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UK 28 OCTOBER 2020
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4 AUTOCAR.CO.UK 28 OCTOBER 2020

 THIS WEEK
‘Nobody wants to be considered a loser, as we are now in the game’
10

Issue 6434 | Volume 306 | No 5

NEWS
Lotus SUV To be all-electric from its 2022 launch 6 COMMENT
Jaguar E-Pace Full details of compact SUV’s facelift 8
Alpine’s future Renault brand to be a ‘mini Ferrari’ 10
Manual gearboxes What fate awaits stick-shifters? 12
ELECTRIC SUV IS NOT A
EV start-ups Fears that share price bubble will burst 14
STEP TOO FAR FOR LOTUS
TESTED FULL ROAD TEST: ASTON MARTIN DBX 30
Mercedes-Benz S-Class Is it a technical knockout? 18 PURISTS BEWARE:
Land Rover Defender 90 New 3dr in fastest guise 24
Hyundai i20 All-new Mk3 supermini raises its game 27
turn the page and you’ll
Audi S3 Saloon Next-gen 306bhp all-paw 4dr 28 be greeted by the latest
Ford Focus Active X High-rise, mild-hybrid hatch 29 on the forthcoming Lotus
Hyundai i30 New tech, trick gearbox, 48V boost 29
Aston Martin DBX ROAD TEST 30 SUV, which is now fully electric
IMAGE
and set to be made in China. It may
FEATURES trouble those who feel a big, electric
Golf GTI v Focus ST Battle for hot hatch supremacy 40
EV-only Shell forecourt What to expect in 2021 46 SUV is fundamentally opposed to
Goodwood Speedweek Highlights from stellar event 48 the lightweight design philosophy of
How to end a PCP early Secret low-cost exit route 52
Beginner’s guide to track days All you need to know 57
marque founder Colin Chapman.
SCOOP: LOTUS PUTS ITS TWIST ON THE SUV 6 But I’m not sure an electric SUV is
OUR CARS a step too far for Lotus. For one thing,
Land Rover Discovery Sport Diesel MHEV arrives 62
Vauxhall Corsa-e A very real kind of range anxiety 63 Chapman was a brilliant innovator,
BMW M235i Gran Coupé Familiarity breeds content 65 always pushing the boundaries of
EVERY WEEK possibility. Surely, then, Lotus
Jesse Crosse How cars will benefit from HD radar 13 should be pushing the boundaries
Jim Holder What’s Brexit done to UK automotive? 15 of electric possibility today, as the
Steve Cropley Audi R8, Lotus Elan S2, Bentley fest 17
Subscribe Save money and get exclusive benefits 20 Evija hypercar and SUV are both
Damien Smith Was Speedweek right thing to do? 54 trying to do (albeit in different ways).
Motorsport round-up F1, DTM, Bathurst 1000, WRC 55 Chapman was also a businessman.
Your Views Hybrid talk and the problem with EVs 60
Matt Prior Do you prefer a champ or a struggler? 82 LAND ROVER DEFENDER 90: FIRST DRIVE 24 He pioneered sponsorship in Formula 1
and used his road car and engineering
DEALS `
James Ruppert Small, capable 4x4s on a budget
As good as new Audi A1 Sportback, now from £16k
66
69
WE WILL NEVER skills as a way to help fund his racing
team. And producing a volume-selling
Spied in the classifieds Lotus Carlton, Lister XJ40
Used buying guide How to bag a tidy Datsun 240Z
70
72
DO THE FESTIVAL electric SUV that ensures Lotus can
New cars A-Z Key car stats, from Abarth to Zenos
Road test index Track down that road test here
74
81
OF SPEED OR continue to develop its sports cars
seems like a smart business decision.
Autocar, ISSN number 1355-8293 (USPS 25185), is published weekly by Haymarket Media Group, Bridge THE REVIVAL THE Clearly, when the Lotus SUV
emerges, it will be unlike any car the
SAME WAY AGAINa
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Autocar is published by Haymarket Automotive, Bridge House, 69 London Road, Twickenham, Middlesex,
WHAT THE DUKE OF RICHMOND LEARNED road test of the Aston Martin DBX
TW1 3SP, UK, haymarketgroup.com Tel +44 (0)20 8267 5000
Autocar magazine is also published in China, Greece, India, Indonesia, Japan, Korea,
FROM GOODWOOD SPEEDWEEK 48 (p30) proves, it is possible for the
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28 OCTOBER 2020 AUTOCAR.CO.UK 5

N E WS G O T A S T O RY ?
Email our news editor
lawrence.allan@haymarket.com
material usage for its SUV to ensure
Lotus SUV to be launched in
2022 as 750bhp, 360-mile EV
Hybrid powertrain for ‘Lambda’ has been ditched in favour of dual electric motors
L
otus is already far into the
development of one of the
most important models in
its history: an SUV tasked
with generating sales volumes
the British marque has never
seen before. It’s the key
component in Chinese parent
company Geely’s commitment
to “restoring Lotus into being a
leading global luxury brand”.
6 AUTOCAR.CO.UK 28 OCTOBER 2020
`
Lotus has worked extensively on
that lightness remains at its core
a
Autocar has learned that the
high-riding model, internally
codenamed the Lambda, will
adopt fully electric power
from launch in 2022, rather
than hybrid propulsion, as was
originally believed. Production
will also centre on China, where
demand for premium electric
vehicles remains strong.
Conceived under former
Lotus boss Jean-Marc Gales,
the SUV project first surfaced
in 2016. At that time, it was
understood the intention was
to initially launch the model
with a high-performance
petrol-electric powertrain like
those used by Geely sibling
brands Polestar and Volvo.
However, the EV market
was significantly less mature
than it is now – particularly in
countries such as China, where
more than 1.2 million electric
cars were sold last year – and
incentives to encourage people
into EVs remain common. It’s
understood Geely therefore
reversed the decision to make
a combustion-engined version
of the Lotus SUV to arrive
ahead of the all-electric one.
Lotus wants the new model
to lead the brand’s volume
growth, particularly in places
such as China and the US. The
initial goal is to more than triple
sales in the next few years,
taking Lotus from 1500 to
around 5000 units annually,
and beyond that in future.
The first big step of this
volume growth plan is the ‘new

Esprit’, a V6-engined hybrid
sports car that’s due next year.
With Lotus’s base in Hethel,
Norfolk, undergoing major
renovation, the SUV could in
theory initially be built there,
because its capacity is for
up to 10,000 cars per year.
However, it will be reserved as
the brand’s sports car base.
Instead, Geely will seek
to make use of the greater
economies of scale and lower
costs of a recently finished
£1 billion factory in Wuhan,
China, with an annual capacity
of 150,000. Much of that is for
home-market Geely products,
but a special section will be set
up for building the Lotus SUV.
It’s possible other Geely
factories around the world
could also produce the SUV,
depending on demand.
At the core of the SUV
is an adapted version of
Geely’s recently announced
Sustainable Experience
Architecture. Lotus is able to
cherry-pick the best of the
group’s components, while
all engineering decisions
still go through Hethel.
Lotus is understood to
have worked extensively on
‘New Esprit’ will use
hybridised Toyota
V6 to chase Ferrari
THIS IS THE LOTUS THAT LOTUS NEEDS
M AT T P R I O R
Lighter than its competition:
that’s all a modern Lotus
can be. Electric cars are
heavy, SUVs are heavy and
practical cars are heavy,
so the idea that an electric
Lotus SUV can be really true
to Lotus’s super-lightweight
roots simply can’t
happen.
material usage for its SUV to
ensure that, even with a heavy
battery, lightness remains at
its core. In 2017, Geely design
boss Peter Horbury admitted
that the SUV is “never going to
be as light as an Evora. But I’m
sure if you’re calling it a Lotus,
it has to be the lightest it can
be of that genre.”
Instead, then, it will
just have to be lighter and
dynamically superior to
the other SUVs you can
buy. Many of which, let’s
remind ourselves, wear the
badges of other historically
important sports car firms,
such as BMW M, Mercedes-
AMG and Porsche.
Each of those brands
and more have used their
badges to expand
their ranges and
make more
Given that the Tesla Model X
weighs just over 2500kg in
top-flight P100D form, Lotus
could be aiming for the two-
tonne mark with its SUV.
That would make the
expected EV propulsion
level more than sufficient.
Autocar understands that
two variants will be offered:
a base model approaching
the 600bhp mark from a dual-
electric-motor powertrain and
a flagship variant offering up
to 750bhp and an even more
substantial torque figure.
That should give the Lotus
SUV the necessary firepower
to take on the Model X, as well
as any number of planned rival
electric performance SUVs.
Range is understood to
be competitive, too. Lotus’s
target is 360 miles, with an
ambition to go beyond that.
money. Lotus hasn’t done
that yet. And here’s the
thing: the others haven’t
diluted enthusiasm for their
actual sports cars while
doing so. A modern BMW M
car, Porsche or ‘real’ AMG is
as capable and raw as ever.
Manufacturers can’t live
on sports cars alone any
more, after all. So while
Lotus admits its new SUV
won’t be light like the Evora,
it won’t ultimately matter.
The best Lotus for you
and me? Well, that might
be a two-seater with an
aluminium chassis, modest
power, unassisted steering
and more driving thrills
than any other sports car
can offer. But the best
Lotus for Lotus? It’s a
car that lots of people
want to buy. It just has
to ensure enough Lotus
magic is infused into it.
Despite production taking
place in China, engineers at
Hethel are taking the lead
with regards to chassis and
powertrain development.
Knowledge gained from the
Evija electric hypercar will
inform the latter, while Lotus’s
expertise in ride and handling
should result in a driving
experience more athletic than
that offered by most SUVs.
Lotus declined to comment
on its SUV but said the firm
has “a very bright future”
due to “continued significant
investment”, adding that its
“focus is to deliver the best
driver’s cars in the business”.
An unveiling event for the
Lotus SUV will be held in 2022
before sales start in 2023.
Pricing is set to be competitive
with volume-produced rivals.
LAWRENCE ALLAN
28 OCTOBER 2020 AUTOCAR.CO.UK 7
 Mild visual changes
include new headlights,
tail-lights and bumpers
OFFICIAL PICTURES
Big tech upgrade for E-Pace
Jag SUV swaps to a new platform to create a cutting-edge hybrid-rich line-up
J
aguar’s updated range
is now complete with the
unveiling of the revised-
for-2020 E-Pace. Far
from being just a facelift,
the small SUV has moved to
a new platform to allow it to
accommodate both mild-hybrid
and plug-in powertrains.
The 2020 E-Pace follows on
from the recently overhauled
XE, XF and F-Pace, with the
F-Type updated last year. The
revisions here are arguably
more extensive, though, as the
old Ford-related D8 platform
has been ditched for Jaguar
Land Rover’s newer PTA
platform. It’s the same change
that the Land Rover Discovery
Sport and Range Rover Evoque
made in 2019.
Jaguar claims the new
underpinnings benefit
handling, ride and overall
refinement thanks to improved
suspension attachment
stiffness. But the main purpose
has been to transform the
powertrain offerings.
Six of the seven new engines
are hybridised. Only the fleet-
focused front-wheel-drive,
manual 161bhp diesel entry
point isn’t. That same unit
in nine-speed automatic,
all-wheel-drive form receives
an efficiency-boosting 48V
8 AUTOCAR.CO.UK 28 OCTOBER 2020
mild-hybrid system, with
the small lithium ion battery
mounted under the boot
floor. A 201bhp version of that
powertrain is also available.
The most significant petrol
addition is the plug-in hybrid
model. It mates a 197bhp
1.5-litre three-cylinder engine
with a 107bhp electric rear
axle motor and 15kWh battery
under the boot floor. Jaguar
claims a 0-60mph time of
6.1sec (making it the fastest-
accelerating E-Pace available),
CO2 emissions of 44g/km and
up to 141mpg. Claimed range on
a full charge is 34 miles.
Three other petrol offerings
are based around a mild-
New infotainment, connected tech and driver assist systems feature
hybrid 2.0-litre four-cylinder
engine, with outputs of 197bhp,
246bhp and 296bhp. All are
auto and all-wheel drive only.
The PHEV has eight speeds,
while the others receive nine.
The all-wheel drive is a new-
generation on-demand system
that can disengage the rear
axle during steady cruising to
boost efficiency. However, the
296bhp Sport model uses an
Active Driveline set-up,
which, as well as
distributing
torque front In 2019,
to rear, can
also direct the E-Pace
up to 100%
of torque
outsold the XE
in Europe by a
factor of
3.47 to 1
to either rear wheel in as little
as 0.1sec. Further dynamic
changes include a new
automatic Adaptive Surface
Response mode for the Drive
Control system.
Inside, the revisions mirror
those of other 2020 Jaguars.
A new electrical architecture
enables the fitting of the latest
connected tech, including the
Pivi Pro infotainment system,
which is standard on every
model with an 11.4in
HD touchscreen.
It’s 48% larger
and three
times brighter
than the
old screen,
Jaguar
says, and
has simplified
menus and
quicker loading
times from start-up.
Along with a variety of
the latest connected services,
it includes two LTE modems to
carry out multiple streaming/
downloading functions at the
same time and can update its
software over the air. Apple
CarPlay and Android Auto
are standard.
Alongside Pivi Pro is a
new 12.3in driver screen and
enhanced head-up display.
New lights are inspired by I-Pace
There’s also a new cabin air
ionisation system to filter out
allergens and particulates.
Further tech includes a new-
generation Activity Key, the
firm’s ClearSight camera-
based rear-view mirror system,
a multi-function 3D surround
camera and enhanced driver
monitoring. Extensive trim,
upholstery and detail
upgrades also feature.
External alterations are less
obvious. However, there are
revised bumpers and grilles,
new wing vents and LED
headlights across the range,
with a more advanced pixel
system on higher trims. At the
rear, there are also I-Pace-
inspired LED rear lights.
Prices start from £32,575
for the new E-Pace, an increase
of £2000 over the old, less
powerful diesel entry-level
engine. The full range is
available to order now.
LAWRENCE ALLAN

Hummer returns as 986bhp electric ‘off-road beast’
GENERAL MOTORS’ REVIVAL
of the Hummer brand has
come in the form of a 986bhp
electric pick-up truck that
has “unprecedented off-road
capability and extraordinary
on-road performance”, the
company claims.
Resurrected as a sub-brand
to the GMC marque, Hummer
will spawn a range of electric
off-road vehicles for the US.
The Tesla Cybertruck rival will
Electric Hummer
pick-up will go on sale
in the US next year
500 EV from £20k
FIAT WILL BEGIN customer
deliveries of the all-new
electric 500 in March 2021
and pricing will start from
£19,995 (after the plug-in
car grant) when order
books open in December.
That base figure nets you
the hatchback-only Action
model, which is powered by
a 94bhp electric motor and
is capable of 0-62mph in
9.4sec and an 84mph top
speed. The 23.8kWh battery
offers a 115-mile claimed
Top-spec electric 500, here next March, starts at £23,495
enter production late next year
ahead of sales starting in 2022.
Its design blends a
traditional, military-style look
with high-tech elements and is
said to “reimagine an instantly
recognisable silhouette for a
modern, all-electric future”.
The cabin features a
13.4in infotainment display, a
standard removable ‘Infinity
Roof’ and what’s claimed
to be an industry-leading
range and can charge at
speeds of up to 50kW.
Prices climb to £23,495
for Passion trim, which can
be specified with a sliding
fabric convertible top
for an extra £2650. The
Passion 500 gets a 42kWh
battery for a 199-mile range
– 55 miles more than the
£24,900 Mini Electric. It
also gets more power, up
to 117bhp for a 0-62mph
time of 9.0sec, and 85kW
rapid-charging capability.
camera system offering 18
different views. It also gets
GM’s Super Cruise 8 system
to allow hands-free driving
on specially enabled roads.
The Hummer EV uses GM’s
new Ultium Drive electric
powertrain tech, with three
motors built into two drive
units. These will combine to
produce an estimated 986bhp
and, startlingly, 11,500lb ft –
although that torque figure
ODD 911 TAKES A HIKE
Porsche is testing a
mysterious 911 prototype
with a raised ride height and
covered arches. The firm
declined to comment, but
its sales boss said in 2018
that an SUV-esque 911
“could be a good idea”
as a “limited, very niche
product”. This may be a
test bed for such a model,
but it could also be testing
a possible air suspension
system for future variants.
is likely to be from the torque
multiplying effect of the
vehicle’s gear ratios. Either
way, it promises a 0–60mph
time of around three seconds.
Power is sent to all four wheels,
with torque vectoring used.
Employing a battery system
with an 800V architecture, the
Hummer EV is claimed to be
able to travel over 350 miles
on a full charge and charge
at speeds of up to 350kW.
S PY S H OT
JACKED-UP PORSCHE 911
NEWS
Chief engineer Al
Oppenheiser called the pick-up
“an absolute off-road beast”,
thanks to the e4WD system. It
also gets four-wheel steering
as standard, which offers a
‘Crab Walk’ mode to allow it to
travel diagonally at low speeds.
Adaptive air suspension,
which can raise the ride height
by nearly 15cm, features and it
sits on 35in off-road tyres but
can accommodate 37in rubber.
FIAT PANDA UPDATED
Fiat has also priced up its
revised Panda, which will
be available to order next
month from £11,895. The
city car gets new bumpers,
colour options and wheels,
plus an updated interior with
recycled trim for the seats
and dashboard. A new Sport
trim is also offered with a
racier look. The 69bhp mild-
hybrid petrol engine is now
available across the range.
28 OCTOBER 2020 AUTOCAR.CO.UK 9

Alpine – and it includes the A110
Alpine to become ‘mini Ferrari’
New Renault boss is combining the brand with Renault Sport and Formula 1 divisions
A
lpine will become a core
part of Groupe Renault’s
strategy, according to
new boss Luca de Meo,
with one of its key missions to
make electric cars “thrilling
and emotional”. Its A110 sports
car is also set to live on with a
number of variants.
Having recently announced
that Renault’s Formula 1 team
will be renamed Alpine from
next season, de Meo explained:
“You had three entities: an
F1 team, the Renault Sport
engineering unit and a plant
in Dieppe that was half empty,
where the A110 is produced.
Plus a brand like Alpine, which
has some cachet and heritage,
GROUPE R EN AULT CEO LUCA DE MEO ON…
The Renault-Nissan-
Mitsubishi Alliance
“I believe the Alliance is an
asset. We’re working to get
out of the politics and get into
some very concrete projects,
where all of us see the benefit
of co-operating. Things like
sharing of components,
platforms and deciding on
using the same battery for all
the cars. It’s very pragmatic.
“The best way to help the
Alliance is to improve the
performance of Renault.
When we sit at the table, we
need to be so good that our
colleagues in Japan can’t
10 AUTOCAR.CO.UK 28 OCTOBER 2020
Luca de Meo has a grand vision for
which you can’t buy.
“In a company with strong
financial issues [like Renault],
the temptation is to say ‘let’s
stop this, let’s stop that’. But
what I saw was the possibility
to bring these things together
and create, if you’ll allow me
the poetic licence, a mini
Ferrari, putting F1 at the centre
of a business ecosystem and
creating a brand that has
motorsport, engineering,
production and distribution.”
De Meo confirmed that he
believes the A110 has a future.
He said: “The first thing I want
to do is organise its life-cycle
management, à la the Porsche
911, so we will have different
ignore us. That’s the target.
“One thing you can never
forget is we own 43% of the
company, so of course we have
a strong interest that Nissan
and Mitsubishi perform well.”
Powertrains
“One of the things I was
surprised by at Renault was
the variety of powertrain
solutions, even more than
when I was at Volkswagen
Group. We have very
competitive solutions for
electric platforms, like the
CMF-EV, but also hybrid,
plus hydrogen. That’s not as
versions. And maybe turn
the car electric if we manage
to solve the business case,
maybe find a partner for it.
“I will probably find a way,
as I did with Cupra [and Seat],
Renault’s improving F1 team will be rebranded as Alpine next season
advanced as it should be – like
others – but at least we have
cars on the street already.
“I think there will be a mix
of electric cars, hybrids and
plug-in hybrids. I believe
there might be potential
in alternative fuels. On the
hydrogen side, our entry point
will be commercial vehicles. If
you imagine a range-extender
solution on the Master [van]
with an engine plus biogas and
then hydrogen, that could be
a pretty interesting solution.
“My conclusion is that
we have a strong answer to
Volkswagen’s MEB project,
to have contact between
Alpine and Renault, but we
need to be credible with that.
Alpine is a great way to project
ourselves into the future. One
of the missions is to make
and at the same time we
have a strong answer to the
hybrid strategy of Toyota. We
aren’t talking about second-
category brands; that means
Renault has an answer to
leaders in both categories.”
How to save Renault
“I’ve been here [only] three
months but a lot of things have
happened in the meantime,
and it’s not a secret that the
company was in bad shape if
you look at results. The whole
team has welcomed me. I’ve
been surprised by the level of
enthusiasm and flexibility that
the electric car experience
emotional and thrilling. This
is basically the direction.”
Renault engineering boss
Gilles Le Borgne recently
confirmed that the Alpine team
is “contemplating” use of the
Renault-Nissan-Mitsubishi
Alliance’s new CMF-EV electric
car platform (see right).
De Meo concluded: “For
sure Alpine has a future. It’s
not going to be easy, but we
have very strong ingredients.”
He has given Cyril Abiteboul,
F1 team boss and now head of
Alpine, the target of ensuring
the brand breaks even in three
to four years, including in F1.
RACHEL BURGESS
people are showing. Nobody
wants to be considered a loser,
as we are now in the game.
“I’ve found a surprisingly
reactive organisation. We’re
putting together a plan for
2021; we’re now checking the
numbers. The firm was looking
for sheer growth without a
strong focus on profitability.
That of course has a lot of
practical consequences on
how the products are planned.
“We’re revising the product
range, the processes and the
way we motivate the dealer
network. We need to go
deep to turn this around.”

New mid-size EVs to
lead Renault revival
RENAULT MUST RETAKE
a hold of the mid-size car
market to succeed, new
boss Luca de Meo has said.
“We need to get back to
doing things that Renault
traditionally did,” he said.
“Namely, we need to
reconquer the C-segment
with a different bodystyle,
especially with SUVs or
crossovers. If you compare
our position with our closest
competitor, the PSA Group,
they’ve done a really good
job with the Peugeot 3008
and 308, which we didn’t.”
De Meo’s first priority
is to “recentre the brand”,
rather than focus on lower-
profit, entry-level models
for developing markets.
“I was presented with an
array of A- and B-segment
models for exotic markets,”
he said. “I probably killed
seven or eight programmes
and reintroduced five or
six in other markets. We’re
accelerating to recentre
the brand. It doesn’t mean
premium, it doesn’t mean D
or E segments, but at least
in C and C-plus we have a
certain historical legitimacy.
“When you see the
amount of margin we’re
missing compared with rivals
because we don’t perform
in the C-segment, you solve
60% of the [wider] problem.”
Electric cars will play a key
part in expanding Renault’s
C-segment share, using the
Mégane EV
is due on sale
in early 2022
Alliance’s CMF-EV platform is primarily for mid-sized models
new CMF-EV platform. This
platform, shared across the
Renault-Nissan-Mitsubishi
Alliance, will spawn a family
of mid-size hatchbacks
and SUVs in coming years,
the first of which will be the
production version of the
new Mégane eVision concept.
Renault engineering boss
Gilles Le Borgne said that
the CMF-EV accommodates
cars measuring 4.0m to
4.7m long, which covers
everything from the Zoe
supermini to the Koleos SUV.
He said: “It’s C-segment
in terms of length. We can
address hatchbacks, SUVs
and small D-segment cars.”
Le Borgne said that three
batteries – 40kWh, 60kWh
and 87kWh – are possible,
depending on the wheelbase.
He also confirmed that the
electric Mégane will offer the
smaller two, while the 87kWh
pack will ensure Renault can
“keep a very good range”
for larger models. For the
upcoming 60kWh electric
Mégane, a WLTP range of
280 miles is claimed.
Talking about batteries
on the CMF-EV platform
in future, Le Borgne said:
“Every 18 months to two
years, we see an increase of
power density in batteries.
Today, it’s 40kWh, 60kWh
and 87kWh, but in future we
will be able to increase the
power inside or stick at the
same power but cut cost.”
Legalising ALKS next
year “would risk lives”
THE GOVERNMENT’S PLAN
to legalise the use of hands-
free Automated Lane Keeping
Systems (ALKS) on motorways
next year has come under
fire from one of the country’s
leading road safety bodies.
Thatcham Research claims
that the proposal, which would
be implemented in spring 2021,
pending the results of a safety
consultation ending this week,
would “put road users’ lives
at risk”, because the current
technology has “significant
performance limitations”.
Although systems have to
be updated from the current,
widely offered lane-keeping
assistance software to be
classified as ALKS, the main
difference is that the car would
no longer prompt drivers to
return their hands to the wheel
after a number of seconds.
“Both the functionality
of this technology and the
regulations under which
they will operate are limited,”
said Thatcham. “They can’t
replicate what a competent and
engaged human driver does.”
Research director Matthew
Avery elaborated by saying
that even though ALKS won’t
monitor whether the driver
has their hands on the wheel,
“there has been no quantum
leap in the technology that
ALKS allow drivers to keep their hands off the wheel indefinitely
Assisted driving
tech is evaluated
in Euro NCAP test
makes ALKS more suited to
automated driving”.
He continued: “The vehicles
we’ve seen simply have a
couple of extra lidar sensors
on them, and that means
they’re simply not suitable
for automated driving.
“While we wholeheartedly
support the introduction of
automated driving, it has to be
competent driving that’s as
good at dealing with all sorts
of situations on the road as
real drivers, and ALKS have a
number of serious limitations.”
Thatcham highlighted a
number of scenarios, such as
debris in the carriageway or
a pedestrian encroachment,
where the systems it has tested
don’t respond how a person
would. Another example is that
the system wouldn’t recognise
the red X shown on overhead
gantries to indicate a lane
closure on a smart motorway.
Thatcham claims the general
issue is that today’s ALKS can
interpret up to only around
120 metres ahead – which at
70mph allows just four seconds
for the system or the driver to
react to an oncoming hazard.
It believes ALKS should
be classified as “assisted
technology”, rather than an
automated system, because
the driver must remain alert.
NEWS
CONFIDENTIAL
LYNK&CO IS GEARING
up to launch its unique
car subscription service
in Europe, but the Geely-
owned Chinese brand
has no immediate plans
to offer its home-market
saloon or other SUVs here.
“We want to stick to the 01,
in line with our ‘brutally
simple’ business model,”
said CEO Alain Visser. “A
second car would be electric.
We’ve chosen the hybrid
now, because we think
that’s currently the more
accessible technology given
the limited infrastructure
for electric cars. We won’t
offer the 02 or 03.”
REVIVED MOTORSPORT
outfit Brabham intends to
follow up the recent launch
of its road-legal BT62R
hypercar with further
road cars “accompanied
by homologated GT3,
GT4 and/or GTE” models,
the company told Autocar.
The next Brabham model
was said to have “hypercar
performance with the core
DNA of the brand at the
fore, with best-in-class
chassis dynamics and
driver engagement”. It is
expected to be launched
before the end of this year.
DO JAGUAR’S XE and XF
saloons have a long-term
future? “It’s a difficult one,”
according to Jaguar Land
Rover’s UK sales boss, Scott
Dicken. “The XE and XF
are a key part of our range
for now,” he said. “The cars
are better than they’ve ever
been. We’re looking at how
the marketplace is evolving
as we go into the future.
While it’s a challenging
market, [saloons] are a
very important product
for us. We need to look
at the lifetime benefit not
only for us but also retailers.
The XE and XF are really
strong used cars.”
28 OCTOBER 2020 AUTOCAR.CO.UK 11
 Mercedes has said
it will stop offering
manuals by 2030

Manual ’boxes on the way out

Most cars sold in the UK now are automatic. What future is there for stick-shifters?

T
he UK car market reached
a significant markstone
in the first nine months of
this year: it was the first
time that we had bought more
cars with automatic gearboxes
than manual gearboxes.
The slow demise of manuals
has been showing in sales data
for a while, but the trend has
spiked markedly in the past
three years. It also coincides
with an announcement earlier
THE R A PID R ISE OF AUTOM ATIC CA RS IN THE UK
60%
Share of sales
this month of the first major
European car maker to stop
producing manual gearboxes
altogether.
Mercedes-Benz confirmed
that it will do this as part of a
cost-cutting initiative that also
includes drastically reducing its
range of combustion engines.
Manuals will be phased out
between now and 2030,
according to a spokesman.
Mercedes now offers
manuals only in its compact
models, which include the
A-Class and GLA, and the
C-Class. We expect next year’s
new-generation C-Class to drop
the manual option entirely.
Manuals have long been
held in affection by enthusiasts
for providing an important
physical connection between
driver and car. In the past,
they also provided better
fuel economy than traditional
torque converters, and they’re
certainly cheaper to produce.
Now the broader demand
for easy-to-use technology
and the rise of the dual-clutch
automatic gearbox, with its
precise driver control, are
elbowing out the manual.
“An automatic is becoming
another feature that’s taken
for granted in a car, like
electric windows,” said Felipe
Munoz, an analyst at market
researcher Jato Dynamics.
Automatics accounted for
54% of UK new-car sales in
the first nine months of this
year, according to figures
which is also the leading plug-in
hybrid (in 330e form), and in
second is the electric Tesla
Model 3. Third and fourth
are hybrid-only Toyotas, the
Corolla and C-HR, while the
Mercedes-Benz A-Class in fifth
is also the third most popular
plug-in hybrid (in A250e form).
As manufacturers race to
cut CO2 emissions, manuals
become casualties. A manual is
no longer the most economical
option when a computer can
time the shifts to achieve the
least fuel consumption. New
Volkswagen Group cars fitted
with mild-hybrid technology,

from the Society of Motor including the Seat Leon and

50% Manufacturers and Traders,
breaking the 50% barrier
40% for the first time. Last year,
automatics accounted
30% for 49% of sales, up from 43%
in 2018. A decade ago, they
20% took only a fifth of sales.
The shift to electrified
10% drivetrains is one big reason for
this – something that becomes
0% clear when you look at the top
2001 ’02 ’03 ’04 ’05 ’06 ’07 ’08 ’09 ’10 ’11 ’12 ’13 ’14 ’15 ’16 ’17 ’18 ’19 ’20 five automatic cars sold this
Sources: SMMT and ICCT Year year, according to Jato data.
In first is the BMW 3 Series,
Volkswagen Golf, are available
only with a dual-clutch ’box.
Automatics are easier to set
up for economy, according to
Seat vehicle development boss
Marcus Keith. “To do a manual
is more time-consuming,
because you need to take into
account the gearchanges of
customers,” he told Autocar.
“The product team said no,
because we’re selling quite
a lot of automatics now.”
An automatic also allows the

PHEV OCTAVIA vRS COSTS FROM £35k
Skoda’s new hot plug-in hybrid, the Octavia vRS
iV, will go on sale on 3 November. It’s priced from
£35,020 as a hatchback or £36,200 as an estate.
Its petrol-electric powertrain makes 242bhp for a
0-62mph time of 7.3sec and a 152mph top speed.
SELF-DRIVING CARS TESTING IN OXFORD
A fleet of six autonomous Ford Mondeos will hit
the streets of Oxford between now and mid-2021
as part of government-backed Project Endeavour.
The cars will run a nine-mile round trip multiple
times each day. Testing in London is also planned.

12 AUTOCAR.CO.UK 28 OCTOBER 2020


addition of ‘eco-innovation’
technology, such as off-throttle
coasting, which earns precious
credits under the European
Union’s stringent new CO2
regulations. Automatics also
allow more semi-autonomous
capabilities – for example, the
traffic-creeping function.
Not every firm has given up
on manuals, though. Kia has
found a way to keep it while
also introducing mild-hybrid
tech and a coasting function.
Its clutch-by-wire Intelligent
Manual Transmission, available
initially on the Ceed and Rio,
uses the 48V starter-generator
to restart the engine after
coasting while keeping the
driver’s selected gear.
Premium brands are among
those shedding the manual
fastest. Only 10% of cars Volvo
sold in the UK this year up to
the end of September were
manuals. It dropped its manual
option for the V60 earlier this
year so now offers it only on the
T2 and T3 variants of the XC40.
Mercedes was already selling
fewer manuals than anyone
else. Its automatic share
was a whopping 82% across
Europe in 2018, with Volvo
next at 78%, according to
International Council on Clean
Transportation (ICCT) data.
Countries where premium
cars take more sales
ditched manuals long ago.
In Luxembourg, for instance,
90% of cars sold in 2018 were
automatic, according to the
ICCT, while in Switzerland it
was 74% and in Sweden 73%.
Manuals will survive longer
in budget cars, due to their
lower production cost. The
Ford Fiesta was the best-selling
manual in the first nine months
of 2020 in the UK, according to
Britain’s favourite
automatic car is the
manual-free 3 Series
GTD IS CHEAPEST HOT GOLF
The new GTD is the cheapest hot
version of the Mk8 Volkswagen
Golf, at £32,790. The 197bhp
diesel can do 0-62mph in 7.1sec
and promises up to 54.3mpg.
T H E U K ’ S B E S T-
SELLING AUTO
CARS IN 2020*
BMW 3 SERIES
16,288
TESLA MODEL 3
15,379
T OYO TA C O R O L L A
13,749
T OYO TA C - H R
12,676
MERCEDES A- CLASS
11,718
*Up to September. Source: SMMT
Jato, followed by the Vauxhall
Corsa. Across Europe, just 3%
of Dacia sales were automatic
in 2018, while it was 6% for Fiat
and 14% for Opel and Vauxhall.
Manuals are often thought of
as the driver’s choice for sports
cars, but they’re losing ground
there, too. BMW won’t offer a
manual version of its new M4
Coupé in the UK, yet will in the
US – a country where manuals
took just 1.1% of sales last year,
according to JD Power.
One outlier is Audi. While the
premium brand is moving fast
into electrification and offers
manuals on only five cars (the
largest being the Q3), 75% of
its UK sales in 2020 have been
manuals. It might be that an
automatic ’box is an option too
far when people are stretching
to afford an Audi, but it shows
that manuals will still be around
for a good number of years yet.
NICK GIBBS
UNDER HOW HIGH-DEFINITION RADAR MAY
THE SKIN
JESSE CROSSE ADVANCE SELF-DRIVING VEHICLES
THINGS THAT MOST people can take for
granted, such as the elevation of an object
(for example, a car on the ground compared
with a bridge or gantry overhead) isn’t so
straightforward for some sensing systems.
The idea is that fully autonomous cars will
need a fusion of data from different sensors,
like radar, cameras and lidar. It’s the last of
these that presents an issue, because it’s still
a very expensive technology. Lidar is a kind
of laser-based radar (light detection and
ranging, as opposed to radio detection and
ranging), and a lidar unit contains arrays
of sensors that enable it to build a detailed
picture as a ‘point cloud’.
The downsides of lidar, apart from cost,
are that it, like cameras, can be affected by
the weather. Radar, on the other hand, isn’t
affected by rain or fog, and radar sensors
for cars are cheap. However, it’s so far a
low-resolution technology capable only
of creating a simple set of visual points to
represent objects it detects. It’s also not
good at dealing with different elevations
(bridge versus car), and while it’s good at
detecting and ranging moving objects,
it struggles with stationary ones.
High-definition radar is capable of
generating far more detailed point clouds
than the basic technology. Israeli company
Arbe has succeeded in developing a high-
definition imaging radar that it claims
has the potential to lift the technology
from a supportive role to a “backbone of
the sensing suite”. The basis of the new
chipset is a type of radar called frequency-
modulated continuous wave (FMCW),
and while that in itself isn’t new, Arbe has
developed an enhanced version to produce
high-definition, ‘four-dimensional’ images.
Frequency-modulated means the system
changes frequency while it’s working so that
it can avoid interference from other radar.
The system can see up to 300 metres away
for larger objects, can detect a motorcycle at
NEWS
High-definition
radar for autonomous
vehicles can be used for
all levels of autonomous
250m and a child at car, from level two to
more than 150m. It level five
also covers a wide field
of view, can cope with
different elevations and
can detect hundreds of objects, rather than
around 32 for conventional radar.
Arbe says two or three of its radar sensors
and eight cameras will do the same job as 10
conventional radar sensors, six lidar sensors
and 12 cameras. It consumes far less energy
than lidar-based systems (good for EVs)
and costs around £77 per sensor in mass
production volumes, compared with tens of
thousands for lidar-based sensing systems.
Arbe isn’t alone in developing high-
definition radar and if the technology can
indeed deliver what autonomous vehicle
makers want, it could be a game changer.
LOWDOWN ON LASER VISION
Lidar scanner prices can vary from a few
thousand pounds to tens of thousands,
depending on the number of lasers used
in each unit, which can be as few as 16 for
lower-resolution scanners and as many as
128 for the best available. There are several
types, from spinning to static, and although
cheaper versions are expected, they are still
likely to cost more than high-definition radar.
28 OCTOBER 2020 AUTOCAR.CO.UK 13
 Will EV start-up bubble burst?
Investors fear the high share values of many EV start-up firms are poised for a big fall

O
n 10 June this year,
Nikola, a US start-up
specialising in battery-
electric and fuel-cell
commercial vehicles, briefly
became more valuable than
Ford after optimistic investors
pushed its stock value to
$33 billion. It had yet to sell a
SHARE PRICES AND MARKET CAPITALISATION FIGURES FROM OCTOBER 2020
Then came Chinese electric
SUV hopeful Xpeng, and US
sales-by-subscription EV
start-up Canoo.
Other, previously listed
electric vehicle makers saw
their stock reach barely
believable heights. Tesla,
the company whose soar-
By contrast, Ford is currently
worth $30bn, while the
Volkswagen Group is at $71.5bn
and General Motors $50bn.
Values are now so detached
from earnings reality that
many fear a second tech crash
similar to the dotcom bubble at
the start of this century. This
its only revenue that quarter
had been generated by the
company selling solar panels
to its now departed founder,
Trevor Milton (see above right).
That makes investors sound
ill-informed and, in some ways,
they are. Fisker, Canoo, Nikola
and EV pick-up truck maker
aka a blank-cheque company,
which lists then merges with
the company seeking the listing
(Fisker merges on 30 October,
for example). It’s a far quicker
process, partly because the
company can avoid releasing
all the information normally
required by a listing.

vehicle, against more than five away share value is arguably
million sales a year for Ford. responsible for all this start-up
It has been an extraordinary confidence, overtook Toyota
year for electric car start- in July to become the world’s
ups, which have seized on the most valuable car brand. Since
unprecedented appetite for then, its value as measured by
tech stocks to fund themselves stock price has almost doubled
by listing on US exchanges. again to $394bn.
After Nikola went public in Meanwhile, Chinese EV
June, Chinese electric car firm brand Nio has seen its US stock
Li Auto listed in July, followed shoot upward from $2.4 per
by Fisker, run by ex-Aston share in March to $27.60 now,
Martin designer Henrik Fisker. valuing it at almost $37bn.
S H A R E P R I C E VA L U AT I O N V E R S U S S A L E S
Tesla Ford GM Toyota
Oct 2020 value $394bn $30.4bn $49.9bn $225.5bn
2019 sales 367,600 5.4m 7.7m 10.7m
prospect was the second-
biggest concern among
investors surveyed by the Bank
of America recently, eclipsed
only by a potential second
wave of Covid-19.
The fears seem valid. Apart
from Xpeng and Li Auto, none
of the start-ups listing on
US exchanges this year had
delivered a single vehicle.
Nikola’s stock price was dented
in August when it disclosed that
VW Group Nio Xpeng
$71.5bn $37bn $14.9bn
11.0m 20,565 16,608
Lordstown Motors all went
public in the US via something
called a special purpose
acquisition company, or SPAC,
GM may build Nikola’s Badger
Fisker Nikola
$0.72bn $7.7bn
0 0
However, the stock frenzy,
fuelled by trading apps such as
Robinhood, has not included
the big car brands. “Investors
love electric mobility, but they
avoid traditional OEMs,” Arndt
Ellinghorst, head of automotive
research at Bernstein, wrote
in a recent report. “The equity
market believes that ‘old
economy auto’ won’t get the
job done.”
This, Ellinghorst believes,
is about to be disproved. The
work needed to develop and
produce a car is so difficult that
just replacing a combustion-
engine drivetrain is not
enough to disrupt the market.
“The financial pockets and
intellectual property needed
to produce vehicles with

14 AUTOCAR.CO.UK 28 OCTOBER 2020


Fisker buys in a
platform supplied by
Magna for its Ocean
automotive-grade safety and
quality are simply very hard to
match,” Ellinghorst wrote.
These newly formed
companies are now so flush
with investor cash that they can
afford to buy the help needed,
either in a straight transaction
or with stock. However, very
few are adding much additional
value themselves.
The Fisker Ocean electric
SUV, for example, will use
a platform from Canadian
supplier Magna (which will also
build the car at its Austrian
T H E R I S E A N D ( M AY B E ) FA L L O F N I K O L A
Battery-electric and fuel-cell
truck developer Nikola was
flying below the radar until
it listed on the stock market
in 2020. Founder Trevor
Milton probably wished it
was still out of the spotlight.
Following Elon Musk, Milton
named his company after
electric pioneer Nikola Tesla
and parlayed his Twitter-
driven salesmanship into
several lucrative tie-ups
with established partners,
including Iveco, Bosch and,
this year, General Motors,
which agreed to build
Nikola’s electric Badger pick-
up in exchange for a stake.
After listing on the US
Nasdaq in June, Nikola
became a $12 billion
company by share valuation
and suddenly a lot more
people took notice. Many
were investors, who pushed
the company to $33bn just
days after listing. Others
were the so-called shorts,
who bet the stock would
fall. To investment company
Hindenburg, Nikola looked
massively overvalued so it
decided to do some digging.
The resulting report,
released on 10 September
and titled ‘How to parlay
plant) and Nikola’s electric
Badger pick-up will be built by
GM using GM’s batteries, if the
deal still progresses.
The absence of both a unique
selling point and a company’s
own intellectual property
might soon prompt investors to
question the firm’s valuation.
Only two companies can claim
a protective ‘moat’. Tesla can
boast about its long experience
with battery development and
its Supercharger network,
while Nio now has around 140
battery swap stations in China.
an ocean of lies into a
partnership with the largest
auto OEM in America’, dug
into Milton and Nikola’s past
with forensic detail, alleging
that many of Milton’s claims
of technological progress
were false.
The most eye-catching
claim was that the Nikola
One fuel-cell truck shown
driving in a 2018 video had
no engine and was actually
just rolling down a long hill.
Milton furiously promised a
rebuttal, but when it came,
it was weak at best. “Nikola
never stated its truck
was driving under its own
propulsion in the video,”
the company said. Instead,
it pointed out, the YouTube
video only described the
truck as “in motion”.
However, the damage was
done, and on 21 September,
Milton stepped down as
chairman. The following day,
the share price plummeted
from $34 to $26. It’s now at
$20 and the GM deal looks
in doubt. Does the story
end there? In the crazy
world of 2020 future vehicle
valuations, Nikola is still an
$8bn company, despite not
having sold a single vehicle.
Xpeng makes the G3
SUV (pictured) and
G7 saloon, both EVs
Some have already fallen by
the wayside. Kandi, a Chinese
EV maker that generated a
wave of publicity in 2013 after
unveiling vending machines for
its share cars, soared on the US
stock market in 2014 to a high
of almost $20 a share before
sinking to its current level of
around $5. In the great 2020
stock rush, any hints that your
glory days might be behind you
can be fatal. Only the promise
of a disruptive, all-conquering
future will do.
NICK GIBBS
Jim Holder
I N S I D E I N F O R M AT I O N
NO MATTER WHICH side
of the divide you stand on,
there can be few doubts that
the Brexit vote – from 52:48
decision to today – has been
a blight on the health of the
UK automotive industry,
subsequent currency swings
robbing many operators of
profits and buyers of lower-
cost car deals, as well as
hitting consumer confidence.
It has also coincided with
a collapse in investment in
UK automotive, although
Brexit is just one of many
pressures at play. The Society
of Motor Manufacturers
and Traders, which exists to
promote the interests of the
industry but can be relied
on to tread a numerically
factual path, estimates that
an average of £4 billion
a year was being invested
in the sector from 2012
to 2015, but only £1.1bn
from 2016 to 2019.
The announcement of
the closure of Honda’s
Swindon plant and a U-turn
by Nissan on investment in
Sunderland also stand out
as further lows – albeit with
both firms doing all they
could to avoid the B-word.
However, common sense
surely suggests that car
makers looking to make
long-term investments will
prefer to do so in countries
that guarantee stability
and certainty.
Then there are the costs
of planning for regulatory
changes from 1 January, the
crucial details of which are
still to be ironed out. To date,
the bill stands at more than
£500m, the SMMT says.
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
Brexit planning has
cost UK automotive
£500m, says SMMT
Nor is there positive
news on the horizon. The
frustrating reality for much
of the industry is that even
the best possible deal will
only replicate what it had
within the EU, albeit with
hoped-for wiggle room
to strike its own deals in
future, while the worst-case
no-deal scenario throws up
the likelihood of two-way
tariffs and red tape. The
SMMT estimates no deal
would cost the industry about
£90bn through to 2025.
Why, then, do some still
talk up the industry’s
post-Brexit prospects?
Typically, they divide
two ways. There are free
marketeers, who argue that
working to the UK’s own
agenda will be to its benefit
in the long term, as its
relative prosperity will mean
that other nations will want
to work with it to be able to
sell their good and services
in, as well as export ours out.
Then there are those
who hope for biases to play
out in the UK industry’s
favour following the break.
This is particularly true for
firms developing early-
stage R&D projects, which
currently struggle to get
adequate funding from the
UK government as EU rules
preclude such favouritism.
The question is when – or
if – the costs of leaving will
ever be recouped, the scale
of that challenge unknown
until negotiations are
concluded. Even then, the
waters may prove to be too
muddied for anyone to ever
know the answer.
28 OCTOBER 2020 AUTOCAR.CO.UK 15

Steve Cropley
…and this 2012 Bentley
Continental Supersports
MONDAY
Anyone whose eye occasionally falls on this page
will know that I’m forever plotting what car to
buy next. Most proposals are frivolous, and my
serious inner soul has learned to ignore them.
But now two proper contenders have bobbed up,
one at the start of the week and one at the end.
Both are cars that I haven’t considered before
and both fall into the £40,000-plus budget
that I consider respectable for a serious car.
The first is an original R8 from Audi UK’s
own collection (I mentioned it here last week),
which impressed me enormously by mixing
mid-engined ‘specialness’ with practicality
and refinement. Our own Andrew Frankel
unwittingly inflamed things by admiring it
greatly and pronouncing it “the best Audi they’ve
ever made”. That’s clearly not a comment he
would want to be tied to, but you have to say it
implies respect from a bloke who knows. Nice
R8s cost from £35,000 and about half have the
car’s finest feature: a manual ‘gate’ gearchange
that works even better than it looks.
WEDNESDAY
We will publish our 125th anniversary issue next
week, and today I had a rummage through our
archive to get into the mood for stuff I’m writing.
I found being locked alone in that little room,
with its strong old-library smell and every cranny
stuffed with the work of a thousand predecessors,
a truly moving experience. It took me back almost
50 years to a mild but well-aimed caution issued
MY WEEK IN CARS
` FRIDAY
Frankel pronounced it the
best car Audi has ever made
a wheel-drive Lotus Elan S2. Two reasons: first,
distinguished European editor of Autocar),
after we had published my first serious cock-up.
“Remember, this is an important job you’ve got,
mate,” he said. “You’re not just working for
today’s readers, you know.”
THURSDAY
Goodwood Speedweek went off amazingly well
by my judgement. There was no significant rain
during the event and a lot of truly arresting
racing, which we can now watch again. You can
read our full Speedweek coverage on p48, but I
managed to grab a few words with the Duke of
Richmond, who insisted that it was Goodwood’s
duty to “do something” despite the difficulties.
Pessimists wonder whether events like these
will ever be back, but I reckon they’re seriously
underestimating His Grace’s iron determination.
AND ANOTHER THING…
Wednesday’s archive
hours turned up a
25-year-old gem from
John Ditchfield, for
several years Autocar’s
very own civil servant
turned cartoonist.
This one embodies
his uniquely gentle
humour and was
COMMENT
Cropley fell in love with
this V8-powered first-
generation Audi R8…
Bold plan: with the help of friend and Lotus guru
Paul Matty, I’m planning to have another bash at
his Lotus Hillclimb Championship next year. I’m
thinking about a slightly oddball entry: a front-
its chassis was painstakingly developed by the
late engineer, Formula 1 driver and Autocar hack
John Miles (who always demonstrated it with
great verve); and second, no one else campaigns
one. It is quicker than most people think and will
be quicker still when we’ve finished with it.
SATURDAY
Off with the Steering Committee to a Bentley
‘toy box’ event. It was a chance to drive all
current models and some classics, because
the company wants to mark the fact that its
range has been entirely renewed; the recently
facelifted Bentayga is now its oldest model. The
modern motors were terrific, of course, and we
even had a chance to put a Bentayga over an off-
road course. But the unlikely star for me was one
of the older cars, a 2012 Continental Supersports
coupé – a gem that I missed back in 2009.
The 6.0-litre W12’s power started at 621bhp
(Bentley hiked it into the 700s later), but the real
joy was in the combination of very firm Sparco
seats plus taut steering and suspension that, as
our original story noted, controlled the body
beautifully yet allowed it to glide over surfaces
that would cause similarly suspended cars from
other brands to jiggle and never settle. We called
this the best Bentley on sale, and for sheer joy
of driving I would say it’s still right up there.
Sensible ones cost £40,000, but don’t tell anyone.
GET IN TOUCH
by my Aussie mentor, Peter Robinson (later a always my favourite.  steve.cropley@haymarket.com @stvcr

28 OCTOBER 2020 AUTOCAR.CO.UK 17

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 22.10.20, STUT TGART, GERMANY ON SALE DECEMBER PRICE £87,450

MERCEDES-BENZ S-CLASS
Mercedes’ flagship has a tougher task than ever in its seventh generation.
Will its greater emphasis on technology and digitisation pay dividends?

