ROV E R I S BAC K

M E R C ’S
F I R S T F O R N E W S A N D R E V I E W S E V E RY W E E K

SCOOP
Est. 1895 | autocar.co.uk | 5 September 2018 TESL A
New EQ C to fight Model X

SHOCK NEW
ASTON
2019 DBX The most radical
car they’ve ever made
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 Issue 6322 | Volume 297 | No 10
THIS WEEK
‘I’m in and gone without the dogs knowing’

52 NEWS
Aston DBX New SUV to lead British firm’s flotation 6
Second Bugatti planned CEO wants Chiron sibling 11
New Mercedes EQ C Wraps off Jaguar I-Pace rival 12
Ferrari 488 Pista Spider New drop-top supercar 15
Byton targets Europe Chinese firm here in 2020 17
Renault Arkana shown Crossover aimed at Russia 18

TESTED
Mercedes-AMG G63 Retro-styled luxo-SUV tested 24
Mazda MX-5 2.0 Revised Japanese roadster rated 29
Hyundai i30 1.4 N Line First taste of warm hatch 31
Porsche Cayenne Turbo ROAD TEST 32

FEATURES
The XJ’s half-century How big saloon has changed 40
One in the I A road trip in Jaguar’s new I-Pace 46
Rover not out The man who built his own 75 Coupé 50 MAXIMUM THRILLS FOR MINIMUM BILLS 54
Silent delivery Revolutionary new milk float tested 52
How to have fun Competitively priced enjoyment 54
Gripping stuff How BTCC racing tyres are created 60

OUR CARS
Mercedes-Benz X-Class Goodbye to our big pick-up 66
Volkswagen Arteon Can it handle the donkey work? 69
Toyota C-HR Appreciating details in a traffic jam 71

EVERY WEEK
Steve Cropley Being kept in suspense by Citroën 21 ASTON’S BOLD FUTURE REVEALED 6 A SURREAL DREAM THREE-CAR GARAGE 50
Subscribe Join our club and bag some extra stuff 22
Your views We shouldn’t be driven to distraction 62
Matt Prior Sad to see racing end at Rockingham 90 ` APPARENTLY IT HAS BEEN ENGINEERED
TO OUTLAST THE ZOMBIE APOCALYPSE a
DEALS
WHICH 4X4 WILL MATT SAUNDERS BE DRIVING WHEN DOOMSDAY ARRIVES? 24
James Ruppert Motorway mile munchers for less 72
Used buying guide Presidential French express 74
Spied in the classifieds Cars we’ve been lusting after 76
Road test results Autocar’s data archive 79
New cars A-Z Key stats for every new car on sale 82

USED CITROEN C6 BUYING TIPS 74 OLD VS NEW: 50 YEARS OF THE JAGUAR XJ 40

5 SEPTEMBER 2018 AUTOCAR.CO.UK 3
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 The original car magazine, published
COMMENT
since 1895 ‘in the interests of the
mechanically propelled road carriage’
EDITORIAL
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HOW ANDY PALMER AND AN SUV HAVE

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EDITORIAL CONTRIBUTORS
European editor Greg Kable
Used car correspondent James Ruppert

TURNED ASTON MARTIN AROUND

Senior contributing writer Andrew Frankel
Contributing writer Dan Prosser
Senior contributing editor Richard Bremner
Contributing editor Mike Duff
Senior consulting editor Tom Evans
Special correspondents Mauro Calo, Jesse Crosse, John Evans, Colin
Goodwin, Hilton Holloway, Peter Liddiard, Julian Rendell, Richard Webber
Special contributors Matt Bird, John Bradshaw, Nic Cackett, ASTON MARTIN’S DECISION to float in part on the
Kris Culmer, Claire Evans, John Howell, Steve Huntingford, Maria Iu,
Darren Moss, Allan Muir, Will Nightingale, Doug Revolta,
Sam Sheehan, Alan Taylor-Jones, Will Williams, Neil Winn Stock Exchange will reward its shareholders handsomely.
MEDIA ENQUIRIES
Tel +44 (0)20 8541 3434 The flotation value of £4-5 billion is extraordinary for a
Contact Robert Etheridge (robert@performancecomms.com)
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plan. The fi rst three models to emerge from it, the DB11, Vantage and
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starting with next year’s DBX SUV (p6).
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The idea of an Aston SUV is no longer as alien as it once was, yet much
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with it a new factory in which to build it, it’ll be the fi rst Aston to get
NEWSTRADE MARKETING
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hybrid tech and it will provide the underpinnings for the new – and even
MANAGEMENT
Managing director Rachael Prasher
more radical – Lagonda luxury spin-of brand. 
    
    
        


       

Marketing director Darren Pitt

Print and events marketing manager Charlene Harry Autocar If the DBX and Lagonda succeed, they will be the crowning    : 
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5 SEPTEMBER 2018 AUTOCAR.CO.UK 5

N E WS G O T A S T O RY ?
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IMAGE

Aston to follow Ferrari

with SUV, shares sale
Aston Martin, like Ferrari, is chasing unprecedented sales growth and profits by
launching an SUV, which is due next year, and selling shares on the stock market
6 AUTOCAR.CO.UK 5 SEPTEMBER 2018

The DBX’s development is now
nearly complete ahead of a world
debut in around a year’s time
A
ston Martin’s comeback
is to be crowned by the
most radical model in its
illustrious history and
the flagstone of its expansion:
the DBX SUV. First previewed
as a concept in 2015, the DBX’s
development is now nearly
complete ahead of a planned
world debut in around a year’s
time, with sales due to start in
early 2020.
The DBX — which will
compete against the likes
of the Lamborghini Urus,
Bentley Bentayga, Rolls-Royce
Cullinan and upcoming Ferrari
SUV — breaks new ground
for Aston in several areas.
` instant hit but has already
a Far more overtly a sports
It’s the firm’s first SUV, the
most controversial of body
types for such a brand but
also potentially the bestselling
and most profitable. Indeed,
so significant is the DBX that
Aston has acquired a new
factory in St Athan, Wales, in
which to assemble it.
The DBX will also be the first
all-new Aston Martin model
launched after the company’s
stock market flotation, a
formal intention for which was
finally confirmed last week
after the firm returned to
profitability last year. In a long-
rumoured move, Aston Martin
is set to offer more than £1
billion of shares, which equates
to some 25% of the company,
on the London Stock Exchange
in the autumn. The initial
public offering (IPO) values
the British manufacturer at
around £5bn and would place
it in the FTSE 100. Following
its own IPO in 2015, Ferrari’s
value doubled to around £15bn
a year later.
Aston Martin has changed
significantly as a company
under the leadership of Andy
Palmer, who joined as CEO in
2014. He has brought financial
stability to the company and
returned it to profit.
Last year, it was in the black
THE SEVEN CARS IN ASTON’S PLAN
for the first time since 2010.
Aston’s first-half results in
2018 showed that it recorded a
pre-tax profit of £20.7 million.
Palmer has underpinned
that growth with his so-called
‘second century’ plan, which is
formed of seven models being
launched over seven years at
the rate of one per year, each
then on sale for a seven-year
model cycle with various
derivatives and special-edition
versions launched within that.
The DB11, Vantage and DBS
Superleggera have already
come out as the first three
models in that plan and now
the focus switches to the
DB11, 2016
First new-era Aston was an
been replaced by the more
honed DB11 AMR. The
range recently expanded
with an open-top Volante.
Vantage, 2017
car than its forebear, it
will take the fight to the
Porsche 911 with a series
of spin-offs including a
Volante and a V12 version.
DBS Superleggera, 2018
Latest Aston Martin is a
full-blown front-engined
supercar rival to the Ferrari
812 Superfast. An Autocar
road test of the model is
due in the autumn.
DBX, 2019
Aston’s second century
plan enters its next phase
with the first all-new model
with no direct predecessor:
the radical four-door, four-
seat SUV.
Vanquish, 2020
The name will return to an
Aston in the form of a new
mid-engined supercar. Its
development is taking place
at a special Aston facility
inside Red Bull’s F1 campus.
Lagonda saloon, 2021
Lagonda badge will be
revived for an electric
saloon to rival the Rolls-
Royce Phantom, albeit
with radically different
proportions and styling.
Lagonda SUV, 2022
Lagonda range will quickly
double with an SUV. As with
the Lagonda saloon, this
SUV will be closely related
to the DBX and built at the
new St Athan plant in Wales.
fourth, the DBX, which Palmer
says “will shine a torch” to the
future of the brand.
The middle model of the
second century plan has the
greatest potential to bring
further growth to Aston, in
terms of both volume and
profits. It will enter at the heart
of the fast-growing luxury
SUV segment, aiming to mix
performance and luxury like no
rival before it.
The design of the car has
been finalised, the engineering
is almost complete, the tooling
is under way and the paint
shop at St Athan is around
80% complete. The first ◊
5 SEPTEMBER 2018 AUTOCAR.CO.UK 7

