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg 1.5 BlueHDi 98 115 11.4 62.7 118
44.5kWh EV 141 87 8.5 163 0 1.0 71PS 70 98 16.4 46.3 107
SL 2dr open £79,995-£93,185 AAAAB 1.0 IG-T 100 98 114 10.9 45.6-50.4 126-139 3008 5dr SUV £25,855-£46,735 AAAAC
Big, luxurious drop-top is classier than a royal stud farm. Few feel MINI 1.0 DIG-T 117 115 121 9.9 47.9 133 Cleverly packaged Peugeot offers just enough SUV DNA to make
more special. LxWxH 4631x1877x1315 Kerb weight 1735kg 3dr Hatch 3dr hatch £16,185-£34,995 AAAAB 1.5 dCi 90 88 111 11.9 52.3 110 the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg
3.0 V6 SL400 356 155 4.9 29.7 215 Three-pot engines and cleverly designed interior make the Mini a 1.2 PureTech 130 126 117 10.5-10.8 36.5-43.6 113
4.7 V8 SL500 442 155 4.3 27.4 215 superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg Leaf 5dr hatch £29,845-£39,395 AAAAC 1.6 PureTech 180 178 136 8.0 35.2-39.6 128
1.5 One 101 121 10.1-10.2 43.5-47.9 130 Better looks, better value and better range from this second-gen 1.6 Hybrid 223 146 5.9 157.2-222.3 29
AMG GT 2dr coupé/open £98,920-£191,415 AAAAC 1.5 Cooper 134 130 7.8-7.9 43.5-47.9 131-132 electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg 1.6 Hybrid4 298 149 5.9 166.2-235.1 36
Million-dollar looks and a railgun V8, but extremely firm chassis 2.0 Cooper S 189 145-146 6.7-6.8 38.7-43.5 146-147 40kWh 147 89.5 7.9 168 0 1.5 BlueHDi 130 126 119 9.5 48.0-56.3 104
affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 2.0 John Cooper Works 227 152 6.1-6.3 38.7-40.4 159 62kWh 214 98 6.9-7.3 239 0 2.0 BlueHDi 180 175 131 8.9 42.3-47.1 121
4.0 V8 GT 469 188-189 4.0 23.0-23.5 274-275 2.0 John Cooper Works GP 302 164 5.2 34.0 167
4.0 V8 GT C 550 196-197 3.7 21.9-22.1 292 Juke 5dr hatch £17,425-£24,025 AAABC 5008 5dr SUV £27,945-£39,935 AAAAC
4.0 V8 GT R 577 198 3.6 22.1 290 5dr Hatch 5dr hatch £16,925-£23,365 AAAAB High-riding, funky hatch is a compelling package. High CO 2 figures, Less MPV, more SUV, and shares its siblings’ good looks. Competent
Mini charm in a more usable package, but still not as practical as though. LxWxH 4135x1765x1565 Kerb weight 1605kg to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg
AMG GT 4-Door Coupé 4dr saloon £140,495 AAAAB rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 1.0 DiG-T 117 113 112 10.4
1.2 PureTech 130 46.3 135-141 126 117 10.4-10.9 36.5-44.2 136
New four-door, four-wheel-drive GT may be a confusing car to 1.5 One 101 119 10.1-10.5 42.8-47.1 132 1.6 PureTech 180 178 135 8.3 35.2-39.6 161
contemplate, but it’s a deeply impressive one to drive. LxWxH 1.5 Cooper 134 129 8.1-8.2 42.2-47.1 133-134 Qashqai 5dr SUV £20,545-£34,325 AAAAB 1.5 BlueHDi 130 129 119 10.7 48.0-56.3 134
5054x1953x1447 Kerb weight 2100kg 2.0 Cooper S 189 143-144 6.8-6.9 38.2-42.8 147-147 The defining modern crossover. The Mk2 is better in all areas, 2.0 BlueHDi 180 175 131 9.1 42.3-47.1 124
4.0 V8 GT63 S 4Matic+ 639 196 3.2 21.4-22.1 291 hence its popularity. LxWxH 4394x1806x1590 Kerb weight 1331kg
Convertible 2dr open £20,115-£29,240 AAABC 1.3 DIG-T 140 138 120 10.5 40.1-41.4 153-161 P O L E S TA R
EQC 5dr SUV £65,720-£74,610 AAAAB A fun open-top car but compromised on practicality and dynamics. 1.3 DIG-T 160 158 123-124 8.9-9.9 40.0-41.4 153-161 1 2dr coupé £139,000 AAAAC
Brisk, tidy-handling electric SUV has everything needed to do well LxWxH 3821x1727x1415 Kerb weight 1280kg 1.5 dCi 115 113 112 12.3 51.9-53.7 139-145 Limited-run sports GT delivers petrol-electric performance and
on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg 1.5 Cooper 134 128-129 8.7-8.8 41.5-45.6 141-142 1.7 DCI 150 148 119 9.5 46.4-50.2 155-160 Swedish styling. LxWxH 4586x2023x1352 Kerb weight 2345kg
80kWh 400 4Matic 402 112 5.1 232-259 0 2.0 Cooper S 189 142-143 7.1-7.2 38.7-40.9 154 2.0 plug-in hybrid 596 155 4.2 353.1 29
2.0 John Cooper Works 227 150 6.6 37.2-38.7 164 X-Trail 5dr SUV £27,050-£36,820 AAABC
GLA 5dr SUV £26,090-£37,920 AAABC There aren’t many cheaper ways of owning an SUV. Has a better PORSCHE
Not the most practical crossover but good looking and very decent Clubman 5dr hatch £21,980-£35,675 AAAAC range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg 718 Boxster 2dr open £46,651–£73,405 AAAAB
to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg Cheery and alternative Mini ‘six-door’ takes the brand into new 1.3 DiG-T 160 158 123 11.5 37.8-38.5 166-169 Our idea of drop-top heaven. Exceptional to drive, whether cruising
1.6 GLA180 120 124 8.7-9.0 35.3-40.4 159-163 territory. LxWxH 4253x1800x1441 Kerb weight 1375kg 1.7 dCi 150 148 121 10.7 44.5-47.5 163-207 or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg
1.6 GLA200 152 134 8.1-8.4 34.9-39.8 160-167 1.5 Cooper 134 127
2.0 9.1290 170 39.2-43.5 143-144
4.9-5.1 31.4-33.2 TBC
2.0 GLA250 4Matic 204 143 6.6 32.5-35.8 180 2.0 Cooper S 189 AAABC 2.0 T
142 7.1-7.2
296 170 36.7-39.8 156
4.7-5.3 31.4-32.8 TBC 370Z 2dr coupé £29,995–£40,495
Old-school and profoundly mechanical coupé. The Healey 3000 of 2.5 S
2.0 JCW All4 302 155 4.9339 177 34.9
4.4-4.6 29.1-30.7 TBC183
GLB 5dr SUV £34,510-£49,080 AAABC today – but meaner. LxWxH 4265x1845x1315 Kerb weight 1496kg 4.0 GTS 396 182 4.5 25.9 246
Boxy SUV mixes rough-and-tumble styling cues and seven-seat Countryman 5dr hatch £23,380-£36,975 AAABC 3.7 V6 323 155 5.3 23.3-23.6 274 4.0 Spyder 414 187 4.4 25.7 TBC
versatility. LxWxH 4634x1834x1659 Kerb weight 2085kg Bigger than before, but still more funky than useful. Still not all that 3.7 V6 Nismo 339 155 5.2 23.2 276
1.3 GLB 200 160 129 9.1 40.4 160 pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg 718 Cayman 2dr coupé £44,845–£75,403 AAAAA
2.0 AMG GLB 35 302 155 5.2 32.5 197 1.5 Cooper 136 124 9.7 37.2-40.9 149-150 GT-R 2dr coupé £81,995–£151,995 AAAAC Scalpel-blade incisiveness, supreme balance and outstanding
2.0 GLB 200d 148 127 9.0 47.9 156 1.5 Cooper All4 136 122 10.3 35.3-40.4 161 Monstrously fast Nissan has been tweaked and sharpened. Still a driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg
2.0 GLB 220d 188 135 7.6 47.9 154 2.0 Cooper S 192 140 7.5-7.6 35.8-38.2 158 blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 2.0 290 170 4.9-5.1 31.4-33.2 TBC
2.0 Cooper S All4 192 138 7.6 34.4-36.2 173 3.8 V6 562 196 2.9 20.2 316 2.0 T 296 170 4.9-5.3 31.4-32.8 TBC
GLC 5dr SUV £40,610-£89,090 AAAAC 2.0 JCW All4 302 155 5.1 34.4 185 3.8 V6 Nismo 591 196 2.5 19.6 325 2.5 S 339 177 4.4-4.6 29.1-31.0 TBC
Not exactly exciting to drive, but does luxury and refinement 2.0 Cooper D 150 129 9.1 47.9-54.3 130-136 4.0 GTS 396 182 4.5 25.9 247
better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg 2.0 Cooper D All4 150 127 9.0 46.3-49.6 145-146 NOBLE 4.0 GT4 414 188 4.4 25.7 TBC
2.0 GLC 300 4Matic 255 149 6.2 34.4 187-198 1.5 plug-in hybrid 220 123 6.8 156.9 41 M600 2dr coupé £248,000–£287,600 AAABC
2.0 GLC 300e 4Matic 315 143 5.7 128.4 51 Deliciously natural and involving; a bit ergonomically flawed. 911 2dr coupé £82,793–£98,418 AAAAB
3.0 V6 AMG GLC43 4Matic 388 155 4.9 27.7 233-245 Electric 3dr hatch £27,900-£33,900 AAAAC LxWxH TBC Kerb weight 1198kg Wider, eighth-generation 911 is still eminently fast, and capable at
4.0 V8 AMG GLC63 4Matic+ 462 155 4.0 22.2 288 Won’t break records on range or usability, but has plenty of zip and 4.4 V8 662 225 3.0 NA NA all speeds. LxWxH 4519x1852x1300 Kerb weight 1565kg
4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.1 293 driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg 3.0 Carrera 380 182 4.0 26.6-28.5 TBC
2.0 GLC 220d 4Matic 191 134 7.9 47.9 154 33kWh 180 93 7.3 144-145 0 PEUGEOT 3.0 Carrera 4 380 180 4.0 26.2-28.2 211
2.0 GLC 300d 4Matic 242 144 6.5 44.1 168 108 3dr/5dr hatch £9690–£14,985 AAABC 3.0 Carrera S 444 191 3.5 27.2-28.5 209
MITSUBISHI Sister car to the Aygo – and a distant second to most city car 3.0 Carrera 4S 444 190 3.4 25.7-27.2 TBC
GLC Coupé 5dr SUV £45,235-£90,915 AAAAC Mirage 5dr hatch £10,560-£14,045 AAACC rivals. LxWxH 3475x1615x1460 Kerb weight 840kg
A coupé-shaped SUV destined to be outrun by the X4 – unless A straightforward hatchback – but not for the likes of us. 1.0 72 71 100 13.0 53.5-57.3 93-95 911 Cabriolet 2dr open £92,438–£108,063 AAAAC
you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg LxWxH 3795x1665x1505 Kerb weight 845kg Fewer compromises than ever, if rewarding only at full attack.
2.0 GLC 300 4Matic 255 149 6.3 34.9 196-201 1.2 Mi-VEC 79 AAABC LxWxH 4519x1852x1297 Kerb weight 1585kg
107 11.7-12.8 47.9-55.4 113-123 208 3dr/5dr hatch £16,280-£32,750
2.0 GLC 300e 4Matic 315 143 6.5 128.4 A big improvement for Peugeot, if not for the supermini class.
51 3.0 Carrera 380 180 4.2 26.2-28.0 TBC
3.0 V6 AMG GLC43 4Matic 388 155 ASX 5dr SUV £20,695-£26,465
4.9 25.0-26.9 AAACC LxWxH 3475x1615x1460 Kerb weight 1065kg
232-242 3.0 Carrera 4 380 179 4.2 25.9-27.7 TBC
4.0 V8 AMG GLC63 4Matic+ 472 155 Decent engines, but otherwise an unexceptional crossover.
4.0 22.4-23.5 283
1.2 PureTech 75 72 106 14.9 53.6 113 3.0 Carrera S 444 190 3.7 26.4-28.0 TBC
4.0 V8 AMG GLC63 S 4Matic+ 502 155 LxWxH 4355x1770x1640 Kerb weight 1260kg
3.8 22.4-23.2 289
1.2 PureTech 100 98 117 9.9 53.0 121 3.0 Carrera 4S 444 188 3.6 25.0-26.6 TBC
2.0 GLC 220d 4Matic 191 135 7.9
2.0 MI-VEC 2WD 148 48.7118 10.2 37.7 171 153
1.2 PureTech 130 128 129 8.7 51.9 123
2.0 GLC 300d 4Matic 242 145 6.6
2.0 MI-VEC 4WD 148 44.1118 12.5 34.4 185 167
50kWh e-208 136 93 8.1 194-217 0 Panamera 4dr saloon £74,225-£149,617 AAAAA
1.5 BueHDi 100 99 117 10.2 71.4 104 Revamped big saloon is an absolute belter, making it almost the
GLE 5dr SUV £59,255-£81,010 AAAAC Eclipse Cross 5dr SUV £24,445-£30,515 AAACC perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg
The ML replacement isn’t inspiring to drive but does come with a Stylish, future-looking mid-sized SUV shows where Mitsubishi’s 308 5dr hatch £21,135-£31,055 AAAAB 3.0 V6 4 321 162 5.5-5.6 25.0-26.9 192-197
classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg Classy all-round appeal makes it a serious contender, but rear 2.9 V6 4S 428 179 4.4-4.5 TBC 191-196
2.9 GLE 450 4Matic 362 155 5.7 32.5 196 1.5 Mi-VEC 2WD 160 124-127 9.3-10.3 33.2-37.7 177-192 space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg 2.9 V6 E-Hybrid 449 172 4.6-4.7 78.5-85.6 60
2.0 GLE 300d 4Matic 242 140 7.2 39.2 205 1.5 Mi-VEC 4WD 160 124 9.8 32.5 196 1.2 PureTech 110 107 117 11.1 40.4-47.7 124 4.0 V8 GTS 458 181 4.1 22.2-23.5 235
2.9 GLE 350d 4Matic 268 143 6.6 36.2 206 1.2 PureTech 130 126 128-129 9.1-9.6 41.3-48.9 123 4.0 V8 Turbo 533 190 3.8-3.9 22.1-23.0 238-242
2.9 GLE 400d 4Matic 328 152 5.7 35.3 209 1.6 Puretech 260 GTI 258 155 6.0 37.8 169 4.0 V8 Turbo S E-Hybrid 671 192 3.4-3.5 74.3-80.7 74
2.0 GLE 350de 4Matic 317 130 6.8 256.8 29 1.6 BlueHDi 100 99 112 12.2 54.9-63.8 115
3.0 V6 AMG GLE 53 4Matic+ 432 155 5.3 26.7 240 1.5 BlueHDi 130 126 127 9.8 53.2-62.7 118 Panamera Sport Turismo 5dr estate £76,372-£143,444 AAAAA
2.0 BlueHDi 180 EAT8 175 140 8.2 45.0-49.4 141 The Panamera in a more practical form, and now it’s a good-looking
GLE Coupé 5dr SUV £71,250-£79,335 AAAAC beast. LxWxH 5049x1937x1428 Kerb weight 1880kg
Diesel-electric hybrid drivetrain adds class-leading range and tax- 308 SW 5dr estate £22,085-£30,145 AAAAC 2.9 V6 4 321 160 5.5 24.6-25.6 200
busting emissions. LxWxH 4946x2014x1716 Kerb weight 2295kg Estate bodystyle enjoys the classy appeal of the hatchback. 2.9 V6 4S 428 177 4.4 24.8-25.6 199
3.0 GLE 400d 4Matic 327 149 5.7 33.6 221 LxWxH 4585x1563x1472 Kerb weight 1190kg 2.9 V6 E-Hybrid 449 170 4.6 76.3-80.7 64
3.0 AMG GLE 53 4Matic 432 155 5.3 25.7 251 1.2 PureTech 110 107 117 11.6 40.4-47.7 124 4.0 V8 GTS 458 179 4.1 22.2-23.2 242
1.2 PureTech 130 126 127 9.5-10.0 41.3-48.9 123-131 4.0 V8 Turbo 533 188 3.8 22.1-22.8 243
G-Class 5dr SUV £96,170-£146,440 AAABC 1.5 BlueHDI 100 99 111 12.3 54.9-63.8 115 4.0 V8 Turbo S E-Hybrid 671 192 3.4 72.4-74.3 76
Massively expensive and compromised, but with character in 1.5 BlueHDi 130 126 126 10.0 53.2-62.7 118
abundance. LxWxH 4764x1867x1954 Kerb weight 2550kg 2.0 BlueHDi 180 EAT8 178 139 8.4 45.0-49.4 52.5 Taycan 4dr saloon £83,422-£138,881 AAAAB
3.0 G350d 4Matic 282 124 7.4 25.2-25.9 288-289 First all-electric Porsche shows the rest of the world how it should
4.0 V8 AMG G63 4Matic 577 137 4.5 18.6-18.8 343 be done. LxWxH 4963x1966x1381 Kerb weight 2305kg