18 AUTOCAR.CO.UK 28 OCTOBER 2020

M
eet the most advanced
production car yet to wear
the three-pointed star. Not
since the very first Mercedes-
Benz models started rolling off the
production line in 1926 to set the
brand on course for global luxury
car prominence has Stuttgart
attempted to produce something
approaching the engineering
complexity and sheer technical
ambition of the new S-Class saloon.
“In investment terms, no other
Mercedes model comes close,” says
Jürgen Weissinger, the man charged
with the development of the seventh-
generation S-Class and its upcoming
new sister model, the electric EQS.
The Mk7 S-Class isn’t just
new; it also represents an entirely
different engineering and technical
philosophy to the car it replaces.
It’s one centred on electrification,
digitisation and connectivity,
albeit within the flagship model’s
traditional values of comfort,
refinement and performance.
It’s the first Mercedes developed to
drive fully autonomously without a
driver, if only within the confines of a
suitably networked parking garage,
where it will search for empty bays
and park itself fully remotely. This
is part of a newly developed Park
Pilot system that draws on level-four
autonomous driving technology
not yet offered by any competitor.
Furthermore, the S-Class now
supports level-three driving at an
EU-prescribed top speed of 37mph
(at first only on selected sections of
German autobahn) as a function of
a new Drive Pilot system that uses
lidar, short- and long-range radar,
ultrasonic sensors, cameras and,
it’s claimed, the most advanced GPS
yet to feature in a production car.
Another first is over-the-air
capability, which allows remote
software updates to be made for
more than 50 different components
via an embedded SIM card.
Interior looks markedly different from its predecessor
It’s a bold leap in technical terms
even by S-Class standards, driven by
recent advances made by rivals such
as the latest Audi A8, BMW 7 Series,
Lexus LS and Tesla Model S, no less,
and Mercedes knows it. We could
sense the nervousness of its normally
self-assured engineers during the
car’s launch in Germany last week.
Although the new S-Class heralds
many new developments, it will
rely on some tried-and-trusted
powertrains as it enters the market.
From the start of UK deliveries in
December, it will offer two straight-
six engines, both carried over from
its predecessor with mild upgrades.
Included is a turbocharged
2.9-litre diesel developing 282bhp
in the S350d (available in standard
rear-wheel-drive and optional 4Matic
four-wheel-drive guises) and 335bhp
in the S400d 4Matic. It’s joined by a
turbocharged 3.0-litre mild-hybrid
petrol making 435bhp in the S500
4Matic, which we’re driving here.
Further options are planned
to follow, including a new twin-
turbocharged 4.0-litre mild-hybrid
petrol V8 in the new S580, as well
as a newly developed plug-in hybrid
powertrain that’s claimed to provide
the new S580e with an electric-only
range of up to 62 miles – more than
double that of its predecessor, the
S560e – on the WLTP test cycle.
And that’s not all: the upcoming
Maybach S650 will maintain
an S-Class tradition started in
1992 by continuing with a twin-
turbocharged 6.0-litre petrol V12.
There will certainly be no lack of
choice, then. But what of the looks,
which are always a key S-Class
identifier? The evolutionary styling
changes brought to the exterior
should go down well within the
conservative realm of luxury car
buyers. It’s a predictable update that
brings a much bolder grille, more
angular headlights (which offer as
an option Mercedes’ outstanding ◊
28 OCTOBER 2020 AUTOCAR.CO.UK 19
 

 
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TESTER’S NOTE
Build quality
is a factor that
has traditionally
distanced the S-Class
from its rivals, and
that of the early
cars we drove was
spectacularly good.
It’s manifested in
so many aspects,
most notably the way
the new aluminium
doors close with
a truly satisfying
strike against a
barely perceptible
background whirring
of electric motors. GK
On optional air suspension, the S500 feels as if it’s gliding over the road
Δ Digital Light technology),
traditionally smooth and unadorned
flanks and new LED tail-lights
that extend into the rear of a
sloping bootlid to set up a rear-end
appearance similar to that of the CLS.
In the UK, every S-Class will get the
sporty AMG styling pack as standard.
For the first time on any Mercedes,
customers can choose between
two different types of door handles.
Conventional grip handles similar
to those used by the current
generation of Mercedes models
come as standard, while new
flush-fitting electrically operated
Rear passengers now get even more head, leg and elbow room
handles that pop out when you
approach the car with the key fob
are an option.
These optional handles are part
of a wide range of aerodynamic
developments made to the S-Class,
including an almost flat underbody,
that combine to provide the car with
a class-leading drag coefficient of
0.22Cd, down from 0.24Cd.
This improvement in efficiency
comes despite a moderate increase
in dimensions: the S-Class is 34mm
longer, 55mm wider and 12mm taller
than before overall. It also receives a
wheelbase extended by 51mm over its
predecessor, up to 3216mm,
in long-wheelbase guise.
The basis for the new S-Class is
a heavily re-engineered version of
Mercedes’ MRA (Modular Rear
Architecture) platform. A key
development is the new Rear Wheel
Steering system, which buyers can
specify with two different levels
of steering assistance to the rear
wheels: one bringing a steering angle
of up to 4.5deg, as fitted to our test
car, and another, more advanced
arrangement, an angle of up to 10deg.
As a result, the turning
circle of the long-wheelbase S-Class
FIRST DRIVES
4Matic is reduced by 0.9m to 11.9m
or by 1.9m to an impressive 10.9m.
The standard suspension mates
Mercedes’ AirMatic set-up with
the latest generation of its ADS+
adaptive damping control. This
is offered alongside an advanced
new E-Active Body Control set-up
from the latest GLE and GLS.
Inevitably, the S-Class’s larger
dimensions lead to an increase in
kerb weight. Despite the greater
use of aluminium within its body
(it now makes up around 60%
of the complete structure at the
expense of steel), the S500 4Matic
tips the scales at 1990kg. Without a
direct predecessor, it’s difficult to
identify an exact increase, although
Mercedes puts it at around 55kg.
Open a door and the apparent
conservatism evident with the
exterior is instantly wiped aside by
a brilliant interior. It represents an
entirely different approach in terms
of not only design but ergonomics,
comfort and accommodation, too.
The dashboard, trimmed with
a large panel of wood that extends
into the front door trims and topped
by a quartet of small rectangular
air vents, has distinctive maritime
overtones. It’s the two separate
digital displays on which you
initially focus your attention from
the broad and softly cushioned
driver’s seat, though. Included is
a 12.3in screen (with an optional
3D function) for the instruments
alongside a separate 11.9in ◊
28 OCTOBER 2020 AUTOCAR.CO.UK 21
Δ portrait-oriented central
touchscreen that incorporates
controls for the air conditioning
and myriad other functions.
Ahead of the driver is a newly
developed double-spoke steering
wheel that features a dual-zone
sensor within its leather-lined rim
to detect when the driver is properly
gripping the wheel, as well as new
touch control buttons that function
capacitively and shift paddles for
the automatic gearbox.
It’s an appealingly uncluttered
driving environment with a fitting
richness to the materials – and it all
proves relatively straightforward to
operate right from the moment you
hit the start button. Overall, there
are 27 fewer analogue controls than
before, with the emphasis shifted
to swipe, conversational voice and
gesture controls via Mercedes’
MBUX operating system, which is
said to have 50% more computing
power than the Comand system
used by the previous S-Class.
Accessing the various functions
via the main menu within the central
touchscreen is easy, although it takes
more time to familiarise yourself
with the deeply stacked submenus.
There’s no rotary controller any more,
and the fiddly touchpad incorporated
into recent Mercedes has thankfully
been consigned to history, too.
Supplementing the two high-
definition displays is a terrific
new head-up display featuring
augmented reality functions for
Steering is light yet accurate and controls a surprisingly athletic chassis
22 AUTOCAR.CO.UK 28 OCTOBER 2020
the first time within a much larger
display area than before.
Another noteworthy option is the
new flagship Burmester 4D sound
system, which has 31 speakers and
subwoofers integrated within the
backrests of each of the front seats.
The rear, meanwhile, can be
specified with two high-definition
11.6in touchscreens mounted on the
back of the front seats, also using
the MBUX operating system, in
combination with a portable tablet
through which occupants can access
various functions both inside and
within close proximity of the car
when the ignition is triggered.
While accommodation up
front is virtually unchanged, the
rear benefits from an additional
16mm of head room, 24mm of leg
room and 11mm of elbow room
compared with the old S-Class
in long-wheelbase guise. Boot
capacity has also been increased,
by 20 litres to 550 litres.
Overall, there are 10 airbags as
standard, all situated up front. A
further eight airbags can be added
to the rear as an option, including
newly developed ones that deploy
from the backs of the front seats.
In addition, Mercedes has provided
the new S-Class with more than 20
standard driver assistance systems.
Although it doesn’t improve on the
power and torque of its predecessor,
the S500 4Matic’s carried-over six-
cylinder engine delivers its power
fluently and smoothly, if not quite
with the silken qualities of some
rivals. With great low-end urgency
thanks to the combination of both
combustion engine and electric
motor propulsion, a highly flexible
mid-range and an eager top end,
it also provides the initial range-
topping S-Class variant with the
sort of performance to allow it to
challenge V8-powered rivals for
outright drivability and speed.
The S500 4Matic adopts the latest
in Mercedes’ EQ Boost mild-hybrid
technology, including a gearbox-
mounted integrated starter-motor
that provides an additional 21bhp
and 184lb ft under acceleration,
taking the car’s overall torque
loading to 568lb ft – rather generous
by six-cylinder standards.
As before, drive is channelled
through an in-house-produced
nine-speed automatic gearbox and
the 4Matic system, which uses a
central differential to apportion drive
between the front and rear wheels.
All up, there are four different
preset driving modes: Eco, Comfort,
Sport and Sport Plus. An additional
Individual mode allows you to tailor
the characteristics of the steering,
throttle and damping to your liking.
It’s in Comfort mode where the
new S-Class is at its compelling best.
Here, the electromechanical steering
(in combination with the milder
of the optional rear-axle steering
systems) is light but encouragingly
accurate; the engine is suitably
subdued in stop-start traffic and
at constant cruising speeds; and
the ride, at least on the optional
air suspension of our test car,
is superbly supple in its actions,
almost as if it’s gliding, totally
isolated from its surroundings.
On smooth German roads,
it filters out small bumps with
outstanding shock absorption
and great isolation from the road
surface. Its overall refinement
is truly exceptional, making it a
very cosseting car to travel in over
extended distances. There may be
a distant hint of exhaust roar as
engine revs rise before the gearbox
quickly chooses a higher ratio but,
like the lick of wind around the
door-mirror housings and road
noise, it always remains distanced
from the serene surroundings of
the leather-lined cabin.
Switching into Sport mode is a
quick and simple process, either via
one of the few remaining analogue
switches or via the Drive Select
menu on the central touchscreen.
So configured, the S-Class takes on
a distinctly keener, more responsive
and terrifically agile feel. The first
hint of this is through the steering,
which weights up accordingly. The
throttle gains added sensitivity
while the exhaust note also becomes
more present, although not exactly
melodious. Additionally, there’s a
firming up of the suspension to
rein in body movements.
Outside the confines of city
driving, the added weighting within

You invariably step out of the S-Class
more relaxed than when you entered it
Mild-hybrid straight six can propel the S500 with impressive gusto
the steering adds confidence, the
S500 4Matic turning fluently into
corners with new-found levels of
agility. There’s added sharpness to
its turn-in and its steering is quicker
to return to the straight-ahead than
before, too. It’s wonderfully easy to
drive quickly down winding roads,
the only limiting factor being its
added width on narrow sections.
You get the sense that the S-Class
flows more keenly from apex to apex
than before, with its substantial
weight hidden beneath a new layer
of dynamic excellence. The quick
reactions of the air suspension’s
Visual evolution is subtler outside than inside but equally effective
`
a 3.0-litre six-cylinder petrol engine
three-chamber air springs quickly
quell pitch and dive while providing
outstanding body control in tighter
bends. Meanwhile, the fast-acting
4Matic system ensures that there’s
always plentiful grip and excellent
levels of traction as well.
The S500 is quick, too, sprinting
effortlessly to three-figure speeds
and continuing to gather pace.
Extend the accelerator pedal
towards the end of its travel and
the engine’s substantial shove
dispatches the car down the road
with an energy that defies its
relatively modest engine capacity.
The S-Class isn’t perfect, though.
Its gearbox, while inherently smooth
at lower revs in automatic mode,
is sometimes caught out when you
shift manually near the engine’s
6200rpm redline, resulting in a
thud as the heady torque loads are
deployed via the 4Matic system to
each axle. The brake pedal on our
test car also felt unusually spongy
and undefined, lacking the firmness
and clarity of modulation that
you would otherwise expect in
a low-mileage new car.
Nevertheless, you invariably step
out of the S-Class more relaxed than
FIRST DRIVES
THE S-CL ASS TH AT
PROMISES 471MPG
The new S-Class offers extended
zero-emissions capability by way
of the S580e 4Matic, which is due
to arrive in the latter half of 2021.
It uses the same turbocharged
as the S450, producing 362bhp
and 368lb ft, as part of Mercedes’
fourth-generation plug-in hybrid
system. Included is a gearbox-
mounted electric motor that
develops 148bhp and 376lb ft and
a 28.6kWh lithium ion battery pack
mounted in the floor of the boot.
With a system output of 503bhp
and 553lb ft of torque, the S580e
achieves an electric-only range
of up to 62 miles on the WLTP
test cycle, giving it combined
consumption put at between 217.3
and 470.8mpg along with average
CO2 emissions of between 18 and
30g/km. Plus, it can be charged
at a rate of up to 60kW, compared
with just 7.4kW for the old S560e.
when you entered it. This is a luxury
limo that enhances your wellbeing as
competently as, if not better than, any
contemporary on any given journey.
And there’s more to it than pure
comfort and serenity of progress: the
S-Class also delivers on the driving
front. The variant tested here has
greater performance potential and
handles with far greater precision
than the previous S500, despite
the fact that had a 449bhp twin-
turbocharged 4.7-litre V8. More’s
the pity for those who will only ever
experience it from the rear seats.
GREG KABLE
MERCEDES-BENZ S500 4MATIC
Bristling with technology, luxury and
performance, the comfy and refined
S-Class sets lofty new standards
AAAAB
Price £87,450
Engine 6 cyls in line, 2999cc, turbo,
petrol, plus 48V ISG
Power 429bhp at 6100rpm
(engine), 21bhp (ISG)
Torque 383lb ft at 1800-5800rpm
(engine), 184lb ft (ISG)
Gearbox 9-spd automatic
Kerb weight 1990kg
0-62mph 4.9sec
Top speed 155mph
Economy 29.7-35.3mpg
CO2, tax band 181-216g/km, 37%
RIVALS Audi A8, Lexus LS,
BMW 7 Series
28 OCTOBER 2020 AUTOCAR.CO.UK 23
 TESTER’S NOTE
Access to the rear
compartment of the
Defender 90 is made
quite difficult by the
size and especially
the mass of its doors,
particularly against
an adverse slope. SC

TESTED 13.10.20, WARWICKSHIRE ON SALE JANUARY 2021

LAND ROVER DEFENDER 90

Does a more compact three-door make a better Defender than a longer five-door?

W
hen Land Rover launched less than a similar-spec 110, although disadvantage, as a three-door, is that massively larger than the old model’s.
the new Defender, it was easy that advantage nearly doubles it’s much harder for rear passengers The P400 3.0-litre straight-six
enough to understand why (to 120kg) if your 110 is equipped to access and – at least in our privacy- petrol twin-turbo engine fitted
the company majored first on with third-row seating. Rear glazed test car – it seemed pretty to our test car makes it the most
the longer-wheelbase 110 versions, accommodation is near-as-dammit dark back there. The wide-opening powerful and fastest-accelerating
but it was still a disappointment identical for space and comfort to a rear door is a boon, though, just as it production Defender available. It
given that, as its own designers have 110’s second row, but the 90’s obvious is on the 110, and carrying capacity is turns in a 0-62mph time of 6.0sec,
often pointed out, the shorter 90
carries the iconic shape.
Now the 90 has landed at last,
held up for a while by Covid and
still subject to about a three-month
delivery delay, it’s possible to see
how different – and similar – it really
is to the longer model, about which
we’ve already written extensively.
It’s quite clearly a modular car:
the monocoque chassis, suspension,
steering and powertrain packages
are all closely related.
The interest lies in the effect
carving 20in out of the wheelbase has
on stuff like kerb weight, handling
and ride, and accommodation –
and we took the opportunity to
try the new model in P400 mild-
hybrid guise, given it’s the highest-
performing Defender 90 of all.
The weights are surprisingly close. Three-door Defender is immensely capable off road
A shorter model weighs only 65kg

24 AUTOCAR.CO.UK 28 OCTOBER 2020


`
It largely obliterates ruts and does the job
almost as quietly as a luxury saloon would do
a
with an accompanying top speed of
120mph. Understandably, perhaps,
WLTP combined fuel consumption is
unimpressive, at 25mpg, and neither
does the Defender 90’s CO2 output –
256g/km – pull up any trees.
Like a fast-growing number of
Jaguar Land Rover engines, the
P400 uses an integrated starter-
generator (ISG) to harvest braking
energy and deploy it on acceleration,
but it fails to turn this model into an
economy machine.
Still, the 3.0-litre straight-six
engine – the latest in what is now
a modular family of three made in
JLR’s Ingenium engine plant near
Wolverhampton – is the embodiment
of smoothness and quietness, and
produces copious amounts of torque
from low down in the rev range, even
though it will also rev smoothly to
Business end of a 90 inside will be familiar to 110 drivers
Shorter wheelbase and less weight make it feel more agile than a 110
6500rpm. Not that it’s likely to spend
much time turning so hard: the
generous torque peak is produced
from 2000rpm and, with eight ratios
available in the automatic gearbox,
it never needs to rev hard.
When you drive, three effects are
soon obvious. One is agility: the
shorter car naturally turns tighter
and with more alacrity. Second, as a
result of its shorter wheelbase – and
possibly the extra weight of a six-
cylinder engine in the nose – there is
a little more nosedive under braking
and squat under acceleration than
you’d notice at similar velocities in
a 110. It’s no big deal, a curiosity
rather than a fault.
And besides, you wouldn’t want
anyone stiffening the natural rates
of the 90 X’s height-adjustable air
springs because that might negate
one of this machine’s major strengths
on and off road: its excellent ride
quality. Not only does it largely
obliterate ruts, but it also does the
job almost as quietly as a luxury
saloon would do. That refinement
adds enormously to the appeal of
the Defender 90, especially since
the chassis rigidity and solidity are
obvious and reassuring.
We weren’t able to do any serious
off-road driving in the P400 X
but we did tackle some rugged
stuff at Eastnor Castle in a much
lower-spec four-cylinder 90 D300
– which lacked this test car’s height-
adjustable springs – and it became
perfectly clear that this lower-spec
90 could handle obstacles that would
have humbled its predecessor.
It’s rather likely that in most
owners’ hands, the P400 X – what
with its elaborate and rather
luxurious equipment, its impressive
on-road high-performance capability
and its rather eye-watering £77,400
price – won’t be required to do very
much serious off-roading.
However, our experience with
the lesser D300, pricey enough for
many at around £45,000, suggests
that the P400 could most certainly
FIRST DRIVES
ST UDY T HE STAT S
Forget refinement; in the end,
it’s durability you want from a
Defender, even if you never reach
its extremes of capability. And
Land Rover’s engineers have
durability stats to burn.
The aluminium monocoque
chassis is “by far” Land Rover’s
toughest ever, three times stiffer
than a body-on-frame. Your 90
can bear a 300kg static roof
load, or carry an 800kg payload
inside. It can tow a 3.5-tonne
trailer. Its front and rear recovery
hitches can bear loads of nine and
10 tonnes. The suspension can
withstand seven-tonne vertical
loads into the body, enough to
survive the most body-wracking
terrain. And just for good measure,
the wheels and suspension have
survived repeated 200mm kerb
strikes, and survived. No wonder
they’re feeling confident,
and orders are
strong.
cope if required. Probably better. As
it is, it’s extremely appealing on-road
transport, too. Which is to say that
the breadth of capability that was
built into Land Rovers from the very
first has not just been maintained:
it has been greatly extended.
STEVE CROPLEY
@stvcr
LAND ROVER DEFENDER 90 P400 X
Shows the same strengths as the 110,
plus greater agility. Nothing special
about the six-pot’s economy, though
AAAAB
Price £77,400
Engine 6 cyls, 2995cc, twin-
turbocharged, petrol,
plus 48V ISG
Power 394bhp at 5500-6500rpm
Torque 406lb ft at 2000-5000rpm
Gearbox 8-spd automatic
Kerb weight 2350kg
0-62mph 6.0sec
Top speed 120mph
Economy 25.0mpg
CO2, tax band 256g/km, 37%
RIVALS Jeep Wrangler Rubicon,
Mercedes-Benz G-Class
28 OCTOBER 2020 AUTOCAR.CO.UK 25
THE CONTROL YOU NEED,
THE THRILL YOU WANT

Discover the range of HIGH performance

tyres at MICHELIN.CO.UK

TESTER’S NOTE
Hyundai’s standard
Smart Sense safety
kit runs to lane-
keeping assistance,
automatic emergency
braking, driver
attention monitoring
and high-beam
assistance. JD
Mk3 supermini arrives with a sharp new look, a clever drivetrain and loads of kit
I
f you didn’t know that Hyundai
was in the midst of a relentless
premium push, one look at the new
i20 would leave you in no doubt
about the Korean firm’s intentions.
Now in its third generation, Seoul’s
supermini is the first recipient of the
bold new Sensuous Sportiness (yes,
really) design language, which aims
to inject desirability and glamour
into a brand that remains best
known for sensible stuff like value
for money and long warranties.
Sharp visuals aren’t the only
elements of this ambitious attack on
the crowded sector, because the i20
also promises a roomier and more
upmarket interior that leads the
way for technology and connectivity.
In addition, there’s a huge list of
driver safety aids and now almost
obligatory mild-hybrid engines, in
this instance packing a big-car 48V
supply. It also heralds Hyundai’s
Intelligent Manual Transmission,
which improves efficiency using
an electronically controlled clutch.
Is all this enough to jump to the
top of a class that includes such
talented players as the Ford Fiesta,
Renault Clio and Volkswagen Polo?
Promising handling is spoiled by a poor ride; interior is roomy and looks great
TESTED 19.10.20, SURREY ON SALE NOW
HYUNDAI i20
Style may be subjective, but it’s
undeniable that the i20 stands out
in the near-range-topping Premium
guise tested here. There are sharp
creases, bold lines and a two-tone
roof treatment, plus LED daylight-
running lights front and back.
The i20 is now 30mm wider than
before and has had its wheelbase
stretched by 10mm, which means
there’s more space inside. Even
taller adults won’t feel short-
changed when riding in the rear.
The cabin looks the part too,
with slick TFT instruments and an
easy-to-use 10.25in infotainment
touchscreen, which is backed by
online services that come with a
five-year subscription as standard.
And, of course, there’s more kit than
you can shake a large executive
saloon at. There’s not much that
isn’t standard on the i20 Premium.
Less impressive is the quality of the
plastics used throughout, which are
either hard and scratchy or hard and
shiny. There’s not a soft-touch piece
of trim in sight. Not very premium.
Starting the i20 is a slight faff,
because you need both the clutch
and brake depressed, plus the gear
lever in neutral before the 99bhp
turbocharged 1.0-litre three-cylinder
petrol engine fires into life. But
once you’re moving, it’s a likeable
unit. The electrical assistance gives
a useful slug of torque at low revs,
helping the i20 feel surprisingly brisk
despite its rangy, emissions-friendly
intermediate gearing (second runs to
70mph). It makes a characteristically
thrummy soundtrack, but the engine
revs smoothly and keenly.
A pleasant surprise is the six-speed
gearbox. The shift action is a little
notchy, but the natural-feeling drive-
by-wire clutch works well and has the
added benefit that it can disconnect
the driveline automatically for
efficiency-boosting coasting on the
motorway (either with the engine
idling or switched off completely),
where the i20 is a relaxed cruiser.
Yet this feeling of sophistication
is undermined by the i20’s firm and
brittle ride. At urban speeds, the
suspension is stiff-legged, thunking
and crashing noisily over sharper
imperfections, while mid-corner
bumps cause the car to shake
and shimmy. Bigger, smoother
undulations are dealt with more
FIRST DRIVES
adeptly, but it’s still a world away
from the plushly damped Fiesta.
That’s a shame, because there’s
a decent chassis lurking beneath
the i20. The steering hasn’t got a
lot to say, but it’s quick and precise
enough to allow easy placement of
the car, while grip is strong and the
car takes on a nicely four-square
stance when pushing on, tucking in
obediently if you lift the throttle mid-
corner. There’s certainly enough raw
material for us to reckon the 201bhp
i20 N hot hatch could be a cracker.
Prices have been hiked for the new
i20, starting at £18,595 and rising
to £23,345, but in return you get
more space and standard kit, while
Hyundai is also promising Polo-
bashing residuals. Factor in a five-
year warranty and there’s lots here to
appeal to the head, if not the heart.
JAMES DISDALE
HYUNDAI i20 1.0 T-GDi 100
48V HYBRID PREMIUM
May not offer a composed ride or
dynamic sparkle but is eye-catching,
roomy and decent value for money
AAABC
Price  £20,795
Engine  3 cyls, 998cc, turbocharged,
petrol, plus 48V ISG
Power  99bhp at 4500-6000rpm
Torque 127lb ft at 1500-4000rpm
Gearbox 6-spd manual
Kerb weight 1200kg
0-62mph 10.4sec
Top speed 117mph
Economy 54.3mpg
CO2, tax band 118g/km, 26%
RIVALS Ford Fiesta, Renault Clio,
Volkswagen Polo 
28 OCTOBER 2020 AUTOCAR.CO.UK 27

Renowned performance four-door takes its winning formula into a new generation
A
udi has a veritable smorgasbord
of performance-tuned models,
many of which are faster,
cleverer and quite a lot more
expensive than the (relatively
speaking) humble S3.
But quite often in a range, there is
a Goldilocks car – one that combines
enough of the qualities of its more
well-endowed siblings with the ideal
blend of size, everyday usability and,
crucially, price. The S3, in either hatch
or the saloon form we have here,
could well qualify for this accolade.
It also has a bit of heritage.
Although by no means the genesis
of four-wheel-drive hot hatches, the
first-gen S3 of 1999 is credited with
democratising the all-paw everyday
fast hatch, once the preserve of
hardcore rally homologation specials.
But that was two decades ago and
rivals have long caught up.
Anyway, let’s get one thing straight
up front: if you didn’t like the old
S3, you probably won’t be too fussed
about this one. The technical recipe
is familiar: the 2.0-litre EA888
turbo petrol motor remains, with
some emissions-related updates and
a modest power boost. It’s mated
To drive, and in the look and operation of its cabin, the S3 offers a canny blend of sporting appeal and everyday usability
28 AUTOCAR.CO.UK 28 OCTOBER 2020
TESTED 20.10.20, BERKSHIRE ON SALE NOW
AUDI S3 SALOON
solely to a seven-speed dual-clutch
transmission. The ubiquitous MQB
underpinnings remain, as does the
Haldex four-wheel drive system and
brake-modulated torque vectoring.
The focus is clearly on fine-tuning
and (predominantly) software
upgrades for this new generation.
It follows, then, that this S3 offers
substantially more computing power,
connected features and advanced
driver assist functions than before.
As for the cabin, the bucking of the
Volkswagen Group trend to remove
all buttons means the S3, like lesser
A3s, has a more user-friendly interior
than all of its siblings. However,
we reckon the old S3’s cabin design
and quality were more exceptional.
Maybe rivals have just caught up,
but it feels as though there has been
a bit of cost-cutting here. Still, it’s a
roomy, comfortable and refined place
to while away the hours. In fact, this
remains the S3’s defining trait.
In mundane driving, it behaves
much like an S line A3. Sure, there’s
a touch more vertical movement and
a fraction more low-speed crashiness
to remind you this is a performance
model but, some road roar aside, it is
exceptionally well-mannered for a
300bhp-plus hatch-based saloon.
Audi was never going to abandon
the S3’s everyday civility in favour of
aggressive spring and damper rates.
That’s mainly because the hotter
RS3 exists, but also because the S3’s
formidable popularity is acutely
linked to its usability.
Does that mean it’s lukewarm
when you up the ante? Not quite.
Granted, you’d be smiling more at the
wheel of more playful and rearwardly
mobile front-driven alternatives with
manual gearboxes, but you have to
respect the extraordinary dynamic
range this car offers.
The first surprise is the steering.
Audi has instilled a bit more
positivity and even a modest amount
of feedback into what was a detached
and aloof rack. It turns in sharply,
allowing you to place the car exactly
where you want to before confidently
getting on the power on corner exit.
Body control is fine, and would
probably be very good with the
adaptive set-up, but the presence of
some breathability in the suspension
means it never gets knocked off
line and stability is strong. Grip is
TESTER’S NOTE
Vorsprung spec,
a £7750 addition,
includes kit such
as bigger wheels,
LED headlights and
adaptive dampers.
A PCP deal softens
the blow, though, as
Audi claims fitting it
greatly benefits the
residual value. LA
unsurprisingly tenacious, but turn
in hard with no power and the rear
end will pivot round in a controlled
manner. As before, it’s impressively
easy to pile on the speed and keep it
in check (the brakes are strong but
not grabby) but now you can have a
modicum of fun doing so.
The powertrain itself won’t win
awards for aural character or fizz,
even in its loudest mode. But the
soundtrack is purposeful enough,
and the unit is mightily effective.
Once spinning at around 2500rpm,
mid-range thrust is meaty and
satisfying, but happily the shove
builds rather than diminishes as you
approach the redline. The gearbox is
pretty much unflappable, slurring
gears unobtrusively when you’re
pottering about and firing through
ratios when you’re not.
LAWRENCE ALLAN
@loballan
AUDI S3 SALOON QUATTRO
While still not thrill-a-minute, the
consummate all-rounder is now
that bit more engaging
AAAAC
Price £38,465
Engine 4 cyls, 1984cc,
turbocharged, petrol
Power 306bhp at 5450-6500rpm
Torque 295lb ft at 2000-5450rpm
Gearbox 7-spd dual-clutch automatic
Kerb weight 1505kg (DIN)
0-62mph 4.8sec
Top speed 155mph
Economy 35.3mpg
CO2, tax band 183g/km, 37%
RIVALS BMW M235i Gran Coupé,
Mercedes-AMG A35 Saloon

FORD FOCUS MHEV ACTIVE X
Body elevation and hybrid tech are both mild yet the equipment level is anything but
T
his, then, is the £30,000 Ford
Focus. Not the crackling, warm-
blooded ST, but the slightly
higher-riding Active X car,
adorned with ostensibly protective
(but more realistically decorative)
body cladding, specified in plush
Vignale trim and, in this case,
equipped with a new mild-hybrid
version of the 1.0-litre Ecoboost,
the only petrol option now available.
The 48V system is familiar from
the Puma crossover and has been
introduced to the Focus as a means of
eking out a few more miles between
fuel stops and cutting down on
emissions. Ford claims an efficiency
boost of up to 17% over the outgoing
1.5-litre engine, with economy
up from 48.7mpg to 51.4mpg. It’s
available in 122bhp and, as tested
here, 153bhp forms.
In reality, of course, any economic
benefits are best viewed over the
course of several months, being
subtle enough to pass you by on an
individual journey. However, the
accelerative assistance provided
by the electrical system is slightly
more tangible, filling in for the
Facelift ushers in new tech, a 48V motive boost and a clever drive-by-wire gearbox
W
hile the all-new i20 has
been stealing the headlines,
Hyundai has quietly
updated its larger i30
sibling. There are enhanced engines,
tweaked visuals and an increase in
connectivity and safety tech. But
is this enough to transform the i30
from capable also-ran to contender?
Visually, this is the very mildest of
facelifts, with some Seat Leon-aping
LED signature headlights on the
outside, while the roomy and well-
TESTED 16.10.20, SUSSEX ON SALE NOW
turbo at low revs and going some
way to compensating for the smaller
engine’s power deficit over the keener
1.5. Whether that’s at the cost of some
refinement may be up for debate.
Ford’s smallest engine is an
agreeable lump, but its ceaseless
thrumming can quite quickly grate
– especially as it likes to be kept
‘on the boil’ – and the regenerative
deceleration is just intrusive enough
in stop/start situations to have you
reaching for the frustratingly non-
TESTED 19.10.20, SURREY ON SALE NOW
HYUNDAI i30
equipped interior gets Hyundai’s
well-honed 10.25in infotainment
system. There are also new air vents,
a reworked TFT instrument cluster
and some revised materials inside.
The biggest changes happen
under the skin, where you’ll find the
firm’s 48V mild-hybrid technology
and a six-speed manual gearbox
with electrically actuated clutch and
freewheeling function, all elements
designed to boost efficiency.
It’s essentially the same
FIRST DRIVES
FORD FOCUS 1.0 ECOBOOST MHEV
ACTIVE X VIGNALE EDITION
Mild-hybrid tech brings efficiency
benefits with minimal sacrifice but
top-spec trim is hard to rationalise
AAAAC
Price £29,630
Engine 3 cyls, 998cc, turbocharged,
petrol, plus 48V ISG
Power 153bhp
Torque 177lb ft
Gearbox 6-spd manual
Kerb weight 1222kg
0-62mph 9.5sec
Top speed 129mph
existent adjustment switch. Which, Economy 51.4mpg
on the flip side, is how you know it’s CO2, tax band 124g/km, 27%
working. Swings and roundabouts. RIVALS Mazda 3 Skyactiv-G,
Get past these quirks and it’s plain Skoda Octavia e-Tec,
to see the attraction of this new Volkswagen Golf eTSI
electrified option. What’s not so easy
to justify is the plethora of add-ons
applied to this firmly mass-market welcome but not strictly necessary.
hatchback. Luxuries that come as But in some cases (the firm-riding
part of the Vignale package – such 18in wheels and obstructive
as a Bang & Olufsen sound system, head-up display, for example), the
leather-style Sensico upholstery and extras are actively inhibitive.
flip-out door edge protectors – are FELIX PAGE
turbocharged 1.0-litre three-cylinder HYUNDAI i30 1.0 T-GDi 120
unit as in the i20, but power is upped 48V HYBRID PREMIUM
to 118bhp here and better insulation
makes it more muted. On the move, New engine and gearbox are welcome
it’s brisk rather than quick, but it’ll but the capable yet characterless
happily go with the flow without i30 still falls short of the class elite
resorting to frequent forays to the rev
counter’s 7000rpm war paint. That’s AAABC
partly down to the 16bhp starter- Price  £23,695
generator providing a little fillip of Engine  3 cyls, 998cc, turbocharged,
torque fill at low speeds. petrol, plus 48V ISG
That neat drive-by-wire six-speed Power  118bhp at 6000rpm
manual also works effectively. Torque 127lb ft at 1500-4000rpm
Its party trick is the ability to Gearbox 6-spd manual
automatically disengage the drive on Kerb weight 1365kg
a closed throttle, which allows the 0-62mph 11.2sec
i30 to coast, engine on or off, to save Top speed 122mph
fuel. Squeeze the throttle and drive is Economy 53.3mpg
smoothly taken up again. CO2, tax band 121g/km, 27%
Elsewhere, the i30 remains an RIVALS Ford Focus, Mazda 3,
easy-going and composed partner, Volkswagen Golf
firm low-speed ride aside, but not
one that’s going to be flooding your
system with dopamine every time spark of inspiration that separates
you hit the road. The steering is the good from the great. It’s a likeable
surprisingly meaty and direct, while and sensible machine, but if you
grip and composure are both strong. want something that can reward
You can, if you want, hustle this and entertain as well as doing all
Hyundai hard, although there are no the usual workaday stuff, other cars
real tactile rewards for doing so. should be higher on your list.
Essentially, it still lacks the vital JAMES DISDALE
28 OCTOBER 2020 AUTOCAR.CO.UK 29
 ROAD TEST

No 5497

Aston Martin DBX

PHOTOGRAPHY LUC LACEY

The most important Aston in a generation undergoes the industry’s toughest test
M O D E L T E S T E D A S T O N M A R T I N D BX
Price £158,000 Power 542bhp Torque 516lb ft 0-60mph 4.6sec 30-70mph in fourth 7.0sec Fuel economy 17.0mpg CO2 emissions 323g/km 70-0mph 42.1m

30 AUTOCAR.CO.UK 28 OCTOBER 2020


We like
z Engaging, tactile handling makes
for more driver appeal than most
fast SUVs manage to create
z Soulful V8 soundtrack and
usable, considered performance
We don’t like
z Design-led interior perhaps isn’t
as roomy-feeling as it could be
z Infotainment system desperately
needs upgrading
t was, for years, the
I prophecy that every lover
of extravagant supercars,
epic limousines, sleek
GTs and exciting sport cars dreaded.
But just as the introduction of an SUV
worked like a charm for Porsche, so it
is currently working out very nicely
indeed for Bentley, Lamborghini
and Rolls-Royce. Having for so long
been anathema to so many, the super-
luxury, conspicuously consuming
4x4 has turned saviour of a sort.
Aston Martin has just become
the latest of the ‘big fish’ luxury
car brands to launch such an
ostentatious SUV. It has done so with
a view to stabilising its business,
to opening up parts of the global car
market that have hitherto been closed
to it and to providing the revenue
base on which its wider strategic
ambitions can be built. Gaydon’s
five-metre-long, five-seater cash
cow – the all-new DBX – has landed.
And what a profitable introduction
it could – indeed, should – prove to
be. The Cullinan has become the
fastest-selling new Rolls-Royce
the company has yet known. The
Bentayga outsold Bentley’s next most
popular model by a factor of at least
two to one for the first three years of
its life, and the Urus is enjoying even
greater domination by volume of its
Lamborghini showroom siblings.
With even the mighty Ferrari
gearing up to enter the super-SUV
segment in 2022, Aston Martin
clearly won’t be the last to this
giant-sized feast. Moreover, if the
appearance of its own take on high-
riding motoring for the wealthy
elite is anything to go by, it hasn’t
been prevented by either convention
or technology from taking its own
unique slant on providing what this
rarefied stratum of the utility car
market may currently be missing.
Stand by to find out exactly how
unique and different the DBX really
is, and whether such a vehicle can
still feel like a proper, familiar
Aston Martin to drive.
DESIGN AND ENGINEERING
AAAAC
Aston Martin’s current management
admits that it has not once, in
more than a century of car making,
even tried to produce a car with
such a broadly defined mission
statement as the DBX. Doing that
while simultaneously building a
new factory for the new model to be
made in – and all during one of the
FTSE’s most disastrous company
flotations in recent years – was
clearly also a very tough test. And yet
Aston Martin has succeeded. There’s
also a new boss and a new majority
shareholder and chairman – and,
more importantly, the DBX is now
three months into production in
St Athan, Wales.
The DBX is in some ways like
the firm’s range of sports cars and
grand touring coupés. Like them, it’s
built on an all-aluminium platform
which is also all-new, made from
a mix of extrusions and castings
ROAD TEST
Range at a glance
ENGINES POWER FROM
DBX 542bhp £158,000
TRANSMISSIONS
9-spd automatic
The DBX is currently a stand-alone
model. The Mercedes-AMG V8
represents the sole engine offering,
although there’s every chance
that Aston Martin will introduce a z Trapezoidal daytime-running lights
V12, along with a more affordable make the car particularly recognisable
plug-in hybrid, at some point down on the road. They also frame an intake
the line. A big part of the DBX’s that feeds cooling air towards the
future sales success will no doubt front brakes and then down the
hinge on whether or not the car’s bodysides.
latter materialises.
bonded together, which in turn
makes the car both rigid and light
compared with its rivals. That would
clearly be the right way to start for
the most dynamic-handling car
in its segment but, compared with
some of its competitors at least, it
may be a questionable claim. Aston
claims a kerb weight of 2245kg,
but we weighed the car at 2328kg.
That figure, although less than the
12-cylinder Bentley Bentayga we z There’s no rear wiper but Aston
tested in 2016, was just over 130kg Martin says the car’s aerodynamics
heavier than the Lamborghini Urus automatically keep the window clear
we tested last year. of water and muck. We drove the car
Aside from being Aston Martin’s in heavy rain and found there was
first SUV, this is also the company’s reasonable truth to that claim.
first car with air suspension (a three-
chamber set-up, height adjustable
by up to 95mm) and also with 48V
electric system-powered active anti-
roll bars. Additionally, the DBX uses
double-wishbone front suspension
and a multi-link rear axle.
The car’s powertrain consists of
a modified version of the Mercedes-
AMG-sourced 4.0-litre turbocharged
V8 (with revised turbocharging
and cooling systems and a lower
compression ratio), which produces
a peak 542bhp. This isn’t the kind
of figure that will lure people out of z There are six alloy wheel designs
quicker rivals on its own, but with to choose from, all 22in in diameter.
engine capacity-based tax rules set Excluding colour and finish, though,
as they are in important markets there are actually only two rim designs.
such as China, you can see why This is the ‘Ribbon’ wheel; alternative
Gaydon might start with a V8 version ‘Sport’ style is less fussy.
of this car, then perhaps aim for a
plug-in hybrid next and save any fire-
breathing V12 for later down the line.
The DBX is also notable for
shunning the ZF eight-speed gearbox
that other Astons have in favour
of Mercedes’ nine-speed torque
converter. It’s this transmission’s
upper torque limit that is rumoured
to be the reason why the V8’s peak ◊
z Ducktail spoiler is a reference to
the one found on the Vantage sports
car. An ambitious addition to an SUV’s
profile, but on what is already an
unconventional design it doesn’t grate
as much as it otherwise might.
DBX’s gestation has at times defied odds
28 OCTOBER 2020 AUTOCAR.CO.UK 31
 Weights and measures
DIMENSIONS

x
0.39

m ma

m
940m
960m
632-

1680mm
1530 litres

m
x
ma

0m
m

80
0m
96

Kerb weight: 2245kg

915mm 3060mm 1064mm
5039mm

z Sports seats are derived from those in the DB11 but with a new armrest. Test car’s
PA R K I N G chairs added £5180 worth of optional quilting, embroidering and broguing work.
Typical parking space width (2400mm)
Typical garage height

2260mm Typical leg room

800mm

2230mm (with mirrors) z All seats are heated as standard, front and back. Measured typical rear leg room
3680mm figure of 800mm is 40mm more than in the Urus, and there’s more head room.

W H E E L A N D P E DA L
ALI G N M E NT
Steering wheel sits directly in
front of your chest, and you
drive with elbows tucked in
65mm
close to your sides. There’s
good adjustment in the 200mm
Width 1060-1150mm
steering column and pedals
are comfortably spaced.

Height 460-680mm
H E AD LI G HTS Length 1000-1950mm
Bi-LED headlights are
standard. These certainly
provide strong beam spread
and depth on dipped beam,
although full-beam capability
went untested.
Centre z The DBX’s powered tailgate is opened and closed at the push of a button. Luggage
capacity comes in at 632 litres, with an additional 62 litres of underfloor storage.

Δ torque output has been pegged least as important as its function, as
at 516lb ft. The gearbox does allow are its frameless doors and low-cut
for a maximum towing capacity A-pillar and roofline.
of 2700kg, though, as well as low- Look down as you swing open the
speed torque multiplication – and door and you’ll see a cabin floor that
downstream of it the car has an active is perfectly flat all the way to where
centre differential capable of sending you expect to find a raised sill but
almost 100% of drive to the rear axle, won’t; you’ll also notice that the outer
and a torque-biasing, electronically surface below is completely covered
locking ‘e-LSD’ rear differential. by the lower lip of the door. Stepping
up and in is therefore really easy,
INTERIOR and your clothes are kept free of any
AAAAC muck and grime as you do it.
An SUV the DBX may be, but this The DBX’s cabin is attractive and
is a car you address and enter in a elaborately finished – although not
manner that’s quite atypical of the all that roomy. The car has really
breed. The slightly fiddly pop-out quite lavish leather upholstery from
door handle is a clue that you’re ceiling to carpet, with brogue-style
climbing aboard a car whose ornate patterning on the seats and eye-
form has been considered to be at catching raised and pinched details
on the fascia. Even the bottoms of the
door cubbies are lined with hide.
Aston boasts that the car offers
rear seat passengers as much space
as those up front, and that the
driving position was set to allow
space for a fifth percentile woman,
a 95th percentile man and anything
in between. But our testers mostly
agreed that the car’s front seat
cushions were higher-set than
perhaps they ought to have been, and
also that the header rail loomed a
little too close to the eyeline for some.
Outright head room in either row
would likely be marginal for anyone
taller than 6ft 4in.
The car’s second row is fitted out
for three passengers, although it
would be something of a squeeze if
they were all adults. For four adults
of average height in all, however,
the DBX’s cabin would be a very
comfortable and accessible place
in which to travel – a target the old
four-door Rapide certainly missed.
The boot is particularly long and
wide, is functionally furnished with
load-retention features and can
be expanded for carrying capacity
through rear seats that fold 40/20/40.
PERFORMANCE
AAAAC
The exceptional dynamic
adaptability of some super-SUVs,
aided as it is by state-of-the-art
drivetrain, suspension and steering
technologies, has proven to be more
of a hindrance than a help when it ◊

32 AUTOCAR.CO.UK 28 OCTOBER 2020

 ROAD TEST

z The DBX’s metallic paddle shifters are wonderfully z There’s a recess at the top of the centre console that z Aston continues its long-held tradition of individual
tactile. They’re cool to the touch and initiate manual can house the DBX’s rectangular key. We just wish it drive selector buttons. They look great and remove
gearshifts with a satisfying click. had been designed to fit the key a bit more snugly. the need for a flimsy column stalk shifter.

Multimedia system AAACC

There’s no missing the fact that the DBX’s infotainment system
is built on old Mercedes architecture, even despite a graphical
reskin that lends the software a distinctly Aston Martin theme.
The 10.25in TFT screen’s graphics are quite basic compared
with the more overtly high-tech systems found in the likes of
the Lamborghini Urus and Bentley Bentayga. It doesn’t respond
to touch but is instead controlled by a rotary dial on the centre
console. For the most part this works quite intuitively and
makes the process of navigating from one menu to the next a
relatively straightforward procedure, although it’s not ideal for
interacting with smartphone-mirroring programmes such as
Apple CarPlay – touchscreens are undoubtedly preferable here.
Such outdated infotainment software does look and feel
out of place in the cabin of a high-end performance SUV –
particularly one that’s as design-focused as the DBX.

28 OCTOBER 2020 AUTOCAR.CO.UK 33

 `
The DBX feels
more than quick
enough in isolation
a

Δ comes to creating simple, lasting
everyday driver appeal. Right from
the off, however, the DBX clears its
throat and starts projecting some
charisma, which is a promising sign.
Even if you leave the car in its default
GT drive mode, its V8 engine starts
woofling in its enticingly soulful way
– and it can be made quite a lot louder
if you really want it to be.
The DBX ambles around
agreeably at low speeds. Although
the transmission can begin to grab
at ratios a little brusquely when you
cycle into Sport and Sport+ drive
modes, it’s always smooth in GT.
Here it hangs onto gears for just long
enough that you can enjoy listening
to the revs rise just above 3000rpm,
at which point the active exhaust’s
baffles open a little, and drink in the
richness of the experience.
Out of town, when exploring the
farther reaches of the accelerator
pedal’s travel, you’ll find the gearbox
can be a little slow, at times, to kick
down; likewise, it isn’t as quick-
shifting as you might like it to be in
its manual mode – although that’s
only a marginal failing.
More likely, if you’ve experienced
the outright pace of a Bentley
Bentayga Speed, Lamborghini Urus
or perhaps a Porsche Cayenne Turbo
S E-Hybrid, is that you might just
ask, the first time you marry pedal
with carpet: “Is that all?” The DBX’s
outright potency certainly isn’t
blockbusting: it needed 4.6sec to hit
60mph from rest and just over 13
seconds for a standing quarter, while
the Urus was more than a second
quicker in both respects. Aston
clearly hasn’t missed those markers
by accident but by intention.
Perhaps reasonably so. The DBX
feels more than quick enough in
isolation, with good response and
a surfeit of mid-range torque. It has
strong brakes with progressive pedal
feel, and can accrue and carry all the
speed you’re likely to want in a car
this size. By eschewing anything
that might feel excessive beyond that
level, it may actually seem all the
more likeable to some – us included.
H A N D L I N G A N D S TA B I L I T Y
AAAAB
As we’ve hinted at already, the
DBX isn’t the kind of big luxury car
that cossets and isolates at every
opportunity. If it went straight after
the likes of the Bentayga and Range
Rover for outright refinement, it
probably wouldn’t sound, feel or drive
in a way you’d recognise nearly so
easily from a big Aston Martin.
The DBX is quite unusual among
large, expensive SUVs because
it deliberately keeps you in fairly
close contact with the road surface
underneath you. The steering is
weighty, connected and tactile
in your palms, while the ride is a
little noisier, more reactive and less
filtering than the luxury SUV norm
– but it remains supple and agreeable
at its best. Like so many modern
luxury cars, this is one you need to
get to know to really enjoy. Finding
the specific combination of steering,
powertrain, suspension and exhaust
settings to suit your particular taste
is key; but once you have, the car’s
natural charm and swagger lifts it
above the level of so many fast luxury
4x4s for outright driver appeal.
The DBX likes a smooth surface
in Sport mode. Selecting this not
only firms up the adaptive dampers
but also drops its ride height and
stiffens its active anti-roll bars. And
as long as you’re on an even, smooth
surface, there’s plenty of agility, a
good level of body control and good

z The DBX is not only agile and composed at speed but also natural in its responses, although it feels a bit on the flighty side in its sportier drive modes on a bumpy B-road.

34 AUTOCAR.CO.UK 28 OCTOBER 2020

 ROAD TEST
Off-road notes
The DBX’s height-adjustable air
suspension gives it as much off-road
ability as owners of a near-£200k
exotic car are likely to want. The
numbers (on right, and which apply
to the car at its maximum ride height)
are further proof that while Gaydon
clearly wanted some dual-purpose
versatility for the DBX, it didn’t intend
to make this a car with the last word
in mud-plugging ability. These are the
statistics of a semi-serious SUV rather
than a proper off-roader.
Even so, the car is available with the
choice of Pirelli all-season or full-on
winter tyres, if you’d prefer either to
the standard-fit performance P Zero
road tyres. We tested it on mud and
gravel with the all-season option, and
it didn’t struggle to climb slippery
27.1º
grades or handle fairly deep ruts. 25.7º 18.8º
The DBX also features a special
breather pipe for its actively locking Wade depth: 500mm Ground clearance: 235mm
rear differential, specifically so it can
be reversed into standing water when
launching a boat from a trailer without
issue.

outright balance to be enjoyed. The
car probably doesn’t quite grip and
dive like the most aggressively tuned
fast 4x4s of our current times, but
it manages to feel incisive and very
composed at big road speeds while
communicating its limits well and
retaining what you might refer to
as natural and coherent-feeling,
stability-centred ‘big-car’ handling.
On an average UK B-road,
however, there’s a shade too much
head-toss and lateral fidget admitted
into the car when it’s configured for
maximum dynamism. Most testers
therefore preferred the DBX’s slightly
softer GT mode suspension.
C O M F O R T A N D I S O L AT I O N
AAAAB
Aston Martin has certainly been
clever in the development and
tuning of its inaugural SUV. Even
in its softest suspension setting,
there’s a distinct closeness about
its vertical body control that’s
complemented by a silken pliancy
over long-wave inputs, which lends
the DBX a primary ride that’s not
only eminently comfortable over
distance but also distinctly Aston in
its athletic, GT-car sense of feel.
Impacts from ruts and bumps
are authoritatively damped out
when travelling at pace, but at lower
speeds you do notice them. These
impacts aren’t alarmingly forceful
or uncouth, but there’s a notable
amount of thumping and sproinging
that can occasionally be heard as you
roll over rough patches of road. The
DBX’s 22in wheels no doubt play a
part here, but the volume of these
impacts highlights just how tricky
it can be to work with a material as
light and potentially prone to noise
resonation as aluminium. Aston
certainly hasn’t done a bad job, mind,
and for what it’s worth not one of our
testers considered the DBX’s at times
vocal ride to be a deal-breaker.
The seats look great but a few of
our testers complained about a lack of
lateral support and expressed a desire
for a slightly longer base-cushion
length. The integrated headrests
add to their sporting appeal but do
compromise adjustability a bit more
than we’d otherwise like.
BUYING AND OWNING
AAAAB
While a list price of £158,000 will
arguably be of little concern to
anyone looking to add a DBX to
what is quite likely a fairly extensive
collection of cars, it nonetheless
positions the Aston competitively.
While the updated Bentley Bentayga
V8 starts at £146,700, a Lamborghini
Urus – arguably its chief rival at this
more pointed end of the performance
SUV market – costs from £167,000.
The DBX’s level of standard
specification is suitably lavish.
Extensive use of full-grain leather
upholstery and Alcantara headlining
provide the foundation of its rich
material appeal, while conveniences
such as a powered tailgate, heated
seats and a 360deg camera system
bolster its usability. Of course,
there is massive scope for costly
personalisation courtesy of Aston’s
Q division, while a range of option
packs can quickly see the DBX’s price
rise by a considerable chunk.
Fuel consumption is as
enthusiastic as you would expect
from a 542bhp, 2.2-tonne SUV.
We recorded a touring economy of
24.8mpg, which, combined with
an 85-litre fuel tank, makes for a
theoretical maximum range of
464 miles. Our overall test
average was 17mpg. ◊

AC C E L E R AT I O N
Aston Martin DBX (15deg C, dry)
Standing quarter mile 13.1sec at 111.8mph, standing km 23.4sec at 142.8mph, 30-70mph 3.8sec, 30-70mph in fourth 7.0sec
30mph 40mph 50mph 60mph 70mph 80mph 90mph 100mph 110mph 120mph 130mph 140mph
2.1s 2.8s 3.8s 4.6s 5.8s 7.1s 8.6s 10.6s 12.7s 15.0s 18.2s 22.2s
0 10s 20s
Lamborghini Urus (13deg C, dry)
Standing quarter mile 11.6sec at 120.8mph, standing km 21.2sec at 150.8mph, 30-70mph 2.8sec, 30-70mph in fourth 5.1sec
30mph 40 50 60mph 70mph 80mph 90mph 100mph 110mph 120mph 130mph 140mph
1.4s 1.9 2.5s 3.3s 4.2s 5.2s 6.4s 7.8s 9.4s 11.4s 13.6s 16.3s
0 10s

B R A K I N G 60-0mph: 2.65sec
Aston Martin DBX (15deg C, dry)
30mph-0 50mph-0 70mph-0
8.0m 22.1m 42.1m
0 10m 20m 30m 40m
Lamborghini Urus (13deg C, dry)
30mph-0 50mph-0 70mph-0
8.1m 22.1m 43.3m
0 10m 20m 30m 40m

28 OCTOBER 2020 AUTOCAR.CO.UK 35

 Data log
ASTO N MARTI N D BX
On-the-road price £158,000
Price as tested £183,260
Value after 3yrs/36k miles £87,875
Contract hire pcm na
Cost per mile na
Insurance 50/£1195
85
TYPICAL PCP QUOTE litres
Three years/36,000 miles £2249
With a 10% deposit, a quote from Magnitude
Finance says you could put a DBX on your drive
for £2249 per month on the above terms. The
final optional payment would be £86,578.58,
with representative APR of 6.9%.