New Lagonda saloon
was previewed by
the Vision concept
∆ pre-production models
are due to emerge from the
production line in the first
quarter of next year.
Palmer said the DBX
bears little relation to the
2015 concept car, which was
a dramatic two-door with
four seats commissioned on
Palmer’s second day in the job
in 2014, in his words “to get the
company aligned to the idea
of Aston doing an SUV, which
was not obvious then. It was
controversial internally and
externally but not any more.
Others have moved into that
space, and Ferrari will. The idea
of one has moved with it. You’ll
see elements of the design
language [from the concept]
but it’ll be four doors, not two.”
The DBX will be made more
practical than the concept by
the switch to four doors, but it
will keep the concept’s sloping
roofline, albeit a higher one.
Following the trend of
the DB11, Vantage and DBS
Superleggera, the DBX will
get its own distinct front grille
design and bespoke styling
8 AUTOCAR.CO.UK 5 SEPTEMBER 2018
touches. Sharp lines and
creases are understood to be a
feature of the side bodywork,
to draw the eye as much as
possible away from the fact
that this is ultimately a more
bulky Aston than any before it.
The underpinnings of the
DBX have a close relationship
with the all-electric Lagonda
models that Aston is also
preparing as part of the second
century plan. The first electric
Lagonda is due to be a saloon
launched in 2021 and it will be
followed in 2022 by an SUV. To
that end, the DBX and Lagonda
will share their suspension
componentry.
“Part of the new vocabulary
here is ‘coca’: ‘carry over, carry
across’,” said Palmer. “Never
start a design with only one
application in mind. The DBX
suspension goes across to
Lagonda.”
Whereas the Lagonda name
will be used for all-electric
models in the Aston Martin
Lagonda family, Aston Martins
will adopt hybrid technology by
the middle of the next decade,
with the DBX understood to be
taking the lead in that.
Daimler will provide Aston’s
hybrid technology and is also
one of two routes for sourcing
full-electric drivetrains,
according to Palmer, with
other external partners also
being explored.
Aston has sourced an 800V
system for its first electric
car, the limited-run RapidE
due in 2019, and Palmer said
800V and access to the latest
chemistry is key to any future
EV powertrain from the firm.
Although hybrid versions of
the DBX are a long way off,
the car will be launched with a
Mercedes-sourced 4.0-litre V8
and Aston’s own 5.2-litre V12
as core engine options.
Palmer said that although
he lists the DBX’s rivals as the
Bentayga, Urus, Cullinan and
upcoming Ferrari, each model
performs a very different
role in the super-luxury SUV
segment. “Those minded
towards a beauty of execution
will move to Aston,” he said.
First-time Aston customers
`
The Lagonda name will be
used for all-electric models
a
are expected to be found in
China and North America
in particular for the DBX,
but Palmer said plenty of
existing Aston owners will
be interested, too. “It’s
fascinating to me that 72% of
Aston customers also own an
SUV, and normally these are
Cayennes or Range Rovers,”
he said. “If you’re converted to
Aston, it’ll be easier to convert
buyers to an Aston SUV.”
The final model name of
the DBX has yet to be decided
upon. However, earlier this
year Aston trademarked the
Original DBX concept
will be much changed
for production
name Varekai. The seventh
model in its product plan, a
mid-engined supercar to rival
the Ferrari 488, will be called
the Vanquish.
The DBX is expected to
sell at around 5000 units per
year, which would comfortably
make it Aston’s most popular
model. Last year, the firm
sold 5117 sports cars, with the
long-term goal of up to 14,000
split between 7000 each from
Gaydon and St Athan, and the
rest from up to two special,
limited-run models each year.
MARK TISSHAW

FER R A R I SHOWS HOW FA R ASTON STILL H AS TO GO
H I LT O N H O L L AWAY
There’s a certain audacity
about Andy Palmer’s
leadership of Aston Martin.
The plan to float the company
on the stock market comes
on the back of a good year
for profits — at least in terms
of what Aston Martin has
achieved before.
Also on the way are more
Aston models, a revival of the
Lagonda brand as the cutting
edge of modern CO2 -free
luxury and the promise of
overall annual sales heading
towards 10,000 units in the
medium term.
But since at least the 1960s,
Aston has been bouncing in
and out of bankruptcy and
there’s a peculiar rhythm to
Aston’s troubles.
In the early 1970s, a
recession, the fuel crisis and
the inability of what was a very
small company to produce
engines that could meet
very strict new Californian
pollution regulations knocked
the maker out cold.
After Aston was revived in
1975, the company launched
the aggressively modern
Lagonda saloon, best known
for its failed attempt at a
digital dashboard.
Today, a deal with (small
shareholder) Daimler has fixed
Aston’s need for cutting-edge
engines and infotainment
technology.
What’s proving harder to
fix is the brand’s century-long
inability to build a consistently
performing business
and Aston’s particular
vulnerability to recessions.
For example, even though
Ford’s takeover in 1988 finally
provided the technical and
financial muscle to produce
the admired DB7, it took
Q&A ANDY PALMER, CEO, ASTON MARTIN
What does an Aston Martin
IPO mean to Autocar readers
and the product plan?
“In the immediate future, not
a great deal. When you go to
an IPO, you sell a story. Our
plan is well known: seven cars
over seven years with seven-
year product cycles, copy,
repeat. We’ve now got a level
of acceptance that our plan
is legitimate and supported
by those people buying. They
approve of the plan. I’ve been
very vocal on the plan. Some
say it’s very ambitious. City
experts look at it next to
different companies and the
principle of the story and vote
with a valuation.”
Ferrari offered an IPO in
2015 and has since doubled
in value. Does that give you
encouragement?
“Ferrari is the only real
comparison. It has helped
us. Ferrari has shown that a
car company can exist and
nearly a decade to build over
7000 examples of the car.
The 2008 credit crunch
recession also felled Aston. In
2007, it sold 7300 cars, but
then sales collapsed. By 2013,
it crept back to 4200 sales
before crashing back to 3500
in 2014 and a £75 million loss.
What was most baffling
about the 2008-2016 period
was that Aston had never had
a range of more competitive
cars but it still failed to surf
the massive rise in global
‘ultra-premium’ car sales that
started in 2010.
The launch of the new-
generation DB11 in 2016 was a
huge help in the most recent
revival. Full-year sales leapt
58% to 5117 in 2017 and the
company made its first annual
profit for a decade.
But if you compare Aston’s
2017 financial performance
compete in the luxury space
and have value. I don’t have
to prove it again, as Ferrari
has proven it. We’re going
further than Ferrari by
having a car in all key luxury
and high-performance
segments. We cover models
by Bentley, Rolls-Royce,
Lamborghini and Ferrari as a
one-stop shop.”
Does this leave Aston Martin
open to a takeover from
another car maker?
“We’re actually more
vulnerable today. One
company has only got
to convince one or two
shareholders, get them to
agree, and then they’ve
got over half the company.
Going public, we have tens of
thousands of shareholders,
and we’re protected on some
effects. You could acquire
shares by stealth, but when
you get to 3% you’d have
to declare. We’re aware of
predators, but I’ve said to my
team to make the company as
valuable as possible so they
can’t afford us.”
Who would you describe as
predators?
“Aston has always been
a jewel, but we’re quite
different now with Daimler as
a shareholder. [Daimler owns
5% of Aston and supplies it
with Mercedes engines and
components.] But with that,
we’re a bit of a poison pill: if
with that of Ferrari — which is
listed on the stock market — its
fundamental issues become
more clear.
Aston made around €933m
revenue on its 5117 car sales.
Ferrari sold 8398 cars, but
made €2.4 billion revenue.
Crudely, Ferrari as a business
pulls in around €286,000
in revenue per car sold and
Aston just €182,333.
Ferrari is more than just
car sales, too. It may well
also sell the highest-profit-
margin baseball caps on the
planet. Its 2017 income from
‘sponsorship, commercial and
brand’ was €494m. Ferrari
even charged Maserati €373m
for supplying engines.
So strong is Ferrari’s
position that it has profit
margins of 30% and says it
will spend €550m in 2018 on
capital expenditure alone.
NEWS
other car makers come in,
Daimler can consider them a
rival and not supply parts.
Of our initial 25%, we’re
looking for long-term
investors.”
Is the IPO designed to raise
money for Aston Martin?
“It’s not to raise money for
us. All funds are secured and
this is more for shareholders
to get a return on their
investment. It’s also about
bringing good governance
to the company, so we can
have success in our second
century. I hope to leave
a legacy behind, with an
independent chairman and
board, a structure that is
secure and stops us making
the mistakes of the past.”
How significant is this
IPO announcement for
Aston Martin?
“This is huge for the
company, but also huge for
the country. We’ll be the only
car company on the FTSE,
the only one independent
and British owned. Other car
makers are owned by foreign
car makers and owners.
We’ll be owned by the British
public. We hope what we’re
doing is something that the
country can be proud of,
something to give to young
engineers and craftsman
and give people the same
opportunities this industry
gave me in 1979.”
Aston Martin’s financial
position is far less solid and
it is engaged in a massive
product push that will make
the next five years or so rather
more complex than Ferrari’s
next five years.
As well as a new factory
and the new SUV, there’s
the development of the
battery-powered Lagonda
‘future luxury’ car and a new
mid-engined model is also
promised.
Between now and 2023,
there will be another global
recession. Future investors
— who know the difference
between a hard-headed
business plan and an evening
at the Casino Royale — must
hope the company has not
overstretched itself in terms
of product development and
that it has also broken its
recessionary curse.
5 SEPTEMBER 2018 AUTOCAR.CO.UK 9