76 AUTOCAR.CO.UK 19 AUGUST 2020

 N E W CAR PR I CES
) ) ) )
ph ph ph ph
p) d (m ph p) d (m ph p) d (m ph p) d (m
mp
h
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee /62
m my ng
e )
/km
)
r (b
h
ee 2 y e)
o m ang km
)
we p sp 0 o no G/r
a (g we p sp 0 o no G/r
a (g we p sp 0 o no G/r
a (g we p sp 0/6 o n MPG/r (g/
Po To 0-6 Ec (M
P
C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec ( CO 2
79kWh 4S 527 155 4.0 207-253 0 Cullinan 4dr SUV £254,055 AAAAC XV 5dr SUV £30,795-£32,795 AAACC
93kWh 4S 568 155 4.0 240-288 0 Big, bold new 4x4 begins the next era for the brand, with a model No-nonsense crossover doesn’t quite make enough sense.
93kWh Turbo 671 161 3.2 237-279 0 that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg LxWxH 4450x1780x1615 Kerb weight 1355kg
93kWh Turbo S 751 161 2.8 241-256 0 6.75 TV12 563 155 5.2 17.0-17.3 370-377 2.0i 148 120 10.7 35.7 TBC
Macan 5dr SUV £47,823-£69,865 AAAAB S E AT Forester 5dr estate £35,475-£38,475 AAACC
Spookily good handling makes this a sports utility vehicle in the Mii Electric 5dr hatch £22,800 AAABC Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless.
purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg Not as desirable or plush as the e-Up but nearly as good to drive. LxWxH 4610x1795x1735 Kerb weight 1488kg
2.0 243 139 6.7 25.7-28.2 185 LxWxH 3557x1643x1474 Kerb weight 1160kg 2.0i e-Boxer 148 117 11.8 34.7 TBC
3.0 V6 S 351 157 5.3 23.9-25.7 204 37kWh electric 81 81 12.3 162 0
3.0 V6 Turbo 434 167 4.3 23.5-24.8 224 Outback 5dr estate £32,465-£35,465 AABCC
Ibiza 5dr hatch £15,835–£22,105 AAAAB Acceptable in isolation but no class leader.
Cayenne 5dr SUV £58,530-£123,514 AAAAB Reinvigorated Ibiza is more mature and takes the class honours LxWxH 4815x1840x1605 Kerb weight 1612kg
Refreshed look, improved engines, interior and a better SUV from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 2.5i 172 130 10.2 33.0 TBC
overall. LxWxH 4918x1983x1696 Kerb weight 1985kg 1.0 MPI 80 79 106 14.6 49.6-50.4 125-128 Superb Estate 5dr estate £25,785-£41,605 AAAAC
3.0 V6 335 152 6.2 22.2-24.1 210 1.0 TSI 95 93 113 10.9 51.4-52.3 122-124 Even more commendable than above, primarily thanks to its BRZ 2dr coupé £30,715 AAAAA
3.0 V6 E-hybrid 456 157 5.0 60.1-72.4 74 1.0 TSI 115 113 121 9.3 48.7 131 enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg The GT86’s half-brother looks great in Subaru blue. Cheaper, too.
2.9 V6 S 428 164 5.2 TBC 219 1.5 TSI 150 1.6 TDI 95
148 135 93 113
8.4-8.6 39.2-43.5 146-163 7.5 56.5-58.9 127-130 LxWxH 4240x1775x1320 Kerb weight 1242kg
4.0 V8 Turbo 533 177 4.1 20.2-20.8 261 2.0 TSI 190 188 142 7.7 35.3-37.7 167-172 2.0i 197 140 7.6 33.3 191
4.0 V8 S E-Hybrid 671 183 3.8Leon 5dr hatch £18,860–£32,825
52.3-58.9 AAAAC 2.0 TSI 272 4X4
90 270 155 5.6 32.5 197-198
A creditable effort and a notable improvement in form, with plenty 1.4 iV PHEV 215 138 7.8 148.7-176.6 36-42 SUZUKI
Cayenne Coupé 5dr SUV £63,464-£126,111 AAAAC of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 1.6 TDI 120 118 127-128 10.6-10.7 49.6 148-150 Ignis 5dr hatch £13,289-£16,769 AAAAC
Little different to drive than the standard car but certainly has an 1.0 TSI 115 113 121 9.8 51.4-53.3 120-125 2.0 TDI 150 148 132-135 8.6-8.8 49.6-52.3 142-150 Cute and rugged-looking 4x4 city car capable of tackling roads
appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg 1.5 TSI EVO 130 128 126 9.4 45.6-50.4 126-129 2.0 TDI 190 187 TBC TBC 48.7 151-152 bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg
3.0 V6 335 150 6.0 22.2-23.9 215 1.5 TSI EVO 150 148 134 8.2 44.8-48.7 131-143 2.0 TDI 190 4X4 187 142 7.4 43.5 170-171 1.2 Dualjet 87 106 11.8 52.9 126
3.0 V6 E-Hybrid 456 157 5.1 60.1-70.6 75 2.0 TSI Cupra 288 155 6.0 38.7 170 1.2 Dualjet SHVS 87 106 11.4 54.1 117
2.9 V6 S 428 163 5.0 21.9-23.7 216 1.6 TDI 115 113 122 9.8 57.6-58.9 125-129 Kamiq 5dr SUV £17,690–£24,735 AAABC 1.2 Dualjet SHVS 4x4 87 103 11.1 48.6 127
4.0 V8 Turbo 533 177 3.9 20.2-20.8 261 2.0 TDI 150 148 134 8.4 55.4-56.5 134-137 Skoda’s supermini platform has birthed a practical but predictable
4.0 V8 S E-Hybrid 671 183 3.8 52.3-57.6 90 compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg Jimny 3dr SUV £16,564–£19,064 AAABC
Leon ST 5dr estate £19,855–£38,290 AAAAC 1.0 TSI 95 93 112 11.1 48.7-49.6 129-131 Charming 4x4 is capable and affordable but retains its dynamic
RADICAL Good-looking and responsive hatchback-turned-estate. 1.0 TSI 115 112 120 9.9 47.1-48.7 131-136 foibles. LxWxH 3645x1645x1725 Kerb weight 1135kg
Rapture 0dr open £110,000 AAABC LxWxH 4549x1816x1454 Kerb weight 1236kg 1.5 TSI 150 148 132 8.3 46.3-47.9 134-139 1.5 VVT 100 90 11.9 35.8 178
Not as well mannered as some lightweights but spectacular in its 1.0 TSI 115 113 122 10.1 51.4-52.3 123-125 1.6 TDI 115 112 119 10.2 55.4-56.5 132-134
track day element. LxWxH 4100x1790x1130 Kerb weight 765kg 1.5 TSI EVO 130 128 129 9.5 49.6-50.4 128-129 Swift 5dr hatch £13,789-£19,079 AAABC
2.2 Turbo 360 165 3.1 NA NA 1.5 TSI EVO 150 148 134 8.2 44.8-48.7 131-142 Karoq 5dr SUV £22,560-£35,780 AAAAC Given mature looks, more equipment and a hybrid powertrain, but
2.0 TSI Cupra 288 155 5.2 33.6 189-190 Yeti replacement may not have its forebear’s quirkiness, but it’s it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg
RXC GT 2dr open £145,000 AAABC 1.6 TDI 115 113 122 10.6 57.6-58.9 127-129 brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 1.2 Dualjet 87 111 11.9 56.4 113
Designed for pounding around a track; out of its element on the 2.0 TDI 150 148 132-134 8.7-8.8 54.5-55.4 131-136 1.0 TSI 115 113 116 10.6 40.4-44.1 146-159 1.2 Dualjet SHVS 4x4 87 105 12.6 49.7 128
road. LxWxH 4300x1960x1127 Kerb weight 1125kg 1.5 TSI 150 148 126 8.1-8.3 38.2-41.5 154-167 1.4 Boosterjet Sport 138 130 8.1 47.0 TBC
3.5 V6 400 400 179 2.8 NA NA Arona 5dr SUV £18,035-£25,125 AAAAC 20 TSI 190 4x4 188 132 7.3 33.2 192
3.5 V6 650 650 180 2.7 NA NA Seat’s second SUV doesn’t disappoint, with it taking charge of the 1.6 TDI 115 113 116 11.0-11.1 46.3-49.6 149-159 Vitara 5dr SUV £20,849-£25,149 AAABC
class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg 2.0 TDI 150 148 127 9.0 49.6-50.4 147-150 Utterly worthy addition to the class drives better than most.
R E N A U LT 1.0 TSI 95 93 107 11.2 45.6-48.7 131 2.0 TDI 150 4x4 148 121 8.8 42.8-44.8 165-173 LxWxH 4175x1775x1610 Kerb weight 1075kg
Twizy 2dr hatch £6695–£7795 AAABC 1.0 TSI 115 113 113 9.8-10.0 44.1-46.3 130-139 2.0 TDI 190 4x4 188 131 7.4 41.5 177 1.4 Boosterjet 136 124 9.5 43.6 131
Zany solution to personal mobility is suitably irreverent and 1.5 TSI EVO 150 148 127 8.3 44.8-48.7 131 1.4 Boosterjet Allgrip 136 124 10.2 37.7 139
impractical. LxWxH 2338x1381x1454 Kerb weight 474kg 1.6 TDI 95 93 107 11.9 49.6-56.5 129 Kodiaq 5dr SUV £26,450-£44,480 AAAAC
MB L7e 17 50 NA TBC 0 Skoda’s first seven-seat SUV is a viable alternative to a traditional SX4 S-Cross 5dr SUV £25,709-£25,809 AAABC
Ateca 5dr SUV £23,025-£36,975 AAAAB MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg A worthy crossover if not a class leader. Refreshed looks give a
Zoe 5dr hatch £29,170-£32,870 AAABC Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. 1.5 TSI 150 148 123 9.3 36.2-37.7 165-176 lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg
A far more practical zero-emission solution. Attractive price, too. LxWxH 4363x1841x1601 Kerb weight 1280kg 2.0 TSI 190 4x4 188 TBC TBC 30.0-31.7 201-205 1.4 Boosterjet 136 124 9.5 40.6 157
LxWxH 4084x1730x1562 Kerb weight 1470kg 1.0 EcoTSI 115 113 114 11.0 42.8-42.8 147-154 2.0 TDI 150 148 123 9.8 44.8-46.3 161-165 1.4 Boosterjet Allgrip 136 124 10.2 37.7 164
50kWh R110 107 84 11.4 239 0 1.5 TSI EVO 150 148 123 8.6 33.6-41.5 150-154 2.0 TDI 150 4x4 148 120-122 9.4-9.6 38.7-42.8 172-190
50kWh R135 132 87 9.5 239 0 2.0 TSI 190 4Drive 187 132 7.9 32.5-33.6 190-191 2.0 TDI 190 4x4 187 130 8.3 38.7-39.2 188-191 TESLA
1.6 TDI 115 113 114 11.5 44.1-54.3 145-148 2.0 BiTDI 239 4x4 vRS 237 136 7.0 35.3 211 Model S 5dr hatch £82,245–£96,845 AAAAB
Clio 5dr hatch £14,685-£20,825 AAAAC 2.0 TDI 150 148 122 9.0 46.3-50.4 149-151 Large range makes it not only a standout EV but also the future of
Plusher, smoother, and much more mature. A car of substance as 2.0 TDI 190 4Drive 187 132 7.5 TBC 180-181 S M A R T luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg
well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg EQ Fortwo 3dr hatch/open £20,350-£27,135 AAACC Long range 602 155 4.1 379 0
1.0 SCe 75 72 100 16.4 52.3 121-122 Tarraco 5dr SUV £28,950–£39,940 AAAAC Pricey, EV-only two-seater has urban appeal but is short on Performance 602 155 2.4 368 0
1.0 TCe 100 98 116 11.8 47.9-54.3 117-131 Seat’s largest SUV brings a hint of youthful exuberance to a performance. LxWxH 2695x1663x1555 Kerb weight 1085kg
1.3 TCe 130 128 124 9.0 49.6 131 practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg Electric Drive 79 81 11.5-11.8 74-83 0 Model 3 4dr saloon £43,045–£56,545 AAAAC
1.5 dCi 85 82 110 14.7 67.2 110 1.5 TSI EVO 150 148 125 9.7 35.3-37.2 167-170 Lowest-price, biggest-volume Tesla yet arrives in the UK after
2.0 TSI 4Drive 190 188 131 8.0 39.0 206 EQ Forfour 5dr hatch £20,785-£23,085 AAACC wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg
Mégane 5dr hatch £18,325-£50,585 AAABC 2.0 TDI 150 148 126 9.8 37.2-47.1 156-157 Four doors give the Smart more mainstream practicality. Still Standard range plus 235 140 5.3 254 0
Stylish and refined but bland. Trophy-R hot hatch an altogether 2.0 TDI 4Drive 150 148 123 9.8 37.2-39.8 187-188 expensive, though. LxWxH 3495x1665x1554 Kerb weight 1200kg Long range 346 145 4.4 348 0
different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg 2.0 TDI 4Drive 190 188 130 8.0 37.2-38.2 193-194 Electric Drive 79 81 12.7 71-80 0 Performance 449 162 3.2 329 0
1.3 TCe 140 138 127 9.5 46.3 137-150
1.8 RS 300 298 162-163 5.4-5.7 34.9 185 S KO DA S S A N G YO N G Model X 5dr SUV £87,245–£104,845 AAAAB
1.5 Blue dCi 115 113 118 11.1 62.8 121-126 Citigo-e 3dr hatch £20,455–£22,815 AAAAC Tivoli 5dr SUV £14,485–£20,165 AAABC A genuine luxury seven-seat electric SUV that also has a large
A Czech take on the city car is more fun to drive than its plain-Jane Trails the Duster as the best-value small crossover – but not by range. LxWxH 5036x2070x1684 Kerb weight 2459kg
Mégane Sport Tourer 5dr estate £19,725-£23,985 AAABC exterior suggests. LxWxH 3597x1641x1478 Kerb weight 1214kg much. LxWxH 4195x1795x1590 Kerb weight 1270kg Long range 602 155 4.7 315 0
Stylish and refined estate car is still bland like the hatch. Smaller 37kWh iV electric 80 81 12.3 170 0 1.6 128 126 99-106 11.0-12.0 35.3-38.2 166 Performance 602 155 2.8 303 0
than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg 1.6d 115 113 107-109 12.0 45.3-54.3 140
1.3 TCe 140 138 127 9.8 47.1 139-152 Fabia 5dr hatch £12,630–£18,220 AAABC T OYO TA
1.5 Blue dCi 115 113 129 11.4 64.2 119-127 Comfortable, affordable, easy to drive and attractive, but no more Tivoli XLV 5dr SUV £20,060-£23,100 AAABC Aygo 3dr hatch £9855–£14,055 AAACC
so than its rivals. LxWxH 4009x1958x1452 Kerb weight 1151kg Now grown in size for more practicality but that doesn’t increase Impactful styling does a lot to recommend it, but not as refined nor
Grand Scenic 5dr MPV £23,515–£28,255 AAABC 1.0 MPI 60 58 98 16.6 50.4 127 the Tivoli’s appeal. LxWxH 4440x1798x1635 Kerb weight 1405kg as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg
Good-looking seven-seat MPV is bland to drive and the third row 1.0 TSI 95 94 114 10.8 50.4-51.3 124-127 1.6 128 126 99-106 11.0-12.0 34.9-37.2 173 1.0 VVT-i 71 99 13.8 56.5 113-114
seats are tight. LxWxH 4634x1866x1655 Kerb weight 1495kg 1.0 TSI 110 108 121 9.6 49.6-51.4 125-128 1.6d 115 113 107-109 12.0 42.8-51.4 144-184
1.3 TCe 140 138 119 10.3 46.3 156-160 Yaris 5dr hatch £15,425-£20,690 AAABC
1.7 dCi 120 117 120 12.1 51.4 145-158 Fabia Estate 5dr estate £15,260-£19,105 AAAAC Korando 5dr SUV £19,995–£31,995 AAACC Stylish interior but ultimately a scaled-down version of bigger
Far more practical, majoring on boot space while doing what a Competitive towing capabilities and generous kit, but still lacks Toyotas. LxWxH 3495x1695x1510 Kerb weight 975kg
Captur 5dr SUV £17,625-£24,825 AAAAC good Skoda should. LxWxH 4271x1958x1473 Kerb weight 1182kg dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg 1.0 VVT-I 67 96 15.3 48.7 131
Jacked-up Clio is among the better downsized options. Stylish and 1.0 TSI 95 94 115 10.9 50.4-51.4 124-128 1.5 GDI-Turbo 161 118-120 12.0 TBC 172 1.5 VVT-I 108 108 11.0-11.2 45.6-47.1 135-141
fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 1.0 TSI 110 108 122 9.7 49.6-51.4 125-129 1.6L 2WD 133 112 12.0 48.7 159 1.5 VVT-I Hybrid 71 102 11.8 56.5 112
1.0 TCe 100 97 107 13.3 47.9 136-137 1.6L 4WD 133 112 12.0 43.5 178
1.3 TCe 130 128 121 10.6 45.6 141-148 Scala 5dr hatch £16,930-£24,110 AAAAC C-HR 5dr SUV £25,665-32,635 AAAAC
1.3 TCe 155 151 126 8.6 45.6 142-146 Undercuts rivals on price and ushers in a sharp new design Musso 5dr SUV £25,131–£35,031 AAACC Coupé-shaped crossover certainly turns heads and impresses on
1.5 dCi 95 93 110 14.4 56.5-58.9 124-130 language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg Practical pick-up has a refined engine and direct steering, but ride the road. LxWxH 4360x1795x1565 Kerb weight 1320kg
1.5 dCi 115 113 116 11.0-11.9 56.5-58.9 125-131 1.0 TSI 95 92 117 10.9 50.4 127-127 needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg 1.8 Hybrid 119 105 11.0 57.7-58.9 109-110
1.0 TSI 115 113 125 9.8 49.6-51.4 125-129 2.2d 181 178 115-121 12.2 TBC TBC 2.0 Hybrid 181 112 8.2 53.3-54.3 119
Kadjar 5dr SUV £21,125-£31,385 AAAAC 1.5 TSI 150 148 136 8.2 47.9-49.7 130-134
Fine value, practical, decent to drive and good-looking, but the 1.6 TDI 115 113 124-125 10.1-10.3 58.9-60.1 123-127 Rexton 5dr SUV £35,450-£38,950 AAABC Camry 4dr saloon £30,035-£31,315 AAAAC
Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg A vast improvement. Better on the road but without ditching its Toyota’s biggest global seller returns to UK with ULEZ-friendly
1.3 TCe 140 138 126 10.4 42.8 147-152 Octavia 5dr hatch £19,695-£29,855 AAAAC argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg hybrid power. LxWxH 4885x1840x1445 Kerb weight 1595kg
1.3 TCe 160 158 130 9.9 44.1 149-50 Does comfort and practicality like no other. Good, frugal engines 2.2d 181 178 115 11.3-11.9 34.0 219-220 2.5 VVT-I Hybrid 215 112 8.3 51.4-53.3 120-126
1.5 Blue dCi 115 113 117 11.7 56.5 135-136 too. LxWxH 4670x1814x1461 Kerb weight 1225kg
1.7 Blue dCi 150 148 123 10.0
1.0 TSI 115 49.7-54.3 142-155 113 126 9.6-9.7 45.6-50.4 126-141 Turismo 5dr MPV £19,680-£26,180 AAACC Corolla 5dr hatch £24,180-£30,015 AAAAC
1.5 TSI 150 148 136 7.8-7.9 44.1-48.7 132-145 Incredibly ungainly but offers huge real estate for the money. Rebranded hatch has rolling refinement, interior ambience and
Koleos 5dr SUV £27,965–£32,965 AAABC 2.0 TSI 245 vRS 241 155 6.4 37.7 169 LxWxH 5130x1915x1850 Kerb weight 2115kg affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg
Koleos name returns and is a vast improvement on before, but no 1.6 TDI 115 113 126 9.8 53.3-58.9 126-139 2.2d 178 175 108-116 TBC TBC TBC 1.8 VVT-I Hybrid 122 111 10.9 57.6-62.8 103-112
class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg 2.0 TDI 150 148 135 8.1 53.3-56.5 132-139 2.0 VVT-I Hybrid 180 111 7.9 53.3 119-121
1.7 Blue dCi 150 148 118 11.8 45.6 161-162 2.0 TDI 184 vRS 182 142 7.7 47.9 156 SUBARU
2.0 Blue dCi 190 188 123 10.1 40.9 181-183 Impreza 5dr hatch £25,795 AAACC Corolla Sports Tourer 5dr estate £25,450-£31,730 AAAAC
Octavia Estate 5dr estate £20,895-£31,055 AAAAC Appealing hatchback has been steadily improved but still feels More practical estate bodystyle proves just as capable with hybrid
R O L L S - R OYC E Class-leading amount of space and practicality. Comfortable, too. old-fashioned. LxWxH 4415x1740x1465 Kerb weight 1374kg power. LxWxH 4650x1790x1435 Kerb weight 1440kg
Wraith 2dr coupé £251,295–£288,465 AAAAB LxWxH 4667x1814x1465 Kerb weight 1247kg 1.6i 112 112 12.4 TBC TBC 1.8 VVT-I Hybrid 122 111 11.1 57.6-62.8 103-113
An intimate and involving Rolls. Not as grand as some, but other 1.0 TSI 115 113 124-125 9.8 42.8-48.7 131-149 2.0 VVT-I Hybrid 180 111 8.1 53.3 119-121
traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 1.5 TSI 150 148 134 7.9-8.0 42.8-46.3 137-149 Levorg 5dr estate £30,010 AAACC
6.6 V12 624 155 4.6 17.3-17.9 357-369 2.0 TSI 190 4x4 188 143 7.4 35.3-39.8 160-182 Impressively practical but only offered with an automatic gearbox RAV4 5dr SUV £30,655-£37,700 AAACC
2.0 TSI 245 vRS 241 155 6.5 36.7 174 and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg A solid option but ultimately outgunned by Korean competition.
Dawn 2dr open £275,295-£313,725 AAAAB 1.6 TDI 115 113 124-125 9.8-9.9 51.4-56.5 131-144 2.0i 148 121 11.7 32.6 TBC LxWxH 4605x1845x1675 Kerb weight 1605kg
Essentially as above, except with a detuned engine and in elegant 2.0 TDI 150 148 132-134 8.2-8.3 52.8-53.3 140-149 2.5 Hybrid 194 112 8.4 48.7-50.4 126-129
convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 2.0 TDI 184 vRS 182 135-140 7.7-8.2 45.6 174 2.5 Hybrid AWD 194 112 8.4 47.8-48.7 129-131
6.6 V12 563 155 5.0 16.7-17.1 372-381
Superb 5dr hatch £24,505-£39,900 AAAAC Land Cruiser 5dr SUV £35,285–£54,635 AAABC
Ghost 4dr saloon £233,235–£270,405 AAAAC Another great Czech value option that’s big on quality and space if A real go-anywhere vehicle. Totally rugged and available with
‘A ffordable’ Rolls is a more driver-focused car than the Phantom. not on price. LxWxH 4861x1864x1468 Kerb weight 1340kg seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg
Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 1.5 TSI 150 148 137 8.3-8.5 40.9-45.6 141-157 2.8 D-4D 171 109 12.1-12.7 27.4-31.7 234-255
6.6 V12 563 155 4.9-5.0 16.5-17.3 367-384 2.0 TSI 190 188 148 7.7 35.3-38.2 TBC
2.0 TSI 272 4X4 270 155 5.5 32.8 194 GT86 2dr coupé £27,820-£29,515 AAAAB
Phantom 4dr saloon £362,055-£434,055 AAAAA 1.4 iV PHEV 215 138 7.7 148.7-188.3 33-42 Almost the most fun you can have on a limited budget. Splendid.
Phantom takes opulent luxury to a whole level. 1.6 TDI 120 118 128 10.5-10.6 52.3 142 LxWxH 4240x1775x1320 Kerb weight 1247kg
LxWxH 5762x2018x1646 Kerb weight 2560kg 2.0 TDI 150 148 135-137 8.5-8.6 50.4-52.3 140-146 2.0i 197 130-140 7.6-8.2 33.2 191
6.75 TV12 563 155 5.1-5.2 19.5-19.6 341-356 2.0 TDI 190 187 145 8.3 50.4 147
2.0 TDI 190 4X4 187 143 8.0 44.8 166