EQUIPMENT CHECKLIST
Caithness interior leather upholstery
Heated seats front and rear
360deg camera system T E C H N I C A L L AYO U T
Power tailgate The DBX is built on Aston’s new aluminium architecture at the firm’s also new
Automatic three-zone climate control St Athan factory in Wales. A Mercedes-AMG-sourced twin-turbo V8 sits at the
Bi-LED headlights car’s nose longitudinally, driving all four wheels via a nine-speed torque-converter
12.3in TFT instrument binnacle automatic transmission. Suspension is double wishbones and multiple links, with
10.25in infotainment system air springs all round. We weighed the DBX at 2328kg, split 53% front, 47% rear.
Gloss Black upper exterior body pack £3995
22in Ribbon alloys, Satin Black DT £2495 ENGINE ECONOMY
Seat quilting and perforation £2495 Installation Front, longitudinal, TEST MPG Track 9.0mpg
Leather headlining £1995 four-wheel drive Touring 24.8mpg
Extended wood veneer trim inlay £1745 Type V8, 3982cc, twin- Average 17.0mpg
Onyx Black paint £1695 turbocharged, petrol
Q Brogue seat detailing £1495 Made of Aluminium block and head CLAIMED Low 12.2mpg
Black brake calipers £995 Bore/stroke 83.0mm/92.0mm Mid 20.8mpg
Satin Dark Chrome pack £995 Compression ratio 8.6:1 High 23.5mpg
Gloss Black lower exterior body pack £995 Valve gear 4 per cyl Extra high 21.1mpg
Towbar £995 Power 542bhp at 6500rpm Combined 19.8mpg
Contrast seat stitching £695 Torque 516lb ft at 2200-5000rpm
Aston Martin tracking £695 Redline 7000rpm Tank size 85 litres
Smoked tail-lights £595 Power to weight 241bhp per tonne Test range 318 miles
Aston Martin wings seat embroidery £495 Torque to weight 230lb ft per tonne
Monotone heated steering wheel £395 Specific output 136bhp per litre E M I S S I O N S & TA X
Options in bold fitted to test car CO2 emissions 323g/km
= Standard na = not available Tax at 20/40% pcm £974/£1949

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

Construction Aluminium monocoque Type 9-spd automatic Front 410mm ventilated discs ACC, FCW, AEB, LDW, LKA, LCW, RCT, TSR,
Weight/as tested 2245kg/2328kg Ratios/mph per 1000rpm Rear 390mm ventilated discs BSW, door-open warning
Drag coefficient 0.39 1st 5.35/5.6 2nd 3.24/9.3 3rd 2.25/13.3 Anti-lock Standard, with brake assist Euro NCAP crash rating Not tested
Wheels 10Jx22in (f), 4th 1.63/18.4 5th 1.21/24.8 6th 1.00/30.0 Handbrake type Electric
11.5Jx22in (r) 7th 0.87/34.7 8th 0.71/41.9 9th 0.60/50.0 Handbrake location Right of steering column
Tyres 285/40 ZR22 110Y (f), Final drive ratio 3.07:1 CABIN NOISE
325/35 ZR22 114Y (r), STEERING Idle 44dB Max rpm in 4th gear 83dB
Pirelli P Zero SUSPENSION Type Electromechanical, rack and pinion 30mph 59dB 50mph 63dB 70mph 66dB
Spare Spacesaver Front Double wishbone, air springs, Turns lock to lock 2.6
active anti-roll bars Turning circle 12.4m
Rear Multi-link, air springs, active anti-roll bars

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 8th 9th 200
0-30 2.1 20-40 2.0 3.0 – – – – – – 1 39mph 7000rpm Lamborghini Urus
0-40 2.8 30-50 1.8 2.4 3.7 6.7 – – – – 2 65mph 7000rpm Aston Martin DBX
150
0-50 3.8 40-60 1.9 2.3 3.2 5.4 7.9 – – –
3 93mph 7000rpm
0-60 4.6 50-70 – 2.5 3.3 4.8 7.0 9.7 15.0 –
4 128mph 7000rpm
Value (£1000s)

0-70 5.8 60-80 – 2.5 3.4 4.7 6.3 8.8 14.3 – 100
0-80 7.1 70-90 – 2.7 3.7 4.9 6.2 8.0 14.7 – 5 174mph 7000rpm
0-90 8.6 80-100 – – 3.8 5.3 6.6 8.3 13.8 –
0-100 10.6 90-110 – – 4.0 5.7 7.3 9.4 – – 6 181mph 6028rpm 50
Bentley Bentayga

0-110 12.7 100-120 – – 4.3 6.4 8.3 – – – 7 181mph 5214rpm

0-120 15.0 120-140 – – – – – – – –
8 181mph 4322rpm 0
0-130 18.2 140-160 – – – – – – – – New 1 year 2 years 3 years 4 years
0-140 22.2 160-180 – – – – – – – – 9 181mph* 3623rpm z The DBX is expected to hold 56%
* claimed
0-150 – 180-200 – – – – – – – – of its value after three years. Lambo
0-160 – RPM in 9th at 70/80mph = 1401/1601 stands at 57%; Bentley is also on 56%.
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 DBX, contact
Aston Martin Lagonda Customer Services, Banbury Road, Gaydon, Warwickshire CV35 0DB (01926 644722, astonmartin.com). Cost- R OA D T E S T N o 5 4 97
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
36 AUTOCAR.CO.UK 28 OCTOBER 2020
 ROAD TEST
Testers’
notes
MATT
SAUNDERS
There’s a key
difference
between this and the
Lamborghini Urus: while
the latter wants to show
you it can do anything a
supercar can, the DBX
makes its own rules. I
really liked how it mixed
dynamic fluency with
precision and feel.

SIMON DAVIS
I was impressed
by the way the
DBX rides at
speed. There’s a
benevolent assertiveness
about its demeanour that
feels remarkably similar
to that found find in
Aston Martin’s two-door
VERDICT GT models.

AAAAB Spec advice

A lighter shade of paint
Does everyday driver appeal better than any other super-SUV would no doubt help
conceal the DBX’s visual
f Aston Martin has anything to teach other makers of super-luxury or mass a bit better than
the Onyx Black applied to
I exotic cars about how to make your first high-riding SUV, it’s probably that
compromise is key. These are the cars that appear to promise the world, but
our test car. Our testers
also agreed that its
‘Ribbon’ alloys were
a bit much, too.
if you get seduced by the versatility of the vehicle concept and the potential of the
technology you’re using, you might lose sight of what really matters. Jobs for
If, however, you keep your brand’s core attributes close – distinguishing exterior style, the facelift
a lavish interior and a driving experience of sporting poise but also tactile involvement z Work on isolating that
secondary ride. A £160k
and expressive character, in Aston Martin’s case – you can make a very successful and Aston Martin should
never clunk over a bump,
convincing entry into the extra-rarefied SUV niche. however infrequently it
The DBX isn’t quite as practical, capable or refined as some rivals, but it offers so much may happen.
z Grow the powertrain
more usability and adaptability than any other Aston to date, and yet it still drives like line-up. A plug-in hybrid
would bring in buyers, as
so many big, burbling and engaging Astons – and that is a real achievement. It doesn’t try would a more potent V12.
z Refine the front seat
to cover quite as much notional ground as some competitors, but for interested drivers at design for a lower cushion
and slightly better lateral
least, it may be all the more appealing as a result. support.

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

ASTON MARTIN DBX BENTLEY BENTAYGA ROLLS-ROYCE CULLINAN LAMBORGHINI URUS RANGE ROVER SV
Verdicts Aston Martin’s debut SUV Not quite as sharp as the Huge luxury appeal, even if it The Urus accelerates, stops AUTOBIOGRAPHY LWB
on every shoots straight to the top of Aston but makes up ground doesn’t come with the image to and handles unlike any super- Imperious Rangie flagship is still
new car, the class. Balances engaging when it comes to sheer luxury. match. Refinement and polish SUV we’ve yet to encounter. a marvellous thing, even if it’s
p74 dynamism and usability to Super-refined and comfortable; are both exceptional, however – Shrinking violets certainly now showing its age. Arguably
magnificent effect. devastatingly quick, too. as is the price. need not apply. the most tasteful of the bunch.
AAAAB AAAAB AAAAC AAAAC AAAAC
Price £158,000 £146,700 £306,935 £167,000 £179,715
Power, torque 542bhp, 516lb ft 542bhp, 568lb ft 591bhp, 664lb ft 641bhp, 627lb ft 557bhp, 516lb ft
0-62mph, top speed 4.5sec, 181mph 4.4sec, 180mph 5.0sec, 155mph 3.6sec, 190mph 5.5sec, 140mph
CO2, economy 323g/km, 19.8mpg 302g/km, 21.2mpg 343g/km, 45.6mpg 335g/km, 12.7mpg 298g/km, 18.9mpg

28 OCTOBER 2020 AUTOCAR.CO.UK 37

38 AUTOCAR.CO.UK 28 OCTOBER 2020
 THE BEST
OF ENEMIES
The hot version of Ford’s family hatchback has been fighting – but
usually just losing out to – the Volkswagen Golf GTI for four decades.
Andrew Frankel has a sneaking suspicion that the tables have turned
PHOTOGRAPHY MAX EDLESTON

t’s possible I missed
it after 40 years of the
I Audi Quattro and 30
years of the Honda
NSX, but amid all the
automotive anniversaries that have
been celebrated in 2020, I don’t
recall too much bunting strewing
the streets in celebration of the fact
that this is the year in which the
Ford Escort XR3 hit its fifth decade.
Perhaps that’s not terribly
surprising, but we should pause
even just for a moment to consider
that it has now been four decades
FOCUS ST vs GOLF GTI COMPARISON
since Ford’s fast family hatchback
has been running up against what
is now eight successive generations
of Volkswagen Golf GTI. I wonder
how many of those encounters it
has actually won? Few if any of the
early skirmishes, I would warrant,
and probably fewer still after the
Golf GTI rediscovered its mojo for
its fifth generation in 2004.
So why is this contest between
the brand-new Golf GTI and the
still fresh Focus ST going to be any
different? It all looks very familiar
on paper. As ever, the Ford has the
statistical lead, although we know
from experience that, in the real
world, that might not count for
much at all. There’s a chunk more
power and torque for the Focus
(34bhp and 35lb ft respectively)
for not much additional weight,
leading to a 0.6sec gap opening
up from rest to 62mph, despite
these cars’ traction-limited
front-drive configurations.
The Focus is cheaper, too,
although by less than a grand in
the showroom, so not as much as
in the past. Then again, it comes ◊
 `
Push harder and, instead
of starting to struggle, it goes
on getting better and better
a
Focus ST pulls out a fairly
significant gap when you
floor the throttle from rest
Δ positively groaning under the
weight of all its standard equipment.
Put 19in rims, adaptive damping,
electrically adjustable and heated
front seats, a heated steering wheel
and a reversing camera on the Golf
and the gap widens considerably.
The first surprise once you’re
on board is that the interior of this
Golf has lost some of the class of its
predecessor. Of course, it’s now all
ultra-high-definition screens, in line
with the modern vogue, and it’s full
of clever stuff like ventilation controls
labelled ‘cool my feet’ and a pulsating
engine start/stop button, while you
can choose for your interior to be lit
in any of 30 different colours. I would
trade it all for some better-quality
plastics and simple ergonomics that
don’t require you to dive through
menus to find what you need.
42 AUTOCAR.CO.UK 28 OCTOBER 2020
If, for instance, you want
to suppress or switch off the
electronic stability control, you
have to go into vehicle settings,
then swipe through until you
find ‘brakes’ (which isn’t where
I would first think of looking),
ask it to turn off the systems and
then be patronised by Volkswagen
telling you that it doesn’t recommend
you do so before it forces you to
confirm your ill-advised choice
with another stab of the screen.
I would rather just press a button.
Not that the Focus offers a
more palatable alternative, and
you only have to park it next to a
Fiesta costing half the money to
see that Ford is stretching the art
of parts-bin commonality a decent
distance further than it cares to go.
Actually, the Focus’s systems are
Although loaded with kit, Focus cabin is dra
b feels slightly artificial in the
less complicated and more easily
understood than the Golf’s (surely
a first?), and if their blue-lit graphics
weren’t quite so nasty, that might
be a sizeable blow landed against
its rival. But despite my reservations
about the Golf, the Focus’s cockpit
feels even cheaper and lacking
in occasion. For a car costing the
uncomfortable side of £30,000, it
could and should be better than this.
However, I know this car and
know that, on the right road, I won’t
be overly troubled by the inelegance
of its displays. Exmoor lies
before us, so grab a gear
and go. In the very first
instant, the Focus is slightly
disappointing. The steering
way that electrically assisted
racks often do when coming
off centre and the gearchange
is reasonable but no more. But as
soon as you start to work the engine
and suspension, it begins to make
sense. A great deal of sense.
It’s startlingly good on these
roads. The engine brims with more
character than you would attribute
to a turbo four, while the clever
front suspension and electronically
controlled limited-slip differential
inject all that torque straight to the
street surface without dither or delay.
It’s annoying that you can’t separate
 FOCUS ST vs GOLF GTI COMPARISON
U S E D A LT E R N AT I V E S
One area where
you do notice the
additional size and power
of the Focus’s engine is
fuel consumption, which
is markedly inferior to
that of the Golf.

2003 FOCUS ST 170 £1750 1996 G O LF VR6 £3750

Get your Cosworth-fettled Ford
fix on a shoestring. Subtle exterior
modifications belie a comprehensive
catalogue of revisions underneath,
including a power hike to 168bhp,
beefier brakes and quicker steering.
Yes, you really would be getting a
naturally aspirated 2.8-litre V6 in a
relatively anonymous-looking family
hatchback here. Nobody will make
another like it, and owners seem to
know it. Buy now, before it’s too late.

2010 FOCUS RS £18,100 2003 G O LF R32 £19,995

Introverts, look away now, because
there’s no missing the Mk2 Focus
RS, with its 301bhp turbocharged
four. Although if you are the shy and
retiring type, Frozen White blends in
slightly better than Ultimate Green…
Here’s some pub trivia: the 238bhp
Golf R32 can sprint a quarter-mile
quicker than the 414bhp W12 Phaeton.
It excels in the twisties, too, courtesy
of its colossal disc brakes and trick
Haldex four-wheel drive system.

Extra 0.3 litres helps Ford’s turbocharged four make 34bhp more than Volkswagen’s

the engine and damper maps in Sport

driving mode, but it’s so lively even
in standard settings that it’s usually
best to leave the button unpressed.
But where it elevates impressive
point-to-point pace into a genuinely
special experience is when you push
harder and discover that, instead of
starting to struggle, it goes on getting
better and better. It never wilts, at
least at public-road effort levels, and
never suggests that you’ve had all the
fun that you can handle. Grip is super-
strong, its poise into the apex beyond
question. You always know where
the nose is going and, even with the
stability merely in Dynamic mode,
it’s so throttle-adjustable that you can
place the back wherever you like. Steering is almost the
It may not be quite so rapid as the only tactile control in
previous-generation Focus RS, but the Golf, annoyingly
it’s sharper, more communicative ◊

28 OCTOBER 2020 AUTOCAR.CO.UK 43

Δ and more predictable. With
this ST at your disposal, you find
yourself wondering whether
Ford’s decision not to replace
the RS is that great of a loss
after all. Or at least I do.
After a display like that,
what can we expect from
the Golf? Something less
pyrotechnical perhaps, but at
least as inwardly satisfying,
for that’s what these cars have
always done. They don’t wow and
amaze, they impress and enthuse.
Except it’s not quite like that this
time. Our Golf came with optional
adaptive dampers, which allow you
to choose (through the Individual
option of the standard driving mode
function) one of 15 preprogrammed
maps for your shockers. This is fun
to play with, although you still want
to be only about three clicks off
fully soft for a typically undulating
British country road. It all smacks of
something rather racier than we’ve
come to expect from a Golf GTI.
And that’s what it delivers. Don’t
be delayed too long by the statistics
that say the Golf is rather slower
than the Focus. In reality, the gap is
there but is smaller than you would
think and doesn’t appear much of
a shortcoming, even in the highly
artificial scenario where you have the the ride has gone the same way as
two cars to make the comparison, so
owners shouldn’t be troubled at all.
Focus gets 19in alloys as standard; Golf’s 19in Adelaide rims are a £725 extra
Golf’s long-standing
ride advantage has
almost disappeared
44 AUTOCAR.CO.UK 28 OCTOBER 2020
There’s always beef when these cars mee
t…
The Golf has a good engine, too – not
quite as characterful as the Focus’s,
perhaps, but at least as smooth and
allied to an even better gearshift.
In other areas, though, the Focus
is clearly ahead. The Golf’s chassis
is more incisive than it used to be,
but it doesn’t hit its marks like the
Focus, nor can you steer it anything
like as effectively with your right
foot. It has excellent traction and
faultless mid-corner stability, but
that lovely feel of the old Golf that
was key to its cross-country charm as
it breathed its way effortlessly across
the landscape has been sacrificed to
give the car more sporting chops.
Is this a sensible trade-off for its
undoubted additional edge? I’m not
so sure. The Golf hasn’t just moved
closer to the Focus philosophy in the
way it handles: not too surprisingly,
well, which is a less desirable trait.
The Focus is predictably firm, even
It would be
interesting to try the
Golf on standard rims
and passive suspension.
So often less is more with
these cars. It could be
the better choice.
when not in Sport mode, but there’s a
consistency in what it does. The ride
isn’t great, but it’s good enough for
this kind of car and you always know
what you’re going to get. The Golf’s
ride is similarly firm now – or close to
it – but uncharacteristically uneven.
You will be on the point of
concluding that it does actually
ride better than its rival when a
change in road surface will unsettle
it and have you concluding that, no,
the Focus does it better. The Golf is
probably still better overall, but by
a smaller margin than ever.
It’s curious, this new Golf. It’s not a
clunker by any stretch, but nor does it
seem likely to be remembered as one
of the greats, like its Mk2, Mk5 and
Mk7 forebears. There’s no question in
my mind that Volkswagen has tried
to vary the formula, but in its attempt

Interior aside, the Focus ST
1st
impresses everywhere, most
strongly in its cross-country flow
to sex up the Golf, something got lost
along the way.
The little-spoken truth is that
although we think of the Golf GTI
as the archetypal hot hatch, it has in
recent years increasingly become the
exception to a rule that says such cars
have to be road warriors in hatchback
form. It has delighted in taking the
other view – the view that prioritises
feel, comfort and flawless proficiency
over the more rough-and-ready,
up-and-at-’em approach that others
take. And some of that has gone now.
By contrast, what Ford has done
with the Focus that so impresses is
that instead of moving its skillset in
one direction or the other, it simply
expanded it. That fast-Ford character
we know so well has been retained
in full. In fact, it’s sizeably enhanced.
This is a car that loves the open road.
FOCUS ST vs GOLF GTI COMPARISON
Ford Focus ST Ecoboost Volkswagen Golf GTI
RATING AAAAB AAAAC
Price  £32,510 £33,460
Engine  4 cyls, 2261cc, 4 cyls, 1984cc,
turbocharged, petrol
turbocharged, petrol
Power  276bhp at 5500rpm 242bhp at 5000rpm
Torque 
Gearbox
310lb ft at 3000rpm
6-spd manual
275lb ft at 1600rpm
6-spd manual
Kerb weight   1468kg 1448kg
0-62mph 5.7sec 6.3sec
Top speed 155mph 155mph
Economy  34.4mpg 38.2mpg
CO2, tax band 179g/km, 37% 174g/km, 37%
The Golf GTI remains a superb all-rounder but in focusing more
2nd on performance has lost some of its idiosyncratic draw
It’s a driving machine to its boots. Both cars offer a
And yet so too is it an easy car with great deal of fun
which to live. Sure, its cabin looks on a twisting road
grim, but it works well enough,
while its ride and refinement are,
well, almost Golf GTI-like.
Don’t mistake me: I do like the
new Golf GTI, just not as much
as I had expected to. It’s like those
quiet, quirky kids at school who
are always happy to do their own
thing until one day they decide to
conform and, by trying to be more
like the others, give up something
of themselves. And for a car whose
character was already so distinct
and charismatic, that’s a pity.
The Focus ST suffers no such
identity crisis. It knows exactly what
its job is and delivers an entirely
convincing performance from the
moment action is called. It wins. L
28 OCTOBER 2020 AUTOCAR.CO.UK 45
‘Recharge
yourself and
your car’
That’s Shell’s plan for its new EV-only
forecourts and their charge-time-friendly
facilities. John Evans finds out more
PHOTOGRAPHY OLGUN KORDAL
display board directs
you to an available
A EV charging bay, one
of up to 10 150kW
ultra-rapid chargers
occupying the main forecourt and
protected from the elements by a pair
of opposing, stylish-looking canopies
fitted with solar panels. Nearby,
a Little Waitrose convenience store,
a Costa, free wi-fi, a parcel collection
point and, holy of holies, clean
lavatories. All this and not a petrol
or a diesel pump in sight.
Welcome to the forecourt of
the future, as conceived by Shell.
No marketer’s pipe dream, the
company’s first all-EV charging
station opens for business early
next year in Fulham, London.
“We call it Project Evelyn – an
energy hub where you can recharge
yourself and recharge your car,” says
Bernie Williamson, general retail
manager at Shell UK. “Exactly when
we’ll start rolling out more sites
B P C H A R G E M A S T E R T E S T S WAT E R W I T H M & S
Shell isn’t the only energy retailer
looking to help customers make more
productive use of their EV’s charging
time. In August, BP Chargemaster
launched a partnership with Marks &
Spencer when it unveiled three 50kW
rapid chargers at the company’s
Maidstone store, off junction seven
of the M20 in Kent.
The chargers dispense 100%
renewable electricity and feature
contactless payment terminals
and connectors for all capable
electric vehicles. They are part of BP
Chargemaster’s Polar public charging
46 AUTOCAR.CO.UK 28 OCTOBER 2020
on the same lines is hard to say but
Shell supports the ban on internal-
combustion-engined vehicles
and aims to be the leading rapid
charger on the go.”
Shell unveiled its first 50kW
EV rapid-charging post, capable
of recharging a battery from zero to
80% in 30 minutes, at its Holloway
Road service station in north London
in October 2017. Nine more followed AFTER
in quick succession. By 2021, it plans
to have a combination of 200 rapid
(50kW) and ultra-rapid (150kW) Tesla’s 250kW V3 Superchargers. sector,” says Williamson. “One in
chargers on forecourts located on As they do now, all of Shell’s chargers three of our transactions is shopping,
major routes across the UK. Going will dispense renewable electricity. not buying fuel. While they wait
forward, all of its new or upgraded So that’s the car’s battery taken care for their car to recharge, we expect
chargers will be ultra-rapid. These of, but while you’re waiting, you can customers to want to catch up with
rapid and ultra-rapid chargers are in recharge yourself with a ‘Jamie Oliver their shopping, have a coffee or,
addition to the large network of fast deli by Shell’ sarnie. The upmarket where space allows, do something
chargers available on local roads that snack range will feature in Shell’s like click and collect. We call it
are managed by Shell’s NewMotion Fulham EV-only service station, ‘taking care of yourself and your car’.
charging division. highlighting that the forecourt of “The coronavirus epidemic has
Meanwhile, by the end of 2020, the tomorrow is expected to be more proved to be a dress rehearsal for how
company plans to have three 350kW than simply a recharging destination. we see things evolving, with people
chargers in operation, eclipsing “Shell is strong in the convenience increasingly keen to do as many
network and are accessible with a
Polar Plus membership RFID card or
the Polar Instant PAYG app. The new
service is the first of a five-store trial.
Matteo de Renzi, CEO of BP
Chargemaster, said: “As well as
serving existing Marks & Spencer
customers who already or will soon
drive electric vehicles, we expect
the rapid chargers to bring new
customers to these stores, as they
are in the right locations to support
those driving along the strategic
road network and provide a great BP Chargemaster and M&S teamed up in August and plan to run a five-store trial
opportunity for a brief stop.”

things as possible in one place. The
fact that over 75% of the population
are within 15 minutes of a Shell
service station means we’re in a
perfect position to help them.”
Shell’s research also shows that
EV drivers value good network
coverage with accurate charge post
availability updates, compatible
and reliable chargers (early models
suffered cooling issues that, the firm
says, have since been resolved) and
convenient payment systems.
On that point, the Shell Recharge
card and app provide access to
135,000 public charge points across
Europe and allow drivers to pay for
power contactlessly. Rates change
daily (at the time of writing, a
kilowatt cost 39 pence, around the
Tesla recharges at the site of Shell’s EV deb
ut
upper end of the price spectrum,
or 36p for Recharge card holders)
and users are encouraged to keep
their eye on offers.
Sean Walters, an early adopter
of EVs who owns a Mitsubishi
i-Miev, Peugeot iOn and Kia Soul
EV, welcomes Shell’s plans for
solus EV charging stations. He
says: “London, especially, needs
one since, in my experience, many
charging points are occupied by
taxis even though they have access
to their own dedicated chargers.”
In his enthusiasm for electric
cars, Walters thinks nothing of
driving from his home near Egham,
in Surrey, to Scotland so welcomes
more EV chargers at service stations
located on A-roads, such as Shell
plans to establish.
He says: “Now, instead of
parking up at some place with
no amenities and twiddling
my thumbs while the battery
is charged, I’ll be able to have
a coffee and catch up on some
shopping. Things are definitely
improving for EV drivers.”
If only there were more of
them. Shell’s Holloway Road
service station, location of the
first Shell EV charge point, now
TOMORROW’S FORECOURT INSIGHT
BEFORE
al Shell site in Fulham will be replaced by a sleek-look
Today’s tradition
boasts two 50kW chargers serving
around 200 customers per month.
However, when we dropped by,
just one charge post was in use
while, under the main canopy,
the pumps were busy dispensing
ye olde fossil fuel like it was going
out of fashion (which it is).
At that charge post was a Tesla,
whose owner wouldn’t give his name
but did say he was an Uber driver.
“You’ve come at the wrong time,”
he said. “It gets busy from late
afternoon when people are returning
from work or ‘filling up’ for the next
day. Jags, Teslas, Audis… I’ve seen
them all here.
“I don’t mind waiting 30 minutes
ing EV-only one
to recharge my car. In my view,
Shell has the best locations. My car
is safe, the chargers always work and
there are toilets, which, believe me,
is a rare thing. Here at Holloway
Road, there’s a Greggs just around
the corner, too.”
His one gripe? “Shell should be
opening its new EV station in a
working area like this rather than
an affluent one such as Fulham.
We still get the expensive cars, but
at busy periods there can be queues.
There’s a whole mix of users who
would benefit.”
It’s a fair point, although I
reckon most of them would choose
the nearby Greggs over the Jamie
Oliver deli by Shell. L
28 OCTOBER 2020 AUTOCAR.CO.UK 47
ZOOM M E ETI N G Goodwood was fo
It replaced them w
rc ed
ith
to
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its
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se
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broadcast for
on lin e, an d St eve C ro pl ey is ha pp y to report
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that spirits remained high

t’s freezing. The sun is bright
but low, a very fresh morning
I breeze is sweeping across the
Goodwood greenery from the
sea and I’m sitting in what seems
like the most exposed driving seat in the entire
Northern Hemisphere: the solitary bucket of
an early Range Rover Drivable Chassis (DC),
essentially a vehicle with all the running gear
of a 1970 Range Rover but no body whatsoever.
I’m about to drive this contraption on a lap
of the Goodwood Motor Circuit at the head of a
50-vehicle parade to mark the half-century of
Britain’s king off-roader. It’s one of three built at
the end of the 1960s to demonstrate to Land Rover
corporate traditionalists how the soon-to-launch
Range Rover’s newfangled coil-sprung, self-
levelled suspension and permanent four-wheel
drive system would work. Only two DCs still
exist, and they have become important industrial
artefacts, so I’m honoured to be allowed behind the
wheel. All around me are better-qualified Range
Roverists who would kill for this opportunity.
A couple of months ago, any kind of Goodwood
gathering would have been out of the question. The
fine old estate’s three annual flagship motoring
events had been summarily cancelled. Their
founder, the Duke of Richmond, was appealing
to his members and backers to form a new group,
the Goodwood Supporters’ Association, to help
stave off impending financial difficulties for the
estate – an extraordinary turn of events for an
organisation always associated with opulence.
Still, it must have worked. The concept of the
Goodwood Speedweek was hurriedly born as an
online spectacle with no crowds and no tickets,
just an essential cast consisting of real live racers,
key supporters, some members of the media and
an imaginative programme based much more

on goodwill and hard work than money. And
it soon emerged that part of that programme
would be anniversaries.
My mission on this pre-race day – Thursday –
was first to parade the DC, then to join an Audi
group celebrating the 40th anniversary of the
Quattro’s launch with a Hillclimb procession,
a lunch in Goodwood House and finally a ‘brisk’
circuit parade, this time of Quattro models of
various persuasions. For this, I was furnished with
an early-build 2008 Audi R8 Quattro, one of Audi
UK’s fine fleet of heritage cars, which I had driven
in the dark early morning from Gloucestershire. ◊
S P E E D W E E K ’ S S H O O T O U T S A N D R AC E S
The one-off Shootout on the circuit lost its star
attraction with the withdrawal of the Volkswagen
ID R due to coronavirus-based travel concerns, but
the diverse range of machinery – spanning historic
Formula 1 cars to saloon racers – that did take part in
the single-lap time trial put on a spectacular show.
The goal was to beat Nick Padmore’s Goodwood
lap record of 1min 18.217sec, set in a Lola T70
Spyder. That mark got shattered, and the driver
GOODWOOD SPEEDWEEK REPORT
who eventually went quickest was… Nick Padmore.
Armed with a 1989 Arrows-Ford A11 F1 car, he lapped
the 2.367-mile circuit in just 1min 9.914sec.
The event also featured many of the races usually
held during the Goodwood Revival, with legendary
drivers showing their skills in legendary cars. The
marquee race was the one-hour RAC TT, which was
won by the 1963 Lister-Jaguar of Frederic Wakeman
and multiple Le Mans winner André Lotterer.
 But first the Range Rovers. After assembly in
Goodwood House’s fetchingly named Ballroom
Car Park, our convoy proceeded down the drive at
10am sharp, turned left for half a mile on Kennel
Hill, went across a roundabout and turned right
into the circuit. After photography (it was great
to work again with former Autocar chief smudger
Stan Papior) and a greeting from His Lordship
(who was disarmingly delighted to see us all), we
drove out onto the track, camera car in the lead.
The DC had been spitting and misfiring.
Apparently these engines aren’t used to being
unveiled to passing breezes and it was cold. But a
tickle of the choke to 40mph or so cleared its throat,
as its custodian from the Range Rover Register
had assured me it would. In the driving, I wasn’t as
cold as I had expected: the big alloy V8’s radiator
kept throwing heat my way (propelled by the fan)
and a fat silver silencer just below and behind my
right heel was soon dispensing heat as well.
I might have expected the dominant smell on
my three-mile drive to have been of freshly mown
grass verges, but it was all unburned exhaust gas –
a whiff we’re simply not used to nowadays. Clearly,
one reason for the hideous fuel economy of early
Range Rovers (when I owned one, it kept me poor
on weekend jaunts) was that large proportions of
their fuel flowed through their engines unignited…
Back in the car park, I returned the DC to its
relieved Register custodian, took a short hike to the
house and was soon back with my R8 and a throng
of two dozen Quattro drivers, distinguished by the
presence of Swedish rally maestro Stig Blomqvist
and nine-time Le Mans winner Tom Kristensen,
who were both friendly and full of old Audi stories.
Once into the cars, we did three runs in procession
up the famous hillclimb for photos, videos,
posterity and fun, getting faster as we went.
Apart from the Range Rover group, we had the
house’s spacious aprons to ourselves. All remarked
on the sheer pleasure of seeing (and smelling)
Goodwood’s sunny slopes and overhanging trees,
even if they missed the throng. The marshals
waved at us drivers, just as they always do at the
Festival of Speed, and for a refreshing hour all
seemed entirely right with the world.
That impression was maintained while we took
a fine but simple lunch in the house’s front dining
room where Blomqvist and Kristensen stood
and chatted for 15 minutes about their exploits.
It turned out that they already knew one another
quite well. The Le Mans ace recalled the rally
champion’s never-to-be-forgotten reply when
he asked which driving surface he preferred:
Tarmac, snow or gravel. “On the whole,” said Stig
in his shy Swedish way, “I prefer to be airborne…”
We took the familiar Kennel Hill route back to
the circuit with our cars arranged in date order, McLaren showing
after which (with minimal finger-wagging from was headed by Elva
Goodwood’s good-humoured marshals about not 804bhp barchetta
trying too hard in potent cars while not wearing
helmets) we were allowed a couple of laps of the

S TA R C A R S

LOTUS E VIJA J O EST PO RSCH E WSC- 95 FO R D M USTAN G MACH - E 1400

Two versions of the new 1923bhp electric hypercar Built using a Jaguar XJR-14 chassis and a Porsche This one-off version of Ford’s new electric SUV, which
were on track at Goodwood: one yellow prototype and flat six by privateer Joest, the WSC-95 starred in a has seven motors to produce ludicrous power, proved
one liveried in the famed John Player Special black display of Porsche Le Mans racers. Tom Kristensen EVs can make smoke after all – when their tyres are
and gold that was run by the Lotus Formula 1 team. drove it for the first time since his first win in 1997. protesting at the driving of drift king Vaughn Gittin Jr.

50 AUTOCAR.CO.UK 28 OCTOBER 2020


` a long time, and we have a huge following around
Goodwood
always imposes a delicious
feeling on its visitors
a from all over the world, and we end up not saying
Quattro parade was a sight – and sound – to behold
Cropley piloted a Mk1 Range Rover Drivable Chassis
FO R D GAL A XI E 500
Several Galaxies took part in the St Mary’s Trophy for
1960-1966 saloons, but none more spectacular than
the one hustled at lurid angles by Stig Blomqvist, who
beat a host of famous tin-top drivers to win race one.
Historic cars are
always raced tooth
and nail at Goodwood
LOTUS - CLI MA X 18
A celebration of the F1 championship’s 70th birthday
featured a host of stunning and significant machines.
Jackie Stewart drove the 18 that Stirling Moss used
at Monaco in 1960 to take Lotus’s first grand prix win.
GOODWOOD SPEEDWEEK REPORT
G O O D W O O D ’ S E VO L U T I O N
Pausing periodically to savour the V10 bark of
a passing Lamborghini Huracán, the Duke of
Richmond hinted at the impact that Speedweek
will have on Goodwood’s usual motoring calendar.
“We realised that we wouldn’t be able to have
a crowd,” he said, “but for horse racing, we’ve
been running without crowds all year, so we
know a little bit about it. We had been pushing
Goodwood Road and Racing online very hard for
the world, so we felt there was a huge opportunity
to do something different and to try something
out. We designed the whole event for TV.”
Despite the conspicuous absence of some
200,000 punters, Speedweek held lessons for
the future. As His Grace put it: “Having had the
fun of putting it together, we’ve all realised just
how powerful the content is. We will never do the
Festival of Speed or Revival the same way again.”
He elaborated: “We have so much to say at the
Festival of Speed in three days, with 500 cars
a lot of it, because there just isn’t enough time.”
Ramping up digital output over the course
of the year
is intended
The Duke has
to make
a positive
Goodwood’s
outlook
annual events
“the full stops
at the end of a
365-day media
experience”.
fast, flowing circuit. I always think that lap
of what was once RAF Westhampnett’s perimeter
roads was designed for minds and eyes that
work like mine: I’m not remotely quick, but my
satisfaction of getting the line right is enormous.
This was where my 60,000-mile, 13-year-old
R8 came alive, demonstrating in five fast miles its
poise, compactness, enduringly modern levels of
grip, sweet steering and spaceframe rigidity. The
420bhp naturally aspirated 4.2-litre V8 dominated
proceedings, of course, especially since this one
was linked to the excellent six-speed manual
gearbox with its glorious, labour-of-love, gated
change. You can get a 600bhp-plus V10, as most
people know, but I lost count of Audi aficionados
who kept telling me “the V8 is the one to have”.
We messed about for most of the afternoon,
watching cars new and old practising, running up
or just getting ready. Kristensen, ever-amicable,
hurled some of us around the circuit as passengers
in the latest Nürburgring-refined, limited-edition,
V10-powered R8, called the Green Hell.
There weren’t many people about on a normal
Goodwood scale, but there were still enough to
make a kind of car lovers’ quorum. And enough to
make the thing look good online, I suspect, which
is where this year’s audience was. But how great to
see the Duke’s unquenchable sense of enterprise
– and sheer love for Goodwood motorsport –
rewarded by shining mid-October weather.
Eventually I drove my R8 away home, entirely
convinced of the validity of this special event
that has been hatched out of adversity. Here was
proof of something that I’ve known since the first
Festival of Speed in 1993: Goodwood imposes
a delicious feeling on its visitors that I can only
describe as rightness, even in depressing times.
It’s the unique mix of sights, sounds, smells and,
most of all, warmth of contact (not too close)
with people like you that does the trick. I will
savour my visits to this hallowed place all the
more when this crisis is a thing of the past. L
28 OCTOBER 2020 AUTOCAR.CO.UK 51
 The secret way
to bin your PCP
There is one way to get out of a contract for free that your
lender might not have told you about. John Evans explains
PHOTOGRAPHY OLGUN KORDAL
t the end of October,
the three-month motor
A finance repayment
freeze, recommended
by the Financial
Conduct Authority (FCA) to help
car buyers struggling with their
finances during the pandemic, will
be replaced by guidance that no
longer includes this valuable break.
Instead, from 1 November, the FCA
expects finance companies to offer
anyone facing repayment difficulties
“a tailored package of support, taking
into account the ongoing situation”.
The support the FCA recommends
ranges from rescheduling payments
or putting in place sustainable
repayment arrangements to
suspending or even cancelling
interest payments. It’s generous,
but should customers accept their
lender’s help, the fact will be recorded
on their credit file. While ensuring
they only borrow responsibly, this
could hamper a person’s ability to
borrow money at reasonable interest
rates and is a change from the
Ferguson tells Evans not all
dealers are candid about VT
52 AUTOCAR.CO.UK 28 OCTOBER 2020
guidance the FCA issued in April,
which stated that lenders should
ensure a borrower’s credit rating was
unaffected by the help they received.
Combined with the end of the
three-month repayment freeze
for new applicants, it piles on the
misery for people struggling with
the economic consequences of the
pandemic. Add the scaling back
of the coronavirus job retention
scheme and September’s rise in
unemployment and redundancies
and, for many people, now isn’t
a great time to be paying for
something as expensive as a car.
Already some are feeling the
pain. Earlier this month, I visited
my local Mazda dealer to have my
car serviced. Without being
prompted, a salesman told
me he had experienced a
rise in people coming to
the showroom to discuss
voluntarily terminating the
finance agreement on their
Mazda. Later the following
week, a specialist in used
electric cars told me the same story.
Often abbreviated to VT, voluntary
termination allows borrowers
to quit a PCP – and some other
finance agreements regulated by the
Consumer Credit Act 1979 – before
it has run its course. To VT a car, a
customer must pay or have 50% of
the total amount payable under their
finance agreement. Having done so,
they can return the car to the finance
company with nothing more to pay,
save for any condition and mileage
penalties due. VT shouldn’t be
confused with early settlement,
by the way, where the customer
pays the total amount outstanding
and then owns the car outright.
VT is a useful escape route but
can be an expensive one. For
example, my neighbour has
Customers a Volkswagen Golf 1.5 Match
need to know Edition Mk7 on a four-year
their VT rights PCP. She’s one year into the
deal, but to VT it would cost
her £6500 – the equivalent
of a further 24 monthly
repayments. It’s a lot of money, but
it means that were she approaching
the end of the agreement’s third year,
she could VT the car with little or
nothing to pay. Whenever it’s done,
a VT is cheaper than taking the early
settlement route (in my neighbour’s
case, it would cost her £17,900).
Adrian Dally, head of motor
finance at the Finance and Leasing
Association, expects VTs to increase
after 31 October. “Things have
turned out significantly better
than we predicted at the start of the
pandemic, thanks to the fact that up
to 700,000 customers have taken
advantage of payment deferrals,”

he says. “However, we’d be naïve to
think everyone will resume their
repayments where they left off.
We expect some to voluntarily
terminate their agreements.”
Sara Williams, a debt advisor who
runs debtcamel.co.uk, a debt news
and advice website, agrees. She says
that for many people VT will be their
best option: “It looks likely that no
new payment breaks will be set up
after October. Redundancies are
rising, too. For anyone affected, the
choice may be between terminating
their PCP or paying the rent or
mortgage. For many people, it
may be the sensible choice.”
The way voluntary termination
works is set out in sections 99 and
100 of the Consumer Credit Act 1974.
It’s a good protection for consumers
that doesn’t affect the borrower’s
credit record – but only if they know
of its existence. Unfortunately,
some finance agreements neglect
VOLUNTARY TERMINATION INSIGHT
HOW TO VT
YO U R C A R
If you’re struggling to meet
the repayments, speak to the
finance company to discuss
how, following the FCA’s
guidance, they can help.
If they can’t and you consider
VT to be your best option:
Q Write to the finance company
telling them that you wish to
voluntarily terminate your
agreement under section 99 of
the Consumer Credit Act 1974.
Send the letter by recorded
delivery. Don’t allow the finance
company to misinterpret your
request and assume you wish
to surrender the car, in which
case you will have to pay the
full settlement figure.
Q Take photographs of the car,
its odometer reading, its service
history, its spare tyre and
toolkit and both sets of keys.
You will need them as evidence
should there be a dispute. The
finance company can’t expect
the car to be like new, so argue
against any charges that you
think are unreasonable.
Q If you’re asked to return
the car, it must be within a
reasonable distance. If the
finance company collects it,
they can’t charge you.
Q If you can’t resolve any
issues with the finance
company, appeal to the
Financial Ombudsman
Service (0800 023 4567).
Voluntary termination
is a cheaper option
than early settlement
to mention it. For example, the the culture of car dealers in which finance companies use to discourage
finance paperwork relating to my people are promoted purely on their VTs is to threaten customers with
neighbour’s Golf makes no mention ability to sell cars. It continues with excessive bills for wear and tear.
of her right to VT her agreement. a finance industry that rewards Ferguson claims that when his
Presumably, omissions such as this them to obstruct customers – and son, who he says is fastidious about
are why the FCA reminds finance penalise them if they foul up. looking after his cars, VT’d his
companies they “should act in a way “Some manufacturer-owned Citroën, the finance company told
that is clear, fair and not misleading”. finance companies, as well as major him he owed £750 for damage.
Ian Ferguson, a former dealer banks, pay dealers a bonus of around Ferguson asked for photographic
group boss who two years ago £1000 on each finance agreement evidence and says he was sent
crossed the forecourt to become a that can be clawed back if it’s what turned out to be images
consumer champion helping people terminated,” he says. “This penalty of another car. He argued the
to reject their car through exists for the length of the company down to £57, which it
his rejectmycar.com agreement. It’s therefore insisted was for a new tyre, even
website, knows how PCP in the interests of though the car had been serviced
opaque, misleading PAYMENTS TOO HIGH? dealers to at best and checked by a main dealer the
and downright If your car is worth as much or discourage week before it was returned and
unfair dealers more than its settlement figure customers from its tyres judged to be well within
and finance (it usually is towards the end of the voluntarily limits. “I took the finance company
companies agreement, plus good used cars are terminating to the FCA and won £250
can be when enjoying strong residuals at present), their cars compensation,” says Ferguson.
people try to consider part-exchanging it for a and at worst Given his experience, it would
VT their car. cheaper car with lower repayments. tell them it appear that there is yet one more
He says the The dealer will settle the can’t be done.” thing to be wary of during these
problem starts with finance when they take in Another tactic difficult times. L
your old car.
28 OCTOBER 2020 AUTOCAR.CO.UK 53
 Damien Smith
Six pages of news, insight and opinion from the world of motor racing
M OTO R S P O RT
IT’S A KIND OF MADGWICK
How made-for-TV Speedweek gave us something to smile about
urreal. That’s the
word I’d choose
S to best describe
Goodwood
Speedweek, the motorsport
extravaganza that lit up
October. It was surreal on
a number of counts, most
obviously that it gathered
one of the most glorious and
diverse collections of racing
machinery ever seen, for a
show that played out to empty
spectator banks. It was also
astonishing that it happened
at all, on a weekend when
tense negotiations were
playing out in other regions of
the UK over the pressing need
to tighten Covid restrictions.
You couldn’t help but feel
conflicted if you were one
of the lucky few to attend,
as I was on one of the days.
I felt guilty, first that I was
experiencing what felt like
the world’s greatest race
meeting in the flesh when
the vast majority couldn’t;
and then there was a
nagging doubt over whether
pressing ahead with
Speedweek at all had been
the right thing to do.
We’re all having to make
fine judgements in our
R AC I N G L I N E S
Three-day Goodwood
event took place
behind closed doors
everyday lives right now on you will have your own view. of experimentation, and we
what is safe and responsible But as an event designed might well find the things
and what steps over the
line. The team at Goodwood
to be watched specifically
on a screen, through live
that worked so well will feed
into the established annual
worked long and hard to streaming or TV, it hit all highlights anyway, including
convince an understandably the marks as a welcome at the Festival of Speed.
nervous local authority shot in the arm during Certainly, rival promoters
that Speedweek could be a time when there isn’t from Formula 1 and far
safe, almost right up to the much to smile about. beyond should take note
moment the gates opened. of the innovation and high
When they did, everything A ONE- OFF CURIO quality displayed in the
was run by the book and Combining the best bits of show’s production. It was
to the letter, as it had to. the springtime Members’ world-class in this respect.
Stewards were super-diligent Meeting and autumn In fact, among all the
in ensuring masks were worn Revival, Speedweek would memorable drives of the
at all times, except when you be a welcome addition to the weekend, whether in races,
were eating. As for social Goodwood calendar when in demos, on the rally stage
distancing, just like walking our world rights itself. But or in the shootout for fastest
around a town centre or the number of ‘noisy days’ lap, perhaps the best was put
supermarket right now, at the Sussex circuit are in by whoever was flying the
the onus was on individual restricted to just five, and drone that captured such
responsibility – but with the two established race stunning aerial footage over
eerily so few people in the meetings already use them the pits and finish straight.
paddock, it wasn’t hard to all. So Speedweek might well Watching the Gerry
stay away from each other. be a one-off curio. If so, the Marshall Trophy race for
So was it the right thing freedom of running without 1970s saloons that ran into
to do? I’m still conflicted; spectators allowed a spirit darkness on the Friday, I
found myself mesmerised
` by the whining black object
Was it the right thing to do? I’m still tracking the cars and actually
matching them for speed,
conflicted. But as an event to be just a matter of metres above
them. What skill – although
watched on TV, it hit all the marks it was also a little unnerving.
You wouldn’t want it falling
a out of the sky and hitting

Edward Thurston
blazed round in a
1962 Lotus-Ford 23C
your windscreen while you’re
pounding along towards
Madgwick corner.
THE OUTRIGHT
LAP RECORD
The rally stage that
incorporated the narrow
tunnel, then both the
perimeter roads and race
track, was a particular
highlight. Marshals were
quick to move bollards
and tyre stacks to create
and dismantle the stage
in minutes, although it
would surely be a logistical
headache with thousands
of spectators to herd and
corral at the same time.
Then again, something
similar had been planned
for the Members’ Meeting
before it was cancelled last
spring, so it’s not impossible
that we will see something
similar in the future.
What we probably won’t
witness again is the shootout
that was designed with the
singular purpose of setting
a new outright lap record
around the sweeping 2.367-
mile circuit. Volkswagen’s
late no-show with its electric
ID R was a disappointment
and a bit odd, given that
Porsche and Audi still had
such a big presence, but the
Formula 1 and sports cars
that did have a crack created
a spine-tingling spectacle.
And let’s face it, they sounded
better, too. But would
Romain Dumas have been
Nick Padmore
beat his lap record
in an Arrows A11
faster? It’s a shame that we
might never find out.
Back in the 1980s,
long after racing had been
curtailed at the track in 1966,
Goodwood had a second
life as a test venue used by
F1 teams. Legend has it that
Brabham’s Nelson Piquet
once lapped in less than a
minute, although that was
never verified. The official
fastest lap set in a race at
Goodwood in the modern
era is 1min 18.217sec, set by
historic racer Nick Padmore
in a Lola T70 Spyder at the
2015 Members’ Meeting.
That’s more than two
seconds quicker than the
period F1 lap record set in
1965 and shared by Jim
Clark and Jackie Stewart.
At Speedweek, Padmore
stepped up once more, this
time in a 1989 Ross Brawn-
designed, ex-Derek Warwick
Arrows A11 powered by
a 3.5-litre Ford V8. The
Arrows wailed, juddered and
jerked over the infamous
Goodwood bumps, but
Padmore bravely kept his
foot in to smash his previous
mark with a time of 1min
9.914sec. Okay, so Piquet’s
supposed sub-minute lap
remains unapproached, but
still this was something to
see (even on a screen) – and
it just wouldn’t have been
possible with spectators
present. Even without them,
Goodwood was taking a big
risk. In more ways than one.
MOTORSPORT
N E WS R O U N D - U P
Ricciardo went to
Green Hell and back
in a Mégane RS
Ricciardo says no
to Nordschleife
Daniel Ricciardo said that he
has been put off ever wanting
to race on the Nürburgring
Nordschleife after a “scare”
on the track while driving
a Renault Mégane RS on a
promotional event recently.
“I scared myself in the first 500
metres, and that set the tone
for the next 22 kilometres,” Horner wants a quick decision on new Red Bull engine supplier
said the Renault Formula 1 star.
“I was timid, let’s say that.”
launched. Due to start in 2022, 2010, before his serious rallying
Red Bull aims for it will use a one-day format of accident in 2011. René Rast won
early engine decision 15 short races on obstacle-filled all four races at the Belgian
Red Bull F1 team boss Christian urban courses. Eight events are track to extend his title lead.
Horner says he is aiming planned for the first season,
for a quick decision on what likely to include one in the UK. WRC takes hybrid
power units the team will use A standard chassis will be used, approach to hybrids
from 2022, following Honda’s but teams will be free to fit their The World Rally Championship
decision to quit F1 at the end own bodywork and batteries. will go hybrid in 2022, with cars
of next year. Horner wants a using a bespoke 134bhp plug-in
decision by the end of this year, Kubica back on podium hybrid system, the sport’s
before any development work Former F1 racer Robert Kubica bosses have confirmed. Testing
begins on the 2022 car. Red Bull claimed his first podium in is due to begin in February.
has been linked with taking on Germany’s DTM touring car Second-tier Rally2 cars will
the Honda engine project itself. series at Zolder recently. The be electrified from 2023
Pole finished third in his BMW, onwards, using a 10bhp mild-
Holden out on a high his first racing podium since hybrid starter-generator.
Shane van Gisbergen and Garth
Tander paid tribute to Holden
after winning the prestigious
Bathurst 1000 recently. The
marquee race concluded this
year’s Australian Supercars
Championship, making it the
final event in which Holden
provided factory support to
teams. Several teams will
continue to run Commodores
as privateers in 2021.
Electric crossover race
series to start in 2022 Kubica is racing
A new racing category for
in DTM after leaving
670bhp electric crossovers,
Williams F1 last year
named Supercharge, has been
28 OCTOBER 2020 AUTOCAR.CO.UK 55
 M-Sport could add
WRC SCENE Rossi to its WRC
E S TA B L I S H E D 1 8 9 5
team for Monza

Mercedes eyes F1
7 September 1988
MERCEDES IS SUCH a
force in motorsport today
that it’s easy to forget it
walked away from racing
for three decades, after
the 1955 Le Mans disaster
in which Pierre Levegh’s
300 SLR was launched

Ready for Valentino’s day?