Bugatti ‘ready’ for two models
CEO said Bugatti is looking to add a second model to its line-up. SUV is being tipped
N
ew Bugatti CEO Stephan
Winkelmann is looking to
push through a second
model line-up alongside
the Chiron, with a potential
SUV bodystyle favoured
over the originally mooted
four-door saloon.
Winkelmann, previously of
Lamborghini and Audi Sport,
took up his position as Bugatti’s
chief executive in January,
pushing the recently revealed
Jaguar to refresh XE for 2019
JAGUAR IS SET to release a
facelifted XE next year and
prototypes are hot weather
testing in the US. The BMW 3
Series rival will receive minor
revisions to the exterior
design, alongside technology,
material and fit and finish
improvements inside. Semi-
autonomous features would
also help to keep the compact
S PY S H OT
J A G U A R X E FA C E L I F T
Divo from a working project to a
production reality in just eight
months. Speaking to Autocar
during the Divo’s unveiling at
Pebble Beach, he confirmed
the luxury brand is “ready to do
more than one model”.
He said: “It’s clear that if we
do something different from
a super-sports car like the
Chiron, then it would not be
enough just to be in love with
one type of car”.
executive car competitive
with fresher-faced rivals.
It’s likely that a 48V
mild-hybrid system will make
its way onto many of the
2019 XE’s engines, boosting
efficiency for the four-pot
petrol and diesel line-up.
The recently introduced
range-topper, the all-wheel-
drive 300 Sport, is expected
When asked if a second
model would be a saloon or an
SUV, Winkelmann said: “We
would look at every bodystyle
and regional demand and not
put our money into something
that is fading.”
Prior to the new CEO’s
arrival, Bugatti had previously
worked on the idea of a four-
door saloon under the Galibier
name. But Winkelmann’s
suggestion that such a
to be carried over largely
unchanged.
Mild refinement upgrades
should feature and chassis
tweaks would ensure the XE
better balances ride comfort
and handling. Nothing has
been confirmed yet, but we
could see the updated XE at
the Geneva motor show in
March 2019.
bodystyle may be ‘fading’ is
reflective of the decline in
three-box saloon sales in more
mainstream brands in favour of
more desirable SUVs.
Winkelmann was in charge
at Lamborghini during the
conception of the Urus SUV,
which has recently been
launched. Ferrari is also set to
bring an SUV to market next
year, while luxury brand such as
Rolls-Royce and Bentley also
Next Porsche 911 GT3
turns to turbo power
THE NEXT-GENERATION
Porsche 911 GT3 will follow the
rest of the range by adopting
turbocharging, according to
sources close to the German
car maker. Early prototypes of
the more track-focused model
have been seen testing in
NEWS
Four-door saloon was
Bugatti’s original idea
for its second model
have high-riding models.
Investment in a second
Bugatti bodystyle has had to
take a back seat behind the
Volkswagen Group’s other
priorities, such as electric
vehicle and autonomous
technology development.
However, that could change as
the profitability of cars like the
Chiron proves high-end, low-
volume models make money.
MIKE DUFF
S PY S H OT
PORSCHE 911 GT3
preparation for its 2020 launch.
The GT3 is expected to
inherit the 911 Turbo’s 3.8-litre
flat six motor, rated to deliver
somewhere in the region of
520bhp. It’s not known if a
manual variant will be offered
but it looks increasingly unlikely.
5 SEPTEMBER 2018 AUTOCAR.CO.UK 11
 EQ C is Merc’s first full EV
New battery-electric model will take the fight to the Jaguar I-Pace and Tesla Model X
OFFICIAL PICTURES
M
ercedes-Benz has
revealed the first of up
to 10 new pure-electric
models due before
2025 with the unveiling of its
eagerly awaited EQ C.
A key rival to the Jaguar
I-Pace, Tesla Model X and
upcoming Audi E-tron Quattro,
the new five-seat EQ C SUV
is the first dedicated electric
Mercedes model to enter series
production. The EQ C is based
around a heavily modified
version of the GLC platform.
Stylistically, it leans heavily
on the early Generation EQ
concept of 2016. It retains
the same basic shape and
five-door layout of the earlier
concept, albeit with altered
detailing such as the front-end
design. Autocar understands
that the EQ C achieves a drag
coefficient of less than 0.30.
12 AUTOCAR.CO.UK 5 SEPTEMBER 2018
At 4761mm long, 1884mm
wide and 1324mm tall, the
EQ C is 105mm longer and a
considerable 315mm lower
than the GLC, with which it
shares its 2873mm wheelbase.
Inside, the new model uses
an upgraded version of the
GLC’s cabin, parts of which are
set to appear on a facelifted
version of the mid-range SUV
due in 2019. These include a
newly designed dashboard
with a digital instrument and
infotainment panel, reworked
ventilation units and a new
multi-function steering wheel
featuring touch pads within the
horizontal spokes.
With seating for five and
79 litres more luggage space
than the GLC, at a claimed
500 litres, the EQ C will
count versatility as one of its
strongest selling points.
The EQ C is powered by mounts for the motors endow also claims a towing capacity of
a newly developed electric the EQ C with class-leading 1800kg and a 515kg payload.
drivetrain that’ll be used refinement, according to Energy to power the motors
across the EQ range. Initially Mercedes-Benz. is supplied by an 80kWh
previewed in the Generation In Sport mode, the EQ C battery. All up, the lithium
EQ concept, it consists of will sprint from a standstill to ion unit weighs 650kg. With a
two electric motors – one 62mph in 5.1sec. Top speed is claimed range of 280 miles on
powering the front wheels and limited to 112mph. In a display of the current NEDC test cycle
another the rears – that enable the car’s versatility, Mercedes (which is being phased out),
four-wheel drive capability,
depending on the driving mode.
They deliver a combined
402bhp and 564lb ft to move
the EQ C’s 2425kg kerb weight.
By comparison, the 395bhp
Jaguar I-Pace weighs 2130kg.
Each of the EQ C’s motors
is configured differently: the
front one is tuned for efficiency
in the low- to mid-load range,
and the rear one is described
as being more performance
orientated, with a greater
Cabin previews new features
emphasis on the mid to high-
destined for the related GLC
load range. Rubber subframe
 NEWS

Mercedes says the EQ

C’s drag coefficient
is lower than 0.30 OFFICIAL PICTURE

New Toyota Auris

renamed Corolla
THE NEW TOYOTA Auris
has been rebadged Corolla
ahead of its introduction
next year, bringing the name
back to the UK market after
a 13-year absence. The
decision has been made
after the new Ford Focus
rival was launched back
in March, when it was still
badged Auris.
At the same time, Toyota
has revealed the Touring
Sports estate version of the
Corolla ahead of its market
debut in 2019. It features
the same engine range as
the hatchback, with a 114bhp
1.2-litre turbo petrol as the
entry point, plus a Prius-
sourced 121bhp 1.8-litre
petrol hybrid and a 178bhp
2.0-litre petrol hybrid
topping the range.
The Touring Sports’
2700mm wheelbase is
60mm longer than the
hatchback’s, with Toyota
claiming best-in-class rear
leg room. It also gets a
598-litre boot with the seats
up, a figure that’s 10 litres
less than the Skoda Octavia
Estate’s. Further details will
be revealed nearer the car’s
on-sale date.

EQ C is a five-seater
with a 500-litre boot
and 515kg payload

the EQ C can’t quite match the

336-mile NEDC claimed range
of the I-Pace, which features a
larger, 90kWh battery.
A standard 7.4kW onboard
charger enables AC charging
via either regular mains or
high-voltage public charging
stations. Under DC charging,
the EQ C’s battery can be
charged from 10% to 80% at
up to 110kW in around 40min.
The EQ C will be produced
at Mercedes’ Bremen plant in
Germany and a joint-venture
factory in Beijing, China.
UK examples will be made
exclusively in Bremen.
Mercedes said it constructed
more than 200 prototypes
of the EQ C in a programme
claimed to have covered
“several million kilometres
across four continents”.
GREG KABLE
M O T O R S E T- U P H O L D S P R O M I S E
M AT T S A U N D E R S
So it looks like Mercedes’
first committed stab at a
proper EV will weigh more
than a Tesla Model S and a
Jaguar I-Pace — and, with
80kWh of battery capacity,
may very well not offer quite
as much real-world cruising
range as either.
We’d be foolish to make
any judgements about it on
the basis of such preliminary
information, or without
knowing for sure exactly how
Mercedes will be pricing the
car, but that’s probably not
the greatest of starts for it to
have got off to.
I like the sound of the
OFFICIAL PICTURE
car’s motor configurations,
though. It certainly makes
SKODA HINTS AT NEW FORD FOCUS RIVAL
sense to me to vary either Skoda has revealed sketches of its
the size of the motor at
each axle, or its gearing, or Paris motor show-bound concept car,
both, in order to optimise
performance and energy
the Vision RS. Previewing a Ford Focus-
efficiency throughout the rivalling hatchback that will serve
speed range.
And Mercedes’ claim is as as a replacement for the Rapid
promising, too: that this
motor strategy will boost the
Spaceback, it also provides a glimpse
car’s handling dynamism,
with the bigger and more
of the future design of vRS models.
powerful motor being at the The concept is 4354mm long,
rear, and perhaps only called
upon when the car is in Sport 1810mm wide and 1431mm tall. That
mode or being driven under
high load.
makes it longer, narrower and lower
than the current Rapid Spaceback.
5 SEPTEMBER 2018 AUTOCAR.CO.UK 13
 Lotus Silverstone
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Lotus Elise Sprint 220 2018
Elise Signature Blue,and Black
Alcantara Interior, 1,756 miles
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Lotus Evora V6 S Sports
Racer 4 2014
Nightfall Blue and Ebony Black
Leather Interior, 23,413 miles
£45,500

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01327 222888
 NEWS
OFFICIAL PICTURE

Ferrari says it covers

0-62mph in 2.85sec
and can reach 211mph

Ferrari 488 Pista goes drop-top

New 488 Pista Spider delivers the same performance as the coupé, Ferrari claims
lightweight options have been possible, so as to not alter the folding metal roof is able to

F
errari has revealed the
drop-top version of its
most hardcore 488 yet,
ahead of sales beginning
later this year. The 488
Pista Spider, which made its
first public appearance at
the Pebble Beach Concours
d’Elegance last week, is the
50th open-top Ferrari in the
company’s history.
It’s billed as the most
technically advanced
convertible that Ferrari has
made and promises to deliver
identical performance to
the coupé. With 710bhp and
568lb ft of torque from the
same twin-turbocharged
3.9-litre V8, the 488 Pista
Spider is claimed to cover
0-62mph in 2.85sec and reach
a top speed of 211mph.
Those figures are despite
the Spider being 100kg
heavier than the coupé, at
1380kg dry to the hard-top’s
1280kg, when all of the car’s
selected. These include a set of
carbonfibre wheels, which are
20% lighter than the standard
rims. Weight-saving features
also run to aluminium flooring
plates instead of carpets and a
simple door strap in place of the
regular door handle.
During the Pista Spider’s
development, the designers’
main brief was for the car to
stay as true to the coupé’s
aerodynamic efficiency as
dynamics. There is no loss
in downforce or increase in
drag when the roof is closed,
according to Ferrari. The Spider
also has the same Ferrari
Dynamic Enhancer system
as the fixed-head 488 Pista,
managing brake pressure
to each individual caliper
to improve balance when
cornering.
As with the regular 488
Spider, the Pista’s electric
go from closed to open in less
than 30sec. The version shown
at Pebble Beach features a
characteristic two-tone livery
reflecting that of the coupé.
Ferrari is yet to confirm a
price for the new 488 Pista
Spider, which is due to be
delivered to customers next
year. Expect it to be around
£275,000, about £25,000
more than the coupe.
JIMI BECKWITH

Ford, VW eye joint pick-up deal

VOLKSWAGEN LOOKS SET boost the competitiveness US-aimed Atlas Tanoak,
Future VW Atlas
Tanoak could be
Ford Ranger twin

to team up with Ford to
develop a shared pick-up
platform, according to sources
close to the German brand.
The move would mean that
a future truck based on the
Atlas Tanoak would share its
platform with a successor to
the existing Ford Ranger.
The deal would be an
extension of a proposed
‘strategic alliance’ between
the two industry giants to help
of both companies through
sharing development
costs. Previously, the
deal mentioned only
the development of new
commercial vehicles together.
A new ladder-frame chassis
could be developed as part
of the deal, which is yet
to be officially confirmed.
That would help Volkswagen
to boost the profitability
of models such as the
allowing it to sit above the
Amarok in the range.
Volkswagen is currently
considering whether to
offer a new pick-up with the
monocoque construction of
the Atlas Tanoak concept car
in the search for refinement
and improve on-road ability,
or stick with the more rugged
and traditional ladder-frame
chassis for ultimate payload
and towing capacity.