19 AUGUST 2020 AUTOCAR.CO.UK 77

 N E W CAR PR I CES
) ) )
ph ph ph
p) d (m
m ph p) d (m
m ph p) d (m
mp
h
r (b
h
ee /62 my ng
e )
/km
)
r (b
h
ee /62 my ng
e )
/km
)
r (b
h
ee 2 y e)
o m ang km
)
we p sp 0 o no G/r
a (g we p sp 0 o no G/r
a (g we p sp 0/6 o n MPG/r (g/
W H AT ’ S C O M I N G W H E N Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec (M
P C O2 Po To 0-6 Ec ( CO 2
2.0 TDI 150 148 133-134 8.6 62.8 117
e-Golf 134 93 9.6 TBC 0
Golf Estate 5dr estate £22,155-£37,000 AAAAB
Practical load-lugging estate doesn’t erode the well-rounded Golf
package. LxWxH 4567x1799x1515 Kerb weight 1295kg
1.0 TSI 115 108 124 10.2 49.6-50.4 129
1.5 TSI EVO 130 128 131 9.5 48.7-50.4 132
1.5 TSI EVO 150 148 135 8.7 47.9-49.6 TBC
2.0 TSI 300 4Motion R 296 155 4.8 32.5-32.8 194
1.6 TDI 115 113 124 10.7 52.3-54.3 TBC
2.0 TDI 150 148 134-135 8.9 52.3-53.3 TBC