Motorbike ace usually wins the Monza Rally – this year a WRC event
into a grandstand, killing
him and 83 spectators.
Mercedes’ return to
competition (excepting
AMG’s hilarious touring
car effort with the 300
SEL 6.3 limo) finally came

G
uess who the favourite Rossi has won four of The slight problem is in 1985, when it developed
might be to win the final the past five Monza rallies that Alfa doesn’t have a a competition version of
round of the 2020 World and taken seven in total. suitable car at the moment, its M117 V8 for a Le Mans
Rally Championship in He has only ever won it but let’s gloss over that, prototype built by Sauber.
December? None other than in a Ford, so he would be because there are always This grew into a factory
Valentino Rossi – if someone a natural addition to the solutions. What they do team for the World Sports-
sees sense and signs him up. M-Sport WRC squad – have is two drivers under Prototype Championship,
Given the seven-time perhaps even offering its contract guaranteed to and with that rumours
MotoGP champion’s own most realistic prospect of take the Monza Rally Stuttgart was considering
positive diagnosis two weeks a rally victory this year. Show by storm. The first is a return to grands prix.
ago, there could be no more Another circuit racer Italians would love to see Kubica Kubica, who is the reserve Autocar’s Eoin Young
powerful message about how who has made a name for driver for Alfa Romeo Racing relayed in autumn 1988
motorsport is managing to himself in rallying is Robert to look at the past. In fact, to in Formula 1. The second is the rumours that Mercedes
overcome the coronavirus. Kubica, the winner at Monza the fourth-most-successful team’s lead race driver, Kimi would use its endurance
This year’s final event will be in 2014 (also driving a Ford marque at the Monza Rally Räikkönen, whose exploits in cars to develop a 3.5-litre
the Monza Rally Show, held at Fiesta). He’s a man with Show behind Ford, Lancia rallying are well-known. V12 and re-enter Formula 1
the home of the Italian Grand unfinished business in rally and Citroën. Hot on the heels The Finn has never tried his “when the time is right”.
Prix. It will be a curious mix cars and a megastar in Italy. of these rallying giants is a hand at the Monza rally, but he Young even reckoned
of WRC glamour allied to the The sort of super-team he manufacturer you would never would be good at it. Especially he knew who would lead
rough-and-ready appeal of a could form with Rossi would be have imagined: Alfa Romeo. as ‘the Iceman’ achieved pole the Silver Arrows’ return:
single-venue rally (although beaten in terms of popularity In 1989, Dario Cerrato won with position at the track two years McLaren boss Ron Dennis,
the event will feature stages by only one other combination. an IMSA-spec 75. In 1992, it ago at an astonishing average who was mystified by the
away from the circuit), which Let me explain. If you want was Nicola Larini’s turn in a 155, of 163.785mph – until this year, suggestion, supposedly.
for most drivers will be a proper to do something special in followed by Giorgio Francia in the fastest lap ever seen in F1. The project eventually
trip down memory lane. the present, it’s important a similar car two years later. ANTHONY PEACOCK materialised in 1993, but in
a relatively low-key form.
Stuttgart backed Sauber’s
HOW Safer MOTORSPORT GREATS entry into F1, with its cars
powered by a 3.5-litre V10
IT IMOLA
WORKS barrier that had been developed
in cahoots with engine
specialist Ilmor. This was
officially listed as Sauber’s
Most old Indycar drivers hobble. The emergency Formula 1 own, but the cars carried
No wonder, given that they raced calendar created due to the message “Concept
at 200mph-plus around oval the pandemic has been a by Mercedes-Benz”.
circuits lined by concrete walls. refreshing tonic, creating Mercedes went all in
How was that ever considered a opportunities for tracks with Sauber for 1994 and
good idea? But since 2002, the Safer (Steel and Foam that never expected to performed well, before a
Energy Reduction) Barrier has become the accepted means host a grand prix again switch to McLaren began
of preventing oval racers from mangling their feet. This or ever. This weekend, we will see the unlikely comeback of 20 years of success. And
barrier consists of structural steel tubes welded together Imola. A one-off Italian GP host in 1980, it then became the need we say any more
and strapped to the original concrete wall, with bundles of popular venue for the San Marino GP (even though it isn’t about the period that
closed-cell polystyrene foam providing an energy-dissipating in San Marino, rather beautiful countryside near Bologna). has followed Mercedes’
MARTIN LEE

cushion. The so-called soft wall has won awards as a life- Ayrton Senna died there in 1994, but it’s too majestic to be buyout of the Brawn GP
saver for a grateful (and lucky) modern generation of drivers. defined by such tragedy. Today’s drivers are going to love it. team at the end of 2009?

56 AUTOCAR.CO.UK 28 OCTOBER 2020


You will see motley
assortments of cars
at most track days
Put your foot down and
embark on a track day
Few things are more fun for keen drivers, but many are anxious about doing their first.
Andrew Frankel explains why track days are so great and why you needn’t shy away
here isn’t much good news around
in these Covid-infested days,
T particularly from the beleaguered
automotive sector, but there is one
kind of business that has thrived
since the lifting of total lockdown: track days.
It’s easy to see why. Even before the pandemic,
people were increasingly turning to track days, for
two reasons. First, modern performance cars are
so fast that it’s increasingly hard to exercise them
properly in public. And second, if you do attempt
to drive fast on the road rather than track, you will
at best incur the wrath of the locals, at worst risk
anything from your licence to your liberty.
“The track day market isn’t just back to normal
but exceeding what could normally be expected,”
says Ben Taylor, boss of the British Automobile
Racing Club, which lets tracks such as Thruxton,
Pembrey and Croft to track day organisers. “Even
our own track experiences, where you drive our
cars on track rather than your own, are coming
back strong. You have to take Covid seriously and
be assiduous in all processes, like thoroughly
sanitising every car for each new driver, but if
you show that level of care and professionalism,
customers are now far more likely to be put off by
the prospect of bad weather than anything else.”
Indeed, driving a car around a track is one sport
you can pursue while guarding very effectively
against the risk of coronavirus transmission.
You’re usually alone in the car, and even if you have
a friend or instructor next to you, there are surely
few face coverings more effective than a balaclava
and full-face helmet with the visor down. This,
combined with people catching up with track days
they might otherwise have done during lockdown,
likely accounts for most of their current popularity.
There’s another factor at play here, too: at a time
when the greatest restrictions have been placed on
our movements since the war, the idea of cutting
loose and driving a good car around a great track
as fast as possible is a fantastically liberating ◊
MOTORSPORT
T R AC K DAY I N S U R A N C E
Remember that your normal car insurance will
almost certainly not cover you for track days.
Nevertheless, specific track day insurance is
available and needn’t even be that expensive
if your car isn’t too pricey and you’re happy to
have a chunky excess. Just remember that track
day insurance cuts out as well as in: if you have
a valuable car, there will usually be a maximum
payout in addition to the excess.
Most of all, bear in mind that it doesn’t matter
whether those with whom you share the track are
insured or not, because there’s no third-party
cover for track days. So if you’re behaving like a
saint and some idiot still comes piling into you,
it’s still entirely down to you, unless you can
guilt him or her into paying up. You will almost
certainly have no legal redress whatsoever.
28 OCTOBER 2020 AUTOCAR.CO.UK 57
Δ thought. And so long as you and your car leave in
the same number of pieces as you arrived, a track
day will deliver on that promise in spades. H O W T O D R I V E O N YO U R F I R S T T R AC K DAY
So what’s stopping you? For most, it’s a mixture
of factors such as cost, thinking you have the wrong „ Make sure your car’s tyres are all at their correct „ Keep off painted surfaces if the track is even
car and the fear of anything from not being fast pressures before heading out on track. damp, let alone wet. They can throw you into the
enough to hurting your car or yourself in a crash. „ Don’t do racing gearchanges, because they will wall without warning.
My aim here is to answer a few such questions for do nothing other than wear out the transmission. „ Bear in mind that the usual racing line is often
track day newbies and hopefully put minds at rest. „ Look after the brakes. If you don’t, the least that not the fastest when the track is wet. Instead try
Perhaps the first thing to say is that you won’t will happen is that they will start to go off just when a wider, more outside line where there’s less
struggle to find a venue: the track day market is so you need them most. But if you push on and boil rubber on the surface.
valuable to circuits that if there’s one near you, it’s the brake fluid, they will stay gone all day. „ Keep your car’s traction and stability systems
guaranteed to either host its own or let its facilities „ Regard kerbs as your safety margin, to be on at first, ideally in track or dynamic modes if
to one of the many track day companies out there. used only when you’ve run out of track width those are available. These should allow the car
But never do a track day at a circuit just because by mistake. If instead you treat them as part of some slip while still providing a safety net.
it’s local. However you do them, track days aren’t the track, you will come off the track altogether „ Don’t, however, think that these systems are
cheap, so you might as well go somewhere that if something goes wrong. In the meantime, infallible. They aren’t: physical law is physical law,
presents the best chance for you to enjoy yourself. clouting kerbs means potentially damaging your and if you brake much too late or turn in far too
So you might want somewhere like Silverstone, wheels, tyres, suspension and wheel bearings. fast, it’s unlikely there will be a happy ending.
with huge amounts of on-track space and run-off to
reduce the chances of hitting something; a circuit
steeped in history and still in its original form, like
Goodwood; or one that combines elements of both,
such as Brands Hatch or Donington Park. Speed
fiends will find nowhere better than Thruxton,
while if you want somewhere beautiful, technical
and challenging, you’re spoiled for choice all the
way from Anglesey past Oulton Park to Cadwell
Park. If you couldn’t care less about scenery or
history and just want to go fast in relative safety,
Bedford Autodrome fits the bill very well.
There is, of course, an almost limitless choice
of circuits in Europe, but we will come back to
those another day. All I will say for now is that
the most popular for British punters are Spa-
Francorchamps in Belgium and the Nürburgring
in Germany, for obvious reasons. All petrolheads
should try to do a lap of the ’Ring at some stage
in their lives but, as a venue for a novice, Spa is
faster yet less intimidating and far more fun.
The next question is whether you and your car
are up to it, and the answer is almost certainly yes.
You don’t have to be Lando Norris and you don’t
need to drive a McLaren to safely have fun. You and
your car must be fit and safe enough to withstand
a day’s hard use, of course, but remember that at
least half the fun is driving flat out on a purpose-
built facility, knowing there’s nothing coming
the other way – and you get that in any car.
Even so, if your car is fundamentally pleasant to
drive, nicely balanced and mechanically robust,
you will definitely have a better time. But you can You don’t need a
buy a Mazda MX-5 that ticks those boxes for a very brand-new sports
modest sum, so you definitely shouldn’t consider car to have a hoot
your wheels any kind of bar to such enjoyment.

So what about you? Well, if you’ve got this far,

Sensible clothing and a good helmet are essentials
Drivers will be briefed beforehand, so listen and obey
you’re likely to be an enthusiast and therefore
also likely to be more than good enough for some
gentle lappery at your circuit of choice. That said,
there are plenty of current Formula 1 stars who
still employ driving coaches, so you’re never too
good to learn. All the big track day companies
should provide expert tuition from Association
of Racing Driver Schools instructors, and half an
hour with one of them at the start of a day will not
only increase your levels of knowledge, skill and
enjoyment but also improve the chances of you
keeping your car pointing in the right direction.
Presuming your car is sound, there’s not much

T R AC K E X P E R I E N C E S
Plenty of circuits run these events, providing
you with something exciting of theirs in which to
run around. This might be a Porsche or a Ferrari,
something light and exciting like a Caterham, an old
classic car or even a single-seat racer. These tend
to be separate events, usually run by the circuits
themselves rather than track day organisers.
C O R P O R AT E DAYS
On corporate bookings, you and your team spend
the day driving a whole host of different machinery
from off-roaders to purpose-built racing cars, with
instructors next to you with the aim of pushing you to
the limit of what you can achieve behind the wheel.
They’re exemplified by Palmer Sport days at
Bedford Autodrome (palmersport.com).
COSTS
You can pay pretty much what you like for some
time on track, from a two-figure sum for a morning
or afternoon at a less than epic circuit, perhaps
run in sessions and maybe with an inconvenient
noise restriction, up to many hundreds of pounds
for a ‘noisy’ day at a famous circuit with an open
pit lane policy.

58 AUTOCAR.CO.UK 28 OCTOBER 2020

 MOTORSPORT
W H AT YO U M U S T
WAT C H O U T F O R
„ Track day companies aren’t all
the same. Some, like Motorsport
Vision (MSV), RMA and Gold Track
are world-renowned, others less
so. But pick your level: do you want
to spend your first track day being
monstered by far faster road and
racing cars on a super-fast track
that might not play to your car’s
strengths? Maybe start at the
bottom and work your way up.
„ Think about how much noise
your car makes. Many UK tracks
have stringent noise restrictions
placed on them, and you don’t
want to drive all the way there
only to not be allowed on track.
Remember that just because it’s
quiet enough to be allowed on the
road, that doesn’t automatically
mean it will be allowed on track. If
in any doubt, ask the organisers.
„ Make sure you’re happy with
the organiser’s track protocols,
particularly regarding how and
where to overtake or be overtaken.
Remember that not all track days
are ‘open pit lane’, where you can
spend as much time on track as
you like. Some are run-in sessions
with limited laps.
„ Wear the right gear, which
means full covering of both arms.
You won’t be allowed on track in
a T-shirt. And if you can, wear a
decent helmet: it doesn’t need to
cost thousands and be made from
carbonfibre, but it does need to be
in good condition and have never

` been in a crash before. Helmets

can look okay on the outside but

You don’t need to be Lando Norris and you don’t

be structurally compromised.
„ Don’t mistake test days for track
days. Test days are for racing cars,
usually attended by race teams

need to drive a McLaren to safely have fun trying to set up or develop racing
cars. For these, you not only need
to be clad in FIA-approved race

a gear from head to toe but also

have a competition licence.

you need to do to prepare it for a track day. If it’s old

or you’ve just acquired it, it probably makes sense
to ask a decent mechanic to do a spanner check on
it just to make sure nothing is about to come adrift,
and it’s obviously imperative that your brakes,
wheels and tyres are in good order and your
suspension is straight. Otherwise, just make sure
it’s full of clean oil and coolant and go and enjoy.
Beware spending thousands on trick track day
tyres, funky suspension and enormous brakes. The
relationship between fast and fun is tenuous to say
the least, and if you’re a novice, it probably makes
more sense first to get used to skidding about at
a more easily accessed and therefore controllable
limit before upping your pace. And if you do want
to improve your lap time (not that timing is usually
allowed at track days), it’s far cheaper, more
effective and better fun to make yourself quicker
through tuition than your car through tuning.
Finally, just remember the two crucial things:
enjoy yourself and leave in one piece. No racer
was ever ‘discovered’ at a track day, so you will be All comers are welcome,
proving nothing to anyone by going too fast too so long as they don’t
soon. Find the right track, get tuition if you need it, break the noise limit
build up to maximum effort and have a blast. L

28 OCTOBER 2020 AUTOCAR.CO.UK 59

 YO U R V I E WS WRITE TO
autocar@haymarket.com

Nuclear option
There has been much talk recently
of growing interest in hybrid
and electric vehicles. Mention is
frequently made of the need for many
more chargers to be installed to meet
the greatly increased number of EVs
and plug-in hybrids expected to be in
use by 2030. But nobody seems to be
considering the additional electricity
supplies that will be required for this.
Some of this country’s existing
nuclear electrical generating
plants are being decommissioned
now as they have reached the end
of their operational lives. Plans for
new nuclear plants in Anglesey
and Cumbria have been abandoned
by their Japanese developers
(although the latter might go ahead
under new ownership). A planning
application for Hinkley Point C
was submitted in 2011, and it’s
set to be operational by 2025
as long as there are no delays.
Existing electricity supplies in
the UK have limited spare capacity
during winter months. With greater
demands in the future to supply
a much-increased fleet of plug-in
vehicles – plus planned significant
increases of rail electrification and
HS2 – should we not be concerned
that we could well face a shortage
of electrical generating capacity
in 10 years’ time? Look at the lead
time for building new power stations.
Some may say that this isn’t
our problem. But in 10 years’ time,
there could be many drivers who
realise that it is their problem.
Andrew Bodman
Bugbrooke, Northamptonshire
Negative dealings
Adam Creasey’s excellent letter
(23 September) really resonated
with me. I own a 67-reg E-Class
and a 68-reg A-Class, which are
both due to be replaced in the
next month. Having visited three
Mercedes-Benz dealers during
ownership of these cars, I will switch
brands again, having switched
from Audi to Mercedes due to
poor experiences with dealers.
The Mercedes ownership
LETTER OF THE WEEK
Richard understands e-scooter craze
Light means fun
Thanks to Andrew Frankel for
spelling out the virtues of light
weight and how cars have all gone the
wrong way (‘Something to lighten
the mood’, 23 September). A bunch
of us have gone a lot further with his
trajectory of thinking: my racing
bicycle weighs less than 6kg, nigh on
1% of the kerb weight of the Caterham
Seven and a whole different level of
WIN engagement. As for electrification,
Get plugged in Letter of the week
wins this ValetPRO
exterior protection
my observation is that it’s best when
it’s small. People flocked to mobile
I read with interest Mark Tisshaw’s final report phones but haven’t flocked to electric
and maintenance kit
on his BMW 330e (Our Cars, 26 August) and can cars in the same way. The recent Tesla
worth £48
echo many of his conclusions regarding the pros Battery Day showed that progressing
and cons of plug-in hybrid ownership. It’s certainly EV batteries is complex, with no
true to say that if you can tick some quite specific silver bullets. But look at the droves of
boxes, this format of car can be better than no youngsters picking up e-scooters and
other in terms of frugal and rewarding driving. e-bikes. They just work, being fun,
I’ve run a Volkswagen Passat GTE Estate for engaging and light and still having
six months, covering 5000 miles at an average ample range – unlike an Audi E-tron.
of 75mpg. Most journeys are electric only with Richard Lofthouse
a range of 20-25 miles, temperature dependant. London
I’ve also done quite a few journeys of more than 200
miles, which were no problem, because there are no Rolls back the clock
range issues. Almost all my electricity has been free. I was so pleased to read that despite
However, it’s not all about economy. It’s also a great driving experience the Rolls-Royce Ghost going
once you’ve adapted to all of the technology. The Passat’s dynamics feel in high-tech for its second generation
no way compromised on the road, and while a hot hatch or supercar may (2 September), the head of design at
show it a clean pair of heels, I’m really not interested in those margins. Rolls-Royce Coachbuild still believes
I also use a Ford Fiesta with the most powerful Ecoboost engine and that “the experience of beautifully
there’s really nothing in it in terms of travel time – except the Passat is weighted switchgear still beats a
quieter and more economical, despite its larger size. I had a tweaked touchscreen”. So many car makers
BMW M135i before the Passat and have no regrets about the change. have used digitisation via control
I would recommend a PHEV to anyone considering one, because there dials and touchscreens to show off
are far more positives than negatives (assuming you have access to the their adoption of technology without
aforementioned facilities). It’s a good introduction to electric driving,
and I’m very sure that my replacement for the Fiesta will be a small EV.
I know this is a bit of a cliché, but I can’t see myself ever buying another
combustion-only car again, despite having owned 36 fine examples.
Neil Taylor
Aboyne, Aberdeenshire

Mercedes dealers didn’t impress Will
60 AUTOCAR.CO.UK 28 OCTOBER 2020
experience was ruined by the dealers.
One didn’t respond to my enquiries;
another caused an issue with the
sat-nav that they failed to resolve,
meaning I had to take my car to
another dealer; and a third (pre-
Covid) took me home when I left my
car there but refused to pick me up to
collect it. Paying £450 for a second
service at 20,000 miles on the A-Class
was the final nail in the coffin.
I’ve leased cars for the past five
years to avoid the need to interact
with dealers, because they make car
buying such a miserable experience.
The acceleration of online sales
brought about by the pandemic
might soon mean main dealers are
consigned to history. I for one won’t Indy was Maserati’s
be shedding any tears for them. four-seater in the
Will Renwick 1970s, not Ghibli
St Neots, Cambridgeshire

any regard for the experience this
brings. Your road testers in the same
issue said of the new Octavia that
Skoda should be wary of its new
minimalist approach to controls.
It’s annoying at best when you’re
struggling with technology that isn’t
enhancing but dangerous and sours
the whole experience. Long live Rolls-
Royce’s approach to making driving
a sanctuary from life’s irritations.
Alex Sinclair Maddocks
Aberdeen
LED balloon
Isn’t Lawrence Allan’s experience of
the optional matrix LED headlights
with laser technology on his Audi S5
Sportback (Our Cars, 23 September) a
warning against the ever-increasing
amount of electronics in cars? So
it isn’t working right and the Audi
technician after two days can only
confirm there’s “some sort of issue”
and appears to be utterly flummoxed
by it. What a surprise. At least this is
a warning for others not to tick this
option on the purchase order, but
so many other arcane electronics are
built in and unavoidable these days.
Michael Bacon
Towcester, Northamptonshire
Unbalanced equation
Polestar’s comparison between
the carbon footprints of an electric
Polestar 2 and a petrol Volvo XC40
(News, 30 September) appears to
me unbalanced. For the EV, the CO2
for the generation of the electricity
that powers it is included, but for the
petrol car there’s no mention of the
CO2 emissions from extracting and
refining oil, then transporting the
resulting petrol to the forecourt.
I wonder how significant that is.
Colin Hathway
Via email
Maserati mix-up
Just to be a little pedantic, no 1960s or
1970s Maserati Ghibli had four seats
(‘Neptune ascendant’, 30 September).
That was the Michelotti-penned
Indy’s job in the Maserati line-up; the
Ghibli, designed by Giugiaro during
his stint at Ghia, was a pure two-seat
grand tourer. You will find some
1:43-scale Ghiblis with a four-seat
interior, but they’re the only ones!
Norman Hawkes
Hessle, East Yorkshire
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
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EDITORIAL CONTRIBUTORS
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the best of Autocar, from our very first Senior consulting editor Tom Evans
Special correspondents Mauro Calo, Jesse Crosse,
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28 OCTOBER 2020 AUTOCAR.CO.UK 61

BMW M235i GRAN COUPE
LAND ROVER DISCOVERY SPORT
While the Defender gets all the plaudits, this model keeps clocking up the most sales
FIRST REPORT
WHY WE ’ R E RU N N I N G IT
To see if the heavily updated SUV in
mild-hybrid diesel form is a worthy
contender in this segment
nce upon a time, you
would get one mid-life
O model update in a car’s
five-to seven-year life,
and that would be it. But the race to
compete with rivals technologically
has changed the landscape so much
that frequent, smaller updates can be
found on cars most years these days.
That’s why this Discovery Sport
variant is no longer available,
already surpassed by a ‘model year
2021 update’ announced in August.
Fear not: the fundamentals of this
Disco Sport remain utterly relevant,
introduced in a significant mid-life
refresh last year. So significant that it
included a totally new platform called
Premium Transverse Architecture –
the same used by the Range Rover
62 AUTOCAR.CO.UK 28 OCTOBER 2020
O U R CA RS F E AT U R E D T H I S W E E K
MERCEDES-BENZ EQC LAND ROVER DISCOVERY SPORT
Evoque – to accommodate the
inevitable electrified engines plus,
of course, new technology and a new
infotainment system.
It’s those latter elements that
have been further addressed in the
MY21 update. The Discovery Sport
you can buy today gets the Pivi Pro
infotainment system first seen on the
new Defender, plus wireless software
updates, a 3D surround camera and
the option of cabin air filtration.
So what exactly is our Discovery
Sport? It’s the D180 AWD, powered
by a 2.0-litre four-cylinder 178bhp
turbo diesel with 48V mild-hybrid
assistance, promising WLTP fuel
economy of 37.2-39.6mpg, CO2
emissions of 187-199g/km and a
0-60mph time of 9.4sec. It’s the top-
spec HSE car, starting from £46,800,
although ours has a generous options
list adding more than seven grand
to that price. More on that later. If
you wanted the closest equivalent
available today, it would be the D200
AWD HSE, whose starting price is
TOYOTA GR SUPRA VAUXHALL CORSA
just £15 more. It uses the same mild-
hybrid diesel set-up but dialled up to
201bhp and hitting 60mph in 8.1sec.
The new car’s fuel economy is
39.0-42.4mpg and CO2 emissions are
175-190g/km. All of these figures are
slightly worse if you opt for the 5+2
seat configuration – a feature that is
standard on all Disco Sport variants
other than the new plug-in hybrid.
The range-topping diesel D200
sits above the D165, while there are
four petrol-powered engines: P200,
P250, P290 and P300e. All diesel
and petrol units now use a 48V mild-
hybrid system, other than the plug-
in hybrid P300e, which claims an
electric-only range of 38 miles, CO2
emissions of 36g/km and 175.5mpg.
Land Rover keeps its cards close
to its chest, so we don’t know which
engine or trim is most popular,
but we do know that the Discovery
Sport is the brand’s top priority as
its number-one global seller, with
83,574 units sold in 2019. (For
comparison, 204,965 examples
VOLKSWAGEN T-ROC R
SECOND OPINION
I know it’s a Land Rover
and all, but the Discovery
Sport’s market success
has never seemed to me to be about
some marginally superior level of
off-road ability. I think people like it
because it’s practical and versatile
– one of the few cars in its premium
niche with an optional third row of
seats – and because it’s an SUV
that’s comfy in its own skin. It looks
like it, it drives like it and it’s all the
more likeable for it, I think. MS
of the Volvo XC60, its rival SUV,
were sold over the same period.)
HSE trim has all the trappings
that you would expect. Highlights
include heated electric seats, 20in
wheels, a powered tailgate, sat-nav
and a 4G wi-fi hotspot.
The Namib Orange paint is a £970
option, while the contrasting black
roof – a styling necessity to these eyes

Improvements are
noticeable inside
and on the road
– is £610. Various roof rail elements
come to just under £900 and there’s
the occasional superfluous option:
two USB ports in row two and one in
row three for £100. Just chuck ’em in
as standard on HSE, eh, Land Rover?
The priciest option on our Disco
Sport is the £2160 Driver Assist Pack,
which includes a 360deg camera,
adaptive cruise control with steering
assistance, a 360deg parking aid and
wade sensing, which can collectively
be as helpful on the streets of London
as during serious off-roading. For
those who like the sound of that pack,
good news: it’s now standard on HSE
trim, according to the configurator.
Step into the Disco Sport for the
first time and it no longer feels a
world away from its rivals in terms of
interior quality – quite the opposite –
and that’s before any further MY21
updates. It also has the advantage
of being less bland than its German,
black-interior-favouring rivals and
retains a distinctive Land Rover feel.
Initial impressions are that it’s
strikingly better to drive than its
predecessor: nicely damped, direct
if not super-sharp steering and just
all-round effortless performance.
We have the £815 adaptive
dynamics option to help its cause,
which has the dampers adjust 100
times per second to “optimise the
suspension settings and provide the
optimum balance between comfort,
refinement and agility”. The other
` I left home with 99 miles of range
Initial impressions
are that it’s strikingly
better to drive than
its predecessor
a 62mph and all unnecessary systems
key first impression is the incredibly
quiet waft of the diesel engine,
and the subtle effects of the mild-
hybrid technology. Even the most
unobservant of drivers will notice the
regenerative braking when coming
off the accelerator, although it’s not
intrusive in any way. It can help fuel
economy only so much, though, given
that this model is four-wheel-drive.
So far, we’re averaging 34.1mpg.
Over the next few months, we
will discover how the go-anywhere
Disco Sport fits into our daily lives,
as a mid-sized, aspirational SUV
offering plenty of practicality and
comfort – but also one with several
excellent rivals.
RACHEL BURGESS
TEST DATA
L A N D R O V E R D I S C O V E RY
S P O R T D 1 8 0 AW D H S E
Price new £46,800 Price as tested £54,485
Options Namib Orange paint £970, black roof
£610, matrix LED headlights £790, bright
metal pedals £155, reduced section spare
wheel £170, adaptive dynamics £815, Driver
Assist Pack (360deg Surround Camera,
Clear Exit Monitor, Adaptive Cruise Control
with Steering Assist, Park Assist, 360deg
Parking Aid, Rear Traffic Monitor, Wade
Sensing) £2160, Secure tracker £570, two
USBs in row two and one USB in row three
£100, front foglights £195, load-space rubber
mat £171, load-space net side £111, roof rails
(black finish, fixed roof) £641, roof rails ditch
finishers (black) £227 Faults None
Expenses None Economy 34.1mpg
OWN ONE? SHARE YOUR EXPERIENCE
rachel.burgess@haymarket.com
VAUXHALL CORSA-E
The difference between indicated and
actual range is fast becoming a problem
MILEAGE 2226
WHY WE ’ R E RU N N I N G IT
To make an owner’s comparison
between traditional petrol and new
battery versions of the same model
e’ve covered the Corsa-e’s
range and susceptibility
W to inclement weather
in previous reports, so
I won’t dwell on the matter, but it’s
worth prefacing this instalment with
the caveat that the EV’s most recent
excursion left a sour taste.
showing, but my cul-de-sac must be
longer than I thought, as 87 miles
were showing by the time I’d left the
neighbourhood. Just 25 miles later, I
was standing in the pouring rain at
Cobham services, desperately trying
to coax life out of the sole unoccupied
Ecotricity charger on site. Even with
Eco mode on, the cruise control set to
switched off, the Corsa-e lost 10 miles
of range for every five I covered on the
M25, making it impossible to gauge
with any certainty whether I’d arrive
at my parents’ house for Sunday
dinner – a real emergency. That night,
I nursed it home through London at
20mph, rather than risk exhausting
my 40 remaining miles on the
motorway and being left stranded.
I know that all electric cars are
less energetic in the cold and that
LOVE IT
G E AR S E LEC TO R
The PSA Group’s revolver-style
auto shifter is more intuitive than
a rotary dial.
LOATHE IT
REG E N E R ATIVE B R AKES
Essentially on or off. It would be
nice to have more variation.
We’d prefer the
Corsa-e to be going
further between stops
extended motorway driving guzzles
volts far quicker than nipping around
town, but such discrepancies between
indicated and actual range aren’t
easily forgiven. Having been left
on charge for a week following this
incident, the Corsa-e has an indicated
149 miles – rather less than its official
maximum of 209 miles. Suffice to
say, my time in Sport mode – and
increasingly even Normal mode –
has been restricted to brief slip-road
bursts and final-mile shenanigans.
Oh dear, I seem to have dwelled
after all. Happily, there are plenty of
positives to highlight, too, not least
how vastly preferable this electric
version of Luton’s supermini is to pilot
through urban areas compared with
its combustion-engined counterpart.
Our orange petrol-powered Corsa
was a satisfying steer and scored
highly in the refinement rankings,
but I found its eight-speed automatic
gearbox to be rather oddly geared
and its 99bhp 1.2-litre motor to err
on the wrong side of adequate, both
of which prevented a clean start in
green-light getaways. Obviously,
neither is an issue with the EV, but I’m
also enjoying its tight turning circle,
quiet cabin and surprisingly well-
damped suspension. I keep having
to remind myself that there’s 200kg
of added bulk under the floor, such is
its unflappability over speed bumps,
level crossings and the like.
FELIX PAGE
TEST DATA
VAUXHALL CO RSA- E
E LITE NAV
Price £30,310 (after grant) Price as tested
£30,875 Faults Loose decals Expenses None
Range 149 miles Last seen 9.9.20
OWN ONE? SHARE YOUR EXPERIENCE
felix.page@haymarket.com
28 OCTOBER 2020 AUTOCAR.CO.UK 63

BMW M235i GRAN
Initial disagreement seems to have been a misunderstanding
MILEAGE 4446
WHY WE ’ R E RU N N I N G IT
To see how much it matters that this
compact BMW has ditched rear-drive
’m getting into my
second wind with the
I BMW M235i, and the air
definitely tastes sweeter
on several important counts.
Our test team’s first contact with
the 2 Series Gran Coupé, and my own
long-term ‘hello’ report, reflected
group regret that this rule-changing
compact four-door had ditched
BMW’s traditional north-south
straight six and rear-wheel drive.
Compared with the purity of that
original solution, this new car’s
transverse front-drive layout – with
any potential for wheelspin ‘cured’ by
use of a part-time rear drive wherein
up to 50% of its torque can be sent
to the rear wheels – sounded like a
distinctly jury-rigged solution. The
same went for its use of a 2.0-litre
turbo petrol four – a pretty common
engine format – instead of a smooth,
snarling, larger-capacity six.
However, it hasn’t worked out
that way. Enlightenment has
come with familiarity. The xDrive
system completely eliminates
LOVE IT
THAT POWE RTR AI N
I’m talking traction and ratios here,
as well as the engine. It all works so
well that, when it’s percolating, you
forget to dream of a straight six.
LOATHE IT
LU M BAR SU PPO RT
I want to know how normally
conscientious BMW allowed these
elegant-looking bucket seats to be
so uncomfortable on long journeys.
COUPE
Grip and go: engine and chassis impress
wheelspin on abrupt departures from
slippery verges or wet-and-pebbly
intersections that would even upset a
rear-drive M235i. Its traction, mated
to a well-bred modern turbo engine
that produces peak torque of 302lb ft
from just 1750rpm and feeds it into a
quick-changing eight-speed gearbox,
means the car arrows off the mark,
unfailingly turning every rotation
of a wheel into forward motion.
Second concern: the noise. Okay,
it may not sound as sophisticated as
a six, but there’s a raw urgency and
a gruff potential about the four-pot
engine (especially with the Sport
driving mode selected) that means
in the heat of enjoyable moments,
you forget to wish for anything else.
The performance is strong and
easily accessible, whether you’re
seeking a super-fast departure or
a rapid overtake in a line of traffic
already doing 60mph. Snap the lever
sideways, toe the accelerator and the
’box instantly drops a couple of ratios
and the car erupts. It’s intoxicating.
I’m even getting used to the rock-
hard ride, because I’ve learned that
this simply isn’t a car for cruising
along. You need to drive it with
purpose, and if you do, the advantage
of its excellent body control takes
precedence over its tendency to crash
into ruts (which I’ve learned to avoid
OUR CARS
Volkswagen T-Roc R
MILEAGE 5785 LAST SEEN 14.10.20
I never thought I would need to
use the T-Roc’s first aid kit, but a
weekend surfing session quickly
changed that. An unfortunate
encounter with my board’s safety
leash during a big tumble left one
of my toenails hanging by a thread.
Ouch. Thankfully, bandages were
on hand in the Volkswagen, so I
was able to tape myself up before
sheepishly driving off to A&E. SD
reasonably neatly, given the
quick and precise steering).
I’m certainly not saying that this
wouldn’t be a better all-rounder
if BMW would only back the
spring rates off 10%, but the
ride comfort isn’t quite the deal-
breaker I feared six weeks ago.
When tenacious grip is needed
in quick corners or roundabouts,
it’s there in spades. I can’t imagine
Toyota GR Supra
ever sliding this car through an MILEAGE 4330 LAST SEEN 14.10.20
open-roads corner unless there were The Supra has been abroad again,
plenty of chances to practise and this time to Italy. It really is a superb
repeat, which hardly seems the point tourer; over 2300 miles, nothing
when you’re out for a brisk jaunt in about it irritated me. It’s refined on
this four-door Beemer with your the main routes and handily small
other half and the young family on the back roads as you get to your
who it can carry comfortably. overnight stop. And even with tyre
I’m even getting used to the pressures at 2.8 bar (up from 2.2 for
‘angry beaver’ frontal styling. autobahns and distance economy),
Especially since the car’s lowness it rode better than its rivals. RL
and modest frontal area seem to
give it very decent aerodynamics. As
I’ve started driving with more verve,
the trip computer’s economy figure
has stayed in the 40s (it’s 38.8mpg
true), which negates my previous
fear that the cruising range wouldn’t
be up to much (it beats 400 miles)
and provides reassurance that this
is yet another BMW that delivers
its performance with efficiency.
In short, things are turning out
pretty well. Which is good news,
because I thought they might not.
STEVE CROPLEY
Mercedes-Benz EQC
MILEAGE 1082 LAST SEEN 7.10.20
TEST DATA The EQC is far from the only culprit,
B MW M235i G R AN but the scourge of the offset pedal
CO U PE xD R IVE needs highlighting. In this two-pedal
Price £37,255 Price as tested £42,280 set-up, my right foot is forced too
Faults None Expenses None far to the side to line up with the
Economy 38.8mpg Last seen 30.9.20 accelerator, prompting a knee-
grinding pivot to come across to the
brake. It doesn’t slow the movement
down so is perfectly safe, but it does
OWN ONE? SHARE YOUR EXPERIENCE grind on my middle-aged joints. JH
steve.cropley@haymarket.com
28 OCTOBER 2020 AUTOCAR.CO.UK 65
USED CARS What to buy, where to buy it and how much to pay
James Ruppert
THE HIGH PRIEST OF BANGERNOMICS

Regular Jimny
is now off sale, but
not in the used pages

ROCK AND A HARD PLACE

You will need a Jimny or similar when caught between these
uzuki Jimnys are great.
Such a shame those daft
S EU CO2 rules have denied
us new ones, unless
you can justify a stopgap two-seat
commercial vehicle as your brand-
new brick-like pocket-sized 4x4 of
choice. However, this is the used car
section, so we can simply travel back
in time and buy one of the old ones.
Go shopping for one and you
will notice that the market has
certainly hardened up. Jimnys used
to depreciate fairly quickly. One of
the last old-shape 2017 cars in SZ4
trim, with a full service history and
11k miles, will cost you £13,795. It
W H A T WS TE would be at least a grand more at a
ALMO T dealer. There were some low-mileage
B O U G HE E K ones that were straying into all-new
THIS W Jimny money. Meanwhile, I find the
high-milers reassuring, because they
prove the little thing can do strong
you, I was rather taken by a 2007 1.5
SE that had a “one not-very-careful
lady owner” jibe in the classified
advert. Apparently, a few panels were
dented, but the 105k miles were fully
documented in the service book. The
asking price of £1495 seemed very
good to me. They were dents, not rust
holes, making it the perfect little pal
for knocking around town.
Then there’s the Daihatsu
Fourtrak, which is a rare old thing
` quite well. Between £8000 and
Six owners have
enjoyed it. I’d happily
be the seventh
a I still fancy a Jimny so much more.
these days and a proper hard-worker
when required. It will do farm work
all day long, and I was lucky to come
across an ancient 1993 example in
good nick, complete with very ’90s
bumper bars on the front. It was very
tidy for 170k miles, had a diesel engine
and a year’s MOT. All that for £2995.
Finally, there has to be some room
in your life for a true original. A Jeep.
These will take you back to whatever
decade you fancy from the 1940s on.
Wranglers seem to hold their value
£10,000 gets you proper hardcore
articulating-axle rock-climbers and
’90s classics. I was rather taken by
a 1995 4.0 Limited Hardtop with
83,000 miles at just £6900. Six
owners have previously enjoyed it.
I’d happily be the seventh. Secretly,

six-figure miles without bother. Terios is a cut-price

These do come with an automatic Jimny alternative you
gearbox, which can make life easier. can still treat rough
A 2007 1.3 JLX was a reasonable
£5995. The thing is, I would be
M G Z R 120 TRO PHY inclined to pay £1995 and bag a
MG is to you either a Chinese- 2002 example with 106k miles that
backed builder of affordable had a year’s MOT and a lot of history.
Chinese-built EVs or a long-lost There are some alternatives, too.
maker of formidable, elegant The Daihatsu Terios has the benefit
sports tourers. But not so long of a few extra doors and equally
ago, MG produced a credible hot reliable Toyota-sourced mechanicals,
hatch to rival the Golf GTI. The plus a slightly bigger little engine.
25-based ZR is best served with It certainly has a similar vibe to the
a 1.8-litre K Series lump, a five- modern Jimny at a fraction of the
speed manual and in Trophy SE price. A 2005 1.5 SX example with
trim, like this £2395 2005 car. 86k miles, air-con and just a couple
of previous owners is £3250. Mind
 TA L E S F R O M R U P P E R T ’ S GA R AG E
READERS’ QUESTIONS

My 2018 Mini JCW

QUESTION has very poor wear
on the leather seats,
but BMW won’t replace them
under warranty on grounds
of “wear and tear”. So do they
MILE AGE 8 4,650
only last two years?
BMW 320 David Wheeler, Solihull

The BMW representative we spoke

to was unable to comment without
Back to the sad-looking Baby Shark’s non-existent radio. ANSWER seeing the damage but suggested
This is important, because I will soon be faced with eight hours you get in touch with the customer
services team. The wear could
of travel and really can’t face that much time with all those be a chemical reaction to a washing powder or
skin lotion. You could try periodically applying a
voices in my head. I can rustle up a static crackle in the BMW leather conditioner after a clean-and-dry. If the
but nothing more than that. There is one random spade damage is more severe, get a repair quote from
your local leather upholstery specialist. FP
connection that doesn’t attach to anything.
I’m rather tempted to go back to basics and chuck the radio
away. I can remember installing sound systems with just a few
wires, and I can’t understand how this became so complicated.
I may do something radical and get my wire-cutters out. Or not.

READER’S RIDE

Somebody has
QUESTION dented the front
bumper of my 2004
VW Golf in a supermarket
car park, but my insurance
excess is more than the car
is worth. What should I do?
Wendy Moore, Folkestone

The sad truth is that if you claim,

Volvo S60
It was great to hear from Sean Gresty: “After a few
years away doing the whole PCP thing, I’m back on the
Bangernomics horse. I’m chuffed with my new 2003
Volvo S60 D5 SE. It has just 60,000 miles, a wodge of
service history, a fresh 12-month MOT and two brand-
new Michelins on the front. There are only a couple of
small dings on one of the rear doors and the interior
looks factory-fresh. The best thing is that, at £900, it
cost roughly three months of what until recently I was
paying on a newish Volvo V40 R-Design PCP deal.”
your insurance company is likely
ANSWER to say the car is not economically
worthy of repair and deem it a
Category D write-off anyway. The
best course of action would be either to live with
the damage (the odd dent adds character, as
they say) or source a replacement bumper from
a breaker’s yard for less than the price of your
excess. There are hundreds for sale online, so you
will probably find one in the right colour, too. FP

SEND YOUR USED CAR TALES TO  james@bangernomics.com AND READERS' QUESTIONS TO  autocar@haymarket.com
28 OCTOBER 2020 AUTOCAR.CO.UK 67
 WANTED
FOR CAS H!
SHORT
INTERESTING
NUMBER PLATESing
Do you or know someone
We buy for cash and
sell

and offer finders fees

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 bur BETTER
from us!! 25 y straight
years great
service and am
az
feedback!! ing
too so please call We only sell plates we own. Good old fashion service. Been in the business 25 years.
Tel 07961 808069 • Email alspeed@live.co.uk
SPECIAL
PREMIUM RANGE SET
NUMBER 1 PLATES THE ULTIMATE INVESTMENTS NEW
ARRIVAL
6T O 49 88 00 TAJ 1 REN 1 1 VDN 1 EXS FXN 1
£375,000 £79,995 Chinese
£59,995 £75,000 £16,995 £9,995 £9,995 VGP 2 VGP 3
14 O 4 TV
Lucky

£99,500 £29,995
Number TAJ 11 VMB 1 1 VTV 1 XOX 1 URD Great original set
£9995 for the pair
£39,995 £24,995 UNDER OFFER £14,995 £14,995 SOLD
GREAT SHORT
PLATES
4 NJY 2 LETTERS 2
NUMBERS
88 YHB 66 NRY 30 VYP 300 TA NAME PLATES
INTERESTING PLATES RAE3E 200 OEX 666 VRX
£3995 £1795 £1695 £1695 £5995 YOU 55 £1495
2 YJL 50 EU 88 HXE 60 XKY 101 AE OCT4V £2995 £1695
£2995 4 XNE
FUN PLATES £4995
V1JCE 500 OYS 747 OYE
SOLD £1795 £1695 992 AA £5995
NAD74A £2995
3 AKU £3495
10 YV 88 LXK 44 OAY 996 KP £1495 (Pilot) £2995
£12995 (NADIA) £4995 TOP1K £1595
£6995 UVY 5 £1795 £1995 £4995 MUD1Y 777 UEX
3 AKE
SOLD 101 OU YOU63F £3995 333 OXU
£3495 41 HU 80 XON 44 XAM £8995
100 DX (YOUSEF) £6995 SOLD
£1395
£7995
5 GKY £2495 £2495 £5995 GAD1X £1495 123 WVN
3 VJY
£4995
80 VXP 37 DCY 934 EL 100 VO MUS55A OOO7A
£3995
£ 2995 GREAT VALUE £3495 (MUSSA) £14995
£2495
£8995
333 UXX £1495
£1895 £1495 £6995
3 OJX 8 VJY 92 VAN 80 XYX 33 GKY 807OX 1998 AM UDD1P YOU1G T9 UTA
£1495 BARGAIN BUCKET

£3995 SOLD £3995 £2495 £1495 (Botox) £6995 £5995 £2995 £2995
£995 444 XAA KUI 166
£1995 £699
Mercedes 300CE Auto Classic Coupe W124 Jeep Wrangler 20/20 Outlander Hyundai i10 Premium 2017 1100 miles!
3 AND 3’S ALWAYS
PUN 682 5439 BZ
GREAT VALUE AND
TAKE OFF THE AGE OF
£995
£1495
YOUR CAR
AAZ 550
911 SLS RFO 447 (Ferrari 550) £1295
£4995 £ 995 NEW STOCK

1992/K White with grey leather 66k miles full history air
New 500 miles Red auto leather heated steering seats
sat nav Bluetooth cost new @£51k this one £36995
This car is amazing like new lived in the carpeted heated
garage from 2017 and only done 800 miles when we 111 OYF 600 VUY MAA 2A
con electric roof/ windows stunning £7995 great deal! collected air con Bluetooth electric windows alloy wheels 5
speed great first car £7995 £1495 £1295 £5995

AAZ 655 £550 BEK 4A £2700 GI8 COE £650 OIL 77I £I200 ROD 5Y £2600 RI7 SUE £I600
GI9 ABY £850
CI8 ACE £850
M24 ACE £850
K3I ACH £I500
M24 ACY £950
K2I ADD £850
L2I BEK £750
K24 BEK £750
K28 BEN £I500
BER 29G £650
EI6 BEV £I400
R23 BEV £I200
N2I COL £2I00
K24 COL £2500
T3I COL £I400
B33 COL £I500
S66 COL £I600
HI3 CON £750
Elite Registrations
OPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM
D9 OLY £I200
M26 OLY £650
P4 ONA £750
K3I ONA £I500
L2I ORD £750
K3I OVE £950
ROD IIR £I300
N20 ROD £750
A62 ROD £850
ROG 9N £3300
VI8 ROG £950
DI2 RON £I400
J63 SUE £I400
SUE 63IW £950
CI SUS £I300
K24 SYD £750
M2I TAB £650
R23 TAM £650
L40 ADD £650 E282 BEV £750 K24 CON £I500 K3I OYD £750 WI4 RON £850 K24 TAM £850
ADE IIY £3I00 BEZ 727 £550 KI23 CON £650 E9 PAM £I400 R2I RON £I500 N2I TAN £650
K3I ADE £950
KI23 ADE £750
L2I ADY £750
BIG 7284 £550
600 BJ £3400
BL 632 £3900
N3 COP £750
M24 COS £750
N3I COS £750
L7 COW £850
Tel: 01380 818181 elitereg.co.uk M9 PAM £I500
SII PAM £I300
YI4 PAM £650
E34 RON £950
RON 47A £I900
J66 RON £I400
ROS 9A £I700
N8 TAS £950
K2I TAT £750
TAZ 223 £750
9652 TD £I700
M24 ADY £650 F9 BMW £I600 All registrations are offered on a first come, first served basis. All are subject to VAT and the £80 Dept. for Transport transfer fee. Prices may V23 PAM £850
AF 6760 £2500 L44 BMW £950 K2I COX £950 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 T3I PAM £850 WI7 ROS £750 PI8 TED £750
P2I AJG £750 J600 BMW £750 B555 COX £850 K33 PAM £950 K24 ROS £I500 TEL IY £5500
AJH 4IID £750 43 BO £4300 K5 DAF £850 T7 DOL £750 K32I ETH £I500 N2I GEF £650 XI23 JAG £I200 Y300 JON £850 LAC 7Y £3I00 M2I LOS £750 P26 MER £650 G37 PAM £I200 S50 ROS £950 L2 TEL £I500
K888 AJH £750 5555 BO £2300 K24 DAF £650 S24 DON £I500 EUI I33 £550 M2I GEL £750 JAK 2Y £3600 M28 JOR £750 A20 LAD £650 K23 LUC £750 CI2 MES £650 PAM 45G £I400 J900 ROS £750 M24 TEL £II00
C3 AJL £I400 H9 BOB £2500 K29 DAN £I800 K26 DON £I200 EVA 2N £2900 K28 GEM £950 K24 JAK £I700 G2 JPD £750 M2I LAM £750 A27 LUK £750 A8 MGF £850 PAN 66I £I600 MI0 ROY £I300 K25 TEL £I300
L23 AJM £650 N2I BOB £I500 K32I DAN £I500 I60 DON £2500 KI23 EVA £750 B6 GEN £950 P27 JAK £I400 BI JPW £I400 K23 LAM £850 K23 LUM £950 MIL 663 £I200 S66 PAR £650 TI4 ROY £I200 K3I TEN £850
K2I AJP £850 K24 BOB £I900 L32I DAN £I300 J400 DON £850 AI6 EVE £I200 SI8 GEO £750 L600 JAK £650 L3I JPW £650 LAR 3Y £2300 K24 LUN £750 N24 MJD £650 VI7 PAT £950 ROY 60W £I300 K23 TES £750
K32I AJR £650 P24 BOB £I300 M24 DAR £650 DI DOT £2I00 L2I EVE £950 K2I GEO £850 KI23 JAM £850 L28 JRB £650 M3I LAR £650 L24 LYN £I500 KI23 MJH £650 CI8 PAT £I200 ROY 398W £650 E5 TEV £2500
K29 AJS £650 T55 BOB £I400 M3I DAS £750 DI6 DOT £850 P23 EVE £850 R2I GER £750 JAN IIM £2400 L26 JRC £650 K24 LAW £I500 ED54 LYN £650 KI2I MJS £750 K24 PAT £I700 K24 RRR £750 K24 TEX £750
L3I ALF £850 C4 BOD £750 F38 DAV £II00 KI6 DOT £650 R28 EVE £850 K24 GER £750 PI3 JAN £950 K3I JRH £750 L3I LAW £I400 N70 LYN £I200 KI2I MJW £750 S27 PAT £I400 K24 RRS £850 K28 THE £750
K24 ALN £850 H9 BON £850 J5I DAV £I200 686 DOT £I300 338 EVE £2700 GIL 337 £I200 HI6 JAN £I700 E5 JST £750 42 LAW £4300 M90 LYN £I400 P4I MLA £850 D89 PAT £II00 G322 RRY £I500 F4I THE £3600
R32I ALX £650 K2I BOS £850 M88 DAV £I300 DOU 2G £3700 K23 EVO £I500 H5 GMB £750 CI9 JAN £I600 JUD 2IY £2400 GI LAY £2500 N23 MAC £I500 G7 MLL £750 PAT 95W £I800 K2I RSH £850 L3I TLE £650
FI9 ALY £I300 C9 BOX £I400 N2I DAY £750 C8 DRG £650 K25 EXE £I500 K24 GOR £750 N24 JAN £I200 JWR 406 £I500 K23 LEA £650 K24 MAC £I900 D6 MMB £950 D32I PAT £850 K32I RST £950 K29 TOM £2500
K24 ALY £I500 850 BP £2900 L27 DAY £650 R9 DSH £750 I EYG £6900 772 GTW £950 E7I JAN £850 JY 4635 £I900 K28 LEC £650 K24 MAF £650 M2I MMS £650 D376 PAT £650 K28 RUN £750 TOM I20Y £I500
ALZ 776 £650 K25 BRY £750 449 DCG £I700 R5 DST £750 K2I FAB £750 GUM IY £I600 B92 JAN £I300 L23 KAM £750 P23 LEE £I600 L2I MAL £I200 P2I MMS £650 PAT 764W £950 L2I RUS £750 L27 TON £750
K27 AMB £750 M27 BRY £850 K3I DDD £I500 82I2 DT £2200 HI5 FAR £750 K24 GUS £I500 N27 JAS £950 K32I KAM £750 L24 LEE £I700 N23 MAL £II00 M2I MOE £650 PEG IY £2900 N2I RUS £750 I85 TR £3500
K28 AMB £950 W444 BRY £650 K2I DDO £750 K24 DUG £750 M26 FAR £650 T60 GUS £750 K24 JAX £750 M2I KAR £650 K25 LEE £I800 V28 MAL £850 K24 MOG £750 P9 PEG £850 M29 RUS £650 46I5 TR £I900
K24 AMC £750 K24 BUC £750 K3I DDS £I500 DUG 409 £2300 26 FD £4500 TI3 GUY £750 JAZ 353 £I300 K24 KAR £I500 LEN 6P £I800 K29 MAL £I400 N2I MOO £650 K2I PEN £750 RUT 9H £3I00 TRO 2Y £2300
K25 AMM £650 L2I BUD £650 K2I DDY £I500 K24 DUN £750 84 FEE £2700 K24 GUY £I500 AI5 JCK £850 M2I KAS £650 LEN 8A £2200 MAR 8Y £3400 5232 MP £2I00 PEN 3IY £I900 K27 RYN £850 K2I TSY £750
L25 AND £850 R23 BUD £650 DEB 4Y £4I00 M26 DUN £650 FEL 3T £850 GYL 8S £I400 K24 JED £750 N2I KAS £650 BI2 LEN £I300 RI2I MAR £650 P2I MUR £650 5644 PH £2200 N28 SAB £850 K2I TTH £950
K29 AND £950 A8 BUG £I500 K2I DEB £I500 DXI 266 £550 FIG II6 £550 HAG I4T £750 JEE 848 £I300 L24 KAT £950 DI8 LEN £I400 P23 MAT £I400 K3I MYY £750 PKD 922 £950 N2I SAL £950 K2I TTS £I500
M23 ANE £750 W24 BUG £750 L9 DEE £I500 K24 DXN £750 FIL 47I £I200 HAJ 829 £950 R2I JEF £850 DI3 KAY £I400 L2I LEN £I200 L24 MAT £I500 H8 NAM £II00 K3 POT £750 L23 SAL £750 K28 TTY £I800
FI0 ANG £I400 GI2 BUK £650 DI0 DEE £I400 27 EAM £2500 FIL 9I63 £650 I39 HAL £I700 K24 JEF £I500 P2I KAY £I500 K24 LEN £I700 M24 MAT £I700 BI8 NAM £650 PP 4928 £2I00 K29 SAM £2400 K25 TYS £750
L24 ANG £I500 P2I BUR £650 RI3 DEE £I400 N3I EAN £750 K24 FLY £750 K24 HAN £2500 JEF 727W £650 N23 KAY £I200 N24 LEN £II00 K29 MAT £I500 L2I NAM £750 K2I PPS £I500 L2I SAN £I500 K3I TYS £I500
M9I ANG £I300 L28 CAB £750 L2I DEE £I400 EAR 8L £2700 I78 FM £3500 RI5 HAR £950 K24 JEM £I500 K27 KAY £I300 LEN 26 £2600 PI2I MAT £750 NAS 6H £2700 PEII PPY £750 K24 SAN £I300 K2I TYY £I200
PI5 ANN £950 765 CAB £I600 N2I DEE £I300 I72 EBE £850 I699 FM £I500 L25 HAR £850 K24 JEN £I600 KAZ 77I £I300 LEN 630 £I900 K24 MAX £I900 L2I NAS £850 8236 PZ £I400 R45 SAN £II00 K28 TYY £I500
R2I ANN £I300 BII CAG £650 P23 DEE £I200 I988 EC £2300 G22 FOX £I300 K25 HAS £750 R70 JEN £I700 459 KBM £850 K24 LEO £850 L26 MAX £I500 K24 NAT £I500 K24 RAE £650 S800 SAN £850 366 UKL £850
L3I ANN £2300 K24 CAL £950 M24 DEE £II00 RI2 EDD £650 K25 FOX £I500 K24 HAY £850 JEO 754 £950 KCF 3I7 £850 N2I LES £I400 S29 MAX £I600 J77 NAT £I200 K2I RAH £I500 L2I SAR £650 253 UYJ £850
2348 AP £I900 KI2I CAL £750 EI5 DEK £650 EE 994I £I600 P26 FOX £I200 HAZ 778 £I500 P2 JER £750 7249 KD £I500 L3I LES £I500 P3I MAX £I400 K23 NDY £I500 P23 RAJ £850 C9 SCD £850 T50 VAL £I400
K25 ARA £2500 K24 CAS £I500 R2I DEK £650 N2I EEL £650 M555 FOX £II00 K24 HEN £750 R6 JER £850 KEL I2Y £3700 M32I LES £I300 A2I2 MAX £I300 T70 NDY £750 N2I RAS £650 E6 SCW £750 K2I VAN £I500
N88 ARA £750 P23 CAT £II00 L2I DEL £I200 P23 EEL £750 FRZ 2II £550 HIB 368 £850 P25 JES £II00 N2I KEL £I300 M2I LET £850 J300 MAX £I200 K24 NED £750 VI4 RAY £I200 SDD 72I £750 VHO 522 £750
LI2I ARA £850 D24 CAT £I300 K26 DEL £950 L3I EGH £I200 K2I FUN £850 HIG 939 £550 J92 JES £I200 K28 KEL £I500 KII LEW £950 K2I MAY £850 NEG 520 £950 K2I RAY £I700 L2I SEE £650 M2I VON £650
K3I ARC £750 M28 CAT £I200 M29 DEL £II00 87I3 EH £I800 L2I FUN £650 HIL 556 £I300 JFB 9I0 £I500 KEN I7P £I600 LGY I7I £750 L24 MAY £850 K3I NEL £750 RAY 59R £I800 K2I SER £850 K3I VOS £2500
R2I ART £650 KI23 CAT £950 DEL 32L £I400 JI ELA £I900 L2I GAR £850 HIL 3593 £550 JIL 332 £750 K2I KEN £I500 LIL 933 £850 R24 MAY £850 N3I NES £750 R222 RAY £I300 A27 SER £650 K2I VOW £750
K24 ART £850 B7 CBS £650 D77 DEL £I300 L2I ELL £850 M2I GAR £750 HKZ 3II £550 45I JKJ £550 X23 KEN £850 K24 LJB £750 MI2I MAY £850 A2 NET £2300 E9 RDY £650 L3I SEY £II00 VSU 358 £750
LI0 ARY £650 V6 CDH £850 DEN I4 £4800 K23 ELL £750 DI NEV £I500 REE 5A £2600 M24 SHA £850 VTF 682 £750
EI4 ARY £650
GA02 ASH £650
Y3 CEL £850
GII CEL £650
L2I DEN £I400
P24 DEN £I200
L25 ELS £650
ELZ 553 £550 REGISTRATIONS URGENTLY WANTED K2I NEY £I500
K2I NGM £850
K2I REE £750
K2 REG £I500
N28 SHA £750
N24 SHE £850
VXO I74 £550
K2I WED £I500
K24 ASH £2500
K32I ATE £I500
K2I ATS £850
N2I CER £750
K24 CES £850
GI CGD £750
N3I DEN £II00
A83 DEN £I500
K3I DER £750
K25 EMA £I500
EMM 3Y £3700
K24 EMM £750
FOR IMMEDIATE PURCHASE K24 NGY £750
NIB 5II £650
K3I NKS £I500
P2I REN £650
M2I RES £650
S99 RES £650
639 SHW £I500
SHZ 655 £750
SJI I66 £850
DI5 WES £750
P2I WES £650
L28 WES £650
PII ATY £750 K24 CHA £850 DES 2M £I600 L2I EMY £650 L2I GAV £750 K24 HLL £750 D6 JMB £I300 T26 KEN £950 K3I LJC £650 MAZ 445 £850 308 NMM £850 REX IC £I600 K29 SJM £650 WIL 388 £850
K29 ATY £2500 M24 CHA £650 C3 DES £I500 ENZ 787 £550 F99 GAV £650 S24 HOL £850 L23 JMB £750 MI2I KEN £750 K3I LJM £650 K3I MBO £750 K27 NNY £I500 H6 REX £750 CI7 SLH £750 WON 970 £I500
K32I ATY £I500 K24 CHE £750 DEZ I22 £750 K3I EON £850 GAZ 663 £I400 K26 HOL £850 K32I JMC £750 N555 KEN £650 I5I LL £3300 K2I MBR £850 M3I NNY £850 D7 REX £750 L3I SON £650 WS 3985 £2I00
936 AUG £850 CHZ 889 £750 DIG 7554 £550 EP 5787 £2500 GAZ 5349 £650 HUG 2H £3700 K3I JMD £650 N2I KER £650 EII6 LLA £850 PI8 MCC £650 KI2I NNY £I200 K29 RJB £650 K3I SSH £I500 9289 WW £I300
L3I AVY £750 CIG I5I £850 L27 DJB £750 II0 ER £3400 K24 GED £850 HUG 88H £I700 KI23 JMS £650 GI4 KES £650 L2I LLL £750 GII MCL £950 I00 NOB £I800 K3I RJS £750 K2I SSO £850 N9 WYN £750
6445 AW £2300 K3I CJS £750 RII DJG £750 MI2I ERS £750 P23 GEE £650 K32I HUG £850 K24 JMW £750 L2I KES £750 K27 LLY £I500 L24 MCL £650 K3I NSY £2500 K23 RLS £850 K2I SSR £I500 L3I WYN £I500
AI2 BAL £750 D3 CLK £I400 M26 DJH £650 K28 ERT £950 M26 GEE £750 59I0 IA £I400 2947 JN £I900 KES 444A £850 L27 LLY £750 K24 MCR £850 45 NT £4900 M28 RLY £650 L2I SSS £750 DI4 XEY £850
M8 BAX £850 D6 CLW £850 K28 DJW £650 ES 9767 £I500 E5 GEF £I300 N23 JAC £I300 K24 JOE £I900 K26 KEV £I500 MI23 LMC £650 HI0 MEE £650 738 NTT £750 38I RMP £I900 N23 SSY £750 XSV 86I £850
BAZ 889 £I300 CMS IIV £750 PI2 DOC £650 4988 ET £I200 A6 GEF £I400 T3I JAD £750 K26 JON £I500 2258 KP £I800 A7 LOO £I200 K3I MEE £750 K23 NYY £950 K2I ROB £I900 D486 STU £650 K24 XXX £950
BAZ 4426 £650 600 CN £2900 K29 DOG £850 K2I ETH £2500 HI0 GEF £II00 HI0 JAG £I600 C225 JON £750 P2I KYM £650 630 LOO £I500 PI2I MEL £950 407 OFM £550 L23 ROB £I500 SUE IIR £3300 K28 YES £I500