MITSUBISHI AND FIAT DITCH DIESELS
Fiat and Mitsubishi are the latest manufacturers
to remove diesel engine variants from their line-
ups. The updated Fiat 500X and 500L are now
petrol only. Mitsubishi has removed oil-burners
from the ranges of the ASX and Outlander SUVs.
TOYOTA IN £388M HOOK-UP WITH UBER
Toyota has invested £388 million in ride sharing
firm Uber, with the aim of “bringing to market
autonomous ride sharing as a mobility service”.
The car maker has also pledged a fleet of Toyotas
for Uber to test out new driverless technology.

5 SEPTEMBER 2018 AUTOCAR.CO.UK 15

 NEWS
Byton’s first model will
be the K-Byte saloon,
based on this concept

Byton eyes Europe by 2020

New Chinese EV maker set to launch £35,000 model in its home market next year
which case it is still a very big vehicles [per year], hence the

C
hinese electric start-
up Byton has recently
secured £385 million in
funding to help it take
on established players such
as Tesla. The company’s chief
vehicle engineer is Irishman
David Twohig, who formerly
worked for the Renault-Nissan
Alliance and won the Mundy
Award for Engineering at this
year’s Autocar Awards for his
work on the Alpine A110. We
caught up with Twohig at the
Pebble Beach Concours event
to find out more about Byton’s
ambitious plans.
Where is Byton in terms
of products?
“Getting close. Launch is
committed for China in 2019,
we’ll do North America a few
months later and we’ll be in
Europe at the back end of
2020. The plant at Nanjing is
going ahead at a speed I’ve
never seen in 26 years in the
car industry. We’ll be building
the first off-tool prototypes
early next year.”
Will all Byton vehicles sit
on the same platform?
“Yes. It’s not a sandwich
construction like the Chevrolet
Bolt, for example. We are very
much leaning on established
technologies — that’s why
they hired guys like me, an old
soldier from existing OEMs.
We’re relying on technology
you can scale with minimum
investment, and the plant in
Nanjing is set up to do that, to
do different wheelbases with all
vehicles built on a single line.”
Why stick with ‘three-box’
design when you don’t have
engines up front?
“I’d say we’ve made a bit of
a rupture with the K-Byte.
It looks like a three-box but
it’s really not, we’ve got a
completely open space in front
of the driver and passenger,
which is why we’ve been able
to create the idea of seats that
swivel 12 degrees when the car
is running autonomously. It’s
clever packaging.”
You are committed to having
partial autonomy from launch,
but how quickly will you be
able to deliver true ‘eyes off’
autonomy?
“We are autonomous driving
optimists or I wouldn’t be
standing in front of this vehicle.
Yes, there have been some
over-optimistic claims, but we
do believe it’s going to happen
very quickly. The key with Level
4 is whether we are talking all
the time and everywhere, in
ask. But if we’re talking about
Level 4 most of the time and
most of the world, certainly
where you don’t have extreme
weather conditions. We think it
will be very soon, within the life
of this vehicle.”
The big question: how will
Byton succeed and actually
make money where other EV
makers have failed?
“First, we have economy of
scale. This is a low-margin
industry so you need the
volume. The Nanjing plant
isn’t a little shop, it’s 300,000
Byton K-Byte has free space ahead of the driver and passenger seats
platform strategy and cost
engineering so we can offer
them at £35,000. Second
is the fact the cars are built
in China, which really keeps
your cost base down. Thirdly,
the kind of technology we
have plus the connectivity of
the car is going to generate
revenue streams that we don’t
even know about today. Up
until 2006 we thought that
telephones were for making
calls; now they generate a
bunch of revenue we didn’t
even think of back then.”
MIKE DUFF

VW WANTED IN ON PRIVATE TESLA RC UNCOVERED PRIOR TO PARIS SHOW

Volkswagen was ready to contribute funding to
take Tesla private, reports have suggested. The
German giant offered part of an estimated £23bn
required to take the US EV maker off the stock
market, but the deal has since fallen through.
Lexus has revealed its facelifted RC coupé ahead
of the car’s Paris debut next month. It receives
exterior styling tweaks and interior upgrades,
while the suspension has been revised for better
ride and handling. Engines remain unchanged.

5 SEPTEMBER 2018 AUTOCAR.CO.UK 17

 Arkana will be sold in
Russia initially and
then in CIS and Asia
Renault reveals Russian flagship
Arkana coupé crossover is set to spread its wings beyond its original Russian market
T
he new Renault Arkana
coupé crossover,
launched at the Moscow
motor show, was
developed to serve as the firm’s
new Russian flagship – but
its remit will now expand into
becoming a ‘global’ car.
The C-segment crossover
will be built at Renault’s
Moscow factory and go on
sale in Russia next year before
being exported to other
markets. There are plans to
offer the car for sale in Asia
and the Commonwealth of
Independent States (CIS).
There are currently no plans to
bring it to the UK or mainland
Europe but it could eventually
be offered here if there is
sufficient demand and a
business case can be made.
The Arkana was largely
developed at the request of
Renault Russia, after consumer
research, to capitalise on
demand for saloon cars with
18 AUTOCAR.CO.UK 5 SEPTEMBER 2018
SUV qualities. Renault design
boss Laurens van den Acker
said it strikes “a balance
between the elegance of
a sedan [saloon] and the
powerful stance of an SUV”.
The Arkana features
Renault’s latest front-end look,
including full-LED headlights.
The tail-lights incorporate a
full-width LED strip beneath
a pronounced lip on the
swooping hatchback. The show
car sits on 19in wheels.
It will be launched with two
powertrain options, which are
unconfirmed at this stage but
will come from within Renault’s
range. The engines will be EU6
compliant, making it likely that
the highest-spec model is a
turbocharged unit, which would
be a first for Renault in Russia.
The Arkana will be offered with
four-wheel drive and Renault
says it will have “excellent all-
terrain capabilities”.
The Arkana is built on a
reworked version of the BO+
platform used for the Dacia
Duster and the Kaptur, a larger
version of the Captur built for
the Russian market.
The Arkana is the first step
in a major investment in the
Russian market for the Renault
group as part of its Drive
the Future strategic plan to
WOULD THE ARKANA SUCCEED IN EUROPE?
J A M E S AT T W O O D
Ask anyone at Renault,
and they’ll tell you there
are no plans to bring the
Arkana to Europe. The
Arkana is a Russian car for
Russian people.
Except, of course, it
has been described as a
‘global car’, too, and will be
exported to various markets
in the Commonwealth of
increase sales volume to five
million units by 2022. Russia is
the Renault group’s second-
biggest market after France,
largely due to its majority stake
in Lada parent Avtovaz.
The group’s brands have a
28% share of the country’s
growing market, selling
448,270 vehicles there last
Independent States (CIS),
Korea and elsewhere in Asia.
But not Europe. Oh, no,
there are no plans to bring it
to Europe. Except you get the
impression that lots of Renault
types think the Arkana could
do well in Europe.
I certainly think it could:
it’s a stylish thing, and the
affordable coupé crossover
year. While led by Lada, which
has a 19.5% market share, the
Renault brand is growing in
popularity in the country, with
an 8.5% market share. The
Duster (sold as a Dacia in the
UK) is the firm’s best-selling
model in the country, ahead of
the Kaptur, Sandero and Rapid.
JAMES ATTWOOD
market isn’t exactly
oversaturated.
Easy for me to say, of
course. If the Arkana is ever
going to come to Europe, it
will depend on dull things like
tariffs, export limits, local
laws and business cases. Still,
from just a style perspective,
let’s hope the firm can make
all those numbers add up.

Mr Putin, your new
car is ready for you
NEW RUSSIAN ULTRA-
luxury car brand Aurus is
aiming to take on Rolls-Royce
with its first model, the Senat,
which was launched at the
Moscow motor show.
The brand has been
developed by NAMI, Russia’s
state automobile and engine
research centre, after Russian
president Vladimir Putin called
for a national state vehicle.
The Senat will also be offered
in armoured Limousine form,
offering an “uncompromising”
level of ballistic and explosive
protection. It’s powered by
a 590bhp 4.4-litre V8 petrol
MOSCOW MOTOR SHOW
hybrid co-developed with
Porsche, with a 6.6-litre V12
also available. The car is built
on a modular platform that
will also be used for a future
minivan and SUV.
The Senat includes a number
of luxury features for rear
passengers, including rear
seats that recline up to
45deg, fold-out tables with
leather trim and a built-in
refrigerator with Aurus-
branded crystal glasses.
The Senat will go on sale
in Russia early next year before
appearing at the Geneva motor
show in March.
MOSCOW
CONFIDENTIAL
GOSSIP | RUMOURS | TRENDS
MOSCOW SHOW
organisers had to reshuffle
the press conference
schedule at the last minute
when it was confirmed that
Russia’s industry and trade
minister, Denis Manturov,
would attend the launch
of the new Aurus brand.
The firm had an entire
hall to itself at the Moscow
convention centre, and
instead of the usual dance
music on a loop, entertained
guests with a live orchestra,
including a grand piano.