Golf SV 5dr MPV £22,290–£30,645 AAAAC

Audi SQ7 GR Supra 2dr coupé £53,010-£56,810 AAAAC Probably the least appealing member of the Golf family but still 2.0 T8 Twin Engine Polestar 399 155 4.4 104.5 61
On sale September, price from £78,000 (est) Brings welcome muscle, fun and variety to the affordable sports resolute. LxWxH 4338x2050x1578 Kerb weight 1335kg
Less than a year after switching to diesel, Audi’s car class. LxWxH 4379x1292x1854 Kerb weight 1541kg 1.0 TSI 115 113 119 11.3 48.7 132 V60 5dr estate £35,025-£57,206 AAAAB
seven-seat performance SUV is back to petrol. 3.0i 335 155 4.3
1.5 TSI EVO 130 34.5 188 128 126 9.6 46.3-49.6 116-122 Spacious and comfortable, with a characterful, Scandi-cool design.
Along with its coupé-styled SQ8 sibling, the SQ7 1.5 TSI EVO 150 148 132 8.8 42.8-46.3 120-122 LxWxH 4761x1916x1427 Kerb weight 1729kg
now has a 500bhp twin-turbocharged 4.0-litre
Prius 5dr hatch £24,350-£29,010 AAAAC 1.6 TDI 115 2.0 T4 187 137 113
7.2 38.7 119
166 11.0 52.3-55.4 113-116
Better all round compared with its predecessors. Challenging 2.0 TDI 150 2.0 T5 246 145 148
6.7 38.7 130
166 9.2 50.4-52.3 120-122
V8, putting it 71bhp up on before, but 96lb ft looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg 2.0 T8 Twin Engine 387 155 4.9 113-166.1 TBC
down. Four-wheel steering is now standard, 1.8 VVT-i Hybrid 120 112 10.6 58.9-67.3 94-109 Passat 4dr saloon £25,610-£40,970 AAAAC 2.0 T8 Twin Engine Polestar 401 155 4.6 104.5 TBC
joining air suspension, four-wheel drive and an Lands blows on rivals with its smart looks, civilised refinement, 2.0 D3 147 127 9.5 51.4-55.4 134-143
eight-speed automatic gearbox. Vorsprung trim Prius Plug-in Hybrid 5dr hatch £31,125-£34,095 AAAAC quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg 2.0 D4 187 137 7.6 52.3-55.4 134-141
adds electromechanical active roll stabilisation, Plug-in version is clever and appealing. Seems more comfortable in 1.5 TSI EVO 150 148 137 8.7 47.1 135-136
its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg 2.0 TSI 190 188 148 7.5 37.2-37.7 169-172 V60 Cross Country 5dr estate £40,600-£40,775 AAAAC
in theory yielding a more comfortable ride, and a 1.8 VVT-i Hybrid 120 101 11.1 188.3-217.3 29-35 1.4 TSI GTE PHEV 215 138 7.4 217.3 30 Brings extra ride height, all-wheel drive and off-road body cladding.
torque-vectoring differential for the rear axle. 1.6 TDI 120 116 127 11.3 51.4 144 LxWxH 4784x1916x1499 Kerb weight 1792kg
Prius+ 5dr MPV £27,895–£30,220 AAACC 2.0 TDI 150 148 139 8.9 58.9-60.1 124-133 2.0 T5 248 140 6.8 35.8 180
AU G U S T Expensive, old and ugly variant of the Prius, but can carry seven. 2.0 TDI 190 188 147 7.9 49.6-50.4 146-149 2.0 D4 187 130 8.2 47.9 155
Alfa Romeo Giulia QV facelift, Stelvio QV facelift, LxWxH 4645x1775x1575 Kerb weight 1500kg 2.0 TDI 190 4Motion 188 144 7.7 47.1 156
Aston Martin DBX, Vantage Roadster, Bentley Bentayga 1.8 VVT-i Hybrid 132 103 11.3 47.1-48.7 132-135 2.0 BiTDI 240 4Mtion 238 153 6.4 39.8 187 S90 4dr saloon £37,825–£57,655 AAAAC
facelift, Ferrari 812 GTS, Honda Civic Type R facelift, Volvo’s mid-sized exec majors on comfort, style and cruising
Jaguar F-Pace facelift, XF facelift, Jeep Renegade PHEV, Mirai 4dr saloon £66,000 AAAAC AAAAC ability. LxWxH 4963x2019x1443 Kerb weight 1665kg
Passat Estate 5dr estate £27,605-£45,855
Kia Sorento, Land Rover Discovery Sport PHEV, Range Europe’s first ‘ownable’ hydrogen car, even if infrastructure isn’t All the Passat’s redeeming features in spacious, practical estate 2.0 T4 185 130 8.7 37.7 169
Rover Evoque PHEV, Lexus LC Convertible, Lotus Evija, quite mainstream. LxWxH 4890x1815x1535 Kerb weight 1850kg form. LxWxH 4767x2083x1516 Kerb weight 1395kg 2.0 T5 248 140 6.8 37.7 171
Mercedes-AMG GT Black Series, Mercedes-Maybach Hydrogen FCV 154 111 9.6 66.1 0 1.5 TSI EVO 150 148 133 8.9 44.1-45.6 141-145 2.0 T8 Twin Engine AWD 310 155 4.8 108.6-166.2 46
GLS, MG ZS facelift, Pininfarina Battista, Polestar 1, 2, 2.0 TSI 190 188 144 7.7 35.8-36.2 176-178 2.0 D4 185 140 8.2 50.4 147
Porsche 911 Turbo S, Cayenne GTS, Seat Ateca facelift, VA U X H A L L 2.0 TSI 272 4Motion 268 155 5.8 33.2 199 2.0 D5 AWD 228 145 7.0 43.5 169
Uniti One, Volkswagen ID 3, Touareg R PHEV Corsa 3dr/5dr hatch £15,780-£34,160 AAABC 1.4 TSI GTE PHEV 215 138 7.6 201.8 33
Refined, stylish and practical, but its engines aren’t so good. 1.6 TDI 120 116 124 11.5 48.7 151 V90 5dr estate £39,835–£60,405 AAAAC
SEPTEMBER LxWxH 4060x1765x1433 Kerb weight 1141kg 2.0 TDI 150 148 130-132 9.1 53.3-57.6 128-138 Luxury estate takes on the 5 Series and the E-Class. Comfy and a
Audi A3 Saloon, E-tron S, E-tron S Sportback, S3 Saloon, 1.2 75 72 108 13.2 53.3 125 2.0 TDI 190 188 144 8.1 47.9-48.7 153-155 good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg
S3 Sportback, SQ7 TFSI, SQ8 TFSI, BMW 4 Series Cabriolet, 1.2 100 97 121 9.9 52.3 125-126 2.0 TDI 190 4Motion 188 140 7.9 45.6 163 2.0 T4 185 130 8.0 37.7 169
4 Series Coupé, 4 Series Gran Coupé, Citroën C5 Aircross 1.5 Turbo D 102 98 117 10.2 70.6 110-111 2,0 BiTDI 240 4Motion 238 150 6.7 37.2-38.2 192-193 2.0 T5 248 140 6.7 37.7 171
PHEV, Cupra Leon, Leon PHEV, Jaguar E-Pace facelift, 50kWh E 132 93 8.1 209 0 2.0 T6 AWD 307 155 6.1 32.5 198
Jeep Renegade PHEV, Mercedes-AMG GT 73 4-Door Coupé, Arteon 4dr saloon £33,075–£43,775 AAABC 2.0 T8 Twin Engine AWD 310 155 4.8 108.6-166.2 46
Mercedes-Benz E-Class facelift, MG 5, Porsche Astra 5dr hatch £18,915–£26,785 AAAAC VW’s flagship saloon is well-made and luxurious but rather bland to 2.0 D4 185 140 8.5 50.4 147
Good handling and nice engines, but its working-class roots still drive. LxWxH 4862x1871x1450 Kerb weight 1505kg 2.0 D5 AWD 228 145 7.2 43.5 169
718 Cayman GT4 RS, Skoda Octavia PHEV, Octavia vRS, show through. LxWxH 4370x1809x1485 Kerb weight 1244kg 2.0 TSI 190 187 149 7.7 36.2-38.2 138-178
Toyota RAV4 PHEV, Yaris, Volkswagen Arteon PHEV, 1.2 Turbo 110 108 124 10.2 54.3 120-121 2.0 TSI 272 4Motion 270 155 5.6 33.6-35.3 160-190 V90 Cross Country 5dr estate £46,985–£53,160 AAAAC
Tiguan facelift, Tiguan PHEV, Tiguan R 1.2 Turbo 130 128 134 9.9 54.3 119-120 2.0 TDI 150 148 137 9.1 56.5-58.9 102-107 Volvo’s large comfy estate given a jacked-up, rugged makeover.
1.2 Turbo 145 143 137 9.7 54.3 121-124 2.0 TDI 190 187 148 8.0 47.9-50.4 117-121 LxWxH 4936x2019x1543 Kerb weight 1826kg
OCTOBER 1.4 Turbo 145 143 130 9.3 50.4 131-134 2.0 TDI 190 4Motion 187 145 7.8 44.8-47.1 130-168 2.0 T5 AWD 250 140 7.4 32.5 196
Alpina B5 facelift, D5 S facelift, Audi A3 E-tron, Q5 facelift, 1.5 Turbo D 105 102 124 10.2 65.7 113-115 2.0 BiTDI 240 4Motion 236 152 6.5 37.7-39.2 149-197 2.0 T6 AWD 310 140 6.3 32.5 196
Q5 Sportback, RS3, BMW 5 Series facelift, X2 facelift, 1.5 Turbo D 122 118 127-130 9.7-10.2 56.5-64.2 117-132 2.0 D4 AWD 185 130 8.8 43.5 171
Cupra Formentor, Ferrari Roma, Ford Mustang Mach-E, Touran 5dr MPV £28,540–£34,025 AAAAC 2.0 D5 AWD 228 140 7.5 40.9 181
Hyundai Tucson, Maserati Ghibli MHEV, Mercedes-Benz CLA Astra Sports Tourer 5dr estate £20,365-£26,115 AAAAC Dull overall, but it’s a capable MPV, well-made and hugely refined.
PHEV, CLA Shooting Brake PHEV, GLA PHEV, Mini Countryman More composed and practical than the hatchback. LxWxH 4527x1829x1659 Kerb weight 1436kg XC40 5dr SUV £25,275–£38,625 AAAAC
facelift, Ssangyong Korando EV, Subaru Levorg LxWxH 4702x1809x1510 Kerb weight 1273kg 1.5 TSI EVO 150 148 118 11.4 39.8-41.5 154-161 Volvo’s take on the crossover aims to rival BMW, Mercedes and
1.2 Turbo 110 108 124 10.0 53.3 123 1.6 TDI 115 113 118 11.4 50.4 148-155 Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg
1.2 Turbo 130 128 134 9.5 53.3 122 2.0 TDI 150 148 128-129 9.3 50.4-52.3 143-147 1.5 T2 126 115 10.9 41.5 154
Renegade 4xe is Jeep’s first hybrid 1.2 Turbo 145 142 137 9.0 53.3 124 1.5 T3 160 124 9.3-9.6 39.2-41.5 154-162
1.4 Turbo 145 142 130 9.2 47.9 134 Sharan 5dr MPV £33,765-£41,190 AAAAB 2.0 T4 AWD 186 130 8.4-8.5 35.3-36.7 174-181
1.5 Turbo D 105 102 124 10.2 65.7 114 Full-sized seven-seater offers versatility, space, VW desirability 2.0 T5 AWD 243 140 6.5 34.0 189
1.5 Turbo D 122 118 130 9.8 64.2 118 and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg 1.5 T5 Twin Engine AWD 258 127 7.3 117.7-141.1 45-55
1.4 TSI 150 148 122 9.9-10.7 34.4-37.2 172-186 2.0 D3 147 124 9.9-10.2 47.1-51.4 143-156
Insignia Grand Sport 5dr hatch £20,075–£42,510 AAAAC 2.0 TDI 150 148 119-121 10.3 40.9-44.1 169-180 2.0 D3 AWD 147 124 10.4 44.8 165
The good-looking and tech-filled Insignia makes an attractive 2.0 TDI 177 175 130 9.3 40.4 182 2.0 D4 AWD 187 130 7.9 44.1 166
proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg
1.5 Turbo 140 138 130 9.3 46.3 140 T-Cross 5dr SUV £16,995–£26,740 AAAAB XC60 5dr SUV £38,100–£64,530 AAABC
1.5 Turbo 165 162 138 8.4 46.3 140-141 Compact crossover delivers a classy, substantial feel on UK roads. Looks like a small XC90 and carries on where the old one left off. A
1.6 Turbo D 110 108 127 10.9 57.7 128-129 LxWxH 4108x1760x1584 Kerb weight 1270kg good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg
1.6 Turbo D 136 134 126-131 9.9-10.2 57.7 130-131 1.0 TSI 95 93 112 11.5 47.1-47.9 134-135
2.0 B5 AWD (P) 248 130 6.9 36.2-38.6 167-177
2.0 Turbo D 170 167 139-140 8.2-8.4 53.3 138-140 1.0 TSI 115 113 120 10.2 45.6-47.1 137-140
2.0 B6 AWD (P) 298 140 5.9 33.2 188
2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 37.7-40.9 186-197 1.5 TSI EVO 150 147 124 8.5 44.1 2.0 D4 145-148 185 127 8.4 47.9 155
1.6 TDI 95 93 111 11.9 52.3-54.3 136-140
2.0 B4 AWD (D) 194 127 8.3 46.3 159
Crossland X 5dr SUV £18,435-£24,460 AAABC 2.0 B5 AWD (D) 232 137 7.1 46.3 159
Vauxhall’s small SUV is competent enough but lacks any real T-Roc 5dr SUV £20,520–£38,865 AAAAC 2.0 T8 Twin Engine AWD 386 140 5.5 83.1-100.9 53-69
N OV E M B E R character. LxWxH 4212x1765x1605 Kerb weight 1245kg VW’s junior SUV is beguiling and sophisticated. It drives rather well,
Alpina D3 S, D3 S Touring, XB7, McLaren 765LT, MG HS PHEV, 1.2i 83 81 105 14.0 47.1 106 too. LxWxH 4234x1992x1573 Kerb weight 1270kg XC90 5dr SUV £53,500–£71,930 AAAAC
Peugeot 508 PSE, Porsche Panamera facelift 1.2i Turbo 110 108 117 10.6 47.1 109 1.0 TSI 115 113 116 10.1 45.6-53.3 134-135 Clever packaging, smart styling, good to drive: Volvo’s closest thing
1.2i Turbo 130 128 128 9.1 44.1-48.0 108-113 1.5 TSI EVO 150 148 127 8.3 42.8-45.6 140-147 to a class-leader. LxWxH 4950x2008x1776 Kerb weight 1961kg
DECEMBER 1.5 Turbo D 102 101 111 9.9 61.4 106
2.0 TSI 190 4Motion 187 134 7.2 34.0-34.4 186 2.0 B5 AWD (P) 248 134 7.7 33.6 191
Alfa Romeo Giulia GTA, Giulia GTAm, Aston Martin Valkyrie, 1.5 Turbo D 120 116 114 10.8 55.4 103
2.0 TSI R 300 4Motion 298 155 4.9 32.1 197 2.0 B6 AWD (P) 298 140 6.3 31.0 198
BMW iX3, Citroën ë-Spacetourer, Ford Puma ST, McLaren 1.6 TDI 115 113 116 10.3 49.6-52.3 138-139 2.0 B5 AWD (D) 233 137 7.6 44.1 167
Elva, Mercedes-Benz EQA, EQV, Nissan GT-R 50 by Italdesign, Grandland X 5dr SUV £23,945–£46,650 AAACC 2.0 TDI 150 148 124 8.6 49.6-52.3 141-147 2.0 T8 Twin Engine 387 140 5.8 80.7-113 57-80
Peugeot e-Traveller, Porsche 911 GT3, Rolls-Royce Ghost, Does well to disguise its 3008 roots but too bland to stand out in a
Tesla Model S Plaid, Toyota GR Corolla, GR Yaris, congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg Tiguan 5dr SUV £25,000–£42,675 AAAAC VUHL
Volkswagen Golf GTD, Golf GTE, Golf GTI, Golf R 1.2 Turbo 130 128 117 10.9-11.1 37.7-42.8 141-145 An improvement on the previous model and will continue to sell by 05 0dr open £59,995–£89,995 AAAAC
1.6 Hybrid 223 140 8.6 192-210 34 the bucket load. LxWxH 4486x1839x1654 Kerb weight 1490kg Mexican track-day special has a pleasingly pragmatic and forgiving
E A R LY 2 02 1 1.6 Hybrid4 298 146 5.9 204-225 32 1.5 TSI EVO 130 128 119 10.2 42.8-44.8 128-150 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg
Alpina B8, Aston Martin V12 Speedster, Audi E-tron GT, 1.5 Turbo D 130 128 119 10.2
1.5 TSI EVO 150 54.3 136-138 148 126 9.2-9.3 38.2-42.2 143-168 2.0 DOHC Turbo 285 152 3.7 NA NA
Q2 facelift, BMW M3, M4, M5 facelift, Citroën C4, ë-C4, Cupra 2.0 TSI 190 4Motion 188 133 7.5 31.4 204 2.3 DOHC Turbo RR 385 158 2.7 NA NA
El-Born, Tavascan, Dacia Sandero, DS 9, 9 PHEV, Ferrari SF90 Combo Life 5dr MPV £21,340–£29,430 AAABC 2.0 TSI 230 4Motion 228 142 6.3 30.1-30.4 211-212
Spider, Fiat 500e, Tipo facelift, Ford Galaxy Hybrid, S-Max Van-based people carrier is usable, spacious and practical, if not 2.0 TDI 150 148 125-127 9.3 47.1-50.4 146-157 WESTFIELD