68 AUTOCAR.CO.UK 28 OCTOBER 2020


Urbanites needn’t miss out on the luxuries of big premium cars, says Mark Pearson
here’s no reason why
a premium car has to be
T a large one, nor any good
reason why a small one
shouldn’t feature fancy technology.
The original A1 wrapped all the good
qualities of larger Audis in a nifty
package that immediately became a
hit, and although its successor grew
a little larger around the waist,
it embodies the same principles.
Engine choices are plentiful. At
the top of the tree is a 197bhp 2.0-litre
turbo petrol (badged 40 TFSI) that’s
paired exclusively to a smooth six-
speed automatic gearbox. But more
sensible options include the 148bhp
1.5-litre (35 TFSI), 113bhp 1.0-litre
(30 TFSI) and entry-level 94bhp
1.0-litre (25 TFSI) turbo petrols.
However, it’s tech that really sets
the A1 apart from other superminis,
because even the base SE model (later
known as Technik) has super-bright
LED headlights and the sweeping
indicators in the LED tail-lights you
see on bigger Audis. There’s also a
simplified, 10.25in digital cockpit,
FA M I LY- F R I E N D LY E Vs
BEST LEASE DEALS:
JAGUAR I - PACE EV400 S
£3737 deposit, £611 per month,
36 months, 8000 miles per year
Still looking fabulous after a couple of
years on sale, the I-Pace comes with
a useful 292-mile range. What you
get is a luxury SUV with an opulent
and striking interior and genuinely
entertaining handling. Visibility could
be better, but it’s still a top choice.
AS GOOD AS NEW
AUDI A1 SPORTBACK
OUR TOP SPEC
40 TFS I S LI N E
CO M PE TITI O N
The 40 TFSI engine is smooth
15in alloys, a DAB alloys, the A1 is one of
and punchy and the adaptive
radio, lane departure the smoothest-riding
warning, automatic
emergency braking
dampers offer the option of
a comfy ride, despite the
small cars available.
S Line models have
sporty alloys.
and 8.8in touchscreen sports suspension as
infotainment with Apple standard, and some might
CarPlay and Android Auto. find this a little too firm when
Sport models gain 16in wheels, in combination with 18in wheels.
rear parking sensors and front sports Ride quality may vary, then, but
seats. S Line comes in four different all A1s have predictable steering that
flavours. The standard version has allows you to accurately place the car
17in rims, sports suspension and on the road and are refined and good
some sportier exterior styling; S Line to drive. Mind you, those with the
Contrast edition and S Line Style manual gearbox have a rather long
edition are mostly styling packages; gearshift action that’s not as slick
while S Line Competition is the only as that of the cheaper Ford Fiesta.
way to get the most powerful 40 TFSI Where the original A1 really
engine and adaptive dampers. These fell short of the competition was
should be able to take the sting out of for interior space, because while
lumps and bumps on a really rough people up front were well catered
road when you select Comfort mode. for, rear accommodation was tight
Vorsprung and Black Edition and the boot was small. But this
models top the range, upping the current car is closely related to the
ante with 18in wheels and a wealth latest Seat Ibiza and Volkswagen
of additional equipment. Polo, which are among the roomiest
As long as you stick with the small hatchbacks around, so it’s no
standard suspension set-up (called surprise to find that this A1 vastly
Dynamic) and don’t go for larger improves on what went before.
AUDI E-TRON 55
M ERCEDES EQC 400 SPORT
£3796 deposit, £666 per month, QUAT TRO SPORT
48 months, 8000 miles per year £3733 deposit, £619 per month,
The EQC will appeal strongly to those 48 months, 8000 miles per year
whose top priority is comfort for all the If you want near-silence from a car,
family, thanks to its amazingly supple look no further. What it lacks in range
motorway ride, truly hushed interior (255 miles) and driving excitement
and decent infotainment system. Its compared with the I-Pace, the E-tron
range trails the I-Pace’s by 33 miles, makes up for with its comfortable ride
mind you, and it doesn’t look as cool. and spacious, beautifully built interior.
USED CARS
NEED TO KNOW
Audi this year launched the
Citycarver, which takes all that’s
good about the standard A1 and
adds SUV-aping exterior body
cladding and a raised ride height.
All petrol models get respectable
economy. The most frugal is the 30
TFSI, scoring 52.3mpg. The less
potent 25 TFSI can’t quite match
that, because of its five-speed
gearbox, but still gets 50.4mpg.
The 35 TFSI officially sips fuel at
a rate of 46.3mpg, while the warm-
hatch 40 TFSI achieves 40.4mpg.
A1 prices start at about £16,000.
Between £17,000 and £20,000
is enough for a 25 TFSI or 30 TFSI
from 2019 or 2020; a little more
will bag you a 35 TFSI or 40 TFSI.
30 TFSI SPORT
OUR Most people will find
PICK that their needs are
more than met by
the flexible, frugal (and popular)
113bhp 1.0-litre 30 TFSI, while
Sport trim brings all of the
equipment you could really need.
There are plenty around, too.
30 TFSI
WILD C I T YC A R V E R
CAR D For those partial to
SUVs, the Citycarver
cuts quite a dash. You can have it
with only the 30 TFSI and 35 TFSI
engines, admittedly, but then it
rides better than the regular A1.
ONES WE FOUND
2018 A1 Sportback 30 TFSI SE,
30,000 miles, £18,000
2018 A1 Sportback 40 TFSI S Line
Competition, 8000 miles, £22,995
2019 A1 Sportback 35 TFSI
Sport, 8000 miles, £21,995
2020 A1 Citycarver 30 TFSI,
3000 miles, £22,500
N ISSAN LEAF 40KWH ACENTA
For more lease deals, visit whatcar.com
£1403 deposit, £246 per month,
36 months, 8000 miles per year
Okay, just to bring you all back down
to earth. This entry-level version of
the Leaf may manage only 168 miles
on each charge, but what value for
money it is. It’s a spacious and family-
friendly hatchback with a big boot and
packed with thoughtful touches.
28 OCTOBER 2020 AUTOCAR.CO.UK 69

Lotus Carlton £69,995
ew cars have been subject
to a public campaign
F threatening their very
existence, but when a
band of thieves outran West Midlands
Police’s fleet of Peugeot 405s and
Austin Montegos using a stolen Lotus
Carlton in 1993, the car was deemed
“unsafe” and “unreasonable” by the
government itself.
With five usable seats and a
177mph top speed that eclipsed pretty
much anything else with indicators,
this long-lost Lotus, registration 40
RA, consistently evaded capture as
the petty criminals embarked on a
ESTATE
BODY, EVO
HEART
SHAME
ABOUT THE
FACE
70 AUTOCAR.CO.UK 28 OCTOBER 2020
BUY THEM
BEFORE WE DO
ram-raiding spree over the course of
several months. A local police officer
complained of being unable “to get
near the thing” and the Daily Mail
launched an ultimately unsuccessful
campaign to have the Carlton banned
from public roads.
The fate of 40 RA remains
uncertain to this day. There’s even a
Facebook group dedicated to finding
it. But anyway, there are faster, more
common and much cheaper getaway
cars available today, especially as the
only two examples on sale at the time
of writing were nearly £70,000.
That’s huge money for a car that,
Mitsubishi Legnum VR-4
£6999
Always wanted an old-school Evo but
hamstrung by your budget and the
size of your brood? Take a look at the
little-known Legnum VR-4. Making
279bhp from a punchy 2.5-litre V6,
this four-wheel-drive battle cruiser
can hit 62mph from rest in 5.7sec.
Ford Scorpio 24v
£8995
Widely condemned for its heroically
awkward styling, the Mk2 Scorpio
could be specified, insanely, with a
24-valve Cosworth V6. Visual clues
to its 207bhp innards are minimal, so
this could be the ideal low-key, budget
alternative to an Escort RS Cosworth.
to the untrained eye, is an ageing
Vauxhall repmobile wearing a
flash aero kit, but given just 320 UK
cars were built and far fewer likely
remain, there’s no questioning its
scarcity. Let’s not forget, either, that
Hethel’s take on the Carlton was
rather more aggressive than that
of Luton. Under the bonnet lies a
3.6-litre twin-turbocharged straight
six pushing 377bhp and 419lb ft to
the rear axle, which in Autocar’s own
road test helped the saloon cover
0-100mph-0 in just 17sec, placing it
second only to the Ferrari F40. The
Vauxhall’s multi-link suspension was
HANDY
SCANDI
WAGON
WILD CARD
CATCH
ME IF YOU
CAN
tuned for improved dynamics, too,
and its six-speed manual gearbox
was shared with none other than
the Chevrolet Corvette ZR-1.
So would your £69,995 go on a new
BMW M3 Competition or on this
brawny British bank heist weapon?
This particular example is currently
owned by a Vauxhall specialist,
with prior keepers maintaining a
fastidious record of all repairs and
servicing. It’s an investment, sure,
but don’t be put off giving it the beans
where possible: the Lotus Carlton was
built to be enjoyed, not dry-stored.
FELIX PAGE
Volvo 850R
£9999
What goes like a new Mazda MX-5 but
looks like a school bus? Actually, the
850R’s 0-62mph time is on a par with
the MX-5’s but its 250bhp straight five
propels it to a Mazda-beating 158mph,
in manual form. This car has the
stodgier auto ’box but, still, look at it.
Jaguar XJ40 Lister
£79,995
Lister built only two examples of its
take on the Jaguar XJ40 but one of
the pair is up for sale. New, Lister’s
tuning package cost then Newcastle
United owner Sir John Hall £69,000,
but it was undoubtedly worth it for
the sound of its 596bhp V12 alone.
 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

Can I have a ‘lifestyle’ estate car

for £2000, please?

Volvo V70 Cross Country £1990

FIAT UNO TURBO IE
Enthusiasts joke that the ‘ie’ suffix stands for ‘idles
erratically’, but this stunning example of the hen’s tooth
that is the Fiat Uno Turbo sounds like a properly sorted
proposition. Its £12,000 hammer price would have
bought a very clean Mk2 Volkswagen Golf GTI or Ford
Fiesta XR2, but government data shows that just 12
UK examples of this feisty Fiat are still in use, so it’s got
rarity well and truly on its side. Factoring in its recent BMW 525i Touring £1995
restoration and a dusting of performance-oriented FELIX PAGE If you’re hankering after an SUV and have crippling
modifications, this seems a very safe (and hilariously acrophobia, a beefed-up estate is the way to go. This charming
Swedish brick wears all the chunky off-road addenda you could
fun) bet for its new owner. ask for, and with 210mm of ground clearance, permanent four-
wheel drive and 210lb ft from its 2.4-litre turbocharged straight
five, it offers genuine capability on the rough stuff. James asked
for an estate, Max, not ‘a state’.

FUTURE
MAX ADAMS Excuse me? If you turned up at a posh estate
in your decrepit Volvo, you’d be turned away. My classy BMW

CLASSIC
would be welcomed with open arms. It’s a tidy two-owner car
with a full service history, plus it has a powerful straight six to
keep James and our readers happy. It’s not the most practical
carry-all, but that’s not what ‘lifestyle’ estates are about.
FP This is interesting. I believe you own a Volvo not dissimilar
to the one I’ve chosen, and I recently sold an E39-gen 5 Series,
so we’re each arguing the other’s cause. The fact remains,
however, that the 525i owner’s ‘lifestyle’ revolves largely
around petrol stations and ABS module rebuild specialists.
MA I’d rather have relatively easy repairs in comparison to the
potential failure of the ‘sealed for life’ Aisin auto ’box, which
would make your Volvo uneconomical to repair.
FP Old Volvos don’t die. They just accumulate dents. As a winter
beater with more than a modicum of go-anywhere gusto, my
tank is worth a punt. If only for the still-novel headlight wipers.
MA I’m not about getting my shoes muddy, so I’ll
Mazda 323F V6 ZXi £3995 stick with my 5 Series, thanks.
Oh, look, a five-door Japanese hatchback with a five-speed manual gearbox, naturally
aspirated petrol V6, sporty styling and Nürburgring-honed handling. It ticks all the important VERDICT
boxes, so why hasn’t the 323F achieved classic status yet? Well, this V6 was the most
potent engine option yet still developed only 145bhp, the car’s semi-circle silhouette is an
acquired taste and an MPG readout in the high-20s is cause for celebration. But it’s a more That BMW has life and
engaging steer than most of its contemporary rivals and this particular example is specified
in range-topping ZXi trim, so it feels much more upmarket inside than it has any right to.
style in equal measure.
The thinking person’s RX-8, perhaps? JAMES RUPPERT

28 OCTOBER 2020 AUTOCAR.CO.UK 71

 HOW TO BUY A

DATSUN
Datsun rejected
240Z
Yamaha’s proposal
for the 240Z,
which went on to
become the jaw-
dropping Toyota
2000GT.

WHILE THE DATSUN SHINES

Datsun went a long way towards improving its image in 1969 with a gratifying sports
coupé, and it remains affordable – for now. Felix Page urges you to start making hay
ith a Lotus-inspired
suspension set-up, baby
W Jaguar E-Type styling
and a 0-60mph time of
just 8.0sec, the Datsun 240Z had
pretty much everything going for it,
so it was no surprise that it quickly
became one of the most acclaimed
and popular sports cars of its time.
With its 2.4-litre (hence the name)
straight-six engine sending 150bhp
to its rear axle and a kerb weight of
little more than a tonne, the 240Z was
aimed squarely at accessible sports
cars like the MGB and Lancia Fulvia
Coupé, but it was so comparatively
well built, modern and quick that
it gained a much more widespread
global following. That legacy is still
strong today, and it’s the success of
the 240Z and its successors (running
right through to today’s 370Z) that
make us especially sad that we won’t
receive the new 400Z in the UK.
Let’s not mope, though. There
are 240Zs aplenty to pick from,
and with prices hovering around
the mid-£20,000s for a clean,
unmodified example, you can get
your old-school sports car fix for a
fraction of what you would have to
pay for the more prestigious E-Type
or the ultra-rare Toyota 2000GT.
You can even buy a new one.
Well, sort of: MZR Roadsports’
take on the little Datsun is rather
more refined than even the cleanest
standard examples. The Bradford
firm’s restoration process has each
car stripped down to bare metal
and rebuilt with modern sound-
deadening measures, strengthened
chassis components and uprated
motors but, crucially, leaves it almost
identical to the original 240Z. It’s
a lovely way to spend £90,000, but
an untouched original car is best if
you’re on a budget.
You would be wise to value
structural integrity over provenance.
The British climate especially hasn’t
been kind to the rust-prone 240Z,
and what looks like a cheap car
can quickly spiral into a money pit
with no hope of recuperating your
outlay. American imports, mainly
from California, are therefore very
popular, but shipping fees and import
taxes will usually negate any saving
you make on repairs, so buy one here
and let someone else do the legwork.
Once you’ve decided your budget,
making a decision is as simple as
verifying a car’s mileage, checking
the calibre of any work carried out,
getting a quote for any jobs that are
outstanding and hitting the road.
And that’s exactly what you should
do with a 240Z, at least while values
are still just on the right side of
realistic. That straight six is revered
for its eagerness and durability and,
with a properly sorted driveline and
chassis, the 240Z can hold its own
on any B-road against much more
modern equivalents.

72 AUTOCAR.CO.UK 28 OCTOBER 2020

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

Lovely straight
six is durable and
easy to work on

An expert’s view
D U N C A N P E A R C E Y,
T H E Z FA R M
“There are now very few genuinely
restorable right-hand-drive examples,
because 45 years of British winters
have ravaged bodies to such an extent
that most are beyond redemption. We
tend to use them as donors and bring
in US cars from dry states, such as
California and Arizona. Ten years ago,
I was buying decent right-hand-drive
cars for £7000-£9000 and making
a bit of profit. Now those cars cost
three times that. Importing also has
its risks. Every so often you find a
gem, but by the time you’ve got it
here, with shipping and duty, any half-
decent car costs £15,000-£20,000.”
Buyer beware…
Q B O DY W O R K
The 240Z is a good-looking car from
any angle, but kerb appeal is all too
often spoiled by the gradual onset of
crippling corrosion. Weak spots include
(but aren’t limited to) the battery tray,
lower front wings, spare wheel well,
bootlid surround and floorpan. This
may sound strange, but take a magnet
to the viewing: it’s the only way to be
sure the paint isn’t hiding acres of filler.
Some reproduction panels are sold by
Would you rather specialists, including The Z Farm, but
pull paddles or others need to be shipped from the US.
heel-and-toe?
Q E N G I N E
The straight six is easy to tune, but
performance add-ons can place stress
on original components, so it’s best to
carry out certain upgrades as part of
a package. Hesitant throttle response,
misfiring or lumpy idling could be a sign
that one or both of the carburettors
are running lean. A scarily low oil
pressure reading can usually be traced
back to a dodgy sensor, while a stiff
engine fan can be solved with a bit of
lubricant - although replacement with
cheaper ignition switch in the steering
column first. Oxidised connections
can cause fuses to blow; The Z Store’s
upgraded fusebox is a plug-and-play
solution for around £155 plus shipping.
Q G E A R B O X
UK cars had a five-speed gearbox,
but an import will more likely make
do with four. Both are robust, but
check for crunchiness shifting into
second and fifth – the sign of worn
synchros – and listen for any indication
the bearings are on their way out. A
whining noise from the rear is likely to
be the differential and not really worth
worrying about if it’s not deteriorating.
How much to spend
£5 0 0 0 - £9 9 9 9
Intimidating restorations and parts
cars hold up the bottom of the market.
Get friendly with a professional welder…
£10,000 - £14 ,999
A runner can be picked up for less than
£15,000 in the US, but you must factor
in import and recommissioning costs.
£ 1 5 , 0 0 0 - £2 4 , 9 9 9
Some bargains but also plenty of tired
and modified cars wanting restoration.
£2 5 , 0 0 0 A N D A B O V E
Prices climb into the high £50,000
region for the most immaculate
examples, but you would be well served
by an honest 1971 car for £32,000.
One we found
Thanks to Duncan Pearcey (hthezfarm.co.uk)

a new electronic item is a better bet.

` the internal plate rotates smoothly
With a properly sorted driveline and chassis,
the 240Z can still hold its own on any B-road
a
Q E L E C T R I C S
To check the health of the distributor –
a common weakness – suck the end of
the vacuum-advance hose and ensure
and snaps back into place. Reluctance
to turn over with the key could be the
fault of the starter solenoid, but try
replacing the more accessible and
D AT S U N 2 4 0 Z , 1 9 7 2 ,
4 2 02 M I L E S , £3 5 , 0 0 0
Having covered just over 4000 miles
since it was completely rebuilt by MZR,
this is essentially a new car. Its engine,
brakes and five-speed gearbox have
been overhauled and upgraded, power
steering has been fitted and you could
eat your dinner off its chassis. Cast
aside your purist tendencies and enjoy.
28 OCTOBER 2020 AUTOCAR.CO.UK 73
 h) h) h)
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/62 /62 2
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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 52.3 143 1.6 30 TDI 114 131 10.4 51.4-54.3 137-143 A8 4dr saloon £72,885–£116,430 AAAAC
Between the various figures produced on the 2.9 BiTurbo Quadrifoglio 503 191 3.9 27.2 235 1.5 35 TDI 144 150 8.4 57.6-61.4 120-127 Technical tour de force benefits from Audi’s knack of making very
old-style NEDC, transitional NEDC Correlated good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg
and new-style WLTP laboratory emissions and Stelvio 5dr SUV £41,255–£73,195 AAAAB
AAAAC 3.0 55 TFSI quattro A4 4dr saloon £30,435–£57,625
335 155 5.6 28.0-29.7 216-228
fuel economy tests, it has become tricky to Alfa’s first SUV is a solid effort. Choosing the petrol version gives it High quality and competent but leaves the dynamic finesse to its
3.0 55 TFSI quattro LWB 335 155 5.7 27.7-28.8 223-232
charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg 3.0 TFSI e quattro 449 155 4.9 100.9-113 57-64
compare manufacturers’ claimed efficiency 2.2 Turbo Diesel 190 187 130 7.6 45.6 159 2.0 35 TFSI 148 139 8.6 40.4-40.9 155-159 4.0 S8 quattro 571 155 3.8 24.1-24.4 263-265
on the latest new cars. When you see a fuel 2.2 Turbo Diesel 190 Q4 AWD 187 130 7.6 43.5 169-170 2.0 40 TFSI 187 155 7.3 39.2-39.8 160-164 3.0 50 TDI quattro 282 155 5.9 37.7-40.9 182-196
economy and CO2 figure reference elsewhere, 2.2 Turbo Diesel 210 Q4 AWD 207 134 6.6 42.8 168 2.0 45 TFSI quattro 242 155 5.6 35.8-36.2 177-180 3.0 50 TDI quattro LWB 282 155 5.9 37.7-38.7 190-197
it’s often without explanation. 2.0 Turbo 200 Q4 AWD 197 134 7.2 30.1 206-209 3.0 30 TDI 132 133 9.5 51.4-54.3 135-143
So, to provide as fair and clear a basis for 2.0 Turbo 280 Q4 AWD 276 143 5.7 30.4 208 2.0 35 TDI 148 136 8.9 49.6-51.4 144-148 E-tron 5dr SUV £59,900–£93,500 AAAAB
comparison as possible, you’ll only ever read 2.9 BiTurbo Quadrifoglio 503 197 3.8 24.6 261 2.0 40 TDI quattro 187 146 7.4 49.6-51.4 144-150 A rounded, uber-luxurious addition to the premium EV niche.
3.0 S4 TDI 342 155 4.8 40.4-40.9 181-182 LxWxH 4901x1935x1629 Kerb weight 2490kg
WLTP combined fuel economy and CO2 figures ALPINA 50 quattro 71kWh 308 118 6.8 175 0
in Autocar’s first drive reviews, features and B3 4dr saloon/5dr touring £66,665–£68,165 AAAAA A4 Avant 5dr estate £31,835–£82,770 AAAAC 55 quattro 95kWh 403 124 5.4 233 0
comparison tests – and on these data pages. Buchloe’s take on 3 Series makes a case for being all the car you Classy and demure estate lacks the dynamic sparkle of rivals. S quattro 95kWh 503 130 4.5 221 0
Those are the aggregated result of four lab could ever need. LxWxH 4620x1811x1430 Kerb weight 1865kg LxWxH 4725x1842x1434 Kerb weight 1370kg
tests carried out across as many different 3.0 BiTurbo 462 186-188 3.8-3.9 2.0 35 TFSI 25.9 247 148 136 8.9 39.2-39.8 160-164 E-tron Sportback 5dr SUV £69,100–£95,100 AAAAB
cruising speed ranges – although they’re 2.0 40 TFSI 187 148 7.5 37.2-38.2 168-172 Quick and classy EV builds on the solid foundations of its more
sometimes expressed as a range rather than as
B5 4dr saloon/5dr touring £95,000–£97,500 AAAAC 2.0 45 TFSI quattro 242 155 6.0 34.4-35.3 181-185 upright sibling. LxWxH 4901x1935x1616 Kerb weight 2480kg
Is it the best alternative to an M5? Yes, at least from a practicality 3.0 V6 TFSI RS4 Avant 448 155 4.1 29.1 219-220 50 quattro 71kWH 308 118 6.8 188 0
one specific figure to show the different results viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 2.0 30 TDI 132 131 9.8 49.6-54.3 137-150 55 quattro 95kWh 403 124 5.7 242 0
recorded by the heaviest and lightest available 4.4 V8 BiTurbo 599 200-205 3.5-3.7 23.5 272 2.0 35 TDI 148 132 9.2 45.6-47.1 157-163 S quattro 95kWh 503 130 4.5 221 0
examples of the car in question (depending on 2.0 40 TDI quattro 187 143-144 7.6-7.9 43.5-44.1 167-171
optional equipment). Not all car makers have B7 4dr saloon £121,850 AAAAC 3.0 50 TDI Allroad quattro 282 155 5.3 38.2 194 Q2 5dr SUV £22,725–£42,315 AAAAC
published these figures yet, however. A 7 Series with a power boost gives BMW a worthy challenger to 3.0 S4 TDI quattro 342 155 4.9 39.2-40.4 186-187 Audi’s smallest SUV is a decent stepping stone from the A3 to the
the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg
In road tests, you’ll also see our own 4.4 V8 BiTurbo 599 205 4.2 24.4 264 A5 2dr coupé £37,600–£87,425 AAAAC 1.0 30 TFSI 114 122 10.3 44.8-46.3 137-142
independently produced real-world fuel Refreshed coupé gets a sharper look and a refreshed interior. Still 1.5 35 TFSI 148 131 8.5 40.9-42.2 152-157
economy test results for comparison with the D5 S 4dr saloon £64,355 AAAAC mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg 2.0 40 TFSI quattro 187 141 6.5 33.2-34.9 184-192
lab test claims. We produce an average, track The excellent 5 Series receives some Alpina tweaking to make it a 2.0 35 TFSI 148 140 8.9 38.7-40.4 158-165 2.0 SQ2 TFSI 298 155 4.8 32.1-33.2 192-199
and touring figure for each car we test, as often brilliant cruiser. LxWxH 4956x1868x1466 Kerb weight 1870kg 2.0 40 TFSI 187 150 7.2 38.7-40.4 158-165 1.6 30 TDI 114 122 10.5 43.5-44.8 166-170
as possible on a brim-to-brim test basis. 3.0 BiTurbo 345 171 4.9 38.2 192 2.0 45 TFSI quattro 242 155 4.8 36.2-36.7 TBC 2.0 35 TDI quattro 148 131 8.1 44.1-46.3 160-168
2.9 V6 TFSI RS5 quattro 443 155 3.9 29.4-29.7 212-213
While ‘average’ represents the overall XD3 5dr SUV £57,925 AAAAC 2.0 35 TDI 163 162 8.2 51.4-55.4 141-144 Q3 5dr SUV £31,885–£61,185 AAABC
economy returned by a new car over a full road Pleasant BMW SUV impressively enhanced with the usual Alpina 2.0 40 TDI 187 150 7.7 48.7-52.3 142-151 Typically refined and competent but feels more like an A3 than an
test and ‘track’ is relevant only to intensive toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg 2.0 40 TDI quattro 187 146 7.4 44.8-46.3 160-165 Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg
performance testing (the length and conditions 3.0 BiTurbo 330 158 4.9 31.4 328 3.0 V6 S4 TDI quattro 345 155 4.8 40.4-40.9 180-183 1.5 35 TFSI 148 128-131 9.2-9.6 36.7-37.7 169-176
of which can vary slightly), ‘touring’ gives the 2.0 40 TFSI quattro 187 136 7.4 30.4-30.7 208-210
best guide of the kind of economy you might see
ALPINE A5 Sportback 5dr coupé £37,600–£87,425 AAAAC 2.0 45 TFSI quattro 227 144 6.3 31.0 205-207
from a car at a steady 70mph motorway cruise.
A110 2dr coupé £48,140–£59,740 AAAAA Refined, good-looking four-door coupé is sadly short on charm and 2.5 RS Q3 quattro 396 155 4.5 28.8 223-231
A much, much greater car and achievement than the sum of its finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 2.0 35 TDI 148 128 9.2 44.1-44.8 165-167
We do real-world efficiency and range parts suggests. LxWxH 4180x1980x1252 Kerb weight 1080kg 2.0 35 TFSI 148 139 9.1 38.2-39.8 160-167 2.0 35 TDI quattro 148 131 9.3 39.2-40.9 182-188
testing on electric cars, too, expressing the 1.8 Turbo 252 155 4.5 39.2 162 2.0 40 TFSI 187 150 7.5 38.2-39.8 160-167 2.0 40 TDI quattro 188 137 8.0 37.7 196-197
former in terms of miles per kilowatt hour, 1.8 Turbo S 288 162 4.4 38.7 163 2.0 45 TFSI quattro 242 155 5.8 35.8-36.2 178-179
as manufacturers do increasingly widely 2.9 V6 TFSI RS5 Quattro 448 155 3.9 28.8-29.4 215-216 Q3 Sportback 5dr SUV £33,035–£62,335 AAABC
by convention.
ARIEL 2.0 35 TDI 148 135 9.1 47.1-49.6 149-158 A more sporting take on the compact SUV, with similarly stable
Atom 0dr open £39,950 AAAAB 2.0 40 TDI 187 150 7.5 47.9-51.4 144-155 handling. LxWxH 4500x1856x1567 Kerb weight 1460kg
S TA R R AT I N G S E X P L A I N E D
Simple, purist concept remains but everything else has changed… 2.0 40 TDI quattro 187 146 7.6 44.1-45.6 162-167 1.5 35 TFSI 148 126 9.6 47.9–48.7 134–132
for the better. LxWxH 3520x1880x1122 Kerb weight 595kg 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4 183-186 2.0 40 TFSI quattro 188 136 7.4 31.0 207
2.0 turbo 320 162 2.8 NA NA 2.0 45 TFSI quattro 227 144 6.5 37.7 171
CCCCC Inherently dangerous/unsafe. Tragically, A5 Cabriolet 2dr open £41,715–£63,755 AAAAC 2.5 RS Q3 quattro 396 155 4.5 28.5 224-231
irredeemably flawed. Nomad 0dr open £38,000 AAAAA More practical than smaller options. Lower-powered, steel-sprung 2.0 35 TDI 148 126 9.3 50.4–51.4 148–146
BCCCC Appalling. Massively significant failings. Well inside the top 10 list of our favourite cars. A revelation and a trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 35 TDI quattro 148 126 9.3 40.4-44.8 166-183
ACCCC Very poor. Fails to meet any accepted riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg 2.0 35 TFSI 150 136 9.8 39.2-40.4 160-165 2.0 40 TDI quattro 188 134 8.3 38.2 191-195
2.4 K24 i-VTEC 235 125 3.4 NA NA 2.0 40 TFSI 187 150 7.9 36.7-37.2 173-174
class boundaries. 2.0 45 TFSI quattro 242 155 6.5 34.0-34.4 186-187 Q5 5dr SUV £42,950–£68,745 AAAAC
ABCCC Poor. Within acceptable class ASTON MARTIN 2.0 40 TDI 187 150 8.4 45.6-46.3 161-164 Appealing combination of Audi allure, affordable SUV practicality
boundaries in a few areas. Still not Vantage 2dr coupé/2dr open £122,805–£127,005 AAAAB 2.0 40 TDI quattro 187 145 8.0 42.8-43.5 171-172 and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg
recommendable. The faster, cleverer, more hardcore entry-level Aston tops its 2.0 45 TFSI quattro 242 147 6.4 30.4-32.5 198-211
AACCC Off the pace. Below average in nearly class. LxWxH 4465x1942x1273 Kerb weight 1630kg A6 4dr saloon £40,395–£79,805 AAAAC 2.0 50 TFSI e quattro 249 148 6.1 128.4 49
4.0 V8 503 190-195 3.6-3.8 11.6 236 Supremely well-constructed but a bit soulless to drive. A smart 2.0 55 TFSIe quattro 363 148 5.3 108.6 56
all areas. office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg 2.0 40 TDI quattro 187 136 8.1 36.2-38.2 193-204
AABCC Acceptable. About average in key areas, DB11 2dr coupé/2dr open £149,805–£177,225 AAAAA 2.0 45 TFSI quattro 242 155 6.0 33.6-34.0 188-192 3.0 SQ5 TDI quattro 344 155 5.1 32.8 224-225
but disappoints. The stunning replacement for the already seductive DB9 is tyre- 2.0 50 TFSI e quattro 299 152 5.5 166-177 36-38
shreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg 3.0 55 TFSI quattro 335 155 5.1 30.1-30.7 209-212 Q7 5dr SUV £56,940–£97,640 AAAAC
AAACC Competent. Above average in some 4.0 V8 503 187 4.0 10.8 230 2.0 40 TDI 201 152 8.1 47.1-48.7 153-158 Unengaging to drive and light on feel, but the cabin is both huge
areas, average in others. Outstanding 5.2 V12 AMR 630 208 3.7 13.4 265 2.0 40 TDI quattro 201 153 7.6 44.8-46.3 161-164 and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg
in none. 3.0 50 TDI quattro 282 155 5.5 38.7-39.2 188-191 3.0 V6 55 TFSI quattro 338 155 5.9 25.2-26.9 239-253
AAABC Good. Competitive in key areas. DBS Superleggera 2dr coupé/open £231,730–£249,730 AAAAA 3.0 S6 TDI quattro 344 155 5.0 35.8-36.2 203-206 4.0 SQ5 quattro 503 155 4.1 22.8 281-281
Effortlessly fast, intoxicating to drive: the big Aston is better than 3.0 V6 45 TDI quattro 228 142 7.3 32.5-33.6 220-228
AAAAC Very good. Very competitive in key ever. LxWxH 4712x2146x1280 Kerb weight 1693kg A6 Avant 5dr estate £42,495–£112,290 AAAAC 3.0 V6 50 TDI quattro 282 152 6.3 32.1-33.2 221-231
areas, competitive in secondary 5.2 V12 715 211 A capable and high-tech throwback that’s a timely reminder of
3.7 13.5 285
respects. what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg Q8 5dr SUV £66,745–£120,210 AAAAC
AAAAB Excellent. Near class-leading in key Rapide AMR 4dr saloon £198,374 AAAAC 2.0 45 TFSI quattro 242 155 6.2 32.5-33.2 193-197 Striking and effective coupé-SUV range-topper leaves us wanting
The Rapide is one of the most elegant four-door sports cars in the 3.0 55 TFSI quattro 335 155 5.3 29.4-30.1 213-217 more. LxWxH 4986x1995x1705 Kerb weight 2145kg
areas and in some ways outstanding. world. LxWxH 5019x1929x1360 Kerb weight 1995kg› 4.0 RS6 quattro 596 174 3.6 22.1-22.6 283-290 3.0 V6 55 TFSI quattro 335 155 5.9 26.2-25.7 246-249
AAAAA Brilliant, unsurpassed. All but flawless. 6.0 V12 599 205 4.2
2.0 40 TDI 13.8 305 201 149 8.3 44.8-46.3 161-166 4.0 SQ8 quattro 503 155 4.1 22.1 290-292
2.0 40 TDI quattro 201 150 7.8 43.5-44.8 166-170 4.0 V8 RS Q8 quattro 592 155 3.8 20.2-20.3 315-318
DBX 5dr SUV £160,230 AAAAB 3.0 50 TDI quattro 282 155 5.7 37.7-38.2 193-196 3.0 V6 50 TDI quattro 282 152 6.3 32.5-32.8 225-228
ABARTH Doesn’t try to be the biggest, fastest SUV, and may be all the more 3.0 S6 TDI quattro 344 155 5.1 35.3-35.8 206-210
595 3dr hatch/2dr open £17,310–£28,440 AAABC appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg TT 2dr coupé £32,570–£65,420 AAAAC
The Fiat 500’s Abarth makeover makes it a true pocket rocket. 4.0 V8 550 181 4.5 19.7 269 A7 Sportback 5dr coupé £47,860–£115,440 AAABC Still serves up plenty of pace, style and usability for the money. It’s
LxWxH 3657x1627x1485 Kerb weight 1070kg Easy on the eye and to live with, but let down by stolid dynamics. better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg
1.4 T-jet 145 143 130 7.8 37.2-39.2 162-164 AU D I LxWxH 4969x1908x1422 Kerb weight 1880kg 2.0 40 TFSI 194 155 6.6 40.9 155-156
1.4 T-jet 165 Turismo 162 135 7.3 35.3-38.2 161-166 A1 Sportback 5dr hatch £18,670–£31,510 AAABC 2.0 45 TFSI quattro 242 155 6.2 32.8-33.6 190-195 2.0 45 TFSI 242 155 5.8-5.9 39.8 161-162
1.4 T-jet 180 Competizione 177 140 6.9 36.2-36.7 171Quite pricey, but a rounded car with plenty of rational appeal. 2.0 50 TFSI e quattro 299 155 6.3 134.5-141.2 46-47 2.0 45 TFSI quattro 242 155 5.2 35.3 181-182
1.4 T-jet 180 Essesse 177 140 6.7 36.2-36.7 171LxWxH 4029x1746x1418 Kerb weight 1105kg 3.0 55 TFSI quattro 335 155 5.3 29.7-30.1 214-215 2.0 50 TFSI quattro TTS 302 155 4.5 34.9-35.3 182-183
1.0 25 TFSI 94 118 10.8 48.7-49.6 128-131 4.0 RS7 quattro 596 174 3.6 22.2-22.4 286-288 2.5 TT RS quattro 395 155 3.7 30.7-31.0 207-209
695 3dr hatch/2dr open £30,650 AAABC 1.0 30 TFSI 114 126 9.5 46.3-50.4 126-139 2.0 40 TDI 201 152 8.3 45.6-47.9 155-164
A convincing track-day 500 with decent dynamic ability, but overly 1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 2.0 40 TDI quattro 201 155 7.0 44.1-45.6 162-169 TT Roadster 2dr open £34,320–£67,110 AAAAC
firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg 2.0 40 TFSI 197 146 6.5 40.4 158 3.0 50 TDI quattro 282 155 5.7 37.7-38.2 193-196 Plenty of pace and driver reward, along with prestige and design-
1.4 T-jet 180 Rivale 177 140 6.7 36.2-36.7 171 3.0 S7 TDI quattro 344 155 5.1 35.3-35.8 205-208 icon style. LxWxH 4191x1966x1355 Kerb weight 1455kg
A3 Sportback 5dr hatch £23,300–£40,330 AAAAC 2.0 40 TFSI 194 155 6.9 39.8 160-162
A L FA R O M E O All the above but with the added convenience of a usefully larger 2.0 45 TFSI 242 155 6.0-6.1 38.7 165-166
Giulietta 5dr hatch £20,400–£26,810 AAACC boot. LxWxH 4313x1785x1426 Kerb weight 1180kg 2.0 45 TFSI quattro 242 155 5.5 34.0-34.4 187-188
Long in the tooth but still seductive, shame it’s not rounded or 1.0 30 TFSI 114 128 9.9 47.1-49.6 128-135 2.0 50 TFSI quattro TTS 302 155 4.8 34.0 187-188
lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg 1.5 35 TFSI 148 137 8.2 44.1-44.8 142-147 2.5 TT RS quattro 395 155 3.9 29.7-30.1 213-215
1.4 TB 120 118 121 9.4 37.1-38.2 168-171 2.0 TFSI S3 quattro 310 155 4.8 35.3 183
1.6 JTDM-2 120 148 121 10.0 47.1-49.6 144-148 1.6 30 TDI 114 126 10.4 51.4-54.3 138-143 R8 2dr coupé £115,890–£155,595 AAAAC
2.0 JTDM-2 170 168 133 8.3 45.5-47.9 145 1.5 35 TDI 148 135 8.1 54.3-55.4 133-135 Usable but no less involving or dramatic for it. V10 is deliciously
brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg
Giulia 4dr saloon £34,995–£67,195 AAAAB A3 Saloon 4dr saloon £25,265–£40,570 AAAAC 5.2 V10 RWD 538 201 3.7 22.2 289
Handsome and special dynamically but lacks finesse and comes Undercuts the case to own an A4. Upmarket interior and good to 5.2 V10 FSI quattro 567 201 3.4 21.6 297
as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg drive. LxWxH 4458x1796x1416 Kerb weight 1240kg 5.2 V10 Performance q’tro 610 205 3.1 21.4 299
2.0 Turbo Petrol 200 197 146 6.6 36.2 176-184 1.0 30 TFSI 114 131 9.9 46.3-48.7 132-139
2.0 Turbo Petrol 280 276 149 5.7 33.6 195 1.5 35 TFSI 148 139 8.2 54.3-56.5 131-136
2.2 Turbo Diesel 160 158 137 8.2 53.3 135 2.0 TFSI S3 quattro 310 155 4.8 36.2 178