BIGGEST MACHINE ON
display in the show halls of
Moscow was the monstrous
Avtoros Shaman. The
eight-wheel all-terrain
vehicle features room for
eight passenger seats (or
Russian-developed Aurus Senat is intended as a Rolls-Royce rival you can opt for benches
that convert into four beds)
and can be optioned with a
screw propeller, allowing it

Lada tests water to travel at speeds of up to

4.3mph on water.

Q & A L A U R E N S VA N D E N A C K E R
Did you base the
design on a saloon
or an SUV?
“We had some
Russian product
planners who
had a very clear idea
of what they wanted for
their market. Russia has
always been an SUV market,
because of how severe the
winter is. You see coupé
crossovers in the premium
sector, but for a mainstream
market, this will be one of
the first.”
What has reaction to the
Arkana been like?
“At the launch, people
compared it to BMW
and Mercedes, which
Arkana is based on
a Duster platform
are generally not our
competition or brands
we’re normally associated
with. If we can take these
aspirations and bring
them to as many people
as possible, then I’m very
happy.”
Can you achieve that and
keep it affordable?
“This is a strength of
Renault. We have enormous
wealth of experience at
affordable cars. We’re very
good at design to cost,
finding the right volumes
and making cars for the right
price. What’s more difficult is
design to value, and with this
car, we aim to take out cost
and add value.”
for Niva successor
LADA’S NEW 4x4 Vision
concept was revealed in
Moscow, previewing what
a successor to the firm’s
long-running Niva
off-roader could look like
when it arrives in 2022.
The 4x4 Vision takes
its styling cues from the
current Lada range and
features ‘X-motif’ design
cues inspired by the X-Ray
SUV. It also has “clear DNA
connections to the original
4x4”, according to Lada
design chief Steve Mattin.
The 4x4 Vision features
five doors, although the
Lada’s 4x4 Vision shows how a Niva replacement could look
rear doors are disguised by
the sculpted bodywork so
the car echoes the original
Niva’s three-door design.
The next-generation 4x4
will get a new nameplate
when it is launched in 2022,
following the company’s
sale of the rights to the Niva
name to General Motors.
The original 4x4 has been
produced largely unaltered
since its debut in 1977.
Lada, which is now part of
the Renault group, is in the
process of renewing its line-
up, with eight new models and
nine facelifts due by 2026.
ELECTRIC VEHICLES
were in relatively short
supply at the show, in
part because they’re not
a priority of the fossil
fuel-friendly Russian
government. Instead,
president Vladimir Putin
is pushing alternative fuels
as a medium-term solution.
A CNG-powered version of
the Lada Vesta is already on
sale and was on display at
the show.
CHINESE FIRM GEELY
took the award for the
most needlessly complex
way to make a coffee for
showgoers. The company
had programmed two robot
assembly arms to press
the buttons on an espresso
machine, before handing
the freshly brewed drink
to guests.

5 SEPTEMBER 2018 AUTOCAR.CO.UK 19


  

  
  
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Steve Cropley
Chris Goodwin is a
Goodwood regular and
is back next weekend
MONDAY
Keep hearing radio ads plugging Citroën’s
high-tech suspension bump-stops, labelled
Progressive Hydraulic Cushions. I applaud
this maker’s decision to embrace comfort:
it’s an authentic part of Citroën tradition, the
latest gizmo is real and works, and it’s nice to
see someone with a convincing alternative to
‘Nürburgring theory’ suspension that over the
years has created low-speed jitters and road noise
for customers who’d have preferred serenity.
But I have a big problem with this word
‘cushion’. Someone should have told the
marketeers that having a great product is half
the job; the rest is giving it a great name. To me,
cushions go with curtains, picture frames and
three-piece suites from Furniture World. Wasn’t
there a better word? The French translation
maybe? Or something like ‘Système PHC’. Sorry,
but no owner is going to win bragging rights with
‘cushions’. A shame.
TUESDAY
To Portsmouth for an extraordinary day with
Antony Sheriff, founding CEO of McLaren
Automotive, father of the original 12C supercar
and now CEO at Princess Yachts. Building
luxury boats (entry £200k; average £2 million-
plus) turns out to have extraordinary parallels
to supercars, plus huge differences. The
discriminating nature of customers is familiar,
and the relentless focus on quality, but building
300 boats annually from a range of several dozen
– all hand-built – seems very alien.
Princess was failing big time when Sheriff
turned up in 2015 but it has responded rapidly
to his entrepreneurial spirit, and to his car-
based know-how that has affordably varied and
MY WEEK IN CARS
`
Burning question: should I
buy Aston Martin shares?
a
now includes familiar ex-McLaren faces like
former P1 chief engineer Paul Mackenzie. The
company is securely back in profit with a growing
workforce of 3000, building to capacity.
Owners commonly order a boat for collection
in 18 months to two years – at which stage they
may want to discuss what’s next. As you’d expect,
Sheriff and Mackenzie have a revolutionary new
all-carbonfibre design called R35, a “seismic
shift” in boat design, ready to pop. It’s not quite
the McLaren P1 of the ocean, because as well as
being very fast, it’s very practical. And affordable,
in Princess terms. When the time’s right, I’m
inviting myself back for a ride.
WEDNESDAY
It’s Goodwood Revival next weekend, so I slipped
down to the south coast for one of the pre-event
AND ANOTHER THING…
A pic appears on social
networks: Gordon
Murray beside his new
Alpine A110. Blurb
suggests it could replace
the Smart Roadster
Murray has stubbornly
kept as personal
transport for years.
NEWS
Mackenzie (on left) and Sheriff plan R35
practice days and ran into racer Chris Goodwin
working on the set-up for his exquisite white
Lotus 22 Formula Junior, which I’m tipping
right now for a place on the podium. You’ll know
Goodwin: he was McLaren’s chief test driver – on
the F1, P1 and all the rest – but departed recently
to work on Adrian Newey’s new Aston Martin
Valkyrie project.
Might seem odd that such a bloke gets kicks
from racing an early-1960s single-seater with
barely 100bhp on tap, but Goodwin reckons finely
tuning such modest resources is just the match
practice he needs for his exacting day job. And the
Valkyrie? “It’ll be a great road car,” he promises.
“It’ll be fantastic on the track, of course, but I
reckon most of its miles will be on the road.”
THURSDAY
Burning question: should I buy Aston Martin
shares (assuming the opportunity is actually
offered to us rank and filers)? I’m inclined to
scrape a few quid together, having in the past
invested in the career of Justin Wilson, the late
racer, and Riversimple, the hydrogen car company.
Just a private opinion, but despite hurdles,
this looks an okay bet. CEO Andy Palmer has
achieved so much already; doubling the volume
and turning profits suddenly seems a doddle.
GET IN TOUCH
updated models. The Plymouth talent line-up My money’s on a yes.  steve.cropley@haymarket.com @StvCr

5 SEPTEMBER 2018 AUTOCAR.CO.UK 21

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

TESTED 30.8.18, FELTHAM ON SALE NOW PRICE £143,305

MERCEDES-AMG G63
Authentic off-roader enters a new era with retro looks, a luxury
high-tech interior and, yes, a mighty V8 full of drama and brawn
 n a market in which there
seems to be another six-figure
‘super-SUV’ along every
other week, with everyone
from Aston Martin to Rolls-Royce
gearing up to launch one, what
future is there for the pumped-
up, AMG-engined Mercedes
Gelandewagen? Will anyone be
willing to part with upwards of
£140,000 for this boxy throwback,
you might wonder? If you’re
looking for luxury, capability,
convenience and conferred status
from an exotic SUV, you could have
a Bentley Bentayga for the same
money, a Range Rover Sport SVR
for a lot less, or a Lamborghini
Urus for not much more.
Well you might wonder. For a
while, at least: until the new G63
rolls into the car park in which
you’ve been waiting for it, side-
exit exhausts burbling hilariously
and brooding with enough visual
charisma and Tonka toy menace
that it could have been driven
straight out of a three-year-old’s
sandpit and then zapped by a
reverse-miniaturiser ray gun.
There are SUVs, and then there
are SUVs like this one. SUVs with
a roof you can’t see over even if
you’re 6ft 3in tall, and that you
have to climb up into to board
whether you’re extremely unused
to doing so or not. SUVs with
square corners, exposed hinges
and the chunkiest of door handles.
Proper SUVs.
The G63 has doors that close
with a ‘whump’ so solid-sounding
that it can only have been
engineered in at considerable
expense. Its door lock mechanisms
are so loud that you could hear
them ‘clack’ from a quarter mile
away. It retains a ladder-frame
chassis, a rigid rear axle and
enough ground clearance to ◊
∆ trump a Toyota Land Cruiser, even
after the biggest model-generation
revision in the G-Wagen’s 40-year
history. It’s a proper SUV and then
some – apparently having been
engineered to outlast the zombie
apocalypse.
It’d need to be an apocalypse in
which the petrol pumps had been
left on, mind you. At least as far as
UK buyers are concerned, there is
only one engine on offer in this
all-new G-Class – and it’s AMG’s
twin-turbocharged 4.0-litre V8,
giving this G63 some 577bhp and
a whacking 627lb ft.
This is a bigger car in every
dimension than the old G-Class. It
has a new mixed-metal body that is
both lighter and stiffer than what That twin-turbo 4.0-litre V8 can propel it down the road at an alarming rate
went before and under which there is
a ladder-frame separate chassis. But
the old G-Class’s rigid front axle has then, but it’s about as far from being It simply couldn’t be. This G-Class shuffling, uncouth low-speed ride,
been replaced by a double-wishbone a lightweight as it’s possible for a is notably more spacious, more its heavy low-geared steering and its
front suspension system, and its luxury SUV to be. luxurious, more advanced and more unwieldy handling. In this tester’s
recirculating ball, hydraulic power With the G63’s exterior design expensive-feeling than its forebear experience, you wanted to enjoy
steering swapped for an electro- being such an homage to the G-Class’s was. So much so that the car now driving the old G quite a lot more
mechanical rack and pinion set-up. time-honoured look, you don’t expect feels as modern and upmarket on the than you actually could.
The car has standard steel coil to find the cabin so transformed inside as it looks eye-catchingly retro With this new one, Mercedes has
suspension, but that hasn’t prevented after you’ve clambered up and in. on the outside. That can’t be a bad addressed the car’s chief dynamic
ground clearance rising to 241mm Indeed, it’s this interior – with its combination for people who want a vices very effectively indeed. I’ll
and wading depth increasing to twin widescreen instrumentation car that looks like a design classic but admit that I’m not quite comparing
700mm. Meanwhile, the car now and infotainment screens, turbine- isn’t like one to live with. like-for-like models, since the last
offers a nine-speed torque-converter like air vents and upmarket mix of Or to drive, we might add. The G-Class I drove was a mid-range
transmission with low-range materials – that so emphatically last G-Class was the sort of car to diesel that hadn’t been in receipt
reduction gearing for extreme off- dispels any lingering doubt that this attract you with its outlandish visual of the attentions of AMG. But then
roading, and three lockable driveline isn’t yet another facelift of the last- character but then give you reason Mercedes’ key decision this time
differentials. It may be lightened, generation G (and there were plenty). to repent soon enough with its around may well have been to