Hybrid, Hyundai i20 N, Ioniq 5, Jaguar XJ, Jeep Compass very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg 2.0 TDI 150 4Motion 148 124-125 9.3 43.5-45.6 163-171 Sport 2dr coupé £19,950–£35,800 AAAAC
PHEV, Wrangler PHEV, Lexus UX EV, Maserati Levante MHEV, 1.2 Turbo 110 108 109 11.9 42.4 122-125 2.0 TDI 190 4Motion 187 131 7.9 39.8-40.4 186-187 Sport Turbo is very quick and fun but not a patch on the
1.5 Turbo D 100 99 107 12.7 50.8-50.9 107-111 2.0 BiTDI 240 4Motion 238 143 6.2 35.3 210 Caterhams. LxWxH TBC Kerb weight TBC
MC20, Quattroporte MHEV, Mazda MX-30, McLaren 620R, 1.5 Turbo D 130 128 115 10.6 50.7-50.9 106-112 1.6 Sigma 135 TBC TBC TBC TBC
Sports Series PHEV, Mercedes-AMG One, Mercedes-Benz AAAAC 1.6 Sigma Tiguan Allspace 5dr SUV £31,485–£45,100
155 TBC TBC TBC TBC
C-Class, EQB, EQS, S-Class, SL, Nissan Ariya, Qashqai, V O L K S WA G E N Has all the Tiguan’s sensibility and refinement, now with the bonus 2.0 Duratec 200 TBC TBC TBC TBC
X-Trail, Porsche Taycan Cross Turismo, Renault Kadjar, Up 3dr/5dr hatch £12,470–£23,195 AAAAC of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.0 Ecoboost 252 TBC TBC TBC TBC
Rimac C_Two, Skoda Enyaq iV, Suzuki Across PHEV, Toyota It’s no revolution, but VW’s hallmarks are in abundance. 1.5 TSI EVO 150 148 123 9.5-10 36.7-38.7 165-175
All dates are approximate and subject to change

Highlander, Mirai, Yaris Cross, Vauxhall Mokka, Mokka-e, LxWxH 3600x1428x1504 Kerb weight 926kg 2.0 TSI 190 4Motion 188 130 7.8 30.7 208 Mega 2dr coupé £16,950 AAABC
Volkswagen Arteon R, Arteon Shooting Brake, Volvo XC40 EV 1.0 60 59 100 14.4 50.4 124-127 2.0 TSI 220 4Motion 217 139 6.8 28.5 224 Mega engine makes it rapid, but isn’t as fun as Caterham’s R range.
1.0 115 GTI 113 119 8.8 53.3 120-121 2.0 TDI 150 148 126 9.7 44.8 164-165 And you have to build it yourself. LxWxH TBC Kerb weight TBC
e-Up 81 80 12.4 159 0 2.0 TDI 150 4Motion 148 123-124 9.8 39.8 183-185 2.0 VTEC S2000 240 TBC TBC NA NA
2.0 TDI 190 4Motion 187 130 8.2 39.2 190
Polo 5dr hatch £15,400–£23,830 AAAAC 2.0 BiTDI 240 4Motion 237 142 6.8 34.9 213 ZENOS
A thorough going-over makes it more mature, but the Polo is still a E10 0dr coupé £26,995–£39,995 AAAAB
bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg Touareg 5dr SUV £49,435–£58,835 AAAAC The latest in a long line of mid-engined British marvels. Expect a
1.0 80 78 106 15.4 51.4 125-126 Hints of ritziness and sportiness don’t impinge on this functional dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg
1.0 TSI 95 93 116 10.8 46.3-50.4 127-139 luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg 2.0 Ecoboost S 250 145 4.0 NA NA
1.0 TSI 115 113 124 9.5 46.3-51.4 124-137 3.0 V6 TSI 340 335 155 5.9 26.2-26.9 205-244 2.3 Ecoboost R 350 155 3.0 NA NA
2.0 TSI GTI 200 197 147 6.7 39.8 159-160 3.0 V6 TDI 231 228 135 7.5 34.0-34.4 214-217
1.6 TDI 95 93 115 10.8 57.6 127 3.0 V6 TDI 286 282 148 6.1 33.6-34.4 215-220
Golf 3dr/5dr hatch £18,765–£31,075 AAAAB V O LV O
Does exactly what everyone expects. Still the king of the family S60 4dr saloon £38,285–£56,105 AAAAC
car. LxWxH 4258x1790x1492 Kerb weight 1206kg Fresh-faced saloon now sits comfortably among the ranks of its
Yaris Cross is new Nissan Juke rival 1.5 TSI EVO 130 128 130 9.1 52.3 122 German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg
1.5 TSI EVO 150 148 134 8.3 51.4 124-125 2.0 T5 248 145 6.5 39.8 162
2.0 TDI 115 113 126 10.2 65.7-67.3 110-113 2.0 T8 Twin Engine 390 155 4.6 122.8-176.5 42

78 AUTOCAR.CO.UK 19 AUGUST 2020

 WANTED
FOR CAS H!
SHORT
INTERESTING
NUMBER PLATESling
Do you or know someone
We buy for cas h
sel
and
SILVERSPEED
Dealers in quirky cars and great plates at realistic prices
OUR PLATE
offered by ot S are also
but note WE her dealers
O
and can offe WN THEM
PRICES so burs BETTER
from us!! 25 y straight
years great
service and am
and offer finders fees We only sell plates we own. Good old fashion service. Been in the business 25 years. az
feedback!! ing
too so please call
Tel 07961 808069 • Email alspeed@live.co.uk
PREMIUM RANGE NUMBER 1 PLATES THE ULTIMATE INVESTMENTS
6T O 49 TAJ 1 88 00 REN 1 1 VTV 1 EXS 1 URD
£375,000 £79,995 £59,995 Chinese £75,000 £14,995 £9,995 £8,995

14 O 4 TV TAJ 11 1 XOX 1 VDN FXN 1

Lucky

£99,500 £29,995 £14,995

Number
£14,995 £16,995 £9,995
VMB 1
£39,995 £19,995

GREAT SHORT 4 XNE 10 YV 88 LXK 60 XKY FUN PLATES 101 AE NAME PLATES INTERESTING MUD1Y 200 OEX 666 VRX
PLATES PLATES
£1695 £1495
£3495 £4995 £1695
992 AA YOU 55 £8995
2 YJL £1795 £5995
OCT4V OOO7A 500 OYS 747 OYE
UVY 5 41 HU 44 OAY £4995
£2995 80 XON £12995 996 KP £2995 £8995
£1595 (Pilot) £2995
£3495 NAD74A TOP1K 333 OXU 777 UEX
3 AKU £4995 £1995
101 OU T9 UTA
£6995 5 GKY £2495
44 XAM
£4995 (NADIA) £4995
£3995
£1495 £1395
£995 333 UXX 123 WVN
100 DX HEN4A
£8995
3 AKE £ 2995 GREAT VALUE
80 VXP £2495 GAD1X £1495 £1495
8 VJY 92 VAN 934 EL (HENNA) £5995 3 AND 3’S
444 XAA
£7995
£1895 37 DCY £5995
£2495 ALWAYS GREAT BARGAIN
3 VJY £2995 £3995 £3495 YOU63F YOU1G VALUE AND TAKE £1995 BUCKET
£1495 OFF THE AGE OF
80 XYX 100 VO (YOUSEF) £6995 PUN 682 KUI 166
33 GKY 807OX
£3995 £2995 YOUR CAR
88 YHB MUS55A RAE3E 911 SLS £1495 £699
3 OJX 2 LETTERS 2
NUMBERS £1795
£2495
£1495 (Botox) £6995
£6995
(MUSSA) £14995
RFO 447 5439 BZ
£3995 £2995 £4995
50 EU 88 HXE 66 NRY 30 VYP 300 TA 1998 AM UDD1P
£ 995 £995
4 NJY V1JCE 111 OYF 600 VUY AAZ 550
£3995 £4995 £1795 £1695 £1695 £5995 £5995 £2995 £1495 £1495 £1295 (Ferrari 550) £1295

Buckle up! with

4XLFNÀW6DIHW\%HOW6HUYLFHV
Period style seat belts for pre-1973
vehicles, not forgetting your
modern classic post-1973

Seat belts and harnesses supplied and fitted Bespoke service Original belts refurbished
New original equipment available on certain vehicles

Be safe not sorry, in your classic!

T: 0208 206 0101 E: sales@quickfitsbs.com W: quickfitsbs.com

80 AUTOCAR.CO.UK 19 AUGUST 2020

ROAD TEST
ROAD TEST
Bentayga W12 AAAAB 18.5.16 Xceed 1.4 T-GDi AAABC 20.11.19 5008 2.0 BlueHDi GT Line AAABC 1.11.17 TESLA
Niro 1.6 GDI DCT 2 AAABC 31.8.16 Model 3 Standard Range Plus AAAAC4.9.19
BMW e-Niro First Edition AAAAB 1.5.19 PORSCHE Model S P90D AAAAB 20.4.16
1 Series 118i M Sport AAAAC 30.10.19 Sportage 1.7 CRDi ISG 2 AAABC 2.3.16 718 Boxster AAAAB 8.6.16 Model X 90D AAAAC 15.2.17
ed rom
pe ph ef m 2 Series 220d Convertible AAAAC 1.4.15 Sorento 2.2 CRDi KX-4 AAABC 8.4.15 Spyder AAAAB 1.4.20

INDEX
s e r m u fro
T op P ow 0 -62 T orq CO 2 M2 AAAAB 15.6.16 Cayman S AAAAB 10.8.16 T OYO TA
M2 CS M-DCT AAAAB 19.8.20 L A M B O R G H I N I Cayman GTS AAAAB 9.5.18 Yaris GRMN AAABC 28.3.18
218d Active Tourer Luxury AAAAC 24.12.14 Huracán Performante AAAAB 11.10.17 911 GT2 RS AAAAC 18.7.18 Corolla 2.0 Hybrid ST AAAAC 5.6.19
218i Gran Coupé M Sport AAACC 8.4.20 Evo RWD Coupé AAAAB 20.5.20 Carrera S AAAAB 29.5.19 GT86 2.0 manual AAAAA 4.7.12
3 Series 320d M Sport AAAAA 15.5.19 Aventador SVJ AAAAC 19.6.19 918 Spyder 4.6 V8 AAAAA 22.10.14 Prius Business Edition AAAAC 16.3.16
330d xDrive M Sport AAAAB 15.1.20 Urus AAAAC 3.7.19 Panamera 4S Diesel AAAAA 1.2.17 Mirai AAAAC 27.4.16
330e M Sport AAAAB 1.7.20 Macan Turbo AAAAB 4.6.14 C-HR Excel 1.8 Hybrid AAAAC 4.1.17
18.9.13 L A N D R O V E R
The best new cars rated as 4 Series 435i M Sport AAAAC
M4 AAAAC
5 Series 520d M Sport AAAAB
9.7.14 Defender 110 P400 X AAAAB
31.5.17 Discovery Sport D180 AWD SE AAAAC
13.
Cayenne Turbo AAAAC
Turbo S E-Hybrid AAABC
Taycan Turbo S AAAAA
5.9.18 GR Supra Pro AAAAC
27.5.20
29.7.20 VA U X H A L L
14.8.19

only Autocar knows how M5 AAAAB 18.4.18

6 Series GT 630d xDrv M Spt AAABC18.11.17 Range Rover 4.4 SDV8 AAAAB
7 Series 730Ld AAAAC
8.1.20
12.12.12
11.11.15 Range Rover Velar D240 HSE AAABC
R E N A U LT
Twingo Dynamique AAABC
Corsa 1.2T 100 auto AAABC
Crossland X 1.2T 130 Elite AAACC 7.6.17
29.10.14 Astra 1.6 CDTi 136 SRi AAAAC
22.1.20