74 AUTOCAR.CO.UK 28 OCTOBER 2020

 N E W CAR PR I CES
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3 Series 4dr saloon £31,110–£49,515 AAAAA C3 Aircross 5dr hatchback £19,170–£23,025 AAABC
Latest 3 Series has a growth spurt, but size is no obstacle for an Funky-looking C3 gets a jacked-up, rugged SUV look.
engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg LxWxH 4155x1765x1637 Kerb weight 1088kg
318i 152 138 8.4 44.1-42.8 145-149 1.2 PureTech 110 107 115 11.3 51.5 124
320i 181 146 7.1 41.5-43.5 124-127 1.2 PureTech 130 127 124 10.4 47.3 135
320i xDrive 181 142 7.6 41.5 155 1.6 BlueHDi 100 96 109 12.8 62.7 118
330i 254 155 5.8 38.2-41.5 134-139
330e 288 155 5.9 188.3-201.8 37-38 C4 Cactus 5dr hatchback £22,535–£23,315 AAABC
M340i xDrive 369 155 4.4 34.0-34.9 185 Interesting and novel to look at but flawed to drive.
318d 148 132 8.3-8.4 52.3-55.4 109-116 LxWxH 4157x1729x1480 Kerb weight 965kg
320d 187 146 6.8-7.1 49.6-56.5 110-118 1.2 PureTech 110 107 117 9.3-9.7 51.5 124
320d xDrive 187 144 6.9 47.1-49.6 119-121 1.6 BlueHDi 100 96 114 10.6-11.2 63.4 117
330d 263 155 5.5 44.1-47.9 133-138
330d xDrive 263 155 5.1 42.2-47.1 136-140 Grand C4 Spacetourer 5dr MPV £27,460–£36,370 AAAAC
R8 Spyder 2dr open £124,580–£164,285 AAAAC M340d xDrive 338 155 4.6 46.3 160 X1 5dr SUV £29,455–£40,010 AAAAC Alternative MPV offers something fresh, comfy, spacious and
Taking the roof off the R8 enhances the drama tenfold. Pick of the premium bunch but a tad unrefined and has ordinary quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg
LxWxH 4426x1940x1245 Kerb weight 1680kg 3 Series Touring 5dr estate £32,935–£51,780 AAAAB handling. LxWxH 4439x1821x1598 Kerb weight 1395kg 1.2 PureTech 130 126 125-128 10.8 46.9 136
5.2 V10 RWD 538 200 3.8 20.9 307 Towering everyday appeal. Arguably the best all-rounder sensible sDrive18i 138 127 9.7 39.2-40.9 149-156 1.6 BlueHDi 130 126 130 11.3 58.6-60.1 123-126
5.2 V10 quattro 567 200 3.5 21.2 301 money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg sDrive20i 189 138 7.4 36.7-38.2 156-157 1.6 BlueHDi 160 158 130 9.2 47.0 158
5.2 V10 Performance q’tro 610 204 3.2 21.1 304 318i 152 137 8.7 40.9-42.2 152-157 xDrive20i 189 TBC 7.7 34.4-35.8 166-167
320i 181 143 7.5 40.4-41.5 154-159 xDrive25e 218 120 6.9 134.5-148.7 50-51 C5 Aircross 5dr SUV £26,655–£36,855 AAABC
BAC 330i 254 155 5.9 39.2-40.4 139-146 sDrive18d 148 126 9.3-9.4 47.9-49.6 133 Smooth-riding SUV has an easy-going nature, but not the most
Mono 0dr open £165,125 AAAAB 330e 292 143 5.9 176.6-201.8 32-37 xDrive18d 148 126 9.3-9.4 46.3-47.9 144-145 dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg
An F-22 Raptor for the road, only significantly better built. 330e xDrive 292 140 5.9 156.9-176.6 37-42 xDrive20d 187 136 7.8 45.6-47.9 148 1.2 PureTech 130 129 117 10.5 44.2 144
LxWxH 3952x1836x1110 Kerb weight 580kg M340i xDrive 371 155 4.5 33.6 191 1.6 PureTech 180 178 134 8.2 39.6 161
2.5 VVT 305 170 2.8 NA NA 318d 148 133 8.8 51.4 143-144 X2 5dr SUV £30,415–£45,660 AAAAC 1.6 PureTech 225 PHEV 223 140 TBC 166.2 50
320d 188 142 7.1-7.9 49.6-50.4 115-121 Proves crossovers aren’t always worse than the hatchbacks on 1.5 BlueHDI 130 129 117 10.4 57.3 129
BENTLEY 320d xDrive 188 142 7.4 47.9-51.4 121-124 which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg 1.5 BlueHDI 180 174 131 8.6 47.3 157
Continental GT 2dr coupé £154,030–£173,435 AAAAC 330d 263 140 5.6 45.6 161-163 sDrive18i 138 127 9.6 39.8-43.5 148-153
Refined and improved in every area, making the Conti a superb 330d xDrive 261 155 5.4 42.8-43.5 142-146 sDrive20i 189 141 7.7 37.2-39.8 154-159 Berlingo 5dr MPV £21,565–£28,095 AAAAB
grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg M340d xDrive 340 155 4.8 44.8 165 xDrive20i 189 TBC 7.6 34.9-36.2 164-169 Boxy, slightly quirky and immensely practical van-based car
4.0 V8 542 198 3.9 23.9 268 xDrive25e 220 121 6.8 156.9 40-41 returns to top form. LxWxH 4403x1921x1849 Kerb weight 1398kg
6.0 W12 626 207 3.6 20.8 308 4 Series 2dr coupé £35,440–£71,130 AAAAC M35i 302 155 4.9 33.6-34.0 187 1.2 PureTech 110 108 109 11.5 37.5-42.4 147
A talented GT and brilliant B-road steer that’s very well-equipped. sDrive18d 148 129 9.3-9.8 47.9-52.3 132-137 1.5 BlueHDI 100 101 109 12.3 55.6 133
Continental GTC 2dr open £169,230–£218,370 AAAAB New model due soon. LxWxH 4640x1825x1377 Kerb weight 1475kg xDrive18d 148 128 9.2 46.3-49.6 143-148 1.5 BlueHDI 130 128 116 10.3 54.2 137
Immensely capable and refined open-top cruiser with effortless 420i 181 146 7.3-7.5 35.3-37.7 169-171 xDrive20d 185 137 7.7 45.6-50.4 146-151
performance. LxWxH 4850x2187x1399 Kerb weight 2414kg 420i xDrive 181 144 7.6-7.8 33.6-36.2 178-180 CUPRA
4.0 V8 542 198 4.0 23.3 275 430i 248 155 5.8-5.9 34.9-37.2 171 X3 5dr SUV £41,485–£79,030 AAAAC Ateca 5dr hatch £38,140 AAABC
6.0 W12 626 207 3.7 20.2 317 440i 321 155 5.0-5.2 31.0-33.6 185 Continues where the last one left off. Dynamically good and more First model from Seat’s stand-alone performance brand has
M4 Competition 444 155 4.0-4.2 24.7-28.5 225 luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg decent pace and precision. LxWxH 4376x1841x1615 Kerb weight
Flying Spur 4dr saloon £170,530–£207,830 AAAAB 420d 187 146 7.2-7.4 46.3-50.4 151 xDrive20i 181 134 8.3 29.4-31.4 179-181 1615kg
New from the ground up, with the looks and technology of a class 420d xDrive 187 144 7.3 43.5-45.6 158 xDrive30e 288 130 6.1 134.5 51-54 2.0 TSI 300 296 153 5.2 32.5 197
winner. LxWxH 5316x1879x1483 Kerb weight 2437kg 430d 254 155 5.5 40.9-42.2 173 xDrive M40i 355 155 4.8 25.7-26.6 209
6.0 W12 632 207 3.8 19.1 337 430d xDrive 254 155 5.2 38.7-39.2 183 X3M Competition 503 155 4.1 26.9 261 Formentor 5dr SUV £39,830–£42,200 AAAAC
435d xDrive 308 155 4.7 39.2-40.4 183 xDrive20d 187 132 8.0 39.2-41.5 154-156 Bespoke SUV delivers a well-rounded, sure-footed and rewarding
Mulsanne 4dr saloon £240,880–£301,960 AAAAC xDrive30d 261 149 5.8 36.7-38.7 181-183 drive. LxWxH 4450x1839x1511 Kerb weight 1569kg
If the Rolls Phantom is best from the back seat, the Mulsanne is 4 Series Convertible 2dr open £41,130–£71,355 AAAAC xDrive M40d 321 155 4.9 35.3-36.7 187 2.0 TSI 310 310 155 4.9 31.4-32.8 194-203
best in the front. LxWxH 5575x1926x1521 Kerb weight 2685kg Previous-gen grand tourer with the ability to remove the roof had
6.75 V8 505 184 5.1-5.3 17.4 365 real talent. LxWxH 4640x1825x1384 Kerb weight 1700kg X4 5dr SUV £45,135–£81,950 AAABC DACIA
6.75 V8 Speed 530 190 4.9
420i 17.4 365 181 146 8.2-8.4 34.0-35.8 181-183 Downsized X6 is respectable enough if not loveable, but the X3 is a Sandero 5dr hatch £7995–£10,305 AAACC
430i 248 155 6.3-6.4 32.8-35.3 183 better option. LxWxH 4671x1881x1624 Kerb weight 1735kg A clever budget prospect but its limitations are unavoidable, even
Bentayga 5dr SUV £148,930–£180,750 AAAAB 440i 321 155 5.4 29.7-30.4 194 xDrive M40i 336 155 4.9 25.9-26.9 209 after a smart facelift. LxWxH 4069x1733x1519 Kerb weight 969kg
Crewe’s first attempt at a SUV remains ahead of most luxury rivals. M4 Competition 444 155 4.3-4.5 26.9-28.0 229 X4M Competiton 503 155 4.1 26.7 259 1.0 SCe 75 71 98 14.2 51.4 129
LxWxH 5140x1998x1742 Kerb weight 2505kg 420d 187 146 8.1-8.2 44.1-46.3 160 xDrive20d 187 131 8.0 39.2-41.5 161-165 0.9 TCe 90 87 109 11.1 47.1-47.9 140-141
4.0 V8 542 171 4.5 21.7 302 430d 254 155 5.9 39.2-39.8 180 xDrive30d 254 145 5.8 36.7-40.9 180-184 1.0 TCe 100 Bi-Fuel 99 114 11.1 53.3 124
435d xDrive 308 155 5.2 37.7-38.2 189 xDrive M40d 322 155 4.9 35.3-27.2 184
BMW Sandero Stepway 5dr hatch £10,145–£11,995 AAABC
1 Series 5dr hatch £25,005–£37,480 AAAAB 4 Series Gran Coupé 4dr coupé £36,085–£51,410 AAAAC X5 5dr SUV £61,135–£110,650 AAAAC A more expensive and slightly more rugged cheap car – but still
May not drive like a traditional BMW but delivers on upmarket hatch Essentially a prettier 3 Series. Good, but not better than the More capable, convenient, refined and classy SUV that’s a more limited. LxWxH 4089x1761x1555 Kerb weight 1040kg
values. LxWxH 4319x1799x1434 Kerb weight 1365kg regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg 0.9 TCe 90 87 104 11.1 47.1-47.9 140-141
118i 138 132 420i 8.5 40.9-45.6 135-139 181 146 7.5-7.7 34.9-37.1 172-173 xDrive40i 335 155 5.5 25.0-27.2 228-241 1.0 TCe 100 Bi-Fuel 99 114 11.1 46.3 137
M135i xDrive 302 155 4.8
420i xDrive 34.4-35.8 176 181 144 7.8-8.1 33.2-25.8 182-183 xDrive45e 282 155 5.6 188.3-235.4 31
116d 114 TBC 430i 10.1-10.3 54.3-61.4 119-123 248 155 5.9 34.4-37.2 174 M50i 523 155 4.3 22.6-23.2 276 Logan MCV 5dr estate £10,745–£12,105 AAACC
118d 148 134 440i 8.4-8.5 54.3-57.6 123-126 321 155 5.1 30.7-31.7 188 X5M Competition 623 155 3.8 22.1 292 Lacks its stablemates’ charms but retains their cheapness.
120d 187 144 420d 7.3 55.4-57.6 129-133 187 146 7.4-7.6 46.3-51.4 151-152 xDrive30d 261 130 6.8 34.0-37.7 198-210 LxWxH 4501x1733x1552 Kerb weight 980kg
120d xDrive 187 TBC 7.0
420d xDrive 48.7-58.3 139-142 187 144 7.5 43.5-46.3 160 xDrive40d 340 152 5.5 38.7-39.2 192-196 0.9 TCe 90 87 109 11.1 47.1-47.9 140-141
430d 254 155 5.6 40.9-41.5 174 1.0 TCe 100 Bi-Fuel 99 114 11.6 46.2 129
2 Series 2dr coupé £26,690–£75,355 AAAAB 430d xDrive 254 155 5.3 38.2-39.2 185 X6 5dr SUV £60,845–£113,350 AAABC
A proper compact coupé now. Could be better equipped, however. 435d xDrive 308 155 4.8 39.2-39.8 183 The world’s first off-road coupé, but appearances make it difficult Logan MCV Stepway 5dr estate £12,945–£13,755 AAACC
LxWxH 4432x1774x1418 Kerb weight 1420kg to love. LxWxH 4909x1989x1702 Kerb weight 2065kg Given a rugged makeover but still lacks charm. Extremely
218i 134 130 8.8-8.9 35.8-38.2 168-172 5 Series 4dr saloon £38,600–£100,850 AAAAB xDrive40i 338 155 5.5 26.4-28.5 225-230 practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg
220i 181 143 7.2 36.2-38.2 170-174 The perfect compromise between the comfy E-Class and dynamic M50i 523 155 4.3 23.0-23.5 272 0.9 TCe 90 87 106 12.4 45.6 138-139
M240i 335 155 4.6-4.8 32.5 197 XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg X6M Competition 623 155 3.8 22.4 287 1.0 TCe 100 Bi-Fuel 99 114 11.6 46.2 129
M2 Competition 404 155 4.2-4.4
520i 28.2-29.1 226 181 146 7.8 38.2-40.4 153 xDrive30d 254 143 6.7 32.5-33.6 196-201
M2 CS 448 174 4.0
530e 28.5 226 248 146 6.1-6.2 117.7-128.4 32-43 xDrive40d 340 154 5.5 38.7-39.8 187-191 Duster 5dr SUV £11,245–£20,145 AAABC
545e 391 155 4.6 134.5 47-48 A value champion. If cheap family transport is what you require,
2 Series Convertible 2dr open £30,220–£44,750 AAABC M550i xDrive 528 155 3.8 26.2-26.6 243-247 X7 5dr SUV £75,120–£92,975 AAAAC the Duster delivers. LxWxH 4315x2000x1625 Kerb weight 1147kg
Better than its 1 Series forebear but lacks truly distinguishing M5 Competition 616 155 3.3 23.5-24.1 251 BMW’s largest SUV yet crowns the line-up, but faces strong 1.0 TCe 100 4x2 99 105 12.5 46.3 138
premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg 520d 187 147 7.5 44.1-52.3 131 competition. LxWxH 5151x2000x1805 Kerb weight 2395kg 1.3 TCe 130 4x2 128 118 11.1 42.8 149
218i 134 130 9.4-9.6 33.6-36.2 177-181 520d xDrive 187 144 7.6 43.5-48.7 141 xDrive40i 338 155 6.1 24.6-24.8 249-250 1.3 TCe 150 4x4 148 121 10.6 TBC 162
220i 181 143 7.7 34.4-35.8 180-184 530d 261 155 5.7 43.5-45.6 152-158 M50i 523 155 4.7 21.6-21.9 290 1.0 TCe 100 Bi-Fuel 99 108 TBC 44.1 150
M240i 335 155 4.7-4.9 31.4 204 530d xDrive 261 155 5.4 39.2-41.5 168-174 xDrive40d 340 152 6.1 36.2 203-204 1.5 dCi 115 4x2 111 111 10.5 57.7 128
1.5 dCi 115 4x4 111 108 12.1 51.4 145
2 Series Gran Coupé 4dr saloon £26,410–£38,315 AAACC 5 Series Touring 5dr estate £41,175–£60,570 AAAAB i3 5dr hatch £36,025–£38,555 AAAAB
Blends 1 Series platform with rakish looks, but lacks the coupé’s The excellent 5 Series made in more practical form. The 520d is Our favourite high-end small car happens to be an EV, and it could DS
driver appeal. LxWxH 4526x1800x1420 Kerb weight 1350kg still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 3 Crossback 5dr SUV £22,515–£39,490 AAABC
218i 138 134 8.7
520i 181 46.3-47.1
139 8.2 34.9-38.2 164 136-138 120Ah 167 93 7.3 188 0 First foray into compact SUVs comfortably competes with more
M235i xDrive 302 155 4.9
540i xDrive 335 15537.2 5.1 28.2-30.4 194-199172 120Ah S 180 99 6.9 182 0 established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg
218d 148 138 8.6
530e 292 14058.9-60.1
6.1 176.6-188.3 35-38123-125 1.2 PureTech 100 98 112 10.9 46.0-52.0 113
220d 188 148 7.5
530e xDrive 292 14056.5-57.6
6.1 141.2-156.9 42-45129-131 Z4 2dr coupé £38,165–£50,535 AAAAC 1.2 PureTech 130 128 124 9.2 42.2-47.1 117
520d 187 147 7.8 44.1-47.9 139-140 Better to drive than ever, but makes a better open-top cruiser than 1.2 PureTech 155 153 129 8.2 41.7-45.7 128
2 Series Active Tourer 5dr hatch £26,615–£38,235 AAAAC 520d xDrive 187 144 7.9 42.2-46.3 148 a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg 1.5 BlueHDI 100 98 112 11.4 54.4-62.7 102
BMW’s FWD hatch is a proper contender but not as practical as 530d 261 155 5.8 40.9-43.5 160-164 sDrive20i 195 155 6.6 38.7-39.8 161-162 50kWh E-Tense 132 93 8.7 191-206 0
some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg 530d xDrive 261 155 5.6 37.7-41.5 170-179 sDrive30i 255 155 5.4 37.7-38.7 166-167
218i 134 127 9.3 39.8-44.1 142-149 sDrive M40i 338 155 4.6 33.2 192-193 7 Crossback 5dr SUV £32,740–£56,085 AAABC
220i 181 142 7.4 37.2-38.7 150-156 7 Series 4dr saloon £70,630–£90,205 AAAAC DS’s first premium SUV certainly has the right price tag, equipment
225xe 248 125 6.7 88.3-100.9 44 Rules on in-car entertainment and diesel sophistication; otherwise C AT E R H A M and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg
216d 335 121 11.1 55.4-58.9 124-130 too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg Seven 2dr open £27,490–£55,385 AAAAB 1.2 PureTech 130 129 122 10.2 42.2-48.0 138
218d 148 129 9.0-9.1 49.6-55.4 129-136 740i 338 155 5.5 31.7-34.0 189-199 The 360 is the sweet spot in the revised range, giving the Seven 1.6 PureTech 180 178 137 8.9 35.2-38.5 152
220d 187 141 7.6 50.4-53.3 134-135 750i xDrive 527 155 4.0 25.7-26.9 243-245 just the right hit of performance. LxWxH TBC Kerb weight 490kg 1.6 PureTech 225 EAT8 218 141 8.3 33.6-36.5 157
220d xDrive 187 138 7.5 47.9-51.4 141-148 745e 283 155 5.1-5.2 104.6-141.2 46 1.6 Sigma Ti-VCT 270 135 122 5.0 NA NA 1.6 E-Tense 298 149 5.9 176.6-201.8 32-40
730d 261 155 6.1 41.5-43.5 166-172 1.6 Sigma Ti-VCT 310 152 127 4.9 NA NA 1.5 BlueHDi 130 TBC 121 11.7 49.3-55.3 134-141
2 Series Gran Tourer 5dr MPV £28,510–£38,600 AAAAB 730d xDrive 261 155 5.8 39.2-40.9 177-183 2.0 Duratec 360 180 130 4.8 NA NA 2.0 BlueHDi 180 EAT8 171 134 9.9 42.7 154
Brings a proper premium MPV to the table. Third row seats aren’t 740d xDrive 315 155 5.2 37.7-39.8 178-185 2.0 Duratec 420 210 136 3.8 NA NA
adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 2.0 Supercharged 620S 310 145 3.4 NA NA FERRARI
218i 134 127 9.5-9.8 38.2-40.9 150-151 8 Series 2dr coupé/2dr open £73,500–£130,470 AAAAC 2.0 Supercharged 620R 310 155 2.79 NA NA Portofino 2dr open £166,295 AAAAC
220i 181 137 7.8 35.3-36.2 157-163 Has dynamism to spare, but not quite the breadth of ability of the The entry-level Ferrari has the power, the looks and the touring
216d 335 119 11.8 53.3-55.4 131-137 best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg CITROEN ability. LxWxH 4586x1938x1318 Kerb weight 1664kg
218d 148 127 9.6 47.9-51.4 137-142 840i 335 155 5.0 33.2-33.6 190-193 C1 3dr hatch/5dr hatch £11,015–£13,985 AAABC 3.9T V8 591 199 3.5 14.7-28.0 230-436
220d 187 138 8.2 47.9-49.6 142-148 M850i xDrive 523 155 3.7 26.2-26.9 255-260 Slightly cheaper than its Toyota sibling but less visually charming.
220d xDrive 187 135 8.0 45.6-47.1 150-154 M8 Competition 623 155 3.2-3.3 25.2-25.4 252-254 LxWxH 3455x1615x1460 Kerb weight 855kg Roma 2dr coupé £175,000 AAAAB
840d xDrive 316 155 4.9 39.2-40.4 183-184 1.0 VTI 72 71 99 12.6 58.9 109 Gorgeous coupé is a proper grand tourer with a focus on usability.
LxWxH 4656x1974x1301 Kerb weight 1570kg
8 Series Gran Coupé 4dr saloon £71,435–£120,970 AAAAC C3 5dr hatchback £16,885–£21,015 AAABC 3.9T V8 612 199 3.4 14.7-28.0 230-436
Four-door grand tourer offers greater practicality than its two-door Funky, fresh look gives a lease of life, shame that underneath isn’t
siblings. LxWxH 5072x1932x1397 Kerb weight 1800kg the same. LxWxH 3996x1749x1474 Kerb weight 976kg F8 Tributo 2dr coupé/open £203,476–£225,897 AAAAA
840i 335 155 5.2 31.7-33.2 194 1.2 PureTech 82 79 107 12.8 51.3 125 The last hurrah for the pure internal combustion V8-powered
M850i xDrive 523 155 3.9 24.4-24.6 260 1.2 PureTech 110 107 117 9.3 52.2 122 mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg
M8 Competition 623 155 3.2 25.4 254 1.6 BlueHDi 100 96 115 10.6 67.0 111 3.9T V8 Tributo 710 211 2.9 21.9 292
840d xDrive 316 155 5.1 38.2-39.2 187
GTC4 Lusso 2dr coupé £200,300–£240,537 AAAAB
Another four-wheel-drive grand tourer Ferrari that is more usable
than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg
3.9T V8 592 198 3.5 13.5-25.2 253-477
6.3 V12 670 208 3.4 9.9-21.0 308-648

28 OCTOBER 2020 AUTOCAR.CO.UK 75

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Ecosport 5dr SUV £18,695–£22,835 AAACC i30 Tourer 5dr estate £17,860–£26,400 AAABC I-Pace 5dr SUV £64,495–£74,995 AAAAB
Facelifted version of the pumped-up Fiesta is okay, but developing- Another solid car. Good value and practical but lacks excitement. Fast, refined and the first of its kind from a European
world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg LxWxH 4585x1795x1465 Kerb weight 1245kg manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg
1.0T Ecoboost 100 98 105 11.9 39.8-44.1 133 1.0 T-GDi 120 118 117 11.4 47.9-49.6 130-139 EV400 398 124 4.5 258-292 0
1.0T Ecoboost 125 123 111 11.0-11.6 34.4-44.1 135-136 1.4 T-GDi 140 138 126-129 9.2-9.5 44.8-46.3 142-143
1.0T Ecoboost 140 138 115 10.2 39.8-43.5 136 1.6 CRDi 115 113 117 11.3 58.9-60.1 123-124 JEEP
1.5 TDCi EcoBlue 100 99 105 13.6 48.7-56.5 128-130 1.6 CRDi 136 134 123 10.9 56.5-57.6 126-127 Compass 5dr SUV £26,760–£37,985 AAACC
1.5 TDCi EcoBlue 125 123 113 10.7 53.3 Wants to be a catch-all crossover, but is beaten by more road-
139
Ioniq 5dr hatch £23,850–£35,950 AAABC focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg
Puma 5dr SUV £21,640–£26,840 AAAAC First attempt at electrification for the masses is a good effort. 1.4 Multiair II 140 138 119 9.9 37.7 172
Compact crossover finally has a class leader capable of appealing LxWxH 4470x1820x1450 Kerb weight 1370kg 1.4 Multiair II 170 4WD 167 124 9.5 32.5 209
to petrolheads. LxWxH 4186x1805x1554 Kerb weight 1280kg 1.6 Hybrid 141 139 115 10.8-11.1 61.4-62.8 103 1.6d MultiJet II 120 118 115 11.0 47.9 157
1.0T Ecoboost 125 123 119 10.0 49.6 132-133 1.6 Plug-in Hybrid 141 139 110 10.8 247.8 26 2.0d MultiJet II 170 4WD 167 122 9.5 38.2 191
1.0T Ecoboost MHEV 125 123 119 9.8 52.3 125-126 Electric 132 110 10.6 193 0
812 Superfast 2dr open £263,098 AAAAA 1.0T Ecoboost MHEV 155 153 124 8.9 47.1-51.4 126-135 Renegade 5dr SUV £23,150–£36,510 AAABC
More powerful than the F12, but with better road manners making Kona 5dr hatch £18,250–£41,250 AAAAC Middling compact crossover with chunky looks but no obvious
it the star of the range. LxWxH 4657x1971x1276 Kerb weight Kuga 5dr SUV £24,615–£38,455 AAAAC Hyundai’s first crossover is the perfect blend of practicality, value charm. LxWxH 4236x1805x1667 Kerb weight 1346kg
1630kg All-new version of popular SUV mixes dynamism with practicality and style. LxWxH 4165x1800x1550 Kerb weight 1233kg 1.0 GSE T3 120 118 115 11.2 38.2 151
6.5 V12 777 211 2.9 11.2-20.0 320-572 and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg 1.0 T-GDi 120 2WD 118 112 12.0 44.1-44.8 146-147 1.3 GSE T4 150 148 122 9.4 38.2-39.8 151
1.5T Ecoboost 120 117 115 11.6 42.2 152 1.6 T-GDi 177PS 4WD 175 127 7.9 34.0-33.6 147 1.3 Turbo 4xe 188 113 7.5 122.8-134.5 42-49
SF90 Stradale 2dr coupé £376,048 AAAAA 1.5T Ecoboost 150 148 121 9.7 41.5 151-157 1.6 GDi Hybrid 2WD 134 119 10.2 52.3 122-123 1.3 Turbo 4xe Trailhawk 238 124 7.1 117.7-128.4 51-53
Plug-in hybrid doesn’t do things conventionally. A 986bhp technical 2.5 Ecoboost PHEV 223 125 9.2 201.8 32 Electric 39kWh 134 96 9.6 180 0 2.0d MultiJet II 170 4WD 167 122 8.9 35.8 196
masterpiece. LxWxH 4710x1972x1186 Kerb weight 1570kg 1.5T Ecoblue 120 118 112 11.7 55.4 134-137 Electric 64kWh 201 104 7.6 280 0
4.0T V8 986 211 2.5 TBC TBC 2.0T Ecoblue 150 mHEV 148 121 9.6 56.5 132-136 Wrangler 2dr/4dr SUV £41,525–£50,815 AAAAC
2.0T Ecoblue 190 188 129 8.7 47.9 155-172 Nexo 5dr SUV £69,495 AAABC Heavy-duty off-roader goes anywhere, but lacks on-road manners.
F I AT Impressive effort that heads in the right direction for fuel cell cars. LxWxH 4223x1873x1840 Kerb weight 1827kg
500 3dr hatch/2dr open £13,020–£21,754 AAABC Mustang 2dr coupé/open £39,420–£49.685 AAAAC LxWxH 4670x2060x1640 Kerb weight 1814kg 2.0 GME 265 110 7.3-7.6 25.4-26.4 249-256
Super-desirable, super-cute city car. Pleasant, if not involving to American muscle built for the UK, in coupé and convertible forms. 95kW fuel cell 161 130 9.6 42mpkg 0 2.2d MultiJet II 200 4WD 197 114 9.5 28.8-30.4 234
drive. LxWxH 3571x1627x1488 Kerb weight 865kg What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg
1.2 69hp 68 99 12.9 44.1 119 2.3 Ecoboost 286 145 5.8 30.1-31.7 202-207 Tucson 5dr SUV £23,150–£36,625 AAABC KIA
1.0 Mild Hybrid 69 104 13.8 53.3 TBC 5.0 V8 444 155 4.8 23.2-25.7 269-275 Classy, roomy cabin and predictable handling. A very competitive Picanto 5dr hatch £10,220–£15,270 AAACC
5.0 V8 Bullitt 453 163 4.6 23.9 270 SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg Nice drive and cabin, but now overshadowed by rivals.
500L 5dr MPV £18,700-£21,100 AAACC 1.6 GDi 132PS 130 113 11.5 35.3 183-185 LxWxH 3595x1406x1485 Kerb weight 935kg
A costly option but has some style to fill out some of its missing GT 2dr coupé £420,000 AAAAC 1.6 T-GDi 177PS 175 125-126 8.9-9.2 34.9-36.2 183-185 1.0 MPi 66 100 13.8 49.6-50.4 127-129
substance. LxWxH TBC Kerb weight TBC The GT is back as a race car for the road. Compelling if not perfect. 1.6 CRDi 115PS 113 109 13.7 48.7-49.6 143-145 1.25 MPi 83 100-107 11.6-13.2 42.2-49.6 129-151
1.4 95hp 93 103-111 12.8-13.2 34.0-34.9 168 LxWxH 4808x1928x1692 Kerb weight 1912kg 1.6 CRDi 136PS 134 114-116 10.6-12.0 45.6-47.1 146-151 1.0 T-GDi 99 112 10.1 48.7 133
3.5 V6 Ecoboost 650 216 3.0 TBC TBC 2.0 CRDi 185PS 182 125 9.5 40.9 180-182
500X 5dr hatch £19,245–£25,770 AAABC Rio 5dr hatch £13,000–£18,480 AAABC
Familiar styling works rather well as a crossover. Drives okay, too. Ranger 4dr pick-up £24,369–£47,889 AAAAC Santa Fe 5dr SUV £34,255–£44,465 AAABC Looks great and is well-priced, but nowhere near its European
LxWxH 4248x1796x1600 Kerb weight TBC Capable pick-up becomes off-road monster in Raptor spec, but Another big Korean SUV with lots of space for not a lot of cash. rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg
1.0 Firefly Turbo 120hp 118 117 10.9 41.5 TBC loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg 1.25 MPi 83 107 12.5 45.6-46.3 138-140
1.3 Firefly Turbo 150hp 148 124 9.1
2.0 EcoBlue 130 40.9 139 128 106 13.5 42.8 173 2.2 CRDI 200 AWD 197 127 9.4-9.5 38.7-40.4 179-189 1.0 T-GDi 99 99 115 10.3 48.7 132-133
2.0 EcoBlue 170 158 109 11.8 40.4-43.5 184-207 1.0 T-GDi 118 118 118 9.8 44.8-47.1 137-142
Panda 5dr hatch £10,580–£17,405 AAABC 2.0 EcoBlue 213 210 106 10.5 30.7 201-233 JAGUAR
Hasn’t kept pace with its rivals, but sells robust, practical charm 3.2 Duratorq TDCI 200 197 109 10.6 32.1-36.2 221-231 XE 4dr saloon £34,255–£154,300 AAAAB Ceed 5dr hatch £18,855–£26,005 AAAAC
better than most. LxWxH 3653x1643x1551 Kerb weight 940kg Tops the pile thanks to outstanding driver appeal. Poised and Third-generation hatchback can now compete for class honours.
1.2 69hp 68 96-102 14.2-14.5 44.8 TBC G I N E T TA engaging but refined. LxWxH 4672x1967x1416 Kerb weight 1450kg LxWxH 4310x1800x1447 Kerb weight 1315kg
0.9 Twinair 85 83 103-110 11.2-12.1 37.2 TBC G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC 2.0t 250 246 155 6.2 32.6-25.1 177 1.0 T-GDi 118 118 116 10.9 47.9-50.4 127-134
1.0 Mild Hybrid 69 96 14.7 50.4 127 A balanced, affordable and fine-looking track-day car. Some of the 2.0t 300 AWD 295 155 5.4 30.0-33.2 190 1.4 T-GDi 138 138 128-130 8.6-8.9 43.5-46.3 139-148
finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg 5.8 V8 SV Project 8 597 186 3.3 25.7 254 1.6 T-GDi 201 201 142 7.5 38.2 169
Tipo 5dr hatch £15,550–£21,805 AAABC 1.8 Zetec 135 125 TBC NA NA 2.0d 180 177 140 7.6-7.9 45.7-51.1 146 1.6 CRDi 114 114 118 10.6 57.6-58.9 126-129
A ’90s reboot that has been on a diet. Decent to drive and ample 2.0d 180 AWD 177 140 7.8 40.8-44.7 161 1.6 CRDI 134 134 122 10.2 57.6 129
interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg H O N DA
1.4 95 93 115 12.1 36.2-36.7 TBC E 5dr hatch £29,660–£32,160 AAABC XF 4dr saloon £34,995–£50,550 AAAAB Ceed Sportswagon 5dr estate £19,855–£30,005 AAAAC
1.4 T-Jet 120 118 124 9.6 36.7 TBC Eminently likeable, with good dynamics but a limited range and Outstandingly broad-batted dynamically, plus a pleasant cabin. All of the above, but with cavernous, more practical load space.
1.6 Multijet II 120 118 124 9.8-10.2 48.7-51.4 TBC ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg LxWxH 4954x1987x1457 Kerb weight 1545kg LxWxH 4600x1800x1465 Kerb weight 1389kg
100kW 136 90 9.0
2.0t 250 137 0 246 152 6.6 31.5-34.4 186 1.0 T-GDi 118 118 118 10.9 47.1 136-137
Tipo Station Wagon 5dr estate £16,550–£22,775 AAABC 113kW 154 90 8.3
2.0t 300 AWD 131 0 295 155 5.8 29.9-32.6 196 1.4 T-GDi 138 138 128-130 8.8-9.1 44.1-45.6 141-146
Estate version is more practical, which mixes well with its driving 2.0d 163 160 132 8.7 46.1-50.4 147 1.6 GDi PHEV 139 106 10.5 118.3-217.2 33
characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg Jazz 5dr hatch £18,995–£22,645 AAAAC 2.0d 180 177 136 8.0-8.1 44.8-50.9 146 1.6 CRDi 114 114 119 10.7 56.5-58.9 127-132
1.4 95 93 115 12.3 36.2 TBC Not the most compact or vivacious but has decent handling and is 2.0d 180 AWD 177 136 8.4 40.2-44.4 167
1.4 T-Jet 120 118 124 9.8 34.4-36.7 TBC cleverly packaged. LxWxH 4044x1694x1526 Kerb weight 1300kg 2.0d 240 AWD 236 153 6.5 38.5-42.7 175 Proceed 5dr hatch £24,335–£29,095 AAABC
1.6 Multijet II 120 118 124 10.1-10.4 48.7-50.4 TBC 1.5 i-MMD 109 108 9.4-9.9 62.8 102-110 3.0d V6 300 295 155 6.2 40.8-43.2 169 Alluring and interesting, but not quite as special to drive as it looks.
FO LxWxH 4605x1800x1422 Kerb weight 1405kg
FORD Civic 5dr hatch £20,130–£39,995 AAAAC XF Sportbrake 5dr estate £37,720–£55,485 AAAAB 1.4 T-GDi 138 138 127-130 8.8-9.1 42.8-45.6 142-150
Fiesta 3dr/5dr hatch £16,640–£25,300 AAAAB A fresh look while remaining practical, refined and upmarket. Lacks Superb XF is now available in the more practical Sportbrake form. 1.6 T-GDi 201 201 140 7.2 39.3 163
Dynamically superb and continues the Fiesta legacy. No longer the some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg It’s a win-win. LxWxH 4954x1987x1496 Kerb weight 1660kg 1.6 CRDi 134 134 124 9.8-10.0 54.3-56.5 132-136
class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg 1.0 VTEC Turbo 126 124 125-126 10.2-11.2 47.9 141-152 2.0t 250 246 150 7.1 30.8-33.3 192
1.1 75 73 103 14.5 53.3 121 1.5 VTEC Turbo 182 179 125-136 8.2-8.5 46.3 137-150 2.0t 300 AWD 295 155 6.1 28.9-31.0 206 Xceed 5dr hatch £20,840–£34,705 AAABC
1.0 Ecoboost 95 93 105-113 10.6-13.8 55.4-56.4 116-129 2.0 VTEC Turbo Type R 315 169 5.8 33.2 191 2.0d 163 160 136 9.3-9.4 45.8-48.2 153 Crossover-styled hatch that drives well, but lacks practicality and
1.0 Ecoboost MHEV 125 123 126 9.4 56.5 109-117 2.0d 180 177 138 8.8 44.0-48.4 153 polish. LxWxH 4395x1826x1483 Kerb weight 1332kg
1.0 Ecoboost MHEV 155 153 136 8.9 55.4 116-121 Civic 4 Door 4dr saloon £26,475 AAAAC 2.0d 180 AWD 177 136 8.9 39.3-43.1 172 1.0 T-GDi 118 118 115 10.9 45.6 140-146
1.5T Ecoboost 200 ST 197 144 6.5 40.4 158 Saloon bodystyle gives Civic a more upmarket feel, without hurting 2.0d 240 AWD 236 150 6.7 37.8-41.5 179 1.4 T-GDi 138 138 124 9.1 42.8 150-151
its refined drive. LxWxH 4648x1799x1416 Kerb weight 1314kg 3.0d V6 300 295 155 6.6 40.1-42.1 172 1.6 GDi PHEV 139 99 10.6 201.8 32
Focus 5dr hatch £22,210–£33,260 AAAAB 1.0 VTEC Turbo 126 124 130 10.7 46.3-47.9 TBC 1.6 CRDi 114 114 118 11.0 52.3 141
Better to drive and look at than before, and impressively good F-Type 2dr coupé £54,510–£97,315 AAAAB 1.5 CRDi 134 134 122 10.2 53.3 138
value. LxWxH 4378x1825x1471 Kerb weight 1369kg HR-V 5dr SUV £20,735–£28,420 AAABC A full-blooded assault on Porsche’s backyard, with noise, power
1.0 Ecoboost MHEV 125 123 124 10-10.3 55.4 116 Cleverly packaged and comfortable. Bland performance and and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg Soul EV 5dr hatch £37,295 AAAAC
1.0 Ecoboost MHEV 155 152 129-131 9.2-9.5 55.4 116 forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg 2.0t 300 295 155 5.7 30.3-31.2 215 Electric-only hatch with looks that divide opinion, but competitive
2.3T Ecoboost 280 ST 276 155 5.7 34.3 179 1.5 i-VTEC 130 128 116-119 10.2-11.4 42.2 148-153 5.0s V8 P450 447 177 4.6 26.0-26.8 239-246 range. LxWxH 4220x1825x1605 Kerb weight 1757kg
1.5 EcoBlue 120 118 117-122 10.0-10.8 49.6-62.8 119-127 1.5 i-VTEC Turbo 182 180 134 7.8 47.1-47.9 151 5.0s V8 P575 AWD 567 200 3.7 26.4 243 64kWh 201 104 7.6 280 0
2.0 EcoBlue 150 148 127-130 8.5-9.3 44.1-57.6 125-129 1.6 i-DTEC 120 119 10.0 54.3-56.5 132-136
2.0 EcoBlue 190 ST 188 137 7.6 50.4 187 F-Type Convertible 2dr open £59,990–£102,405 AAAAB Stinger 4dr saloon £41,145 AAABC
CR-V 5dr SUV £20,735–£39,050 AAAAC Costs serious money, but you get a serious car with a likeable wild Sleek coupé-shaped saloon has the appeal and dynamics to rival
Focus Estate 5dr estate £23,370–£36,110 AAABC Tardis-like SUV stalwart has lots of space for five and a big boot. side. LxWxH 4482x1923x1308 Kerb weight 1545kg Europe’s best. LxWxH 4830x1870x1400 Kerb weight 1717kg
Almost as good to drive as the hatch, but a Skoda Octavia will LxWxH 4605x1820x1685 Kerb weight 1515kg 2.0t 300 295 155 5.7 30.4-31.1 217 3.3 V6 T-GDi 365 168 4.7 27.7 233
carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 1.5 i-VTEC 171 130 9.3 38.7 167 5.0s V8 P450 447 177 4.6 26.0-26.6 241-247
1.0T Ecoboost 125 123 123 10.3 55.4 116 1.5 i-VTEC AWD 171 124-129 9.8-10.0 32.5-36.2 178 5.0s V8 575 R AWD 567 186 3.7 26.4 243-247 Niro 5dr SUV £24,910–£39,145 AAABC
1.0 Ecoboost MHEV 125 123 120-123 10.3-10.6 55.4 116 2.0 i-MMD hybrid 181 112 9.2 38.2 162 Kia’s first full hybrid is a solid attempt, but it lacks the refinement
1.0 Ecoboost MHEV 155 152 127-130 9.4-9.7 55.4 116 E-Pace 5dr SUV £30,490–£49,965 AAAAC of better rivals. LxWxH 4355x1805x1545 Kerb weight 1500kg
2.3T Ecoboost 280 ST 276 155 5.8 34.4 187 NSX 2dr coupé £149,985 AAAAB Jaguar’s second SUV looks enticing, but can it make an impact like 1.6 GDi Hybrid 139 101 11.1 TBC TBC
1.5 EcoBlue 120 118 118-120 10.3-11.1 62.8 120-126 Honda’s supercar given a modern reboot, and it’s some piece of the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg 1.6 GDi Hybrid PHEV 139 107 10.4 TBC TBC
1.5 EcoBlue 150 148 127-129 8.7-9.3 60.1 125-130 engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 2.0 P200 AWD 198 134 7.7 27.8-30.1 213 64kWh e-Niro 198 104 7.5 282 0
2.0 EcoBlue 190 ST 188 137 7.7 50.4 187 3.5 V6 hybrid 573 191 2.9 26.4 242 2.0 P250 AWD 245 143 6.6 27.1-29.5 215
2.0 P300 AWD 295 151 5.9 26.2-28.1 226 Stonic 5dr SUV £17,800–£20,800 AAABC
Mondeo 5dr hatch/4dr saloon £24,930–£35,550 AAAAC HYU N DAI 2.0 D150 148 124 9.5 39.1-42.6 174 Kia’s first crossover is striking and reasonably good considering
Does what great Fords do, by over-delivering on practicality, i10 5dr hatch £12,820–£16,195 AAAAC 2.0 D150 AWD 148 120 9.9-10.1 36.3-41.7 177 the value. LxWxH 4140x1760x1520 Kerb weight 1160kg
handling and value. LxWxH 4871x1852x1482 Kerb weight 1455kg Prioritises maturity over fun, resulting in a car that is practical and 2.0 D180 AWD 177 127-128 8.7-9.4 36.1-41.1 180-188 1.4 MPi 98 107 12.2 45.6 141
2.0 TiVCT hybrid 187 184 116 9.2 40.9-52.3 129-131 well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg 2.0 D240 AWD 236 139 7.0 34.5-36.9 200 1.0 T-GDi 118 115 9.9 46.3-47.1 137-138
2.0 TDCi EcoBlue 150 148 131-133 10.7-10.9 36.7-61.4 136-146 1.0 MPi 67 97 14.6 53.3 114-119 1.6 CRDi 108 112 10.9 57.6 128
2.0 TDCi EcoBlue 190 188 138 8.9 49.6 145-148 1.0 T-GDI 99 115 10.5 52.3 123 F-Pace 5dr SUV £40,860–£75,375 AAAAC
2.0 TDCi EcoBlue 190 AWD 188 137 9.1 45.6 155 1.2 MPi 84 106 12.6 51.4 124 Credible first SUV effort is as refined and dynamic as a Jaguar Sportage 5dr SUV £23,445–£34,335 AAABC
should be. LxWxH 4746x2070x1667 Kerb weight 1690kg Good ride, handling and usability. Looks good and is decent value.
Mondeo Estate 5dr estate £26,420–£36,950 AAAAC AAAAC 2.0 25t 250 AWD i20 5dr hatch £14,420–£18,870 246 135 6.8 27.2-29.2 209 LxWxH 4480x1855x1635 Kerb weight 1454kg
A vast and enjoyable estate that majors on everything a great Ford Combines decent performance with good practicality and running 2.0 30t 300 AWD 295 145 6.0 26.2-28.0 216 1.6 GDi 130 113 11.1 34.9-35.7 179-184
should. LxWxH 4867x1852x1501 Kerb weight 1476kg costs. LxWxH 4035x1734x1474 Kerb weight 980kg 5.0 V8 SVR 550 AWD 548 176 4.1 22.1 281 1.6 T-GDi 174 127 8.9 34.4-34.9 184-187
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 2.0d 163 160 121 10.2 40.9-44.8 158-175 1.6 T-GDi AWD 174 125-126 8.8-9.2 31.7-32.5 198-203
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 2.0 20d 180 177 129 8.5 39.9-43.4 162 1.6 CRDi 134 AWD 134 112 11.6 42.8-43.5 169-173
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 20d 180 AWD 177 129 8.7 36.8-40.0 177 2.0 CRDi 182 48V AWD 182 125 9.2 39.8-40.4 183-186
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 2.0 25d 240 AWD 236 135 7.2 35.4-38.5 182
3.0 V6 30d 300 AWD 295 150 6.2 34.2-36.6 196 Sorento 5dr SUV £30,700–£43,945 AAAAC
S-Max 5dr MPV £31,150–£42,920 AAAAC i30 5dr hatch £17,400–£29,810 AAABC Kia moves upmarket with a smart, well-priced and nicely appointed
Better to drive and better looking than most but not quite the As good as we’ve come to expect from Hyundai, but not one inch seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg
class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg better. LxWxH 4340x1795x1455 Kerb weight 1194kg 2.2 CRDi 197 127 9.0-9.6 37.7-41.5 177-196
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 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 KTM
2.0 TDCi EcoBlue 190 AWD 188 128 9.8 31.7-46.3 181 2.0 T-GDi 275 N Performance 272 155 6.1 34.0 188 X-Bow 0dr open £57,345–£70,717 AAAAC
1.6 CRDi 115 113 118 11.0-11.2 58.9-60.1 124 Eccentric looks and sharp handling but expensive.
Galaxy 5dr MPV £33,550–£39,520 AAABC LxWxH 3738x1915x1202 Kerb weight 847kg
Huge seven-seat MPV. Easy to place on the road but not cheap to i30 Fastback 4dr saloon £20,710–£30,310 AAABC 2.0 R 290 143 3.9 NA NA
buy. LxWxH 4848x1916x1747 Kerb weight 1708kg Combines good looks with sensible practicalities and dynamic 2.0 GT 280 143 4.1 NA NA
2.0 TDCi EcoBlue 150 148 122-123 10.9 33.6-52.3 162-164 charm. LxWxH 4455x1795x1425 Kerb weight 1287kg
2.0 TDCi EcoBlue 190 188 129-131 9.6-9.8 35.8-52.3 172 1.0 T-GDi 120 118 117 11.5 54.3 135
2.0 TDCi EcoBlue 190 AWD 188 128 10.6 31.7-44.8 186 1.4 T-GDI 140 138 129 9.2 49.6-52.3 141-151
2.0 T-GDI 275 N Performance 272 155 6.1 34.0 188