TESTER’S NOTE
I’m sure most G63
owners will love the
idea of a car with
30-odd degrees of
approach, departure
and tilt angles, but
surely few will put
their £150k cars
at risk off road to
actually test them. MS

Latest G-Class is bigger than its predecessor but its body is also lighter and more rigid

26 AUTOCAR.CO.UK 5 SEPTEMBER 2018


Twin widescreen displays and stylish vents give it a high-tech feel
involve AMG in the specification
and dynamic development of even
the non-AMG-badged models in the
G-Class range, and thus to drive up
the car’s dynamic standards as far as
possible in one generational leap.
And what a difference that
has made. The G63 steers with
manageable weight, good directional
responsiveness and a sense of
precision that its predecessor simply
wouldn’t have approached. It rides
and handles at speed with a much
more settled sense of composure than
any G-Class before it – allowing for
the fact that your expectations here
still ought to be quite a long way from
what they might be of, say, an Audi
SQ7 or Porsche Cayenne Turbo.
A Cayenne Turbo doesn’t have a
It’s no Porsche Cayenne but it steers with far more precision than before
`
It feels as modern and
upmarket on the inside as it
looks retro on the outside
separate chassis, a rigid rear axle or
long-travel steel coil springs – and
neither is it a car with a roofline that’s
within a handspan of two metres.
Considering that the G63 has all of
the above, the way it turns in, checks
body roll and changes direction are
all very creditable. Moreover, I’d say
the car’s ride and handling now bear
comparison with the standards of
other less rugged performance SUVs
without ever threatening to exceed
any of them – although frankly, it
doesn’t need to, because it remains a
proper off-roader at heart.
The G63’s V8 engine, however,
would be well capable of pouring on
pace at a rate to stretch even the very
best road-going chassis in the fast
SUV class. It doesn’t take long at all
a
to propel the G-Class to speeds at
which it’s not entirely comfortable
on testing British roads – mostly
because the car’s adaptive dampers
only let you choose between softer
dynamic driving modes that permit
a bit too much head toss and vertical
body movement, or stiffer ones that
deliver better outright damping but
also begin to make the car’s ride feel
clunky and wooden.
Choose your rate of progress
judiciously, though, and the G63
offers plenty of driver reward.
It’s stable enough, is sufficiently
composed and can be placed
accurately enough to maintain an
engaging and brisk cross-country
stride – and just about earn its
corn as a bona-fide driver’s car.
FIRST DRIVES
INDEPENDENT FRONT
SUSPENSION AT L AST
This is the first time in almost
four decades that any G-Wagen
has had independent front
suspension. The double-wishbone
configuration was designed
by Mercedes-AMG, with the
wishbones mounting directly onto
the car’s ladder frame without a
subframe, for enhanced rigidity
and handling response.
The lower wishbones’ inner
mounting points are positioned
as high as possible in order to
deliver preferable axle kinematics
and improved vehicle dynamics
for the G-Class both on and off
road. Meanwhile, Mercedes-AMG
specified a strut tower brace,
which connects the front strut
towers to the improvement of
torsional rigidity.
Meanwhile, flicking your way up
and down the ratios of that nine-
speed gearbox allows you to enjoy
that V8 engine at both low revs and
high, and to bask in the drama and
absurdity of a car that always has
much more power to dispose of than
it could ever need.
Not that any of the above will
matter quite as much to most G63
owners, you suspect, as the fact that
this car is so much better mannered
and easier to drive around town than
its forebears were. The G-Class now
does a very respectable impression
of a modern luxury SUV in most
of the ways that matter while still
looking like anything but.
MATT SAUNDERS
@thedarkstormy1
MERCEDES-AMG G63
Fireband AMG flavour is, for now, the
sole G-Class choice. As absurd as
ever but now better mannered
AAABC
Price  £143,305
Engine  V8, 3982cc,
twin-turbo, petrol
Power  577bhp at 6000rpm
Torque 627lb ft at 2500-3500rpm
Gearbox 9-spd automatic
Kerb weight 2485kg
0-62mph 4.5sec
Top speed 137mph
Economy 21.4mpg (combined)
CO2, tax band 299g/km, 37%
RIVALS Land Rover Defender V8,
Range Rover Sport SVR
5 SEPTEMBER 2018 AUTOCAR.CO.UK 27
 



     

    
 
  

      
     

          
 
            
      
   


            


TESTER’S NOTE
A new exhaust
silencer for the 2.0
engine has given it a
deliciously raspy tone
that gargles when you
are off throttle. Lovely
and old school. SS
MAZDA MX-5 2.0 SKYACTIV-G
Sweet-handling roadster finally gets the power its chassis has been crying out for
T
he Mk4 Mazda MX-5 has only
been with us for three years
but already it has cemented
itself as a legend of the family.
We love it for its attainable thrills
and back-to-basics character, and
apparently so does almost everyone
else, as is evident by the two-seater’s
growing number of sales, which
totalled a not-unimpressive 39,773
in Europe last year alone. But while
it’s successfully serving as the plucky
halo car for Mazda by appealing to
the mainstream, it is yet to reach its
full potential for some keen drivers.
The reason relates to its
powertrains. With just two engines
available from launch – a 129bhp
1.5-litre and a 158bhp 2.0-litre – the
car has never been able to garner the
attention of those after something
serious. It has looked underpowered
next to mainstay hot hatches like the
197bhp Ford Fiesta ST, and Mazda
knows this. But now the time has
come for that to change as part of a
wave of updates to the model.
Since 1 September, the MX-5 now
comes with a telescopic steering
column offering 30mm of welcome
As well as more power for the 2.0, the steering now has 30mm extra reach adjustment, making roads like this even greater fun
TESTED 29.8.18, ROMANIA ON SALE NOW PRICE £22,295
reach adjustment and optional
Apple CarPlay. The entry 1.5 model
will also get a few small mechanical
improvements to offer 1bhp
more, although that’s not exactly
something to shout about. The 2.0, on
the other hand, grabs headlines with
a longer list of upgrades and a much
more substantial 23bhp extra, with
peak output now a rather healthy
181bhp. The 2.0 range starts at
£22,295, rising to £25,795 for a fully
loaded GT Sport Nav+ variant.
The changes to realise this new
performance include lighter pistons
and conrods, a wider throttle body
and enlarged port area, as well as a
bigger-bore exhaust valve. There’s
also a lightened flywheel to enhance
the motor’s responsiveness and it
contributes to an increased hunger
for revs, with that peak power
arriving at 7000rpm and the limiter
now set at 7500rpm – respective
numbers that are 1000rpm and
700rpm higher than before.
Where better to test the effects
of said upgrades than the twisting,
winding and highly technical string
of asphalt that slithers around the
Carpathian Mountains of Romania,
the Transfagarasan Highway?
This 50-mile route offers a mix of
silky smooth surfaces and rough,
cambered bends that provide a
surprisingly accurate simulation of
the good ol’ British B-road.
On such surfaces, our high-
spec MX-5 test car, which is in a
European specification that’s close
to the UK’s Sport Nav+, deals with
the challenging surfaces well – no
surprise given that there are no
chassis changes to the updated
car. This top model uses Bilstein
dampers and gets a standard-fit strut
brace, helping to give the MX-5 its
sharpest, most alert responses. It
glides over the crests and dips of the
Transfagarasan, but the dampers
ensure the body remains in check.
Then there’s the 181bhp 2.0-litre
engine, which feels considerably
better matched to the package than
its predecessor did. The motor is
zingy, offering a slightly better mid-
range punch but significantly more
enthusiastic top end. You quickly
realise the engine likes to remain
spinning above 5500rpm to offer its
FIRST DRIVES
best, so working the tight six-speed
manual becomes an even more
rewarding joy. But its improved
elasticity allows us to cover great
distances of technical sections in
second gear, with the driver able
to help the revs rise more quickly
by encouraging the limited-slip
differential (standard on 2.0-litre
cars) to send more torque to the
inside wheel and enable manageable
slides on corner exits.
Okay, so there’s still not enough
storage space, cabin room remains
tight and motorway journeys will
feature plenty of wind noise (even
with the roof up). But the MX-5 is
affordable, honest and, as a driver’s
car, now a truly tempting package
thanks to its new 2.0-litre, adding
vigour to its rear-wheel-drive purity.
If you’re in the market for a sub-£30k
roadster, this is where the fun’s at.
SAM SHEEHAN
@autosamsheehan
MAZDA MX-5 2.0 SKYACTIV-G
MX-5 2.0 finally becomes a
proper performance proposition
with pure rear-wheel-drive thrills
AAAAA
Price  £22,295
Engine  4 cyls, 1998cc, petrol
Power  181bhp at 7000rpm
Torque 151lb ft at 4000rpm
Gearbox 6-spd manual
Kerb weight 1105kg
0-62mph 6.5sec
Top speed 136mph
Economy 40.9mpg
CO2, tax band 156g/km, 32%
RIVALS Abarth 124, Toyota GT86
5 SEPTEMBER 2018 AUTOCAR.CO.UK 29
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TESTED 30.8.18, BUCKS ON SALE NOW PRICE £21,255
HYUNDAI i30 N LINE
Sporty makeover hones mechanical and cosmetic appeal
T
hink of the i30 N Line as a mash-
up of Hyundai’s rather exciting
i30 N hot hatchback and the not-
so-exciting standard car that
a member of the village bowls club
might be inclined to buy.
It’s an increasingly common
formula: take the name of nearly
any manufacturer’s more hardcore
performance division, slap ‘line’ on
as a suffix and, voilà, you have a new
model that looks fast, but isn’t really.
Ford has done it with its ST-Line
models, Volkswagen’s got R-Line
and, at the other end of the spectrum,
Mercedes has AMG-Line.
As with those models, the changes
wrought on this N Line car are
largely aesthetic. The front and rear
bumpers ape those you’ll find on the
Wheels, tyres, brakes, dampers and styling are all tweaked
i30 N. You get 18in alloy wheels shod
in 225/40-section Michelin Pilot
PS4 rubber, a twin exhaust and, of
course, plenty of N Line badging. In
the cabin, you’ll find new sports seats
as well as an N Line gearlever and
steering wheel.
The N Line’s dampers have been
firmed up, but Hyundai hasn’t
specified by how much. The brakes
have been tweaked, too. As for the
engine, it’s the same 1.4-litre T-GDi
petrol motor you’ll find in non N Line
i30s, which sends its 138bhp and
178lb ft to the front wheels via a six-
speed manual gearbox as standard or
an optional seven-speed dual-clutch
automatic transmission.
This all translates into a car that’s
not exactly fast or genuinely exciting
to drive, but one that nevertheless
still feels like a dynamically well-
sorted hatch. The quickish steering
weights up nicely and lends the
Hyundai a nose that seems quite
happy to go sniffing for an apex or
two, while those firmer dampers
keep the i30’s body in check without
compromising ride quality. The
engine’s a bit dull and doesn’t feel at
its liveliest until 3000rpm or so, but
it’s quiet and refined at speed.
For £21,255, it makes for a likeable
package. Find an extra £4500,
though, and you could have the
full-fat i30 N instead. And as you’re
reading Autocar, we’d guess that
might be something to think about.
SIMON DAVIS
@simonsdavisnz
HYUNDAI i30 1.4 T-GDI 140 N LINE
Sporty looks inject a bit more
character into Hyundai’s i30, but
it’s no hot or even warm hatch
AAAAC
Price  £21,255
Engine  4 cyls, 1353cc,
turbo, petrol
Power  138bhp at 6000rpm
Torque 178lb ft at 1500rpm
Gearbox 6-spd manual
Kerb weight 1204kg
0-62mph 8.9sec
Top speed 130mph
Economy 48.7mpg
CO2, tax band 133g/km, 27%
RIVALS Ford Focus ST-Line ,
Seat Leon FR
FIRST DRIVES
KIA SPORTAGE 1.6 GDI 2
Price £22,405 On sale Now
What’s new? Safety and cabin upgrades make
the refreshed Sportage look even greater value
THE MILDLY NIPPED and
tucked Sportage has potential,
with sharpened exterior looks
and a surprisingly comprehensive
specification for this trim level.
However, the driving experience
delivered by the entry-level petrol
engine rarely excites.
Extracting any significant
progress from the naturally aspirated
1.6-litre motor takes work, and even
then the steering gives little in the
way of driver feedback.
The ride leans too far towards
firm, which increases agility but not
enough to justify the trade-off in
comfort. It’s not that economical at a
cruise, either. In this configuration,
we probably haven’t seen the best
Kia’s mid-sized SUV has to offer. TM
AAACC
SEAT LEON ST CUPRA R
CARBON EDITION
Price £35,575 On sale Now
What’s new? Carbon Edition, predictably, gets
carbonfibre trim — and Brembo brakes, too
THE CUPRA R is incorrigible, and
with uprated Brembo brakes the only
mechanical tweak for the Carbon
Edition, stopping is as abrupt as
accelerating – cheek-squidgingly
urgent at full compression, but
intuitive, progressive and precise.
That’s the opposite of the accelerator,
which is a falling boulder to the
brakes’ precisely engineered
hydraulic press.
There are three drive modes –
Comfort, Sport and Cupra – but a
Comfort-Sport median would be
more usable than the customisable
Individual mode, which allows you to
only pick between normal and brutal
settings for each area.
The car doesn’t quite blend road-
friendly usability with track-blasting
capability as well as you’d hope. JB
AAAAC
R E AD MOR E ONLINE
autocar.co.uk
5 SEPTEMBER 2018 AUTOCAR.CO.UK 31
 ROAD TEST No 5387
PORSCHE CAYENNE
The need for a hot SUV to stand out has never been greater. Is the new Turbo up to it?
MODEL TESTED TURBO
Price £99,291 Power 542bhp Torque 568lb ft 0-60mph 3.9sec 30-70mph in fourth 5.9sec
Fuel economy 20.7mpg CO2 emissions 267g/km 70-0mph 44.5m
PHOTOGRAPHY LUC LACEY, JOHN BRADSHAW