30.9.15
8 Series 840d xDrive AAABC 16.1.19 30.8.17 Zoe Dynamique AAABC 31.7.13 ST CDTi Biturbo SRi 137 AAAAC 13.4.16
M8 Competition Convertible AAABC5.2.20 Range Rover Sport 3.0 TDV6 AAAAB Clio TCe 100 Iconic AAAAB 27.11.19 Combo Life 1.5 TD 100 Energy AAABC
A road test in any other M8 Competition Coupé AAABC 3.6.20 2.10.13 Mégane 1.5 dCi Dyn. S Nav AAACC 17.8.16 27.12.18
magazine might well i3 1.3S Range Extender AAAAC 21.2.18 SVR AAAAA 15.4.15 RS Trophy-R AAAAC 23.10.19 Insignia Grand Sport 2.0D SRi VX-Line
i8 AAAAB 17.9.14 Grand Scénic dCi 130 Dyn. S Nav AAABC AAAAC 3.5.17
be a short, subjective X1 xDrive20d xLine AAAAC 14.10.15 L E X U S 25.1.17 Insignia Sports Tourer GSI 2.0 Biturbo D
summary of a new car X2 M35i AAABC 25.9.19 LC 500 Sport+ AAAAC 18.10.17 Kadjar dCi 115 Dyn. S Nav AAAAC 21.10.15 AAACC 30.5.18
X3 xDrive20d M Sport AAAAC 17.1.18 NX 300h AAACC 1.10.14 Koleos dCi 175 4WD Sig. AAACC 20.8.17 Grandland X Hybrid4 Ultimate Nav
produced under almost X4 M Competition AAACC 13.11.19 RC F AAACC 18.2.15 Captur 1.3 TCe 130 S Edition EDC AAABC AAACC 22.4.20
X5 xDrive30d M Sport AAAAC 2.1.19 ES 300h Takumi AAABC 6.2.19 18.3.20 VXR8 GTS-R AAAAC 10.1.18
any circumstances, X5M AAAAC 13.5.15 LS 500h Premier AWD AAACC 6.6.18
but the Autocar road R O L L S - R OYC E VOLKSWAG EN
C AT E R H A M LOTUS Phantom AAAAA 4.4.18 Up GTI 1.0 TSI 115 AAAAC 21.3.18
test is different. Specific, rigorous and detailed, it’s Seven 620S AAAAC 9.3.16 Elise Cup 250 AAABC 29.6.16 Ghost AAAAC 7.7.10 Polo 1.0 TSI 95 SE AAAAB 31.1.18
the closest examination we can give of any new model. Evora S 2+0 AAAAC 30.3.11 Wraith AAAAB 21.5.14 GTI AAAAC 1.8.18
CHEVROLET Exige S AAAAB 3.4.13 Dawn AAAAC 1.6.16 Golf GTI Clubsport S AAAAB 24.8.16
It appears over at least eight pages and is close to 50 Corvette StingrayAAAAC 8.10.14 Cullinan Black Badge AAAAC 19.2.20 GTE AAAAC 20.5.15
man-hours in the making every week. M A S E R AT I 1.5 eTSI 150 Style DSG AAAAB 22.7.20
CITROEN Ghibli Diesel AAABC 12.3.14 S E AT T-Roc 2.0 TSI SEL 4Motion AAAAB 24.1.18
Most of what the road test process entails is C3 Puretech 110 Flair AAABC 28.12.16 Levante Diesel AAACC 30.11.16 Ibiza SE Technology 1.0 TSI AAAAB 19.7.17 Cabriolet 1.5 TSI Evo R-Line DSG AABCC
designed to be strictly repeatable and fair. We C3 Aircross P’tech 110 Flair AAABC 7.3.18 S Granlusso AAABC 8.5.19 Leon Cupra SC 280 AAAAC 26.3.14 10.6.20
C4 Cactus 1.6 BlueHDi 100 AAACC 16.7.14 Arona SE Technology 1.0 TSI AAAAC 15.11.17 Arteon 2.0 BiTDI 240 AAABC 27.9.17
benchmark standing-start and in-gear acceleration at C5 Aircross BlueHDi 180 AAABC 13.2.19 M A Z D A Ateca 1.6 TDI SE AAAAB 19.10.16 Passat 2.0 TDI 190 GT AAAAC 4.2.15
a purpose-built test facility every week. We carry out 2 1.5 Skyactiv-G SE AAAAC 22.4.15 GTE AAAAC 7.9.16
CUPRA 3 2.0 Skyactiv-X AAAAC 6.11.19 SMART Touran 2.0 TDI 150 SE AAAAC 3.2.16
both subjective and objective handling tests on both Ateca 2.0 TSI 4Drive AAABC 23.1.19 MX-5 1.5 SE-L Nav AAAAB 2.9.15 Forfour Electric Drive Prime Premium Tiguan 2.0 TDI 150 SE AAAAB 22.6.16
road and track, on the latter up to and beyond the limit CX-3 1.5D SE-L Nav AAABC 22.7.15 AABCC 23.8.17 Caravelle 2.0 BiTDI Exec. AAAAC 23.12.15
DACIA CX-5 2.2D Sport Nav AAAAC 28.6.17 Touareg 3.0 TDI R-Line Tech AAABC 8.8.18
of grip, so as to fully assess stability, drivability and limit Sandero 1.2 75 Access AAACC 27.2.13 SKODA Grand California 600 AAABC 2.1.20
handling appeal. And while benchmark lap times are Duster SCe 115 Comfort AAAAC 22.8.18 M c L A R E N Fabia 1.2 TSI 90 SE-L AAAAC 21.1.15
570S 3.8 V8 AAAAA 30.3.16 Scala 1.5 TSI 150 DSG AAABC 31.7.19 V O LV O
sometimes taken, they’re never an end in themselves. DALLARA 600LT Spider 3.8 V8 AAAAB 22.5.19 Octavia vRS 245 Estate AAAAC 16.8.17 XC40 D4 AWD First Edition AAAAB 7.2.18
We record and publish stopping distances, too, as Stradale AAAAB 16.10.19 720S 4.0 V8 AAAAA 24.5.17 Superb 2.0 TDI SE AAAAB 9.9.15 S60 T8 Polestar En’d AAABC 24.12.19
Senna 4.0 V8 AAAAA 10.10.18 1.4 TSI iV 218PS SE L AAAAC 26.2.20 V60 D4 Momentum Pro AAAAC 27.6.18
well as taking cabin noise measurements at various DS P1 AAAAA 7.5.14 Karoq 2.0 TDI 150 Scout AAABC 30.1.19 XC60 D4 AWD R-Design AAABC 5.7.17
cruising speeds and benchmarking either indicated 3 BlueHDi 120 AAABC 23.3.16 Kodiaq 2.0 TDI Edition AAAAC 23.11.16 S90 D4 Momentum AAAAC 13.7.16
3 Crossback Puretech 155 AAACC 10.7.19 M E R C E D E S - A M G XC90 D5 Momentum AAAAC 17.6.15
or brim-to-brim fuel economy. We independently 7 Crossback Puretech 225 AAABC 19.9.18 A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 S S A N G YO N G
C-Class C63 AAAAB 3.6.15 Tivoli XLV ELX auto AAACC 14.9.16 WESTFIELD
measure leg room, head room, boot space and certain FERRARI C63 S Convertible AAAAB 8.2.17 Sport 250 AAAAC 29.11.17
key exterior vehicle dimensions, and we also weigh 488 GTB AAAAA 25.5.16 C63 S Coupé AAAAB 24.4.19 SUBARU
488 Pista AAAAB 7.8.19 CLS 53 4Matic+ AAAAC 17.10.18 XV 2.0i SE Lineartronic AAACC 28.2.18 ZENOS
every car we test. 812 Superfast AAAAC 25.7.18 GT S AAAAC 29.7.15 Levorg GT 1.6i Lineartronic AAACC 13.1.16 E10 S AAAAB 7.10.15
Just as every new car is different, however, the road R AAAAB 10.5.17
F I AT GT 4-Door Coupé 63 4Matic+ AAAAB SUZUKI
test has developed to be versatile enough, week by Panda 4x4 Twinair AAAAB 17.4.13 13.3.19 Swift 1.0 SZ5 AAABC 17.5.17
week, so as to best assess and reflect the suitability 500 Abarth 595 AAAAC 26.2.14 SLC 43 AAABC 6.7.16 Celerio 1.0 SZ4 AAABC 25.3.15
Tipo 1.6 Multijet Lounge AABCC 2.11.16 GLC 63 S 4Matic+ AAABC 13.6.18 Baleno 1.0T Boosterjet SZ5 AAABC 3.8.16
of each test subject to its intended purpose. It now SX4 S-Cross 1.6 DDiS SZ4 AAABC 30.10.13
includes modular sections describing in detail the FORD MERCEDES-BENZ Jimny 1.5 SZ5 Allgrip AAABC 28.11.18
Fiesta 1.0T Ecoboost AAAAC 9.8.17 A-Class A200 Sport AAAAC 4.7.18 Vitara 1.6 SZ5 AAABC 29.4.15
limit handling of a new car, or its semi-autonomous ST-3 1.5 T Ecoboost AAAAB 15.8.18 A250e AMG Line Premium AAACC 5.8.20
Focus 1.5 Ecoboost 182 AAAAB B-Class B180 Sport AAAAC
assisted driving technologies or its off-road capability.
ST AAAAC
20.2.19
11.9.19 CLA 250 AAACC
3.4.19
21.8.19
GREATEST ROAD TESTS OF ALL TIME
All of this goes to bringing you the most thorough, RS AAAAA 4.5.16 C-Class C220 Bluetec AAAAC 23.7.14
relevant and fair test of a new car we can produce. The S-Max 2.0 TDCi Titanium AAAAC 26.8.15 E-Class E400 Coupé AAAAC 14.6.17
Mondeo 2.0 TDCi AAAAC 14.1.15 S-Class S350 Bluetec AAAAA 16.10.13
scores reproduced here are the ones we gave the cars Mustang 5.0 V8 GT F’back AAAAC 24.2.16 S63 AMG Coupé AAAAC 3.12.14
at the time so they don’t necessarily represent what Bullitt AAAAC 5.12.18 GLA 220 CDI SE AAABC 14.5.14
Ecosport 1.5 TDCi AABCC 3.9.14 GLC 250d AAAAC 10.2.16
those same cars might score today were they rejudged Puma 1.0T 125 MHEV AAAAB 25.3.20 G-Class G350d AMG Line AAAAC 17.7.19
using current class standards. But you can dig deeper Kuga 2.5 PHEV ST-Line AAABC 24.6.20 GL 350 AMG Sport AAAAC 24.7.13
Ranger Raptor AAAAC 28.8.19 GLS 400d AAABC 12.2.20
into their attributes by using the magazine publication X-Class X250d 4Matic AAABC 20.6.18
dates listed here to look up an old test in your own HONDA SL 500 AAAAC 8.8.12
Civic 1.5 i-VTEC Turbo AAAAC 19.4.17
collection or on digital platforms such as Readly 2.0 Type R GT AAAAB 25.10.17 M G MERCEDES 400 SE abounded inside and there was
and Exact Editions, or you can order a back issue by Clarity FCV AAAAC 12.7.17 3 1.5 3Form Sport AAABC 25.12.13 TESTED 11.12.91 little need for the SEL long-
CR-V 1.5T EX CVT AWD AAABC 7.11.18 ZS EV Exclusive AAACC 4.12.19 We’d been blown away by the wheelbase option, such was
phoning 0344 848 8816. NSX AAAAB 5.10.16
MINI W140-series V12 600 SEL’s mix the space on offer. Our test car
In that vein, it only remains to wish you many happy HYUNDAI of luxury and ability, but could had £10,000 worth of options,
Mini Cooper S AAAAB 2.4.14
hours lost in the many numbers of our road test archive i10 1.2 MPi Premium AAAAC 15.4.20 Cooper S Works 210 AAAAB 6.12.17 the (slightly) more attainable which seemed ludicrous until
and to thank you for reading. i20 1.4 SE AAAAC 7.1.14 Clubman Cooper D AAABC 25.11.15 V8 stack up as handsomely? you learned that leather seats,
i30 N AAABC 27.12.17 Convertible Cooper AAAAB 6.4.16 stereo and air-con were extras.
Matt Saunders, road test editor 1.4 Premium SE AAABC 13.9.17 Countryman Cooper D AAABC 22.2.17 A third more expensive than its
Kona Electric 64kWh Premium SE AAAAC Plug-in Hybrid AAABC 26.7.17 predecessor and half a tonne FOR Refinement, cabin
31.10.18 heavier, the 400 SE stood nearly ambience, build, chassis ability
ABARTH AUDI Santa Fe 2.2 CRDi P’m SE AAABC 6.3.19 MITSUBISHI
five feet tall but still managed a AGAINST Weight, thirst,
124 Spider AAAAC 22.3.17 A1 Sportback 35 TFSI S line AAABC 2.10.19 Nexo AAABC 12.6.19 Eclipse Cross 1.5 First Edition 2WD AAACC
A3 RS3 AAAAC 6.9.17 14.3.18 degree of gracefulness. standard kit, pothole aversion
A L FA R O M E O A4 2.0 TDI S line AAAAC 4.11.15 J A G U A R Outlander PHEV GX4hs AAABC 16.4.14 Engine revisions yielded a
Giulia Quadrifoglio AAAAB 29.3.17 S4 TDI AAAAC 18.9.19 F-Type V8 S Convertible AAAAC 12.6.13 27% boost in power and there FACTFILE
Stelvio 2.2D 210 Milano AAABC 3.1.18 RS4 Avant AAAAC 14.2.18 V6 S Coupé AAAAB 11.6.14 MORGAN were improved aerodynamics. Price £53,775 Engine V8, 4196cc, petrol
Quadrifoglio AAAAC 9.1.19 A5 S5 AAABC 11.1.17 2.0 R-Dynamic Coupé AAAAC 22.11.17 Plus Four AAABC 12.8.20 However, the 400 SE’s weight Power 286bhp at 5700rpm Torque
4C Spider AAACC 27.1.16 A5 Sportback 2.0 TFSI S line AAABC 8.3.17 P575 R AWD Coupé AAAAC 29.4.20 3 Wheeler AAAAA 6.6.12 penalty made it nearly a second 302lb ft at 3900rpm 0-60mph 8.4sec
A6 40 TDI S line Avant AAAAC 14.11.18 XF 2.0 R-Sport AAAAB 2.12.15 slower to 60mph than the 420 0-100mph 21.2sec Standing quarter
ALPINA RS6 Avant Carbon Black AAAAC 11.3.20 300 R-S Sportbrake AAABC 17.4.19 NISSAN
SE that came before. Top speed 16.5sec, 88mph Top speed 144mph
B3 Biturbo AAAAB 29.8.13 A7 Sportback 50 TDI Sport AAABC 11.7.18 XE 2.0 R-Sport AAAAB 1.7.15 Micra 0.9 N-Connecta AAAAC 26.4.17
A8 L 60 TFSIe Sport quattro AAABC 17.6.20 XJ 3.0d LWB AAAAC 9.6.10 DIG-T 117 N-Sport AAACC 27.3.19
was up by 9mph, though. Economy 14.6mpg
ALPINE TT RS AAAAC 7.12.16 E-Pace D180 AWD SE AAABC 11.4.18 Juke 1.0 DIG-T 117 AAABC 29.1.20 The four-speed automatic
gearbox was slow to kick down WHAT HAPPENED NEXT...
A110 Premiere Edition AAAAA 16.5.18 E-tron 55 quattro AAAAB 26.6.19 F-Pace 2.0d AWD AAAAC 11.5.16 Qashqai 1.5 dCi 2WD AAAAB 19.2.14
Q2 1.4 TFSI Sport AAAAC 9.11.16 SVR AAAAB 24.7.19 X-Trail 1.6 dCi 2WD AAABC 13.8.14 but offered unobtrusive flat-foot The W140-series yielded the SEC
ARIEL SQ2 quattro AAAAC 20.3.19 I-Pace EV400 S AAAAB 12.9.18 GT-R Recaro AAAAB 16.11.16 upshifts. The brakes felt mushy coupé a year later, before the
Atom 4 AAAAA 9.10.19 Q5 2.0 TDI S line AAAAC 15.3.17 but were effective. naming system was revised to
Nomad AAAAA 24.6.15 SQ5 quattro AAABC 21.6.17 J E E P NOBLE Communicative steering and the current S-prefix standard in
Q7 SQ7 4.0 TDI AAAAC 26.10.16 Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 M600 AAAAB 14.10.09 impressive front-end grip helped 1993. The platform was phased
ASTON MARTIN Q8 50 TDI S Line AAAAC 26.9.18 Renegade 2.0 M’jet 4x4 L’d AAABC28.10.15
PEUGEOT produce respectable handling, out in 1999 with the arrival of
Vantage V8 AAAAB 23.5.18 R8 V10 Plus AAAAC 30.12.15 Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19
DB11 Launch Edition AAAAB 21.9.16 208 e-208 Allure Premium AAAAC 6.5.20 although sharp corners revealed the W220 S-Class, since which
Rapide S AAAAC 20.3.13 B E N T L E Y KIA 308 1.6 e-HDi 115 AAAAC 15.1.14 the car’s bulk, just as sharp we’ve had the launch of the
DBS Superleggera AAAAA 21.11.18 Continental GT W12 First Edition AAAAB Stinger 2.0 T-GDI GT-L S AAABC 25.4.18 508 GT BlueHDi 180 AAAAC 24.10.18 ridges interrupted the otherwise W221 (in 2005) and W222 (2013)
2.5.18 Rio 1.0 T-GDI 3 Eco AAABC 1.3.17 SW Hybrid 225 Allure AAAAC 8.7.20 sublime ride. generations, and an all-new
Flying Spur W12 AAAAB 15.7.20 Ceed 1.6 CRDi 115 2 AAABC 29.8.18 2008 1.6 e-HDi AAABC 19.6.13 Comfort and solid quality W223-gen S-Class is due in 2021.
Mulsanne 6.75 V8 AAAAC 21.9.11 Proceed 1.4 T-GDi AAABC 27.2.19 3008 1.6 BlueHDi GT Line AAABC 18.1.17