76 AUTOCAR.CO.UK 28 OCTOBER 2020

 N E W CAR PR I CES
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LAMBORGHINI RX 5dr SUV £51,575–£63,275 AAABC C-Class 4dr saloon £29,030–£79,972 AAAAC
Huracán 2dr coupé/open £167,110–£220,847 AAAAC Low flexibility, but hybrid option makes a degree of economic Merc ramps up the richness, but the engines and dynamics aren’t
Junior Lambo mixes usability and drama skilfully, in both coupé sense. LxWxH 4890x1895x1690 Kerb weight 2100kg refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg
and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg 3.5 V6 RX450h 308 124 7.7 35.3-37.1 178-185 1.6 C180 156 140 8.2-8.3 37.7-43.5 146
5.2 V10 Evo RWD 608 202 3.3 20.5 330 1.5 C200 181 149 7.7 37.7-43.5 146
5.2 V10 Evo 631 201 2.9 20.3 332 UX 5dr SUV £30,810–£41,430 AAABC 2.0 C300 258 155 5.9 35.3-39.8 158-171
Refreshingly different premium SUV is a credible, if not class- 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 218
Aventador 2dr coupé/open £274,036–£482,412 AAAAC leading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg 4.0 V8 AMG C63 469 155 4.1 25.5-25.9 247
Big, hairy V12 has astonishing visuals and performance. Handling 2.0 250h 181 110 8.5 46.3-53.3 120-136 4.0 V8 AMG C63 S 503 180 4.0 25.5-25.9 247
could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg 2.0 C220d 192 149 6.9 45.6-53.3 134
6.5 V12 S 730 217 2.9 15.4 499 LOTUS 2.0 C300d 241 155 5.9 43.5-49.6 157
6.5 V12 SVJ 759 217 2.8 15.8 486 Elise 2dr open £41,245–£49,145 AAAAC 2.0 C300de 302 155 5.6 235.4 32
A delicate, vivid and unfettered drive; if you want a daily driver,
Urus 5dr SUV £174,641 AAAAC shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg C-Class Estate 5dr estate £32,045–£79,528 AAAAC
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 Decent practicality and fantastic interior. It’s a shame that it’s only
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 ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg
4.0 V8 631 189 3.6 22.2 325 1.5 C200 welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg
181 146 7.9 36.7-40.9 165
Exige 2dr coupé £61,925–£102,925 AAAAB 2.0 Skyactiv-G 165 162 125 10.3 36.7-38.2 168 2.0 C300 258 155 6.0 34.5-38.7 165-181
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 C300e 316 155 5.5 176.6 35
Defender 110 5dr SUV £45,315–£82,880 AAAAB LxWxH 4084x1802x1129 Kerb weight 1125kg 2.2 Skyactiv-D 184 181 129 9.6 39.8-42.8 175 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.8 222
Promises, and delivers, unrivalled off-road performance with 3.5 V6 VVT-i 350 345 162-170 3.8-3.9 28.2 TBC 4.0 V8 AMG C63 469 155 4.2 25.0-25.5 252
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 S 503 174 4.1 24.8-25.5 252
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 2.0 C220d 192 145 7.0 44.8-51.4 141-148
3.0 P400 398 119 6.4 24.9-25.1 255-256 than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg 2.0 C300d 241 155 6.0 42.8-47.9 159-161
2.0 D200 198 109 10.3 31.4-31.7 235-236 Evora 2dr coupé £88,225–£95,725 AAAAC 1.5 Skyactiv-G 132 129 127 8.3 44.1 142 2.0 C300de 302 155 5.7 217.3 34
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
about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg C-Class Coupé 2dr coupé £36,405–£81,730 AAAAC
Range Rover Evoque 5dr SUV £36,850–£55,580 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 Nice balance of style, usability and driver reward.
Refined, luxurious baby Range Rover has matured for its second Remains perfectly poised and vibrant, even with a folding metal LxWxH 4696x1810x1405 Kerb weight 1505kg
generation. LxWxH 4371x1996x1649 Kerb weight 1891kg M A S E R AT I 1.6 C180 156 140 8.5 35.3-42.8 158 roof. LxWxH 3915x1735x1230 Kerb weight 1090kg
2.0 P200 198 134 8.0 29.1-31.3 204 Ghibli 4dr saloon £52,985–£91,965 AAACC 1.5 Skyactiv-G 132 129 126 8.6 44.1 142 1.5 C200 181 149 7.9 37.7-42.2 150
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 184 181 124-126 7.9-8.7 37.7-40.4 155 1.5 C200 4Matic 181 145 8.4 35.3-39.8 158
2.0 P300 298 150 6.3 28.9-30.9 207 finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg 2.0 C300 258 155 6.0 35.8-39.8 158
1.5 P300e 298 132 6.4 166.2-193.5 33-38 3.0d V6 271 155 6.3 33.2-35.7 TBC M c L A R E N 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 218
2.0 D200 201 120 8.5 43.8 169 3.0 V6 345 166 5.5 23.5-24.9 TBC 540C 2dr coupé £135,055 AAAAC 4.0 V8 AMG C63 469 155 4.0 25.0-25.5 251
The affordable end of McLaren’s spectrum isn’t any less enthralling 4.0 V8 AMG C63 S 503 180 3.9 25.0-25.5 251
Range Rover Velar 5dr SUV £45,710–£86,725 AAAAC GranTurismo 2dr coupé £94,420–£125,055 AAACC to drive. LxWxH 4530x2095x1202 Kerb weight 1449kg 2.0 C220d 192 149 7.0 46.3-52.3 137
Dubbed the most car-like Landie ever and it doesn’t disappoint. Not short on richness or desirability and well capable of stirring 3.8 V8 533 199 3.5 23.2 276 2.0 C220d 4Matic 192 145 7.3 42.8-47.9 150
Expensive. LxWxH 4803x2032x1665 Kerb weight 1829kg the soul. LxWxH 5652x1948x1481 Kerb weight 1873kg 2.0 C300d 4Matic 241 155 6.0 42.8-48.7 153
2.0 P250 248 135 7.1 27.7-30.8 208 4.7 V8 453 185 4.8 19.7 313 570S 2dr coupé/open £149,055–£164,805 AAAAA
2.0 P300 298 145 6.2 26.9-29.8 215 Blisteringly fast and exciting supercar-slayer with hugely appealing C-Class Cabriolet 2dr open £40,249–£84,481 AAAAC
5.0 V8 P550 SVAD 548 170 4.5 23.0 279 GranCabrio 2dr open £108,475–£131,520 AAACC handling. LxWxH 4530x2095x1202 Kerb weight 1440kg Take all the good bits about the coupé and add the ability to take
2.0 D180 178 120 8.9 37.8-42.0 177 Fantastic looks and soundtrack but an average chassis overall. 3.8 V8 562 204 3.1 23.2 276 the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg
2.0 D240 238 135 7.4 36.5-41.1 181 LxWxH 4971x1945x1461 Kerb weight 1973kg 1.6 C180 156 137-138 8.9 33.6-41.5 154-166
3.0 D275 272 135 7.0 34.7-38.0 195 4.7 V8 453 177-179 4.9-5.0 18.5 328 570GT 2dr coupé £154,000 AAAAA 1.5 C200 181 146 8.5 36.2-40.4 166
3.0 D300 298 150 6.7 34.7-38.0 195 The 570GT retains the lusty, fast appeal of its sister car, even with 1.5 C200 4Matic 181 143 8.8 33.2-38.2 168
Quattroporte 4dr saloon £73,885–£113,815 AAACC added practicality. LxWxH 4530x2095x1201 Kerb weight 1498kg 2.0 C300 258 155 6.2 34.0-37.7 167
Range Rover Sport 5dr SUV £65,295–£114,915 AAAAB Now a full-sized executive limo, with some added flair. Off the pace 3.8 V8 562 204 3.3 23.2 276 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 225
Bigger and better; a cut-price Range Rover rather than a jumped-up in several key areas. LxWxH 5264x1948x1481 Kerb weight 1860kg 4.0 V8 AMG C63 469 155 4.2 24.6-24.8 258
Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 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 S 503 174 4.1 24.4-24.8 258
2.0 P300 298 125 7.3 24.0-26.1 245 3.0 V6 339 167 5.1 23.5-24.9 223 Lighter, faster and more athletic than the 570S. McLaren at its very 2.0 C220d 191 145 7.5 44.8-49.6 145
2.0 P400e PHEV 401 137 6.7 75.3-86.9 69 best. LxWxH 4604x2095x1191 Kerb weight 1356kg 2.0 C220d 4Matic 191 142 7.8 40.9-46.3 158
3.0 P400 398 140 6.2 24.9-27.4 234 Levante 4dr SUV £60,765–£157,765 AAACC 3.8 V8 592 204 2.9 23.2 277 2.0 C300d 242 155 6.3 42.2-47.1 157
5.0 V8 P525 522 155 5.3 18.9-20.2 315 Italian flair and good looks in abundance, but diesel not as
5.0 V8 P575 SVR 572 176 4.5 18.9 339 sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 720S 2dr coupé/open £215,055–£247,055 AAAAA CLS Coupé 4dr saloon £55,005–£77,845 AAAAC
3.0 D300 298 130 7.3 34.1 220 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. Retains the sleek coupé style and has more tech – without losing
3.0 D350 348 140 6.9 31.2 252 3.0 V6 339 156 6.0 20.7-22.4 249 LxWxH 4543x2059x1196 Kerb weight 1419kg its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg
3.0 V6 S 424 164 5.2 20.9-22.4 253 4.0 V8 710 212 2.9 23.2 276 2.0 CLS350 313 155 6.0 32.1-34.9 177
Range Rover 5dr SUV £87,910–£179,715 AAAAB 3.8 V8 GTS 526 180 4.3 20.6-21.4 308 3.0 CLS450 4Matic 356 155 4.8 31.4-34.0 189
Wherever you are, the Rangie envelops you in a lavish, invincible 3.8 V8 Tropheo 576 186 4.1 20.6-21.4 308 GT 2dr coupé £165,180 AAAAB 3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 30.1-31.0 206
sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg Woking’s most user-friendly car to date is still a McLaren first and 3.0 CLS300d 4Matic 242 155 6.4 40.4-46.3 162
3.0 P400 398 140 6.3 25.1-26.7 240-245 MAZDA foremost. LxWxH 4683x2095x1213 Kerb weight 1530kg 3.0 CLS400d 4Matic 330 155 5.0 37.7-41.5 178
2.0 P400e 399 137 6.8 75.7-85.1 75 2 5dr hatch £15,825–£18,325 AAAAC 4.0 V8 612 203 3.2 23.7 270
5.0 V8 P525 522 155 5.4 18.9-20.0 322 Grown-up, well-made and drives with charm and vigour; engines E-Class 4dr saloon £38,540–£98,360 AAAAC
5.0 V8 P565 SVAD 562 155 5.4 18.9 338 aren’t brilliant. LxWxH 4060x1695x1515 Kerb weight 1141kg Senna 2dr coupé £750,000 AAAAA A wee bit pricey, and less sporting than its rivals, but still comfy
3.0 D300 298 130 7.4 33.0 228-233 1.5 Skyactiv-G 75 74 106 12.1 49.6 121 Astounding circuit performance made superbly accessible. and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg
3.0 D350 348 140 7.1 30.5-30.9 249-252 1.5 Skyactiv-G 90 88 110-114 9.4-12.0 49.6 120 LxWxH 4744x2155x1229 Kerb weight 1309kg 2.0 E200 181 149 7.5 38.2 192
4.0 V8 789 208 2.8 22.7 280 3.0 E450 363 155 5.1 31.7 202
Discovery Sport 5dr SUV £36,765–£51,630 AAAAB 3 5dr hatch £21,825–£30,525 AAAAC 3.0 AMG E53 4Matic+ 429 155 4.5 29.7-31.4 205
Seven seats, at home on road and off road, plus new-found Pleasing dynamism teamed with good practicality and punchy MERCEDES-BENZ 4.0 V8 AMG E63 S 4Matic+ 594 155 3.4 22.8-23.7 270
desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg diesel engines. LxWxH 4460x1795x1435 Kerb weight 1411kg A-Class 5dr hatch £23,740–£56,560 AAAAC 2.0 E300e 330 155 5.7 188.3 41
2.0 P200 198 129 9.2 28.5-30.8 208-212 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 E220d 191 149 7.3 53.3 144
2.0 P250 247 140 8.1 28.4-30.5 210-214 2.0 Skyactiv-X 180 178 134 8.2-8.5 51.4 125-142 LxWxH 4419x1992x1440 Kerb weight 1445kg 2.0 E300d 242 155 6.2 47.9 TBC
2.0 P290 288 144 7.5 29.7 214 1.3 A180 136 134 9.2 42.2-47.9 133 3.0 E350d 282 155 5.7 47.1 173
1.5 P300e 298 130 6.6 143.4-158.6 40-44 3 saloon 4dr saloon £23,305–£28,285 AAAAC 1.3 A200 163 140 8.2 40.9-47.9 133 2.0 E300de 312 155 5.9 217.3 39
2.0 D165 162 112 10.6 41.5 171 Refined and dynamically satisfying in a saloon bodystyle. 2.0 A250 224 155 6.2 37.7-41.5 155
2.0 D200 201 117 8.9 41.5 179 LxWxH 4460x1795x1440 Kerb weight 1405kg 2.0 A250e 258 146 6.6 256.8 25 E-Class Estate 5dr estate £40,860–£99,505 AAAAC
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 Far more practical than its rivals, but pricier and less sporty than
Discovery 5dr SUV £48,015–£71,120 AAAAB 2.0 AMG A45 S 4Matic+ 415 168 3.9 33.6 194 those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg
The country bumpkin given elocution lessons without losing its 6 4dr saloon £24,705–£32,485 AAABC 1.5 A180d 116 126 10.5 53.3-61.4 118 2.0 E200 181 144 8.1 31.0-35.3 192
rugged capabilities. LxWxH 4970x2073x1888 Kerb weight 2115kg A compelling mix of size, economy and performance. Interior is a 2.0 A200d 148 137 8.1 53.3-58.9 125 3.0 V6 AMG E53 4Matic+ 429 155 4.5 29.4-30.7 208
2.0 SD4 234 121 8.0 33.6 220 let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.0 A220d 187 146 7.0 52.3-57.7 129 4.0 V8 AMG E63 S 4Matic+ 594 155 3.5 22.6-23.3 208
3.0 V6 Td6 251 130 7.7 31.5 235 2.0 Skyactiv-G 145 143 129 9.5 40.3-42.2 152 2.0 E220d 189 146 7.7 41.5-47.1 156
2.0 Si4 295 125 7.3 25.8 247 2.0 Skyactiv-G 165 162 135 9.1 42.2 152 A-Class Saloon 4dr saloon £25,635–£44,930 AAABC 3.0 E300d 242 155 6.5 40.4-46.3 168
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 E350d 282 155 5.7 45.6 178-180
LEXUS 2.2 Skyactiv-D 150 148 130 9.1 55.4 137 Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg 3.0 V6 E400d 4Matic 335 155 5.1 37.2-40.9 195-200
CT 5dr hatch £26,285–£33,285 AAAAC 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 2.0 E300de 312 155 5.8 166.2-176.6 41
Hybrid-only hatch has a pokey cabin and mismatched character 1.3 A200 161 143 8.1-8.3 42.8-48.7 131
traits. LxWxH 4350x1765x1445 Kerb weight 1465kg 6 Tourer 5dr estate £25,705–£33,485 AAABC 2.0 A250 220 155 6.3 38.2-42.2 152 E-Class Coupé 2dr coupé £45,140–£68,740 AAAAC
1.8 VVT-i CT200h 134 112 10.3 53.2-54.3 119 Attractively styled but only average to drive. 2.0 A250e 258 149 6.7 256.8 25 Big, laid-back four-seat tourer. Borrows looks from the ravishing
LxWxH 4805x1840x1480 Kerb weight 1465kg 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 173 S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg
ES 4dr saloon £35,210–£45,690 AAABC 2.0 Skyactiv-G 145 143 129 9.5 41.5 155 1.5 A180d 114 128 10.6 56.5-64.2 115 2.0 E300 237 155 6.4 31.0 206
Gatecrashes the German-controlled saloon market in a way the GS 2.0 Skyactiv-G 165 162 135 9.1 41.5 155 2.0 A200d 148 141 8.2 58.9 125-129 2.0 E350 295 155 5.9 TBC 191
could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg 2.5 Skyactiv-G 194 191 138 8.1 37.2 172 2.0 A220d 188 153 7.1 57.7 128-129 3.0 E450 4Matic 362 155 5.6 29.1-31.4 216
2.5 VVT-i ES300h 218 112 8.9 48.7-53.2 119-127 2.2 Skyactiv-D 150 148 130 9.1 47.1-53.3 141 3.0 AMG E53 4Matic+ 429 155 4.4 30.1-31.4 205
2.2 Skyactiv-D 184 181 140 7.9 47.1-51.4 144 CLA Coupé 4dr saloon £30,310–£58,460 AAAAC 2.0 E220d 189 150 7.4 43.5-50.4 146
IS 4dr saloon £33,275–£39,595 AAABC May use A-Class underpinnings, but engineered to be much 2.0 E220d 4Matic 189 149 7.6 42.2-47.1 167
Sleek compact executive car is well-made and interesting but still CX-3 5dr SUV £19,395–£24,194 AAAAC sportier to drive. LxWxH 4688x1830x1439 Kerb weight 1490kg 3.0 E300d 4Matic 242 155 6.3 42.2-47.9 TBC
a left-field choice. LxWxH 4680x1810x1430 Kerb weight 1620kg Another supermini SUV with a sporting bent. Quite pricey but nicely 1.3 CLA180 133 134 9.0 42.8-47.9 134
2.5 VVT-i IS300h 220 125 8.3 44.1-50.0 137-142 appointed. LxWxH 4275x1765x1535 Kerb weight 1230kg 1.3 CLA200 161 142 8.2 42.8-47.9 134 E-Class Cabriolet 2dr open £48,745–£72,235 AAAAC
2.0 Skyactiv-G 121 118 119 9.0 42.8 141 2.0 CLA250 222 155 6.3 38.7-42.2 153 Refined and sophisticated four-seater in the same mould as the
LS 4dr saloon £76,910–£102,925 AAABC 2.0 Skyactiv-G 150 148 124 8.8 34.9-38.2 160 2.0 AMG CLA35 4Matic 302 155 4.9 34.9-37.2 172 S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg
Luxury saloon gets more tech and opulence but is let down by its 1.5 Skyactiv-D 115 103 114 9.9 54.3 114 2.0 AMG CLA45 S 4Matic+ 415 168 4.0 33.2 193 2.0 E300 237 155 6.6 30.0 206
hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg 2.0 CLA220d 188 152 7.1 53.3-57.7 127 2.0 E350 295 155 6.1 TBC 195
3.5 V6 VVT-i LS500h 348 155 5.4 35.7-36.2 176-208 CX-30 5dr SUV £22,925–£32,025 AAAAC 3.0 E450 4Matic 362 155 5.8 28.8-30.7 220
Dynamic qualities, a classy interior and a handsome look set it CLA Shooting Brake 5dr estate £32,280–£59,470 AAABC 3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 209
RC 2dr coupé £40,245–£79,940 AAABC apart from rivals. LxWxH 4395x1795x1540 Kerb weight 1334kg The most practical of the A-Class range, but it suffers for its 2.0 E220d 192 147 7.7 42.8-48.7 152
An also-ran, but the V8 RC F packs plenty of character and handles 2.0 Skyactiv-G 122 120 116 10.6 42.8 141 challenging styling. LxWxH 4640x1777x1435 Kerb weight 1430kg 2.0 E220d 4Matic 192 145 7.9 41.5-45.6 171
well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg 2.0 Skyactiv-X 180 176 127 8.5-9.0 43.5 133-146 1.3 CLA180 119 130 8.8-9.1 35.8-40.9 126 3.0 E300d 4Matic 242 155 6.6 40.9-46.3 178
2.5 VVT-I RC300h 220 118 8.6 40.9-45.5 141 1.3 CLA200 154 140 8.5 35.3-40.9 125
5.0 V8 RC F 470 168 4.5 25.0 268 2.0 CLA250 220 155 6.4 37.7-40.9 157 S-Class 4dr saloon £75,855–£183,235 AAAAA
2.0 AMG CLA35 4Matic 302 155 4.9 36.2 171 Mercedes has given the S-Class a refresh and an added boost of
LC 2dr coupé/open £80,110–£96,625 AAAAC 2.0 AMG CLA45 S 4Matic+ 415 168 4.0 32.8 191 tech. LxWxH 5141x1905x1498 Kerb weight 1970kg
Superb-looking coupé shows flickers of what made the LFA great. 2.0 CLA220d 188 142 7.8 43.5-48.7 112 3.0 V6 S450 L 389 155 5.1 33.2-26.2 177
LxWxH 4770x1920x1345 Kerb weight 1935kg 3.0 V6 S500 L 457 155 4.8 33.2-36.2 177
5.0 V8 LC500 470 168 4.4 24.4 262 B-Class 5dr hatch £27,640–£37,840 AAABC 3.0 V6 S560e L 472 155 5.0 104.6-128.4 59
3.5 V6 LC500h 354 155 4.7 34.8 184 A slightly odd prospect, but practical and classy nonetheless. 4.0 V8 AMG S63 594 155 4.3 23.2-24.4 263-273
LxWxH 4393x1786x1557 Kerb weight 1395kg 6.0 V12 S650 Maybach 611 155 4.7 19.5-20.0 328
NX 5dr SUV £36,070–£47,820 AAACC 1.3 B180 136 132 9.0 40.4-47.1 138 2.9 S350d 282 155 6.0 38.7-44.1 168
Some good ideas, but dramatically off the pace to drive. 1.3 B200 163 139 8.2 39.8-46.3 138 2.9 S400d 335 155 5.4 38.7-44.1 169
LxWxH 4630x1845x1645 Kerb weight 1905kg 2.0 B250 161 139 8.2 46.3 159
2.5 VVT-I NX300h 4WD 194 112 9.2 35.7-37.1 171-173 1.5 B180d 116 124 10.7 51.4-60.1 120
2.0 B200d 148 136 8.3 51.4-57.7 129
2.0 B220d 187 145 7.2 50.4-56.5 132

28 OCTOBER 2020 AUTOCAR.CO.UK 77

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S-Class Coupé 2dr coupé £113,170–£141,215 AAAAC 4/4 2dr open £41,292 AACCC
More tech and cleaner engines make the opulent luxury tourer Has its appeal but not as rewarding to drive as it could be.
more appealing. LxWxH 5027x1912x1414 Kerb weight 2065kg LxWxH 4010x1630x1220 Kerb weight 795kg
4.0 V8 S560 455 155 4.6 26.4-27.7 235 1.6 i4 Sigma 110 115 8.0 NA NA
4.0 V8 AMG S63 594 155 4.2 24.1-24.6 261
6.0 V12 AMG S65 611 155 4.1 18.6 262 Plus 4 2dr open £35,455–£44,161 AABCC
Needs more chassis finesse, but the Plus 4 still charms
S-Class Cabriolet 2dr open £124,965–£151,310 AAAAC nonetheless. LxWxH 4010x1720x1220 Kerb weight 927kg
As above but with the added allure of a retractable fabric roof. 2.0 GDi 154 118 7.5 NA NA
LxWxH 5027x1912x1420 Kerb weight 2150kg
4.0 V8 S560 455 155 4.6 26.4-27.2 238 Roadster 2dr open £55,129–£55,196 AACCC
4.0 V8 AMG S63 594 155 4.2 23.7-23.9 268 More advanced, but pricey and needs better brakes.
6.0 V12 AMG S65 611 155 4.1 18.6 272 LxWxH 4010x1720x1220 Kerb weight 950kg
3.7 V6 Cyclone 280 140 5.5 NA NA
SLC 2dr open £36,590–£49,000 AAABC HS 5dr SUV £17,785–£23,965 AAACC 2008 5dr SUV £20,160–£37,775 AAAAC
Another small convertible exhibiting all the charm that a Mercedes Goes big on metal for the money but covers its budget roots with Plus Six 2dr open £78,050–£90,050 AAABC Compact crossover has most rivals licked, but class is still waiting
should. LxWxH 4143x1810x1301 Kerb weight 1435kg mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg Feels like progress in lots of ways, but not yet the driver’s car it for a game changer. LxWxH 4300x1770x1550 Kerb weight 1205kg
2.0 SLC200 178 147-149 6.9-7.0 37.2-40.4 167 1.5 T-GDI 162 118 9.9 36.2-37.2 TBC might be. LxWxH 3890x1756x1220 Kerb weight 1075kg 1.2 PureTech 100 98 115 10.9 52.0 123
2.0 SLC300 237 155 5.8 35.3-37.2 178 3.0 335 166 4.2 38.2 180
1.2 PureTech 130 128 122 8.9 50.6 126-136
3.0 V6 AMG SLC43 356 155 4.7 31.7-32.5 199 ZS 5dr SUV £16,355–£30,495 AAACC 1.2 PureTech 155 153 129 8.2 46.6 137
Much improved on previous MGs, but still lacks the sophistication NISSAN 50kWh e-2008 136 93 8.5 TBC 0
SL 2dr open £79,995–£93,185 AAAAB of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg Micra 5dr hatch £13,930–£19,865 AAAAC 1.5 BlueHDi 98 115 11.4 62.7 118
Big, luxurious drop-top is classier than a royal stud farm. Few feel 1.5 VTi-Tech 104 109 10.9 41.5 155 Refreshed look and better handling makes it an enticing choice.
more special. LxWxH 4631x1877x1315 Kerb weight 1735kg 1.0T GDi 109 112 12.4 38.6 166 Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg 3008 5dr SUV £25,855–£46,735 AAAAC
3.0 V6 SL400 356 155 4.9 29.7 215 44.5kWh EV 141 87 8.5 163 0 1.0 71PS 70 98 16.4 46.3 107 Cleverly packaged Peugeot offers just enough SUV DNA to make
4.7 V8 SL500 442 155 4.3 27.4 215 1.0 IG-T 100 98 114 10.9 45.6-50.4 126-139 the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg
MINI 1.0 DIG-T 117 115 121 9.9
1.2 PureTech 130 126 47.9 133 117 10.5-10.8 36.5-43.6 113
AMG GT 2dr coupé/open £98,920–£191,415 AAAAC 3dr Hatch 3dr hatch £16,185–£34,995 AAAAB 1.5 dCi 90 88 111 11.9
1.6 PureTech 180 178 52.3 110 136 8.0 35.2-39.6 128
Million-dollar looks and a railgun V8, but extremely firm chassis Three-pot engines and cleverly designed interior make the Mini a 1.6 Hybrid 223 146 5.9 157.2-222.3 29
affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg Leaf 5dr hatch £29,845–£39,395 AAAAC 1.6 Hybrid4 298 149 5.9 166.2-235.1 36
4.0 V8 GT 469 188-189 4.0 23.0-23.5 274-275 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 1.5 BlueHDi 130 126 119 9.5 48.0-56.3 104
4.0 V8 GT C 550 196-197 3.7 21.9-22.1 292 1.5 Cooper 134 130 7.8-7.9 43.5-47.9 131-132 electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg 2.0 BlueHDi 180 175 131 8.9 42.3-47.1 121
4.0 V8 GT R 577 198 3.6 22.1 290 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
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 5008 5dr SUV £27,945–£39,935 AAAAC
AMG GT 4-Door Coupé 4dr saloon £140,495 AAAAB 2.0 John Cooper Works GP 302 164 5.2 34.0 Less MPV, more SUV, and shares its siblings’ good looks. Competent
167
New four-door, four-wheel-drive GT may be a confusing car to Juke 5dr hatch £17,425–£24,025 AAABC to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg
contemplate, but it’s a deeply impressive one to drive. LxWxH 5dr Hatch 5dr hatch £16,925–£23,365 AAAAB High-riding, funky hatch is a compelling package. High CO 2 figures, 1.2 PureTech 130 126 117 10.4-10.9 36.5-44.2 136
5054x1953x1447 Kerb weight 2100kg Mini charm in a more usable package, but still not as practical as though. LxWxH 4135x1765x1565 Kerb weight 1605kg 1.6 PureTech 180 178 135 8.3 35.2-39.6 161
4.0 V8 GT63 S 4Matic+ 639 196 3.2 21.4-22.1 291 rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 1.0 DiG-T 117 113 112 10.4 46.3 135-141 1.5 BlueHDi 130 129 119 10.7 48.0-56.3 134
1.5 One 101 119 10.1-10.5 42.8-47.1 132 2.0 BlueHDi 180 175 131 9.1 42.3-47.1 124
EQC 5dr SUV £65,720–£74,610 AAAAB 1.5 Cooper 134 129 8.1-8.2 42.2-47.1 133-134 Qashqai 5dr SUV £20,545–£34,325 AAAAB
Brisk, tidy-handling electric SUV has everything needed to do well 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, P O L E S TA R
on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg hence its popularity. LxWxH 4394x1806x1590 Kerb weight 1331kg 1 2dr coupé £139,000 AAAAC
80kWh 400 4Matic 402 112 5.1 232-259 0 AAABC 1.3 DIG-T 140 Convertible 2dr open £20,115–£29,240
138 120 10.5 40.1-41.4 153-161 Limited-run sports GT delivers petrol-electric performance and
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 Swedish styling. LxWxH 4586x2023x1352 Kerb weight 2345kg
GLA 5dr SUV £26,090–£37,920 AAABC LxWxH 3821x1727x1415 Kerb weight 1280kg 1.5 dCi 115 113 112 12.3 51.9-53.7 139-145 2.0 plug-in hybrid 596 155 4.2 353.1 29
Not the most practical crossover but good looking and very decent 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
to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 2.0 Cooper S 189 142-143 7.1-7.2 38.7-40.9 154 PORSCHE
1.6 GLA180 120 124 8.7-9.0 35.3-40.4 159-163 2.0 John Cooper Works 227 150 6.6 37.2-38.7 164 X-Trail 5dr SUV £27,050–£36,820 AAABC 718 Boxster 2dr open £46,651–£73,405 AAAAB
1.6 GLA200 152 134 8.1-8.4 34.9-39.8 160-167 There aren’t many cheaper ways of owning an SUV. Has a better Our idea of drop-top heaven. Exceptional to drive, whether cruising
2.0 GLA250 4Matic 204 143 6.6 32.5-35.8 180 Clubman 5dr hatch £21,980–£35,675 AAAAC range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg
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 2.0 290 170 4.9-5.1 31.4-33.2 TBC
GLB 5dr SUV £34,510–£49,080 AAABC territory. LxWxH 4253x1800x1441 Kerb weight 1375kg 1.7 dCi 150 148 121 10.7 44.5-47.5 163-207 2.0 T 296 170 4.7-5.3 31.4-32.8 TBC
Boxy SUV mixes rough-and-tumble styling cues and seven-seat 1.5 Cooper 134 127 9.1 39.2-43.5 143-144 2.5 S 339 177 4.4-4.6 29.1-30.7 TBC
versatility. LxWxH 4634x1834x1659 Kerb weight 2085kg 2.0 Cooper S 189 142 7.1-7.2 36.7-39.8 156 370Z 2dr coupé £29,995–£40,495 AAABC 4.0 GTS 396 182 4.5 25.9 246
1.3 GLB 200 160 129 9.1 40.4 160 2.0 JCW All4 302 155 4.9 34.9 183 Old-school and profoundly mechanical coupé. The Healey 3000 of 4.0 Spyder 414 187 4.4 25.7 TBC
2.0 AMG GLB 35 302 155 5.2 32.5 197 today – but meaner. LxWxH 4265x1845x1315 Kerb weight 1496kg
2.0 GLB 200d 148 127 9.0 47.9 156 Countryman 5dr hatch £23,380–£36,975 AAABC 3.7 V6 323 155 5.3 23.3-23.6 274 718 Cayman 2dr coupé £44,845–£75,403 AAAAA
2.0 GLB 220d 188 135 7.6 47.9 154 Bigger than before, but still more funky than useful. Still not all that 3.7 V6 Nismo 339 155 5.2 23.2 276 Scalpel-blade incisiveness, supreme balance and outstanding
pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg
GLC 5dr SUV £40,610–£89,090 AAAAC 1.5 Cooper 136 124 9.7 37.2-40.9 149-150 GT-R 2dr coupé £81,995–£151,995 AAAAC 2.0 290 170 4.9-5.1 31.4-33.2 TBC
Not exactly exciting to drive, but does luxury and refinement 1.5 Cooper All4 136 122 10.3 35.3-40.4 161 Monstrously fast Nissan has been tweaked and sharpened. Still a 2.0 T 296 170 4.9-5.3 31.4-32.8 TBC
better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg 2.0 Cooper S 192 140 7.5-7.6 35.8-38.2 158 blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 2.5 S 339 177 4.4-4.6 29.1-31.0 TBC
2.0 GLC 300 4Matic 255 149 6.2 34.4 187-198 2.0 Cooper S All4 192 138 7.6 34.4-36.2 173 3.8 V6 562 196 2.9 20.2 316 4.0 GTS 396 182 4.5 25.9 247
2.0 GLC 300e 4Matic 315 143 5.7 128.4 51 2.0 JCW All4 302 155 5.1 34.4 185 3.8 V6 Nismo 591 196 2.5 19.6 325 4.0 GT4 414 188 4.4 25.7 TBC
3.0 V6 AMG GLC43 4Matic 388 155 4.9 27.7 233-245 2.0 Cooper D 150 129 9.1 47.9-54.3 130-136
4.0 V8 AMG GLC63 4Matic+ 462 155 4.0 22.2 288 2.0 Cooper D All4 150 127 9.0 46.3-49.6 145-146 NOBLE 911 2dr coupé £82,793–£98,418 AAAAB
4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.1 293 1.5 plug-in hybrid 220 123 6.8 156.9 41 M600 2dr coupé £248,000–£287,600 AAABC Wider, eighth-generation 911 is still eminently fast, and capable at
2.0 GLC 220d 4Matic 191 134 7.9 47.9 154 Deliciously natural and involving; a bit ergonomically flawed. all speeds. LxWxH 4519x1852x1300 Kerb weight 1565kg
2.0 GLC 300d 4Matic 242 144 6.5 44.1 168 Electric 3dr hatch £27,900–£33,900 AAAAC LxWxH TBC Kerb weight 1198kg 3.0 Carrera 380 182 4.0 26.6-28.5 TBC
Won’t break records on range or usability, but has plenty of zip and 4.4 V8 662 225 3.0 NA NA 3.0 Carrera 4 380 180 4.0 26.2-28.2 211
GLC Coupé 5dr SUV £45,235–£90,915 AAAAC driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg 3.0 Carrera S 444 191 3.5 27.2-28.5 209
A coupé-shaped SUV destined to be outrun by the X4 – unless 33kWh 180 93 7.3 144-145 0 PEUGEOT 3.0 Carrera 4S 444 190 3.4 25.7-27.2 TBC
you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg 108 3dr/5dr hatch £9690–£14,985 AAABC
2.0 GLC 300 4Matic 255 149 6.3 34.9 196-201 MITSUBISHI Sister car to the Aygo – and a distant second to most city car 911 Cabriolet 2dr open £92,438–£108,063 AAAAC
2.0 GLC 300e 4Matic 315 143 6.5 128.4 51 Mirage 5dr hatch £10,560–£14,045 AAACC rivals. LxWxH 3475x1615x1460 Kerb weight 840kg Fewer compromises than ever, if rewarding only at full attack.
3.0 V6 AMG GLC43 4Matic 388 155 4.9 25.0-26.9 232-242 A straightforward hatchback – but not for the likes of us. 1.0 72 71 100 13.0 53.5-57.3 93-95 LxWxH 4519x1852x1297 Kerb weight 1585kg
4.0 V8 AMG GLC63 4Matic+ 472 155 4.0 22.4-23.5 283 LxWxH 3795x1665x1505 Kerb weight 845kg 3.0 Carrera 380 180 4.2 26.2-28.0 TBC
4.0 V8 AMG GLC63 S 4Matic+ 502 155 3.8 22.4-23.2 289 1.2 Mi-VEC 79 107 11.7-12.8 47.9-55.4 113-123 208 3dr/5dr hatch £16,280–£32,750 AAABC 3.0 Carrera 4 380 179 4.2 25.9-27.7 TBC
2.0 GLC 220d 4Matic 191 135 7.9 48.7 153 A big improvement for Peugeot, if not for the supermini class. 3.0 Carrera S 444 190 3.7 26.4-28.0 TBC
2.0 GLC 300d 4Matic 242 145 6.6 44.1 167 ASX 5dr SUV £20,695–£26,465 AAACC LxWxH 3475x1615x1460 Kerb weight 1065kg 3.0 Carrera 4S 444 188 3.6 25.0-26.6 TBC
Decent engines, but otherwise an unexceptional crossover. 1.2 PureTech 75 72 106 14.9 53.6 113
GLE 5dr SUV £59,255–£81,010 AAAAC LxWxH 4355x1770x1640 Kerb weight 1260kg 1.2 PureTech 100 98 117 9.9 53.0 121 Panamera 4dr saloon £74,225–£149,617 AAAAA
The ML replacement isn’t inspiring to drive but does come with a 2.0 MI-VEC 2WD 148 118 10.2 37.7 171 1.2 PureTech 130 128 129 8.7 51.9 123 Revamped big saloon is an absolute belter, making it almost the
classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg 2.0 MI-VEC 4WD 148 118 12.5 34.4 185 50kWh e-208 136 93 8.1 194-217 0 perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg
2.9 GLE 450 4Matic 362 155 5.7 32.5 196 1.5 BueHDi 100 99 117 10.2 71.4 104 3.0 V6 4 321 162 5.5-5.6 25.0-26.9 192-197
2.0 GLE 300d 4Matic 242 140 7.2 39.2 205 Eclipse Cross 5dr SUV £24,445–£30,515 AAACC 2.9 V6 4S 428 179 4.4-4.5 TBC 191-196
2.9 GLE 350d 4Matic 268 143 6.6 36.2 206 Stylish, future-looking mid-sized SUV shows where Mitsubishi’s 308 5dr hatch £21,135–£31,055 AAAAB 2.9 V6 E-Hybrid 449 172 4.6-4.7 78.5-85.6 60
2.9 GLE 400d 4Matic 328 152 5.7 35.3 209 destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg Classy all-round appeal makes it a serious contender, but rear 4.0 V8 GTS 458 181 4.1 22.2-23.5 235
2.0 GLE 350de 4Matic 317 130 6.8 256.8 29 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 4.0 V8 Turbo 533 190 3.8-3.9 22.1-23.0 238-242
3.0 V6 AMG GLE 53 4Matic+ 432 155 5.3 26.7 240 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 Turbo S E-Hybrid 671 192 3.4-3.5 74.3-80.7 74
1.2 PureTech 130 126 128-129 9.1-9.6 41.3-48.9 123
GLE Coupé 5dr SUV £71,250–£79,335 AAAAC Outlander 5dr SUV £29,375–£44,225 AAABC 1.6 Puretech 260 GTI 258 155 6.0 37.8 169 Panamera Sport Turismo 5dr estate £76,372–£143,444 AAAAA
Diesel-electric hybrid drivetrain adds class-leading range and tax- Creditable effort, but still cheap in places: PHEV a boon for fleet 1.6 BlueHDi 100 99 112 12.2 54.9-63.8 115 The Panamera in a more practical form, and now it’s a good-looking
busting emissions. LxWxH 4946x2014x1716 Kerb weight 2295kg users. LxWxH 4695x1810x1710 Kerb weight 1565kg 1.5 BlueHDi 130 126 127 9.8 53.2-62.7 118 beast. LxWxH 5049x1937x1428 Kerb weight 1880kg
3.0 GLE 400d 4Matic 327 149 5.7 33.6 221 2.0 Mi-VEC 4WD 148 118 13.3 32.5 196 2.0 BlueHDi 180 EAT8 175 140 8.2 45.0-49.4 141 2.9 V6 4 321 160 5.5 24.6-25.6 200
3.0 AMG GLE 53 4Matic 432 155 5.3 25.7 251 2.0 Mi-VEC PHEV 200 106 11.0 139.7 46 2.9 V6 4S 428 177 4.4 24.8-25.6 199
308 SW 5dr estate £22,085–£30,145 AAAAC 2.9 V6 E-Hybrid 449 170 4.6 76.3-80.7 64
G-Class 5dr SUV £96,170–£146,440 AAABC Shogun Sport 5dr SUV £37,705 AAACC Estate bodystyle enjoys the classy appeal of the hatchback. 4.0 V8 GTS 458 179 4.1 22.2-23.2 242
Massively expensive and compromised, but with character in Has a fitness for purpose that could appeal to those who tow or LxWxH 4585x1563x1472 Kerb weight 1190kg 4.0 V8 Turbo 533 188 3.8 22.1-22.8 243
abundance. LxWxH 4764x1867x1954 Kerb weight 2550kg haul big loads. LxWxH 4785x1815x1805 Kerb weight 2100kg 1.2 PureTech 110 107 117 11.6 40.4-47.7 124 4.0 V8 Turbo S E-Hybrid 671 192 3.4 72.4-74.3 76
3.0 G350d 4Matic 282 124 7.4 25.2-25.9 288-289 2.4 DI-DC 4WD 179 112 11.0 32.8 227 1.2 PureTech 130 126 127 9.5-10.0 41.3-48.9 123-131
4.0 V8 AMG G63 4Matic 577 137 4.5 18.6-18.8 343 1.5 BlueHDI 100 99 111 12.3 54.9-63.8 115 Taycan 4dr saloon £83,422–£138,881 AAAAB
MORGAN 1.5 BlueHDi 130 126 126 10.0 53.2-62.7 118 First all-electric Porsche shows the rest of the world how it should
GLS 5dr SUV £75,565–£92,065 AAABC 3 Wheeler 0dr open £31,195–£40,129 AAAAA 2.0 BlueHDi 180 EAT8 178 139 8.4 45.0-49.4 52.5 be done. LxWxH 4963x1966x1381 Kerb weight 2305kg
The replacement for the massive GL can still seat seven in The eccentric, characterful and brilliant Morgan is a testament to 79kWh 4S 527 155 4.0 207-253 0
comfort. LxWxH 5216x2030x1823 Kerb weight 2415kg English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg 508 4dr saloon £26,040–£40,630 AAAAC 93kWh 4S 568 155 4.0 240-288 0
3.0 GLS 400d 4Matic 327 148 6.3 32.8 227 2.0 V-twin 68 68 115 7.0 NA NA Stylish and likeable but lacking the polish of more premium rivals. 93kWh Turbo 671 161 3.2 237-279 0
2.0 V-twin 82 82 115 6.0 NA NA LxWxH 4750x1859x1430 Kerb weight 1535kg 93kWh Turbo S 751 161 2.8 241-256 0
X-Class 5dr pick-up £35,238–£47,412 AAAAC 1.6 PureTech 180 178 143 7.9 38.0-41.8 145
Lifts the bar on commercial vehicle comfort while retaining tough 1.6 PureTech 225 223 155 7.1 36.3-39.8 151 Macan 5dr SUV £47,823–£69,865 AAAAB
qualities. LxWxH 5340x2113x1819 Kerb weight 2234kg 1.6 Hybrid 223 155 8.3 166-235 27-38 Spookily good handling makes this a sports utility vehicle in the
2.3 X220 d 163 105 12.9 TBC TBC 1.5 BlueHDi 130 129 129 9.4-9.7 51.4-59.8 116 purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg
2.3 X250 d 190 109 11.8 TBC TBC 2.0 BlueHDI 160 158 143 8.4 45.2-51.1 140 2.0 243 139 6.7 25.7-28.2 185
3.0 V6 X350 d 285 127 7.9 TBC TBC 2.0 BlueHDi 180 174 146 8.0 45.0-50.6 147 3.0 V6 S 351 157 5.3 23.9-25.7 204
3.0 V6 Turbo 434 167 4.3 23.5-24.8 224
MG 508 SW 5dr estate £27,640–£42,430 AAACC
3 5dr hatch £9805–£13,105 AAABC Bodystyle takes the edge off the 508’s style yet doesn’t fully Cayenne 5dr SUV £58,530–£123,514 AAAAB
Neatly tuned and nice sporty styling. Breaks the mould for sub– address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg Refreshed look, improved engines, interior and a better SUV
£9000 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 1.6 PureTech 180 178 140 8.0 38.0-41.8 156 overall. LxWxH 4918x1983x1696 Kerb weight 1985kg
1.5 VTI-Tech 104 108 10.4 42.3 152 1.6 PureTech 225 223 153 7.4 36.3-39.8 167 3.0 V6 335 152 6.2 22.2-24.1 210
1.6 Hybrid 223 155 8.3 166-235 27-38 3.0 V6 E-hybrid 456 157 5.0 60.1-72.4 74
1.5 BlueHDI 130 128 129 9.9-10.1 51.4-59.8 128-131 2.9 V6 S 428 164 5.2 TBC 219
2.0 BlueHDI 160 159 140 8.5 45.2-51.1 149 4.0 V8 Turbo 533 177 4.1 20.2-20.8 261
2.0 BlueHDI 180 178 144 8.4 50.3 147 4.0 V8 S E-Hybrid 671 183 3.8 52.3-58.9 90

78 AUTOCAR.CO.UK 28 OCTOBER 2020

 N E W CAR PR I CES
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Cayenne Coupé 5dr SUV £63,464–£126,111 AAAAC Leon 5dr hatch £18,860–£32,825 AAAAC Outback 5dr estate £32,465–£35,465 AABCC
Little different to drive than the standard car but certainly has an A creditable effort and a notable improvement in form, with plenty Acceptable in isolation but no class leader.
appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg LxWxH 4815x1840x1605 Kerb weight 1612kg
3.0 V6 335 150 6.0 22.2-23.9 215 1.0 TSI 115 113 121 9.8 51.4-53.3 120-125 2.5i 172 130 10.2 33.0 TBC
3.0 V6 E-Hybrid 456 157 5.1 60.1-70.6 75 1.5 TSI EVO 130 128 126 9.4 45.6-50.4 126-129
2.9 V6 S 428 163 5.0 21.9-23.7 216 1.5 TSI EVO 150 148 134 8.2 44.8-48.7 131-143 BRZ 2dr coupé £30,715 AAAAA
4.0 V8 Turbo 533 177 3.9 20.2-20.8 261 2.0 TSI Cupra 288 155 6.0 38.7 170 The GT86’s half-brother looks great in Subaru blue. Cheaper, too.
4.0 V8 S E-Hybrid 671 183 3.8 52.3-57.6 90 1.6 TDI 115 113 122 9.8 57.6-58.9 125-129 LxWxH 4240x1775x1320 Kerb weight 1242kg
2.0 TDI 150 148 134 8.4 55.4-56.5 134-137 2.0i 197 140 7.6 33.3 191
RADICAL
Rapture 0dr open £110,000 AAABC Leon ST 5dr estate £19,855–£38,290 AAAAC SUZUKI
Not as well mannered as some lightweights but spectacular in its Good-looking and responsive hatchback-turned-estate. Ignis 5dr hatch £13,289–£16,769 AAAAC
track day element. LxWxH 4100x1790x1130 Kerb weight 765kg LxWxH 4549x1816x1454 Kerb weight 1236kg Cute and rugged-looking 4x4 city car capable of tackling roads
2.2 Turbo 360 165 3.1
1.0 TSI 115 113 NA NA 122 10.1 51.4-52.3 123-125 bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg
1.5 TSI EVO 130 128 129 9.5 49.6-50.4 AAABC 1.2 Dualjet
128-129 Kamiq 5dr SUV £17,690–£24,735
87 106 11.8 52.9 126
RXC GT 2dr open £145,000 AAABC 1.5 TSI EVO 150 148 134 8.2 44.8-48.7 131-1421.2 Dualjet SHVSSkoda’s supermini platform has birthed a practical but predictable
87 106 11.4 54.1 117
Designed for pounding around a track; out of its element on the 2.0 TSI Cupra 288 155 5.2 33.6 189-190 compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg
1.2 Dualjet SHVS 4x4 87 103 11.1 48.6 127
road. LxWxH 4300x1960x1127 Kerb weight 1125kg 1.6 TDI 115 113 122 10.6 1.0 TSI 95 57.6-58.9
93 112 11.1 127-129
48.7-49.6 129-131
3.5 V6 400 400 179 2.8 NA NA 2.0 TDI 150 148 132-134 8.7-8.8
1.0 TSI 115 54.5-55.4
112 120 9.9 47.1-48.7 131-136 Jimny 3dr SUV £16,564–£19,064
131-136 AAABC
3.5 V6 650 650 180 2.7 NA NA 1.5 TSI 150 148 132 8.3 46.3-47.9 134-139 Charming 4x4 is capable and affordable but retains its dynamic
Arona 5dr SUV £18,035–£25,125 AAAAC 1.6 TDI 115 112 119 10.2 55.4-56.5 132-134 foibles. LxWxH 3645x1645x1725 Kerb weight 1135kg
R E N A U LT Seat’s second SUV doesn’t disappoint, with it taking charge of the 1.5 VVT 100 90 11.9 35.8 178
Twizy 2dr hatch £6695–£7795 AAABC class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg Karoq 5dr SUV £22,560–£35,780 AAAAC
Zany solution to personal mobility is suitably irreverent and 1.0 TSI 95 93 107 11.2 45.6-48.7 131 Yeti replacement may not have its forebear’s quirkiness, but it’s Swift 5dr hatch £13,789–£19,079 AAABC
impractical. LxWxH 2338x1381x1454 Kerb weight 474kg 1.0 TSI 115 113 113 9.8-10.0 44.1-46.3 130-139 brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg Given mature looks, more equipment and a hybrid powertrain, but
MB L7e 17 50 NA TBC 0 1.5 TSI EVO 150 148 127 8.3 44.8-48.7 131 1.0 TSI 115 113 116 10.6 40.4-44.1 146-159 it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg
1.6 TDI 95 93 107 11.9 49.6-56.5 129 1.5 TSI 150 148 126 8.1-8.3 38.2-41.5 154-167 1.2 Dualjet 87 111 11.9 56.4 113
Zoe 5dr hatch £29,170–£32,870 AAABC 20 TSI 190 4x4 188 132 7.3 33.2 192 1.2 Dualjet SHVS 4x4 87 105 12.6 49.7 128
A far more practical zero-emission solution. Attractive price, too. Ateca 5dr SUV £23,025–£36,975 AAAAB 1.6 TDI 115 113 116 11.0-11.1 46.3-49.6 149-159 1.4 Boosterjet Sport 138 130 8.1 47.0 TBC
LxWxH 4084x1730x1562 Kerb weight 1470kg Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. 2.0 TDI 150 148 127 9.0 49.6-50.4 147-150
50kWh R110 107 84 11.4 239 0 LxWxH 4363x1841x1601 Kerb weight 1280kg 2.0 TDI 150 4x4 148 121 8.8 42.8-44.8 165-173 Vitara 5dr SUV £20,849–£25,149 AAABC
50kWh R135 132 87 9.5 239 0 1.0 EcoTSI 115 113 114 11.0 42.8-42.8 147-154 2.0 TDI 190 4x4 188 131 7.4 41.5 177 Utterly worthy addition to the class drives better than most.
1.5 TSI EVO 150 148 123 8.6 33.6-41.5 150-154 LxWxH 4175x1775x1610 Kerb weight 1075kg
Clio 5dr hatch £14,685–£20,825 AAAAC 2.0 TSI 190 4Drive 187 132 7.9 32.5-33.6 190-191 Kodiaq 5dr SUV £26,450–£44,480 AAAAC 1.4 Boosterjet 136 124 9.5 43.6 131
Plusher, smoother, and much more mature. A car of substance as 1.6 TDI 115 113 114 11.5 44.1-54.3 145-148 Skoda’s first seven-seat SUV is a viable alternative to a traditional 1.4 Boosterjet Allgrip 136 124 10.2 37.7 139
well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg 2.0 TDI 150 148 122 9.0 46.3-50.4 149-151 MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg
1.0 SCe 75 72 100 16.4 52.3 121-122 2.0 TDI 190 4Drive 187 132 7.5 TBC 180-181 1.5 TSI 150 148 123 9.3 36.2-37.7 165-176 SX4 S-Cross 5dr SUV £25,709–£25,809 AAABC
1.0 TCe 100 98 116 11.8 47.9-54.3 117-131 2.0 TSI 190 4x4 188 TBC TBC 30.0-31.7 201-205 A worthy crossover if not a class leader. Refreshed looks give a
1.3 TCe 130 128 124 9.0 49.6 131 Tarraco 5dr SUV £28,950–£39,940 AAAAC 2.0 TDI 150 148 123 9.8 44.8-46.3 161-165 lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg
1.5 dCi 85 82 110 14.7 67.2 110 Seat’s largest SUV brings a hint of youthful exuberance to a 2.0 TDI 150 4x4 148 120-122 9.4-9.6 38.7-42.8 172-190 1.4 Boosterjet 136 124 9.5 40.6 157
practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg 2.0 TDI 190 4x4 187 130 8.3 38.7-39.2 188-191 1.4 Boosterjet Allgrip 136 124 10.2 37.7 164
Mégane 5dr hatch £18,325–£50,585 AAABC 1.5 TSI EVO 150 148 125 9.7 35.3-37.2 167-170 2.0 BiTDI 239 4x4 vRS 237 136 7.0 35.3 211
Stylish and refined but bland. Trophy-R hot hatch an altogether 2.0 TSI 4Drive 190 188 131 8.0 39.0 206 TESLA
different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg 2.0 TDI 150 148 126 9.8 37.2-47.1 156-157 SMART Model S 5dr hatch £82,245–£96,845 AAAAB
1.3 TCe 140 138 127 9.5 46.3 137-150 2.0 TDI 4Drive 150 148 123 9.8 37.2-39.8 187-188 EQ Fortwo 3dr hatch/open £20,350–£27,135 AAACC Large range makes it not only a standout EV but also the future of
1.8 RS 300 298 162-163 5.4-5.7 34.9 185 2.0 TDI 4Drive 190 188 130 8.0 37.2-38.2 193-194 Pricey, EV-only two-seater has urban appeal but is short on luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg
1.5 Blue dCi 115 113 118 11.1 62.8 121-126 performance. LxWxH 2695x1663x1555 Kerb weight 1085kg Long range 602 155 4.1 379 0
S KO DA Electric Drive 79 81 11.5-11.8 74-83 0 Performance 602 155 2.4 368 0
Mégane Sport Tourer 5dr estate £19,725–£23,985 AAABC Citigo-e 3dr hatch £20,455–£22,815 AAAAC
Stylish and refined estate car is still bland like the hatch. Smaller A Czech take on the city car is more fun to drive than its plain-Jane EQ Forfour 5dr hatch £20,785–£23,085 AAACC Model 3 4dr saloon £43,045–£56,545 AAAAC
than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg exterior suggests. LxWxH 3597x1641x1478 Kerb weight 1214kg Four doors give the Smart more mainstream practicality. Still Lowest-price, biggest-volume Tesla yet arrives in the UK after
1.3 TCe 140 138 127 9.8 47.1 139-152 37kWh iV electric 80 81 12.3 170 0 expensive, though. LxWxH 3495x1665x1554 Kerb weight 1200kg wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg
1.5 Blue dCi 115 113 129 11.4 64.2 119-127 Electric Drive 79 81 12.7 71-80 0 Standard range plus 235 140 5.3 254 0
Fabia 5dr hatch £12,630–£18,220 AAABC Long range 346 145 4.4 348 0
Grand Scenic 5dr MPV £23,515–£28,255 AAABC Comfortable, affordable, easy to drive and attractive, but no more S S A N G YO N G Performance 449 162 3.2 329 0
Good-looking seven-seat MPV is bland to drive and the third row so than its rivals. LxWxH 4009x1958x1452 Kerb weight 1151kg Tivoli 5dr SUV £14,485–£20,165 AAABC
seats are tight. LxWxH 4634x1866x1655 Kerb weight 1495kg 1.0 MPI 60 58 98 16.6 50.4 127 Trails the Duster as the best-value small crossover – but not by Model X 5dr SUV £87,245–£104,845 AAAAB
1.3 TCe 140 138 119 10.3 46.3 156-160 1.0 TSI 95 94 114 10.8 50.4-51.3 124-127 much. LxWxH 4195x1795x1590 Kerb weight 1270kg A genuine luxury seven-seat electric SUV that also has a large
1.7 dCi 120 117 120 12.1 51.4 145-158 1.0 TSI 110 108 121 9.6 49.6-51.4 125-128 1.6 128 126 99-106 11.0-12.0 35.3-38.2 166 range. LxWxH 5036x2070x1684 Kerb weight 2459kg
1.6d 115 113 107-109 12.0 45.3-54.3 140 Long range 602 155 4.7 315 0
Captur 5dr SUV £17,625–£24,825 AAAAC Fabia Estate 5dr estate £15,260–£19,105 AAAAC Performance 602 155 2.8 303 0
Jacked-up Clio is among the better downsized options. Stylish and Far more practical, majoring on boot space while doing what a Tivoli XLV 5dr SUV £20,060–£23,100 AAABC
fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg good Skoda should. LxWxH 4271x1958x1473 Kerb weight 1182kg Now grown in size for more practicality but that doesn’t increase T OYO TA
1.0 TCe 100 97 107 13.3 47.9 136-137 1.0 TSI 95 94 115 10.9 50.4-51.4 124-128 the Tivoli’s appeal. LxWxH 4440x1798x1635 Kerb weight 1405kg Aygo 3dr hatch £9855–£14,055 AAACC
1.3 TCe 130 128 121 10.6 45.6 141-148 1.0 TSI 110 108 122 9.7 49.6-51.4 125-129 1.6 128 126 99-106 11.0-12.0 34.9-37.2 173 Impactful styling does a lot to recommend it, but not as refined nor
1.3 TCe 155 151 126 8.6 45.6 142-146 1.6d 115 113 107-109 12.0 42.8-51.4 144-184 as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg
1.5 dCi 95 93 110 14.4 56.5-58.9 124-130 Scala 5dr hatch £16,930–£24,110 AAAAC 1.0 VVT-i 71 99 13.8 56.5 113-114
1.5 dCi 115 113 116 11.0-11.9 56.5-58.9 125-131 Undercuts rivals on price and ushers in a sharp new design Korando 5dr SUV £19,995–£31,995 AAACC
language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg Competitive towing capabilities and generous kit, but still lacks Yaris 5dr hatch £15,425–£20,690 AAABC
Kadjar 5dr SUV £21,125–£31,385 AAAAC 1.0 TSI 95 92 117 10.9 50.4 127-127 dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg Stylish interior but ultimately a scaled-down version of bigger
Fine value, practical, decent to drive and good-looking, but the 1.0 TSI 115 113 125 9.8 49.6-51.4 125-129 1.5 GDI-Turbo 161 118-120 12.0 TBC 172 Toyotas. LxWxH 3495x1695x1510 Kerb weight 975kg
Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg 1.5 TSI 150 148 136 8.2 47.9-49.7 130-134 1.6L 2WD 133 112 12.0 48.7 159 1.0 VVT-I 67 96 15.3 48.7 131
1.3 TCe 140 138 126 10.4 42.8 147-152 1.6 TDI 115 113 124-125 10.1-10.3 58.9-60.1 123-127 1.6L 4WD 133 112 12.0 43.5 178 1.5 VVT-I 108 108 11.0-11.2 45.6-47.1 135-141
1.3 TCe 160 158 130 9.9 44.1 149-50 1.5 VVT-I Hybrid 71 102 11.8 56.5 112
1.5 Blue dCi 115 113 117 11.7 56.5 135-136 Octavia 5dr hatch £19,695–£29,855 AAAAC Musso 5dr SUV £25,131–£35,031 AAACC
1.7 Blue dCi 150 148 123 10.0 49.7-54.3 142-155 Does comfort and practicality like no other. Good, frugal engines Practical pick-up has a refined engine and direct steering, but ride C-HR 5dr SUV £25,665-£32,635 AAAAC
too. LxWxH 4670x1814x1461 Kerb weight 1225kg needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg Coupé-shaped crossover certainly turns heads and impresses on
Koleos 5dr SUV £27,965–£32,965 AAABC 1.0 TSI 115 113 126 9.6-9.7 45.6-50.4 126-141 2.2d 181 178 115-121 12.2 TBC TBC the road. LxWxH 4360x1795x1565 Kerb weight 1320kg
Koleos name returns and is a vast improvement on before, but no 1.5 TSI 150 148 136 7.8-7.9 44.1-48.7 132-145 1.8 Hybrid 119 105 11.0 57.7-58.9 109-110
class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg 2.0 TSI 245 vRS 241 155 6.4 37.7 169 Rexton 5dr SUV £35,450–£38,950 AAABC 2.0 Hybrid 181 112 8.2 53.3-54.3 119
1.7 Blue dCi 150 148 118 11.8 45.6 161-162 1.6 TDI 115 113 126 9.8 53.3-58.9 126-139 A vast improvement. Better on the road but without ditching its
2.0 Blue dCi 190 188 123 10.1 40.9 181-183 2.0 TDI 150 148 135 8.1 53.3-56.5 132-139 argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg Camry 4dr saloon £30,035–£31,315 AAAAC
2.0 TDI 184 vRS 182 142 7.7 47.9 156 2.2d 181 178 115 11.3-11.9 34.0 219-220 Toyota’s biggest global seller returns to UK with ULEZ-friendly
R O L L S - R OYC E hybrid power. LxWxH 4885x1840x1445 Kerb weight 1595kg
Wraith 2dr coupé £251,295–£288,465 AAAAB Octavia Estate 5dr estate £20,895–£31,055 AAAAC Turismo 5dr MPV £19,680–£26,180 AAACC 2.5 VVT-I Hybrid 215 112 8.3 51.4-53.3 120-126
An intimate and involving Rolls. Not as grand as some, but other Class-leading amount of space and practicality. Comfortable, too. Incredibly ungainly but offers huge real estate for the money.
traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg LxWxH 4667x1814x1465 Kerb weight 1247kg LxWxH 5130x1915x1850 Kerb weight 2115kg Corolla 5dr hatch £24,180–£30,015 AAAAC
6.6 V12 624 155 4.6
1.0 TSI 115 113 17.3-17.9
124-125 9.8 357-369 42.8-48.7 131-149 2.2d 178 175 108-116 TBC TBC TBC Rebranded hatch has rolling refinement, interior ambience and
1.5 TSI 150 148 134 7.9-8.0 42.8-46.3 137-149 affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg
Dawn 2dr open £275,295–£313,725 AAAAB 2.0 TSI 190 4x4 188 143 7.4 35.3-39.8 160-182 SUBARU 1.8 VVT-I Hybrid 122 111 10.9 57.6-62.8 103-112
Essentially as above, except with a detuned engine and in elegant 2.0 TSI 245 vRS 241 155 6.5 36.7 174 Impreza 5dr hatch £25,795 AAACC 2.0 VVT-I Hybrid 180 111 7.9 53.3 119-121
convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 1.6 TDI 115 113 124-125 9.8-9.9 51.4-56.5 131-144 Appealing hatchback has been steadily improved but still feels
6.6 V12 563 155 5.0 16.7-17.1 372-381 2.0 TDI 150 148 132-134 8.2-8.3 52.8-53.3 140-149 old-fashioned. LxWxH 4415x1740x1465 Kerb weight 1374kg Corolla Sports Tourer 5dr estate £25,450–£31,730 AAAAC
2.0 TDI 184 vRS 182 135-140 7.7-8.2 45.6 174 1.6i 112 112 12.4 TBC TBC More practical estate bodystyle proves just as capable with hybrid
Ghost 4dr saloon £233,235–£270,405 AAAAC power. LxWxH 4650x1790x1435 Kerb weight 1440kg
‘A ffordable’ Rolls is a more driver-focused car than the Phantom. Superb 5dr hatch £24,505–£39,900 AAAAC Levorg 5dr estate £30,010 AAACC 1.8 VVT-I Hybrid 122 111 11.1 57.6-62.8 103-113
Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg Another great Czech value option that’s big on quality and space if Impressively practical but only offered with an automatic gearbox 2.0 VVT-I Hybrid 180 111 8.1 53.3 119-121
6.6 V12 563 155 4.9-5.0 16.5-17.3 367-384 not on price. LxWxH 4861x1864x1468 Kerb weight 1340kg and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg
1.5 TSI 150 148 137 8.3-8.5 40.9-45.6 141-157 2.0i 148 121 11.7 32.6 TBC RAV4 5dr SUV £30,655–£37,700 AAACC
Phantom 4dr saloon £362,055–£434,055 AAAAA 2.0 TSI 190 188 148 7.7 35.3-38.2 TBC A solid option but ultimately outgunned by Korean competition.
Phantom takes opulent luxury to a whole level. 2.0 TSI 272 4X4 270 155 5.5 32.8 194 XV 5dr SUV £30,795–£32,795 AAACC LxWxH 4605x1845x1675 Kerb weight 1605kg
LxWxH 5762x2018x1646 Kerb weight 2560kg 1.4 iV PHEV 215 138 7.7 148.7-188.3 33-42 No-nonsense crossover doesn’t quite make enough sense. 2.5 Hybrid 194 112 8.4 48.7-50.4 126-129
6.75 TV12 563 155 5.1-5.2 19.5-19.6 341-356 1.6 TDI 120 118 128 10.5-10.6 52.3 142 LxWxH 4450x1780x1615 Kerb weight 1355kg 2.5 Hybrid AWD 194 112 8.4 47.8-48.7 129-131
2.0 TDI 150 148 135-137 8.5-8.6 50.4-52.3 140-146 2.0i 148 120 10.7 35.7 TBC
Cullinan 4dr SUV £254,055 AAAAC 2.0 TDI 190 187 145 8.3 50.4 147 Land Cruiser 5dr SUV £35,285–£54,635 AAABC
Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TDI 190 4X4 187 143 8.0 44.8 166 Forester 5dr estate £35,475–£38,475 AAACC A real go-anywhere vehicle. Totally rugged and available with
that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg
6.75 TV12 563 155 5.2 17.0-17.3 370-377 Superb Estate 5dr estate £25,785–£41,605 AAAAC LxWxH 4610x1795x1735 Kerb weight 1488kg 2.8 D-4D 171 109 12.1-12.7 27.4-31.7 234-255
Even more commendable than above, primarily thanks to its 2.0i e-Boxer 148 117 11.8 34.7 TBC
S E AT enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg GT86 2dr coupé £27,820–£29,515 AAAAB
Mii Electric 5dr hatch £22,800 AAABC 1.5 TSI 150 148 135 8.4-8.6 39.2-43.5 146-163 Almost the most fun you can have on a limited budget. Splendid.
Not as desirable or plush as the e-Up but nearly as good to drive. 2.0 TSI 190 188 142 7.7 35.3-37.7 167-172 LxWxH 4240x1775x1320 Kerb weight 1247kg
LxWxH 3557x1643x1474 Kerb weight 1160kg 2.0 TSI 272 4X4 270 155 5.6 32.5 197-198 2.0i 197 130-140 7.6-8.2 33.2 191
37kWh electric 81 81 12.3 162 0 1.4 iV PHEV 215 138 7.8 148.7-176.6 36-42
1.6 TDI 120 118 127-128 10.6-10.7 49.6 148-150 GR Supra 2dr coupé £53,010–£56,810 AAAAC
Ibiza 5dr hatch £15,835–£22,105 AAAAB 2.0 TDI 150 148 132-135 8.6-8.8 49.6-52.3 142-150 Brings welcome muscle, fun and variety to the affordable sports
Reinvigorated Ibiza is more mature and takes the class honours 2.0 TDI 190 187 TBC TBC 48.7 151-152 car class. LxWxH 4379x1292x1854 Kerb weight 1541kg
from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 2.0 TDI 190 4X4 187 142 7.4 43.5 170-171 3.0i 335 155 4.3 34.5 188
1.0 MPI 80 79 106 14.6 49.6-50.4 125-128
1.0 TSI 95 93 113 10.9 51.4-52.3 122-124 Prius 5dr hatch £24,350–£29,010 AAAAC
1.0 TSI 115 113 121 9.3 48.7 131 Better all round compared with its predecessors. Challenging
1.6 TDI 95 93 113 7.5 56.5-58.9 127-130 looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg
1.8 VVT-i Hybrid 120 112 10.6 58.9-67.3 94-109