32 AUTOCAR.CO.UK 5 SEPTEMBER 2018

 ROAD TEST
he automotive landscape don’t like to admit as much, there

T into which the third-

generation Porsche
Cayenne Turbo is now
emerging is very different from the
one into which the 2003 original
exploded, like a lump hammer
bludgeoning its way through a
plasterboard wall. Today, the idea of
a 542bhp luxury SUV ready to handle
like a super-saloon at one moment,
before disappearing off the beaten
track and over the mud the next, isn’t
that hard to contemplate. Several
brands offer one. In 2003, however,
there was nothing in the world quite
like this car. And although some still
were very few more powerful tributes
to the growing engineering might of
the company that made it.
WE LIKE
Volcanic straight-line performance z Tidy,
So now that we’re all accustomed
to the idea of two-tonne luxury well-appointed interior z Impeccable ride quality
SUVs with this much performance WE DON’T LIKE
purpose, and the market for them is
established beyond any doubt, what Not as dynamically outstanding as its forebears
next for the car that started it all?
Can the Cayenne ever reproduce the z Muted V8 soundtrack z Still not a looker
incredible impact it had back then?
Can the suspension and powertrain
technology available to today’s
car makers allow a company like
Porsche to push the hot Cayenne’s
physics-goading handling envelope
even further without compromising
the comfort and convenience we all
expect of a luxury SUV?
Or might it in fact be time to
retune, rethink and reposition the
Cayenne Turbo’s character and role
a little bit? To allow it to mature with
its customers, perhaps, and move
towards the notional centre ground z Turbo models get an integrated rear z Porsche Surface Coated Brakes are
of the super-SUV class it coined but spoiler with an moving element that’s standard but our test car had carbon-
remained on the margins of judged part of the Porsche Active Aerodynamics ceramic discs (£4217). The vast calipers
purely on fieriness of dynamic system. It acts variously as an air brake each use 10 pistons and their expensive
temperament, perhaps. or to reduce lift over the rear axle. compound is denoted by yellow paint.
Now’s the time to find out. After
something of an unexplained hiatus
in production, the earliest right-
hand-drive examples of the new
Cayenne Turbo are now in the UK
and you’re about to find out, in the
usual gory detail, exactly how fast,
fiery and fine-handling they are.
DESIGN AND ENGINEERING
AAAAB
If you’re not growing tired of reading
about luxury SUVs based on the z Porsche Dynamics Light System z Turbo models aren’t alone in featuring
Cayenne’s MLB-Evo Volkswagen Plus is a £1082 option. It uses matrix a quartet of exhaust tips — the Cayenne
Group platform, you probably haven’t technology to selectively dim the S also boasts a full complement — but
been paying enough attention to the high-mounted headlights for oncoming in the case of the range-topper, they’re
pages of Autocar recently. We can traffic and overly reflective road signs. more square, rather than being circular.
only apologise for the monotony.
The third-generation Cayenne
does at least provide a bit of respite
by becoming the first SUV of its
particular family to adopt the short-
wheelbase version of that platform.
As such, it’s 100mm shorter between
the axles than an Audi Q7 and Q8
and a Bentley Bentayga (shorter still
than a Lamborghini Urus). Among
its immediate relations, only the
Urus has a lower roofline and, at
manufacturer’s claimed kerb z The 21in alloy wheels are finished in z Cayenne now gets a horizontal light
weight figures at least, only the Urus ‘dark titanium’ and wear 285-section strip with large ‘Porsche’ lettering along
is lighter. Our test car tipped the front tyres and 315-section rears. The its rump, à la 911. The intention is to
scales at 2307kg full of fuel and with Turbo’s wheel arch extensions are make the car appear wider, but we’re
plenty of options on board, making painted in the car’s body colour. not convinced that has worked well.
Porsche’s 2250kg kerb weight claim
entirely believable.
The car is constructed out of
a body-in-white made chiefly of
aluminium, with more of the stuff
accounting for its bonnet, tailgate, ◊

z Front air intakes are sizeable by any z Third-generation Cayenne’s exterior

measure but they appear even larger
against the stark Carrera White metallic
paint of our test car.
Cayenne was the first of its kind in 2003
panels are made of aluminium, helping
reduce the weight of the car by 55kg.
It’s still not an overtly pretty car, though.
5 SEPTEMBER 2018 AUTOCAR.CO.UK 33
z Large gearlever obscures the driver’s view of certain z Sport Chrono package brings with it a mode selector z Central air vents are positioned unusually low to
buttons on the console. That is something of an on the steering wheel. Pressing the centre button primes accommodate a 12.3in touchscreen display. It’s now
oversight in an otherwise ergonomically sound cabin. the powertrain for 20sec of maximum responsiveness. just that bit harder to angle them towards your face.

M U LT I M E D I A S YS T E M
+AAAC
So seamlessly is the Cayenne’s
12.3in touchscreen display
assimilated into the dashboard that
you might not initially appreciate
its vast dimensions. This is the
latest iteration of the Porsche
Communication Management system
and it’s set up to operate much like
a smartphone, with app widgets
pertaining to media and navigation,
various operating parameters for
the car and performance collated
on a customisable homepage. The
graphics are terrifically sharp and
there’s barely any latency following
commands, although some icons are
quite small for on-the-move use.
As for smartphone connectivity,
only Apple CarPlay is offered,
but taking and making calls and
choosing music can be achieved
easily enough using the standard
Bluetooth connection. There are also
two USB ports in the centre console
compartment, with two more located
in the rear.
The Turbo also gets a 710W
14-speaker Bose surround-sound
system that’s a marked improvement
over the standard 150W set-up.