19 AUGUST 2020 AUTOCAR.CO.UK 81

 Matt Prior
Being adventurous is
exciting whether your
Wrangler is old or new
tate the price of an
expensive new car and it’s
S a fair bet that somebody
will tell you what else you
could buy for the same amount.
A special-edition Renault Mégane
RS that costs 50 grand? “Mate,
you could buy an old Porsche 911
for that.” An £18,000 warm Ford
Fiesta, perhaps? “Pfft. Could get a
used BMW M3.” Or even a £2000
bicycle, for which “you could have
had my Honda Civic Type S”.
Yeah, fine, whatever. You know
what none of those comes with?
Absolutely brand-new components,
a long warranty and a manufacturer
PCP finance deal. Get over it. You
can’t compare new things to old
things. They’re not the same. Stop it.
Except? Well, except first when it
comes to magazine features, because
it’s occasionally a very useful trope.
And, second, when I did it last week.
I was talking to a mate who lives
in the US about the fact that I’m
running a Jeep Wrangler as my daily
A new Elise from £45k
or a patched-up old
TESTER’S NOTES
It won’t be anything like as tidy, fast or low-
maintenance, but it could be almost as fun
driver. “If I lived where you do,” I
said, looking at the vast expanses of
America’s west on his Instagram, “I
would buy one. Loads of open spaces
to play in, long spells of dry weather.”
He agreed. Nice car. Terrific off
road. Brilliant rugged honesty and,
in the US, they even feel compact.
The trouble is that new Jeeps, by
his reckoning, are quite expensive.
And that’s true, relatively speaking.
I configured one – a three-door
Wrangler Rubicon with modest
options – to $51,085 (£39,028),
which doesn’t sound expensive
for a new 4x4 here but is over there.
“Doesn’t matter,” I told him,
finding myself using precisely the
argument I rail against when some
chump on Twitter uses it, “I would
buy an old one anyway.”
And the thing is, I would. Yet I
wouldn’t make this argument about
a BMW 3 Series, or a Toyota Prius,
or a Ford Fiesta, or an Audi TT, or
any manner of other new cars.
It’s just that with a Jeep, somehow
it doesn’t matter so much. Last week,
I tooled around a disused quarry in
a new Wrangler. Three years ago,
I did the same thing in a previous-
generation Wrangler, and it was
almost as capable and just as much
E S TA B L I S H E D 1 8 95
MX-5 to become a saloon!
10 November 1993
IN LATE 1991, Mazda inaugurated
a new division, M2, for the research
and design of niche model variants.
The Tokyo studio’s first creation
was a majorly upgraded 1991 MX-5,
and it continued to conceptualise
using the little roadster as its basis.
Then, in 1993, we caught word
of the M2-1007: a four-door saloon
MX-5. Yes, really. “Engineers
will stretch the wheelbase to
accommodate two individual rear
seats, raise the bootlid to give
more luggage space and enclose
the open cabin,” we explained.
Obviously this would stretch the
MX-5 resemblance, so Mazda was
` to “retain the distinctive rounded
nose and pop-up headlights”.
A full-size M2-1007 was built,
but Mazda bosses didn’t approve
it for production. Nor did they the
M2-1008, the pretty coupé that
a followed, and they shut M2 in 1995
I think there are a limited number as Japan’s recession dragged on.
of cars to which this applies. I
wouldn’t make the argument about a
new Range Rover but probably would G E T M O R E AU T O C A R
about a Defender or Series Land
Rover (all-new Defender excepted).
I wouldn’t about a Porsche 911,
either, but I absolutely would about
a Lotus Elise. A new Elise costs from
£44,665. In March, a mate offered
me a Cat D repaired Series 1 Elise for
£6000. Six grand! It won’t be as good, X
it’s true. This is pushing the idea to
the extreme: it won’t be anything Trail, track and Tarmac: can
like as tidy, pristine, fast or low- the new Aston DBX do it all?
maintenance, but it could be almost
as much fun. And a 10-year-old Elise
for £20,000 would do a splendid job.
I’m still trying to work out the
youtube.com/autocar
criteria for why I think this is okay.
A vehicle needs a long life cycle and
an evolutionary design, so that the facebook.com/autocarofficial
new one does things just a bit better
than the old one. Ideally it would
have a narrow or specialist set of twitter.com/autocar
abilities, too. And perhaps a chassis
that doesn’t use spot-welds so that,
over time, it doesn’t get any floppier. autocar_official
And if there are no set criteria,
well, maybe I’m just a hypocrite.
SUBSCRIBE
GET IN TOUCH
one for just £6k?
82 AUTOCAR.CO.UK 19 AUGUST 2020
 matt.prior@haymarket.com
autocar.co.uk/subscribe
fun. I love the new model, but I would For all our latest print and digital
be just as happy in an older one. @matty_prior subscription offers
 The UK’s No.1 Funder for Prestige, Sports and Classic Cars

Discover our passion and expertise before you purchase your next car.
TA L K TO O RAC L E TODAY ON
oraclefinance.co.uk
0330 838 7461    #FUNDEDBYORACLE

WE ARE A CREDIT BROKER AND NOT A LENDER. This means we deal with a wide range of financial institutions to give our
customers a greater choice of competitively priced options. Oracle Finance is a trading name of Oracle Asset Finance Limited.
Oracle Asset Finance is not affiliated to any motor manufacturer. 4.9 out of 5