28 OCTOBER 2020 AUTOCAR.CO.UK 79

 N E W CAR PR I CES
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Golf SV 5dr MPV £22,290–£30,645 AAAAC
Probably the least appealing member of the Golf family but still
resolute. LxWxH 4338x2050x1578 Kerb weight 1335kg
1.0 TSI 115 113 119 11.3 48.7 132
1.5 TSI EVO 130 128 126 9.6 46.3-49.6 116-122
1.5 TSI EVO 150 148 132 8.8 42.8-46.3 120-122
1.6 TDI 115 113 119 11.0 52.3-55.4 113-116
2.0 TDI 150 148 130 9.2 50.4-52.3 120-122

Passat 4dr saloon £25,610–£40,970 AAAAC

Lands blows on rivals with its smart looks, civilised refinement,
quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg
1.5 TSI EVO 150 148 137 8.7 47.1 135-136
2.0 TSI 190 188 148 7.5 37.2-37.7 169-172
Prius Plug-in Hybrid 5dr hatch £31,125–£34,095 AAAAC 1.4 TSI GTE PHEV 215 138 7.4 217.3 30 V60 Cross Country 5dr estate £40,600–£40,775 AAAAC
Plug-in version is clever and appealing. Seems more comfortable in 1.6 TDI 120 116 127 11.3 51.4 144 Brings extra ride height, all-wheel drive and off-road body cladding.
its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg 2.0 TDI 150 148 139 8.9 58.9-60.1 124-133 LxWxH 4784x1916x1499 Kerb weight 1792kg
1.8 VVT-i Hybrid 120 101 11.1 188.3-217.3 29-35 2.0 TDI 190 188 147 7.9 49.6-50.4 146-149 2.0 T5 248 140 6.8 35.8 180
Alfa Romeo Giulia GTA and GTAm 2.0 TDI 190 4Motion 188 144 7.7 47.1 156 2.0 D4 187 130 8.2 47.9 155
On sale December, prices from £153,300 and £157,700 Mirai 4dr saloon £66,000 AAAAC 2.0 BiTDI 240 4Mtion 238 153 6.4 39.8 187
The Ferrari-blooded Giulia Quadrifoglio is Europe’s first ‘ownable’ hydrogen car, even if infrastructure isn’t S90 4dr saloon £37,825–£57,655 AAAAC
quite mainstream. LxWxH 4890x1815x1535 Kerb weight 1850kg Passat Estate 5dr estate £27,605–£45,855 AAAAC Volvo’s mid-sized exec majors on comfort, style and cruising
a fantastic thing, and now there are even Hydrogen FCV 154 111 9.6 66.1 0 All the Passat’s redeeming features in spacious, practical estate ability. LxWxH 4963x2019x1443 Kerb weight 1665kg
more focused versions: the GTA and GTAm. form. LxWxH 4767x2083x1516 Kerb weight 1395kg 2.0 T4 185 130 8.7 37.7 169
VA U X H A L L 1.5 TSI EVO 150 148 133 8.9 44.1-45.6 141-145 2.0 T5 248 140 6.8 37.7 171
These get 30bhp more from the 2.9-litre Corsa 3dr/5dr hatch £15,780–£34,160 AAABC 2.0 TSI 190 188 144 7.7 35.8-36.2 176-178 2.0 T8 Twin Engine AWD 310 155 4.8 108.6-166.2 46
twin-turbo V6 and weigh 100kg less, thanks Refined, stylish and practical, but its engines aren’t so good. 2.0 TSI 272 4Motion 268 155 5.8 33.2 199 2.0 D4 185 140 8.2 50.4 147
to extensive carbonfibre and composites in LxWxH 4060x1765x1433 Kerb weight 1141kg 1.4 TSI GTE PHEV 215 138 7.6 201.8 33 2.0 D5 AWD 228 145 7.0 43.5 169
the body and mechanicals. This allows the 1.2 75 72 108 13.2 53.3 125 1.6 TDI 120 116 124 11.5 48.7 151
1.2 100 97 121 9.9 52.3 125-126 2.0 TDI 150 148 130-132 9.1 53.3-57.6 128-138 V90 5dr estate £39,835–£60,405 AAAAC
two-seat GTAm to cover 0-62mph in just 1.5 Turbo D 102 98 117 10.2 70.6 110-111 2.0 TDI 190 188 144 8.1 47.9-48.7 153-155 Luxury estate takes on the 5 Series and the E-Class. Comfy and a
3.6sec. Cornering ability is also said to be 50kWh E 132 93 8.1 209 0 2.0 TDI 190 4Motion 188 140 7.9 45.6 163 good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg
improved, thanks to bespoke suspension 2,0 BiTDI 240 4Motion 238 150 2.0 T4 185 130 8.0 37.7 169 6.7 37.2-38.2 192-193
Astra 5dr hatch £18,915–£26,785 AAAAC 2.0 T5 248 140 6.7 37.7 171
set-ups and tracks widened by 50mm. Good handling and nice engines, but its working-class roots still Arteon 4dr saloon £33,075–£43,775 AAABC 2.0 T6 AWD 307 155 6.1 32.5 198
show through. LxWxH 4370x1809x1485 Kerb weight 1244kg VW’s flagship saloon is well-made and luxurious but rather bland to 2.0 T8 Twin Engine AWD 310 155 4.8 108.6-166.2 46
1.2 Turbo 110 108 124 10.2 54.3 120-121 drive. LxWxH 4862x1871x1450 Kerb weight 1505kg 2.0 D4 185 140 8.5 50.4 147
N OV E M B E R 1.2 Turbo 130 128 134 9.9 54.3 119-120 2.0 TSI 190 187 149 7.7 36.2-38.2 138-178 2.0 D5 AWD 228 145 7.2 43.5 169
Alpina D3 S, D3 S Touring, XB7, Cupra Formentor, Leon, 1.2 Turbo 145 143 137 9.7 54.3 121-124 2.0 TSI 272 4Motion 270 155 5.6 33.6-35.3 160-190
Leon PHEV, McLaren 765LT, MG HS PHEV, Porsche Panamera 1.4 Turbo 145 143 130 9.3 50.4 131-134 2.0 TDI 150 148 137 9.1 56.5-58.9 102-107 V90 Cross Country 5dr estate £46,985–£53,160 AAAAC
facelift, Panamera Sport Turismo facelift, Skoda Octavia 1.5 Turbo D 105 102 124 10.2 65.7 113-115 2.0 TDI 190 187 148 8.0 47.9-50.4 117-121 Volvo’s large comfy estate given a jacked-up, rugged makeover.
PHEV, Octavia vRS, Suzuki Across PHEV, Swace, Toyota 1.5 Turbo D 122 118 127-130 9.7-10.2 56.5-64.2 117-132 2.0 TDI 190 4Motion 187 145 7.8 44.8-47.1 130-168 LxWxH 4936x2019x1543 Kerb weight 1826kg
GR Yaris, RAV4 PHEV, Volkswagen Arteon PHEV, Golf GTI, 2.0 BiTDI 240 4Motion 236 152 6.5 37.7-39.2 149-197 2.0 T5 AWD 250 140 7.4 32.5 196
Tiguan facelift, Tiguan PHEV, Tiguan R Astra Sports Tourer 5dr estate £20,365–£26,115 AAAAC 2.0 T6 AWD 310 140 6.3 32.5 196
More composed and practical than the hatchback. Touran 5dr MPV £28,540–£34,025 AAAAC 2.0 D4 AWD 185 130 8.8 43.5 171
DECEMBER LxWxH 4702x1809x1510 Kerb weight 1273kg Dull overall, but it’s a capable MPV, well-made and hugely refined. 2.0 D5 AWD 228 140 7.5 40.9 181
Alfa Romeo Giulia GTA, Giulia GTAm, Aston Martin Valkyrie, 1.2 Turbo 110 108 124 10.0 53.3 123 LxWxH 4527x1829x1659 Kerb weight 1436kg
BMW 4 Series Cabriolet, 4 Series Gran Coupé, iX3, 1.2 Turbo 130 128 134 9.5 53.3 122 1.5 TSI EVO 150 148 118 11.4 39.8-41.5 154-161 XC40 5dr SUV £25,275–£38,625 AAAAC
Citroën ë-Spacetourer, Ford Puma ST, Hyundai Tucson, 1.2 Turbo 145 142 137 9.0 53.3 124 1.6 TDI 115 113 118 11.4 50.4 148-155 Volvo’s take on the crossover aims to rival BMW, Mercedes and
McLaren Elva, Mercedes-Benz EQA, EQV, Nissan GT-R 1.4 Turbo 145 142 130 9.2 47.9 134 2.0 TDI 150 148 128-129 9.3 50.4-52.3 143-147 Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg
50 by Italdesign, Peugeot e-Traveller, Porsche 911 GT3, 1.5 Turbo D 105 102 124 10.2 65.7 114 1.5 T2 126 115 10.9 41.5 154
Rolls-Royce Ghost, Volkswagen Golf GTD, Golf GTI, Golf GTE 1.5 Turbo D 122 118 130 9.8 64.2 118 Sharan 5dr MPV £33,765–£41,190 AAAAB 1.5 T3 160 124 9.3-9.6 39.2-41.5 154-162
Full-sized seven-seater offers versatility, space, VW desirability 2.0 T4 AWD 186 130 8.4-8.5 35.3-36.7 174-181
Insignia Grand Sport 5dr hatch £20,075–£42,510 AAAAC and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg 2.0 T5 AWD 243 140 6.5 34.0 189
The good-looking and tech-filled Insignia makes an attractive 1.4 TSI 150 148 122 9.9-10.7 34.4-37.2 172-186 1.5 T5 Twin Engine AWD 258 127 7.3 117.7-141.1 45-55
proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 2.0 TDI 150 148 119-121 10.3 40.9-44.1 169-180 2.0 D3 147 124 9.9-10.2 47.1-51.4 143-156
1.5 Turbo 140 138 130 9.3 46.3 140 2.0 TDI 177 175 130 9.3 40.4 182 2.0 D3 AWD 147 124 10.4 44.8 165
1.5 Turbo 165 162 138 8.4 46.3 140-141 2.0 D4 AWD 187 130 7.9 44.1 166
1.6 Turbo D 110 108 127 10.9 57.7 128-129 T-Cross 5dr SUV £16,995–£26,740 AAAAB
1.6 Turbo D 136 134 126-131 9.9-10.2 57.7 130-131 Compact crossover delivers a classy, substantial feel on UK roads. XC60 5dr SUV £38,100–£64,530 AAABC
2.0 Turbo D 170 167 139-140 8.2-8.4 53.3 138-140 LxWxH 4108x1760x1584 Kerb weight 1270kg Looks like a small XC90 and carries on where the old one left off. A
2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 37.7-40.9 186-197 1.0 TSI 95 93 112 11.5 47.1-47.9 134-135 good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg
1.0 TSI 115 113 120 10.2 45.6-47.1 137-140 2.0 B5 AWD (P) 248 130 6.9 36.2-38.6 167-177
Crossland X 5dr SUV £18,435–£24,460 AAABC 1.5 TSI EVO 150 147 124 8.5 44.1 145-148 2.0 B6 AWD (P) 298 140 5.9 33.2 188
Vauxhall’s small SUV is competent enough but lacks any real 1.6 TDI 95 93 111 11.9 52.3-54.3 136-140 2.0 D4 185 127 8.4 47.9 155
character. LxWxH 4212x1765x1605 Kerb weight 1245kg 2.0 B4 AWD (D) 194 127 8.3 46.3 159
Porsche has updated its luxury limo 1.2i 83 81 105 14.0 47.1 106 T-Roc 5dr SUV £20,520–£38,865 AAAAC 2.0 B5 AWD (D) 232 137 7.1 46.3 159
1.2i Turbo 110 108 117 10.6 47.1 109 VW’s junior SUV is beguiling and sophisticated. It drives rather well, 2.0 T8 Twin Engine AWD 386 140 5.5 83.1-100.9 53-69
1.2i Turbo 130 128 128 9.1 44.1-48.0 108-113 too. LxWxH 4234x1992x1573 Kerb weight 1270kg
E A R LY 2 02 1 1.5 Turbo D 102 101 111 9.9 61.4 106 1.0 TSI 115 113 116 10.1 45.6-53.3 134-135 XC90 5dr SUV £54,410–£73,980 AAAAC
Alpina B8, Aston Martin V12 Speedster, Audi E-tron GT, 1.5 Turbo D 120 116 114 10.8 55.4 103 1.5 TSI EVO 150 148 127 8.3 42.8-45.6 140-147 Clever packaging, smart styling, good to drive: Volvo’s closest thing
Q5 Sportback, RS3 Sportback, BMW M3, M4, M5 facelift, 2.0 TSI 190 4Motion 187 134 7.2 34.0-34.4 186 to a class-leader. LxWxH 4950x2008x1776 Kerb weight 1961kg
X8, Citroën C4, ë-C4, Cupra El-Born, Formentor, Tavascan, Grandland X 5dr SUV £23,945–£46,650 AAACC 2.0 TSI R 300 4Motion 298 155 4.9 32.1 197 2.0 B5 AWD (P) 248 134 7.7 33.6 191
Dacia Logan MCV, Sandero, Sandero Stepway, DS 9, Does well to disguise its 3008 roots but too bland to stand out in a 1.6 TDI 115 113 116 10.3 49.6-52.3 138-139 2.0 B6 AWD (P) 298 140 6.3 31.0 198
9 PHEV, Ferrari SF90 Spider, Fiat 500 EV, Tipo facelift, congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg 2.0 TDI 150 148 124 8.6 49.6-52.3 141-147 2.0 B5 AWD (D) 233 137 7.6 44.1 167
Ford Galaxy Hybrid, Mustang Mach-E, S-Max Hybrid, 1.2 Turbo 130 128 117 10.9-11.1 37.7-42.8 141-145 2.0 T8 Twin Engine 387 140 5.8 80.7-113 57-80
Hyundai i20 N, Ioniq 5, Kona facelift, Jaguar E-Pace facelift, 1.6 Hybrid 223 140 8.6 192-210 34 Tiguan 5dr SUV £25,000–£42,675 AAAAC
XJ, Jeep Compass PHEV, Wrangler PHEV, Kia Sorento PHEV, 1.6 Hybrid4 298 146 5.9 204-225 32 An improvement on the previous model and will continue to sell by VUHL
Land Rover Defender PHEV, Lexus UX EV, Lotus Evija, 1.5 Turbo D 130 128 119 10.2 54.3 136-138 the bucket load. LxWxH 4486x1839x1654 Kerb weight 1490kg 05 0dr open £59,995–£89,995 AAAAC
Maserati Levante MHEV, MC20, Quattroporte MHEV, 1.5 TSI EVO 130 128 119 10.2 42.8-44.8 128-150 Mexican track-day special has a pleasingly pragmatic and forgiving
Combo Life 5dr MPV £21,340–£29,430 AAABC 1.5 TSI EVO 150 148 126 9.2-9.3 38.2-42.2 143-168 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg
Van-based people carrier is usable, spacious and practical, if not 2.0 TSI 190 4Motion 188 133 7.5 31.4 204 2.0 DOHC Turbo 285 152 3.7 NA NA
very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg 2.0 TSI 230 4Motion 228 142 6.3 30.1-30.4 211-212 2.3 DOHC Turbo RR 385 158 2.7 NA NA
1.2 Turbo 110 108 109 11.9 42.4 122-125 2.0 TDI 150 148 125-127 9.3 47.1-50.4 146-157
1.5 Turbo D 100 99 107 12.7 50.8-50.9 107-111 2.0 TDI 150 4Motion 148 124-125 9.3 43.5-45.6 163-171 WESTFIELD
1.5 Turbo D 130 128 115 10.6 50.7-50.9 106-112 2.0 TDI 190 4Motion 187 131 7.9 39.8-40.4 186-187 Sport 2dr coupé £19,950–£35,800 AAAAC
2.0 BiTDI 240 4Motion 238 143 6.2 35.3 210 Sport Turbo is very quick and fun but not a patch on the
V O L K S WA G E N Caterhams. LxWxH TBC Kerb weight TBC
Up 3dr/5dr hatch £12,470–£23,195 AAAAC AAAAC 1.6 Sigma Tiguan Allspace 5dr SUV £31,485–£45,100
135 TBC TBC TBC TBC
It’s no revolution, but VW’s hallmarks are in abundance. Has all the Tiguan’s sensibility and refinement, now with the bonus 1.6 Sigma 155 TBC TBC TBC TBC
LxWxH 3600x1428x1504 Kerb weight 926kg of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.0 Duratec 200 TBC TBC TBC TBC
1.0 60 59 100 14.4 50.4 124-127 1.5 TSI EVO 150 148 123 9.5-10 36.7-38.7 165-175 2.0 Ecoboost 252 TBC TBC TBC TBC
1.0 115 GTI 113 119 8.8 53.3 120-121 2.0 TSI 190 4Motion 188 130 7.8 30.7 208
e-Up 81 80 12.4 159 0 2.0 TSI 220 4Motion 217 139 6.8 28.5 224 Mega 2dr coupé £16,950 AAABC
Mk3 Sandero has new Clio platform 2.0 TDI 150 148 126 9.7 44.8 164-165 Mega engine makes it rapid, but isn’t as fun as Caterham’s R range.
Polo 5dr hatch £15,400–£23,830 AAAAC 2.0 TDI 150 4Motion 148 123-124 9.8 39.8 183-185 And you have to build it yourself. LxWxH TBC Kerb weight TBC
A thorough going-over makes it more mature, but the Polo is still a 2.0 TDI 190 4Motion 187 130 8.2 39.2 190 2.0 VTEC S2000 240 TBC TBC NA NA
Mazda MX-30, McLaren 620R, Mercedes-AMG GT 73 4-Door bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg 2.0 BiTDI 240 4Motion 237 142 6.8 34.9 213
Coupé, One, Mercedes-Benz C-Class, EQB, EQS, S-Class, 1.0 80 78 106 15.4 51.4 125-126 Z E N O S
SL, Mini Electric facelift, Nissan Ariya, Qashqai, X-Trail, 1.0 TSI 95 93 116 10.8 46.3-50.4 127-139 Touareg 5dr SUV £49,435–£58,835 AAAAC E10 0dr coupé £26,995–£39,995 AAAAB
Peugeot 3008 facelift, 5008 facelift, 508 PSE, Pininfarina 1.0 TSI 115 113 124 9.5 46.3-51.4 124-137 Hints of ritziness and sportiness don’t impinge on this functional The latest in a long line of mid-engined British marvels. Expect a
Battista, Porsche 718 Cayman GT4 RS, Renault Kadjar, Rimac 2.0 TSI GTI 200 197 147 6.7 39.8 159-160 luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg
C_Two, Skoda Enyaq iV, Ssangyong Korando EV, Subaru 1.6 TDI 95 93 115 10.8 57.6 127 3.0 V6 TSI 340 335 155 5.9 26.2-26.9 205-244 2.0 Ecoboost S 250 145 4.0 NA NA
Levorg, Suzuki Swift facelift, Tesla Model S Plaid, Toyota 3.0 V6 TDI 231 228 135 7.5 34.0-34.4 214-217 2.3 Ecoboost R 350 155 3.0 NA NA
Highlander, Mirai, Yaris Cross, Vauxhall Mokka, Mokka-e, Golf 3dr/5dr hatch £18,765–£31,075 AAAAB 3.0 V6 TDI 286 282 148 6.1 33.6-34.4 215-220
All dates are approximate and subject to change

Volkswagen Arteon R, Arteon Shooting Brake, Golf Alltrack, Does exactly what everyone expects. Still the king of the family
Golf Estate, Golf R, ID 4, Touareg R PHEV, Volvo XC40 EV car. LxWxH 4258x1790x1492 Kerb weight 1206kg V O LV O
1.5 TSI EVO 130 128 130 9.1 52.3 122 S60 4dr saloon £38,285–£56,105 AAAAC
1.5 TSI EVO 150 148 134 8.3 51.4 124-125 Fresh-faced saloon now sits comfortably among the ranks of its
2.0 TDI 115 113 126 10.2 65.7-67.3 110-113 German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg
2.0 TDI 150 148 133-134 8.6 62.8 117 2.0 T5 248 145 6.5 39.8 162
e-Golf 134 93 9.6 TBC 0 2.0 T8 Twin Engine 390 155 4.6 122.8-176.5 42
2.0 T8 Twin Engine Polestar 399 155 4.4 104.5 61
Golf Estate 5dr estate £22,155–£37,000 AAAAB
Practical load-lugging estate doesn’t erode the well-rounded Golf V60 5dr estate £35,025–£57,206 AAAAB
package. LxWxH 4567x1799x1515 Kerb weight 1295kg Spacious and comfortable, with a characterful, Scandi-cool design.
1.0 TSI 115 108 124 10.2 49.6-50.4 129 LxWxH 4761x1916x1427 Kerb weight 1729kg
1.5 TSI EVO 130 128 131 9.5 48.7-50.4 132 2.0 T4 187 137 7.2 38.7 166
1.5 TSI EVO 150 148 135 8.7 47.9-49.6 TBC 2.0 T5 246 145 6.7 38.7 166
2.0 TSI 300 4Motion R 296 155 4.8 32.5-32.8 194 2.0 T8 Twin Engine 387 155 4.9 113-166.1 TBC
1.6 TDI 115 113 124 10.7 52.3-54.3 TBC 2.0 T8 Twin Engine Polestar 401 155 4.6 104.5 TBC
2.0 TDI 150 148 134-135 8.9 52.3-53.3 TBC 2.0 D3 147 127 9.5 51.4-55.4 134-143
Electric Battista promises 1900bhp 2.0 D4 187 137 7.6 52.3-55.4 134-141

80 AUTOCAR.CO.UK 28 OCTOBER 2020

ROAD TEST
ROAD TEST pe
ed ph ef
rom m
Bentayga W12 AAAAB
BMW
1 Series 118i M Sport AAAAC
18.5.16 Ceed 1.6 CRDi 115 2 AAABC
Proceed 1.4 T-GDi AAABC
Xceed 1.4 T-GDi AAABC
30.10.19 Niro 1.6 GDI DCT 2 AAABC
2 Series 220d Convertible AAAAC 1.4.15 e-Niro First Edition AAAAB
29.8.18
27.2.19
20.11.19
31.8.16
1.5.19
508 GT BlueHDi 180 AAAAC
SW Hybrid 225 Allure AAAAC
2008 e-2008 GT Line AAABC
24.10.18 S U Z U K I
8.7.20 Swift 1.0 SZ5 AAABC
30.9.20 Celerio 1.0 SZ4 AAABC
17.5.17
25.3.15
3008 1.6 BlueHDi GT Line AAABC 18.1.17 Baleno 1.0T Boosterjet SZ5 AAABC 3.8.16
5008 2.0 BlueHDi GT Line AAABC 1.11.17 SX4 S-Cross 1.6 DDiS SZ4 AAABC 30.10.13

INDEX
s e r m u fro
T op P ow 0 -62 T orq CO 2 M2 AAAAB 15.6.16 Sportage 1.7 CRDi ISG 2 AAABC 2.3.16 Jimny 1.5 SZ5 Allgrip AAABC 28.11.18
M2 CS M-DCT AAAAB 19.8.20 Sorento 2.2 CRDi KX-4 AAABC 8.4.15 P O L E S TA R Vitara 1.6 SZ5 AAABC 29.4.15
218d Active Tourer Luxury AAAAC 24.12.14 1 AAAAC 21.10.20
218i Gran Coupé M Sport AAACC 8.4.20 L A M B O R G H I N I TESLA
3 Series 320d M Sport AAAAA 15.5.19 Huracán Performante AAAAB 11.10.17 PORSCHE Model 3 Standard Range Plus AAAAC4.9.19
330d xDrive M Sport AAAAB 15.1.20 Evo RWD Coupé AAAAB 20.5.20 718 Boxster AAAAB 8.6.16 Model S P90D AAAAB 20.4.16
330e M Sport AAAAB 1.7.20 Aventador SVJ AAAAC 19.6.19 Spyder AAAAB 1.4.20 Model X 90D AAAAC 15.2.17

The best new cars rated as 4 Series 435i M Sport AAAAC

M4 AAAAC
5 Series 520d M Sport AAAAB
18.9.13 Urus AAAAC
9.7.14
31.5.17 L A N D R O V E R
3.7.19 Cayman S AAAAB
Cayman GTS AAAAB
911 GT2 RS AAAAC
10.8.16
9.5.18 T OYO TA
18.7.18 Yaris 1.5 Hybrid Design AAAAC 23.9.20

only Autocar knows how M5 AAAAB

7 Series 730Ld AAAAC

18.4.18 Defender 110 P400 X AAAAB
6 Series GT 630d xDrv M Spt AAABC18.11.17 Discovery Sport D180 AWD SE AAAAC
11.11.15
13.

8.1.20
Carrera S AAAAB
918 Spyder 4.6 V8 AAAAA
Panamera 4S Diesel AAAAA
29.5.19 Corolla 2.0 Hybrid ST AAAAC
22.10.14 GT86 2.0 manual AAAAA
1.2.17 Prius Business Edition AAAAC
5.6.19
4.7.12
16.3.16
8 Series 840d xDrive AAABC 16.1.19 Range Rover 4.4 SDV8 AAAAB 12.12.12 Macan Turbo AAAAB 4.6.14 Mirai AAAAC 27.4.16
M8 Competition Convertible AAABC5.2.20 Range Rover Velar D240 HSE AAABC Cayenne Turbo AAAAC 5.9.18 C-HR Excel 1.8 Hybrid AAAAC 4.1.17
A road test in any other M8 Competition Coupé AAABC 3.6.20 30.8.17 Turbo S E-Hybrid AAABC 27.5.20 GR Supra Pro AAAAC 14.8.19
magazine might well i3 1.3S Range Extender AAAAC 21.2.18 Range Rover Sport 3.0 TDV6 AAAAB Taycan Turbo S AAAAA 29.7.20
i8 AAAAB 17.9.14 2.10.13 VA U X H A L L
be a short, subjective X1 xDrive20d xLine AAAAC 14.10.15 SVR AAAAA 15.4.15 R E N A U LT Corsa 1.2T 100 auto AAABC 22.1.20
summary of a new car X2 M35i AAABC 25.9.19 Twingo Dynamique AAABC 29.10.14 Crossland X 1.2T 130 Elite AAACC 7.6.17
X3 xDrive20d M Sport AAAAC 17.1.18 L E X U S Zoe Dynamique AAABC 31.7.13 Astra 1.6 CDTi 136 SRi AAAAC 30.9.15
produced under almost X4 M Competition AAACC 13.11.19 LC 500 Sport+ AAAAC 18.10.17 Clio TCe 100 Iconic AAAAB 27.11.19 ST CDTi Biturbo SRi 137 AAAAC 13.4.16
X5 xDrive30d M Sport AAAAC 2.1.19 NX 300h AAACC 1.10.14 Mégane 1.5 dCi Dyn. S Nav AAACC 17.8.16 Combo Life 1.5 TD 100 Energy AAABC
any circumstances, X5M AAAAC 13.5.15 RC F AAACC 18.2.15 RS Trophy-R AAAAC 23.10.19 27.12.18
but the Autocar road X7 xDrive M50i M Perf’nce AAAAC 9.9.20 ES 300h Takumi AAABC 6.2.19 Grand Scénic dCi 130 Dyn. S Nav AAABC Insignia Grand Sport 2.0D SRi VX-Line
LS 500h Premier AWD AAACC 6.6.18 25.1.17 AAAAC 3.5.17
test is different. Specific, rigorous and detailed, it’s C AT E R H A M Kadjar dCi 115 Dyn. S Nav AAAAC 21.10.15 Insignia Sports Tourer GSI 2.0 Biturbo D
the closest examination we can give of any new model. Seven 620S AAAAC 9.3.16 LOTUS Koleos dCi 175 4WD Sig. AAACC 20.8.17 AAACC 30.5.18
Elise Cup 250 AAABC 29.6.16 Captur 1.3 TCe 130 S Edition EDC AAABC Grandland X Hybrid4 Ultimate Nav
It appears over at least eight pages and is close to 50 CHEVROLET Evora S 2+0 AAAAC 30.3.11 18.3.20 AAACC 22.4.20
man-hours in the making every week. Corvette StingrayAAAAC 8.10.14 Exige S AAAAB 3.4.13 VXR8 GTS-R AAAAC 10.1.18
R O L L S - R OYC E
Most of what the road test process entails is CITROEN M A S E R AT I Phantom AAAAA 4.4.18 VOLKSWAG EN
designed to be strictly repeatable and fair. We C3 Puretech 110 Flair AAABC 28.12.16 Ghibli Diesel AAABC 12.3.14 Ghost AAAAC 7.7.10 Up GTI 1.0 TSI 115 AAAAC 21.3.18
C3 Aircross P’tech 110 Flair AAABC 7.3.18 Levante Diesel AAACC 30.11.16 Wraith AAAAB 21.5.14 Polo 1.0 TSI 95 SE AAAAB 31.1.18
benchmark standing-start and in-gear acceleration at C4 Cactus 1.6 BlueHDi 100 AAACC 16.7.14 S Granlusso AAABC 8.5.19 Dawn AAAAC 1.6.16 GTI AAAAC 1.8.18
a purpose-built test facility every week. We carry out C5 Aircross BlueHDi 180 AAABC 13.2.19 Cullinan Black Badge AAAAC 19.2.20 Golf GTI Clubsport S AAAAB 24.8.16
MAZDA GTE AAAAC 20.5.15
both subjective and objective handling tests on both CUPRA 2 1.5 Skyactiv-G SE AAAAC 22.4.15 S E AT 1.5 eTSI 150 Style DSG AAAAB 22.7.20
road and track, on the latter up to and beyond the limit Ateca 2.0 TSI 4Drive AAABC 23.1.19 3 2.0 Skyactiv-X AAAAC 6.11.19 Ibiza SE Technology 1.0 TSI AAAAB 19.7.17 T-Roc 2.0 TSI SEL 4Motion AAAAB 24.1.18
MX-5 1.5 SE-L Nav AAAAB 2.9.15 Leon Cupra SC 280 AAAAC 26.3.14 Cabriolet 1.5 TSI Evo R-Line DSG AABCC
of grip, so as to fully assess stability, drivability and limit DACIA CX-3 1.5D SE-L Nav AAABC 22.7.15 Arona SE Technology 1.0 TSI AAAAC 15.11.17 10.6.20
handling appeal. And while benchmark lap times are Sandero 1.2 75 Access AAACC 27.2.13 CX-5 2.2D Sport Nav AAAAC 28.6.17 Ateca 1.6 TDI SE AAAAB 19.10.16 Arteon 2.0 BiTDI 240 AAABC 27.9.17
Duster SCe 115 Comfort AAAAC 22.8.18 Passat 2.0 TDI 190 GT AAAAC 4.2.15
sometimes taken, they’re never an end in themselves. McLAREN SMART GTE AAAAC 7.9.16
We record and publish stopping distances, too, as DALLARA 570S 3.8 V8 AAAAA 30.3.16 Forfour Electric Drive Prime Premium Touran 2.0 TDI 150 SE AAAAC 3.2.16
Stradale AAAAB 16.10.19 600LT Spider 3.8 V8 AAAAB 22.5.19 AABCC 23.8.17 Tiguan 2.0 TDI 150 SE AAAAB 22.6.16
well as taking cabin noise measurements at various 720S 4.0 V8 AAAAA 24.5.17 Caravelle 2.0 BiTDI Exec. AAAAC 23.12.15
DS Senna 4.0 V8 AAAAA 10.10.18 SKODA Touareg 3.0 TDI R-Line Tech AAABC 8.8.18
cruising speeds and benchmarking either indicated
3 BlueHDi 120 AAABC 23.3.16 P1 AAAAA 7.5.14 Fabia 1.2 TSI 90 SE-L AAAAC 21.1.15 Grand California 600 AAABC 2.1.20
or brim-to-brim fuel economy. We independently 3 Crossback Puretech 155 AAACC 10.7.19 Scala 1.5 TSI 150 DSG AAABC 31.7.19
measure leg room, head room, boot space and certain 7 Crossback Puretech 225 AAABC 19.9.18 M E R C E D E S - A M G Octavia 2.0 TDI 150 SE L First Edition DSG Estate V O LV O
A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 AAAAC 2.9.20 XC40 D4 AWD First Edition AAAAB 7.2.18
key exterior vehicle dimensions, and we also weigh FERRARI C-Class C63 AAAAB 3.6.15 Superb 2.0 TDI SE AAAAB 9.9.15 S60 T8 Polestar En’d AAABC 24.12.19
every car we test. 488 GTB AAAAA 25.5.16 C63 S Convertible AAAAB 8.2.17 1.4 TSI iV 218PS SE L AAAAC 26.2.20 V60 D4 Momentum Pro AAAAC 27.6.18
488 Pista AAAAB 7.8.19 C63 S Coupé AAAAB 24.4.19 Karoq 2.0 TDI 150 Scout AAABC 30.1.19 XC60 D4 AWD R-Design AAABC 5.7.17
Just as every new car is different, however, the road 812 Superfast AAAAC 25.7.18 CLS 53 4Matic+ AAAAC 17.10.18 Kodiaq 2.0 TDI Edition AAAAC 23.11.16 S90 D4 Momentum AAAAC 13.7.16
test has developed to be versatile enough, week by GT S AAAAC 29.7.15 XC90 D5 Momentum AAAAC 17.6.15
F I AT R AAAAB 10.5.17 S S A N G YO N G
week, so as to best assess and reflect the suitability Panda 4x4 Twinair AAAAB 17.4.13 GT 4-Door Coupé 63 4Matic+ AAAAB Tivoli XLV ELX auto AAACC 14.9.16 WESTFIELD
500 Abarth 595 AAAAC 26.2.14 13.3.19 Sport 250 AAAAC 29.11.17
of each test subject to its intended purpose. It now Tipo 1.6 Multijet Lounge AABCC 2.11.16 SLC 43 AAABC 6.7.16 SUBARU
includes modular sections describing in detail the GLC 63 S 4Matic+ AAABC 13.6.18 XV 2.0i SE Lineartronic AAACC 28.2.18 ZENOS
FORD GLE 53 4Matic+ AAABC 14.10.20 Levorg GT 1.6i Lineartronic AAACC 13.1.16 E10 S AAAAB 7.10.15
limit handling of a new car, or its semi-autonomous Fiesta 1.0T Ecoboost AAAAC 9.8.17
ST-3 1.5 T Ecoboost AAAAB 15.8.18 M E R C E D E S - B E N Z
assisted driving technologies or its off-road capability.
Focus 1.5 Ecoboost 182 AAAAB 20.2.19 A-Class A200 Sport AAAAC 4.7.18
GREATEST ROAD TESTS OF ALL TIME
All of this goes to bringing you the most thorough, ST AAAAC 11.9.19 A250e AMG Line Premium AAACC 5.8.20
relevant and fair test of a new car we can produce. The RS AAAAA 4.5.16 B-Class B180 Sport AAAAC 3.4.19
S-Max 2.0 TDCi Titanium AAAAC 26.8.15 CLA 250 AAACC 21.8.19
scores reproduced here are the ones we gave the cars Mondeo 2.0 TDCi AAAAC 14.1.15 C-Class C220 Bluetec AAAAC 23.7.14
at the time so they don’t necessarily represent what Mustang 5.0 V8 GT F’back AAAAC 24.2.16 E-Class E400 Coupé AAAAC 14.6.17
Bullitt AAAAC 5.12.18 S-Class S350 Bluetec AAAAA 16.10.13
those same cars might score today were they rejudged Ecosport 1.5 TDCi AABCC 3.9.14 S63 AMG Coupé AAAAC 3.12.14
using current class standards. But you can dig deeper Puma 1.0T 125 MHEV AAAAB 25.3.20 GLA 220 CDI SE AAABC 14.5.14
Kuga 2.5 PHEV ST-Line AAABC 24.6.20 GLB 220d 4Matic AAABC 16.9.20
into their attributes by using the magazine publication Ranger Raptor AAAAC 28.8.19 GLC 250d AAAAC 10.2.16
dates listed here to look up an old test in your own G-Class G350d AMG Line AAAAC 17.7.19
HONDA GL 350 AMG Sport AAAAC 24.7.13
collection or on digital platforms such as Readly E Advance AAABC 26.8.20 GLS 400d AAABC 12.2.20 ASTON MARTIN DB9 noise was high by GT standards.
and Exact Editions, or you can order a back issue by Jazz 1.5 i-MMD Hybrid EX AAABC 7.10.20 X-Class X250d 4Matic AAABC 20.6.18 TESTED 1.6.04 Tiny rear seats didn’t justify
Civic 1.5 i-VTEC Turbo AAAAC 19.4.17 SL 500 AAAAC 8.8.12 Following the best-selling DB7 the 2+2 billing, but the cabin
phoning 0344 848 8816. 2.0 Type R GT AAAAB 25.10.17
was always going to be tough, was a wonderful meeting of
In that vein, it only remains to wish you many happy Clarity FCV AAAAC 12.7.17 M G
CR-V 1.5T EX CVT AWD AAABC 7.11.18 3 1.5 3Form Sport AAABC 25.12.13 but the DB9 was more than up traditional and contemporary.
hours lost in the many numbers of our road test archive NSX AAAAB 5.10.16 ZS EV Exclusive AAACC 4.12.19 to the task. The DB9 was more desirable
and to thank you for reading. than a Ferrari 612 Scaglietti but,
HYUNDAI MINI Less muscular but more absurdly, £67k cheaper.
Matt Saunders, road test editor i10 1.2 MPi Premium AAAAC 15.4.20 Mini Cooper S AAAAB 2.4.14 consistent in design than a
i20 1.4 SE AAAAC 7.1.14 Cooper S Works 210 AAAAB 6.12.17 Vanquish, the DB9 sported FOR Brilliant transmission,
i30 N AAABC 27.12.17 Clubman Cooper D AAABC 25.11.15 millimetre-perfect shutlines, looks and interior
ABARTH AUDI 1.4 Premium SE AAABC 13.9.17 Convertible Cooper AAAAB 6.4.16 rendered in bonded aluminium AGAINST Heavy brakes and
124 Spider AAAAC 22.3.17 A1 Sportback 35 TFSI S line AAABC 2.10.19 Kona Electric 64kWh Premium SE AAAAC Countryman Cooper D AAABC 22.2.17
A3 RS3 AAAAC 6.9.17 31.10.18 Plug-in Hybrid AAABC 26.7.17 that made it twice as stiff as the steering, tyre noise
A L FA R O M E O A4 2.0 TDI S line AAAAC 4.11.15 Santa Fe 2.2 CRDi P’m SE AAABC 6.3.19 heavier DB7. Double wishbones
Giulia Quadrifoglio AAAAB 29.3.17 S4 TDI AAAAC 18.9.19 Nexo AAABC 12.6.19 MITSUBISHI and passive dampers attended FACTFILE
Stelvio 2.2D 210 Milano AAABC 3.1.18 RS4 Avant AAAAC 14.2.18 Eclipse Cross 1.5 First Edition 2WD AAACC each corner, and the Vanquish’s Price £103,000 Engine V12, 5935cc,
Quadrifoglio AAAAC 9.1.19 A5 S5 AAABC 11.1.17 J A G U A R 14.3.18 V12 was tuned for mid-range tug, petrol Power 450bhp at 6000rpm Torque
4C Spider AAACC 27.1.16 A5 Sportback 2.0 TFSI S line AAABC 8.3.17 F-Type V8 S Convertible AAAAC 12.6.13 Outlander PHEV GX4hs AAABC 16.4.14 while ZF’s six-speed auto ’box 420lb ft at 5000rpm 0-60mph 5.4sec
A6 40 TDI S line Avant AAAAC 14.11.18 V6 S Coupé AAAAB 11.6.14 could be controlled by paddles. 0-100mph 11.3sec Standing quarter
ALPINA RS6 Avant Carbon Black AAAAC 11.3.20 2.0 R-Dynamic Coupé AAAAC 22.11.17 MORGAN
We reckoned the engine to 13.7sec, 111mph Top speed 186mph
B3 Biturbo AAAAB 29.8.13 A7 Sportback 50 TDI Sport AAABC 11.7.18 P575 R AWD Coupé AAAAC 29.4.20 Plus Four AAABC 12.8.20
A8 L 60 TFSIe Sport quattro AAABC 17.6.20 XF 2.0 R-Sport AAAAB 2.12.15 3 Wheeler AAAAA 6.6.12
be the best on sale, offering Economy 12.1mpg
ALPINE TT RS AAAAC 7.12.16 300 R-S Sportbrake AAABC 17.4.19 consistently joyous shove and
A110 Premiere Edition AAAAA 16.5.18 E-tron 55 quattro AAAAB 26.6.19 XE 2.0 R-Sport AAAAB 1.7.15 NISSAN sounds to 160mph. Crisp, brisk WHAT HAPPENED NEXT...
Q2 1.4 TFSI Sport AAAAC 9.11.16 E-Pace D180 AWD SE AAABC 11.4.18 Micra 0.9 N-Connecta AAAAC 26.4.17 upshifts and smooth downshifts A year later, the DB9 Volante was
ARIEL SQ2 quattro AAAAC 20.3.19 F-Pace 2.0d AWD AAAAC 11.5.16 DIG-T 117 N-Sport AAACC 27.3.19 meant the gearbox rendered launched with an electric fabric
Atom 4 AAAAA 9.10.19 Q5 2.0 TDI S line AAAAC 15.3.17 SVR AAAAB 24.7.19 Juke 1.0 DIG-T 117 AAABC 29.1.20 everything bar Audi’s DSG roof. The DB9 was granted a mild
Nomad AAAAA 24.6.15 SQ5 quattro AAABC 21.6.17 I-Pace EV400 S AAAAB 12.9.18 Qashqai 1.5 dCi 2WD AAAAB 19.2.14 system obsolete. Brakes were facelift and 20bhp more two
Q7 SQ7 4.0 TDI AAAAC 26.10.16 X-Trail 1.6 dCi 2WD AAABC 13.8.14 effective but stiff. years after, and Bilstein adaptive
ASTON MARTIN Q8 50 TDI S Line AAAAC 26.9.18 J E E P GT-R Recaro AAAAB 16.11.16
Notably firm suspension, damping in 2010 did much to
Vantage V8 AAAAB 23.5.18 R8 V10 Plus AAAAC 30.12.15 Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18
DB11 Launch Edition AAAAB 21.9.16 Renegade 2.0 M’jet 4x4 L’d AAABC28.10.15 NOBLE combined with accurate (if hone the car’s talents before a
Rapide S AAAAC 20.3.13 BENTLEY Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19 M600 AAAAB 14.10.09 heavy) steering, offered agility wide-ranging facelift for the 2013
DBS Superleggera AAAAA 21.11.18 Continental GT W12 First Edition AAAAB beyond the DB9’s size, while model year. Production ended
DBX AAAAB 28.10.20 2.5.18 K I A PEUGEOT understeer turned to oversteer in 2016, when the model was
Flying Spur W12 AAAAB 15.7.20 Stinger 2.0 T-GDI GT-L S AAABC 25.4.18 208 e-208 Allure Premium AAAAC 6.5.20 in extreme situations. Interior replaced by the all-new DB11.
Mulsanne 6.75 V8 AAAAC 21.9.11 Rio 1.0 T-GDI 3 Eco AAABC 1.3.17 308 1.6 e-HDi 115 AAAAC 15.1.14

28 OCTOBER 2020 AUTOCAR.CO.UK 81

 Matt Prior
or Lotus (News, p6), see
F also Aston Martin and
Maserati. But no longer
Bentley, Porsche or Rolls-
Royce. They’re all grand old brands;
some are now grand new brands.
What’s the difference? Somewhere
along the line with the grand new
brands, an owner realised what they
had and invested in it not just once
but time and again. And eventually –
with perennial, not just one-off
profit – the rewards have come.
With others, the owners (probably)
realised what they had but the funds,
patience or work rate gave out before
the potential was fulfilled.
Typically that would come after
creating a standout model – one
brilliantly received and that would
have supported an expansion of the
range if only the longer commitment
had been there. See the Lotus Elise,
Aston V8 Vantage, Aston DB9 and
Maserati Granturismo.
The difference in luxury or sports
car firm hierarchies is almost like
the difference in sportspeople. Some
will win a title, be congratulated and,
TESTER’S NOTES
` and well sprung” 15.9hp, before the
In the past, owners have polished only one
side of the diamond and called it at that
a 1920s, but dated manufacturing
acknowledging the toll it has taken
on them and their loved ones, sit back
with the satisfaction of that trophy
perennially on their shelf. Others
will win and think: “Brilliant. Now,
where does the next one come from?”
The back catalogue of sports cars
is littered with one-timers. Firms
whose brilliantly received car would
realise a profit quickly swallowed as
that highlight dimmed and wasn’t
joined by others. So the car would
soldier on, ever less competitive but
successful enough to keep the lights
on, and you would end up with a firm
that, as Andy Palmer said of Aston
when he was the incoming CEO,
basically never made any money.
With other brands – let’s go with
Bentley, Porsche and Rolls – owners
have stuck with it, creating cars that
aren’t just true to the badge but that
will sell, too. And when there are big
investments and a new model seems
a long time away, they haven’t backed
off; they’ve put their foot harder on
the gas to get through that difficult
phase, building a broad model line
that supports itself and its retailers.
And so back to Maserati. Do you
remember the plan to take it from
making 5000 cars per year to 50,000
cars per year? That’s a modest aim on
E S TA B L I S H E D 1 8 95
It seems Maserati’s
potential is finally
being unleashed
The Star car programme
6 February 1915
ONE OF THE frequent advertisers
in the formative era of Autocar was
a manufacturer that has now been
almost entirely forgotten: Star.
Founded in Wolverhampton
in 1883 as a bicycle maker, Star
started developing its first car –
a modified Benz 3.5hp – in 1897.
Sales were strong and expansion
was rapid, with the construction of
a new 40,000sq ft factory in 1903.
An advert in early 1915 showed
the Star range. It began with the
“exceedingly nippy” 10-12hp, which
cost £300 (£31,000 today) and
the serial-race-winning 12-15hp.
Then came the “beautifully silent
20.1hp at £460 (£47,650), said
to be “a hillclimber of first quality
with plenty of power in reserve”.
Star hit its sales peak in the early
techniques and a recession led to
The grey-bearded Granturismo is, for the company folding in early 1932.
my money, still the most appealing
Maserati. Maserati calls it “a timeless
Italian GT”, which is a nicer way of G E T M O R E AU T O C A R
putting it than renaming it Gandalf.
“Maserati is like a diamond in
the rough,” new brand boss Davide
Grasso told us (‘Neptune ascendant’,
30 September). “You don’t find a
brand like this easily, with such clear,
distinct DNA, such passion and so
much knowledge. You can polish X
this diamond and make it shine.”
You can. In the past, they’ve Volkswagen ID 3 meets
polished only one side and called it the world’s favourite EV
at that. To make a success of it, you
have to polish and polish and polish.
The thing is, isn’t there something
quite endearing about the lack of
youtube.com/autocar
polish? A struggling firm making
cars that are so desperately dated
and flawed but retain just enough facebook.com/autocarofficial
magic to get you excited? It’s what
separates cars from white goods.
I’m all for turning around these twitter.com/autocar
brands, finally unleashing their
potential. But it will be a small shame
to lose that roughness. Ho hum. autocar_official
Maybe, from time to time, the French
will still try to launch a luxury car.
SUBSCRIBE
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 matt.prior@haymarket.com
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a global scale but, with the Ghibli and For all our latest print and digital
Elise should have begun Lotus growth
Levante, one that it couldn’t fulfil. @matty_prior subscription offers
82 AUTOCAR.CO.UK 28 OCTOBER 2020
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