34 AUTOCAR.CO.UK 5 SEPTEMBER 2018

 ROAD TEST
∆ doors, roof and front wings. It the vitals of the last Cayenne Turbo.
sits on aluminium-rich multi-link Although they’re a way down on what
suspension configurations at both you can get in terms of power and
axles, the Turbo using wider axle torque from this car’s key rivals from
tracks than its sibling models. And BMW’s M division, Mercedes-AMG
whereas lesser Cayennes get steel and even Land Rover Special Vehicle
coil suspension and passive dampers Operations, we must consider that
as standard and three-chamber Porsche is leaving room for both a
height-adjustable air suspension forthcoming Turbo S and a Turbo S
and PASM adaptive dampers as E-Hybrid to slot in above this in the
an option, the Turbo gets the trick months and years to come, so the
air springs as standard. It also gets deficiency is nothing for Cayenne
21in alloy wheels and new ‘surface- diehards to get too despondent about.
coated’ steel brakes (dubbed PSCB Power is channelled to the road
by Porsche) as standard, the brakes via an eight-speed ZF gearbox and
getting a coating of tungsten carbide a clutch-based four-wheel-drive
to improve stopping power and fade system that is apparently capable of
resistance and to reduce of wear. sending more torque rearwards than
However, our test car had optional the Torsen centre differential fitted to
PCCB carbon-ceramic brakes instead several of the car’s platform relations
of the standard PSCB stoppers. can – and also of doing it more
That is, of course, just the quickly into the bargain.
jumping-off point for the mechanical
suspension configuration of the
INTERIOR
car because you can add a torque- AAAAB z Class-leading ergonomics define the front portion of the Cayenne’s cabin. The
vectoring eDiff for the rear axle, The Cayenne executes the same trick considerable adjustability of the seats ensures comfort even over long distances.
active anti-roll bars and active four- as the Panamera saloon, and that is
wheel steering, all at extra cost; and to feel comfortingly analogue while
our test car had all of those apart operating at the bleeding edge of
from active four-wheel steering. in-car technology.
Powering the Cayenne Turbo is The SUV’s instrument binnacle
the same 3996cc V8, complete with stubbornly retains a physical
twin turbochargers mounted inboard tachometer front and centre but
of the cylinder banks, that powers the it’s now flanked by superbly crisp
Bentayga V8. The 542bhp and 568lb variable digital readouts, and the
ft it produces are improvements on central touchscreen is integrated ◊

HOW BIG IS IT?

m max

0.35 Typical leg room

950m
1010m

745- 790mm
1673mm

x 1680 litres
m

ma
0m

m
79

0m
109

Kerb weight: 2250kg

1022mm 2895mm 1009mm

4926mm
z Rear space is satisfactory, largely because the seats have been lowered to
VISIBILITY HEADLIGHTS accommodate this new Cayenne’s more aggressively sloping roofline.

Visibility is as good as you would expect LED headlights with matrix beam and
from a car of this size. The slightly Porsche Dynamic Light System Plus
limited rearward view is made easier by were fitted to our car (£1082), but we
cameras and sensors. had no opportunity to test them.

circle: 12.1m
Turning
50mm Height 450-760mm
1687mm
180mm

Width 1080-1290mm

Centre

1670mm Length 1000 - 1860mm

W H E E L A N D P E DA L
ALIGNMENT
There’s a huge amount of steering-
1983mm column adjustability on offer. Slight
right-hand offset of brake and throttle z Automatic tailgate opens to reveal a boot capable of housing 741 litres with the
2210mm
pedals won’t cause any discomfort. seats up and 1680 litres when they’re lowered. Those are competitive figures.

5 SEPTEMBER 2018 AUTOCAR.CO.UK 35

∆ slickly into a slim dashboard
(although the optional carbonfibre
inserts do absolutely nothing for it).
Look down and you’ll notice that
where in the second-generation
model there was plastic switchgear,
there are now glass-fronted buttons
that sit flush within a panel atop the
transmission tunnel.
At the same time, the Cayenne
retains its triangular grab handles
for off-road rough and tumble,
superb driving ergonomics and a
sense of solidity underpinned by an
understated interior architecture.
This is a cosseting and spacious
cabin, not to mention a quiet one –
our test car suffered less from tyre
roar and wind noise at a cruise than a
Q7 3.0 TDI – in which to while away
miles, and we particularly like the
grey Alcantara roof lining, which is
standard on the Turbo.
Also standard are Porsche’s 18-way
adjustable sport seats, which are
more generally supportive than
they look and just as adaptable to a
range of body types as their name
suggests, and seat heaters for those
in the front and the rear. Meanwhile,
One tester called the Cayenne Turbo the
“most alarming” car he’d ever piloted
around Millbrook’s Hill Route, namely
because of the 2.2-tonne bruiser’s
ability to just grip and go, regardless of
camber or gradient.
The immense torque developed
by the 4.0-litre V8 seemed to have
the uncanny effect of flattening the
technical stretch of the track, too.
Irrespective of how steep a hill was or
which gear you were in, the Cayenne
would attack the ascent to its peak with
intense ferocity.
Sharp turns, coupled with the sudden
dips and troughs peppered along the
length of the Hill Route, also served
to highlight the sophistication of the
Porsche’s stability control, which coped
well with the sudden compressions and
transfer of weight with alacrity.
AC C E L E R AT I O N
Porsche Cayenne Turbo (21deg C, dry)
Standing quarter mile 12.5sec at 115.4mph, standing km 22.7sec at 147.9mph, 30-70mph 3.4sec, 30-70mph in fourth 5.9sec
30mph 40 50 60mph 70mph
1.6s 2.2s 3.0s 3.9s 4.9s
0 10s
Range Rover Sport SVR (2015, 11deg C, dry)
Standing quarter mile 12.8sec at 111.4mph, standing km 23.2sec at 141.1mph, 30-70mph 3.8sec, 30-70mph in fourth 6.4sec
30mph 40 50 60mph
1.8s 2.5s 3.3s 4.4s
0 10s
B R A K I N G 60-0mph: 2.78sec
Porsche Cayenne Turbo (21deg C, dry)
30mph-0
8.4m
0 10m
Range Rover Sport SVR (2015, 11deg C, dry)
30mph-0
8.8m
0 10m
36 AUTOCAR.CO.UK 5 SEPTEMBER 2018
head room aross the second row
remains generous, not least because
Porsche has lowered the seating
position to compensate for a more
athletic roofline, although leg room
is merely adequate for a car of this
size. The boot of the Turbo is a touch
less capacious than those of lesser
Cayenne models but, at 741 litres with
the seats up, somehow still offers a
significant improvement in volume
over the previous model’s.
PERFORMANCE
AAAAB
It’s a measure of how potent
this SUV feels from behind its
thin-rimmed wheel that our first
thought was to dig out the road
test figures recorded for the latest
BMW M5. Unsurprisingly, there’s
daylight between the two, the
Porsche setting a 0-100mph time
of 9.3sec versus a blistering 7.5sec
for its super-saloon compatriot
and a fourth-gear 30-70mph time
of 5.9sec versus 4.0sec, but when
you’re marshalling 2307kg and
sitting so far above the road, the
larger car’s rapidity is nevertheless
z Its 568lb ft makes
light work of the steep
approach to T6, the
highest point on the
Hill Route.
T6
80mph 90mph 100mph
6.2s 7.6s 9.3s
70mph 80mph 90mph
5.6s 6.9s 8.5s
20m
20m
startling. A fairer comparison can
be made with the Range Rover Sport
SVR, which in 542bhp pre-facelift
guise (an identical output to this
Cayenne Turbo) could manage ‘only’
a 0-100mph time of 10.3sec with
30-70mph in fourth dispatched
in 6.4sec. Our only real criticism
is that the Porsche wins the pace
race with so much less in the way of
pomp and aural excitement than the
supercharged Brit.
The abrupt manner in which that
speed is shed is almost as impressive
as the way the Cayenne piles it on in
the first place. Carbon-ceramic front
brake discs of 415mm, gripped by
no fewer than 10 pistons at the front
axle, helped to bring the car from
70mph to a standstill in 44.5m – a
car length sooner than its Range
Rover Sport SVR rival – and with
minimal nose dive. Indeed, it is the
Cayenne’s stability and predictable
nature under even the very heaviest
braking that allow you to exploit
the performance of the engine
without hesitation.
For the most part, ZF’s eight-speed
transmission is almost imperceptibly
T R AC K N O T E S
z Those carbon-ceramic brakes rein in the
Cayenne’s immense weight and speed with
cool effectiveness on the approach to T2.
T4
T3
T1
z Compressions following T3 and T4 cause
the Cayenne to exercise the vast majority of
its suspension travel, which remains largely
unflummoxed throughout.
T7
T5
FINISH
START
110mph 120mph 130mph
11.2s 13.4s 16.0s
100mph 110mph 120mph
10.3s 12.5s 15.1s
50mph-0
22.9m
30m
50mph-0
24.3m
30m
fluent and better resolved to the
car’s character than a dual-clutch
set-up could ever be. Several testers
nevertheless commented on the
powertrain’s conspicuously languid
response and conservative gear
selection at suburban speeds when
left in its default Normal mode. As
such, you need to be ready to squeeze
the left-hand gearshift paddles to pull
into a gap in traffic, for example. As
part of the Sport Chrono package,
there are three modes: Normal, Sport
and Sport Plus. A Sport Response
button also primes the powertrain for
hair-trigger reactions for up to 20sec,
although with so little in the way of
turbo lag at higher engine speeds, it’s
hardly required.
Adding to the Cayenne Turbo’s
impeccable long-distance credentials
is a touring economy of 31.5mpg,
which is very acceptable for a
2.2-tonne SUV with a twin-turbo
4.0-litre V8. Together with a
90-litre fuel tank and aided by the
car’s ability to decouple the engine
and transmission for periods of
off-throttle coasting, that allows a
touring range of almost 625 miles.
T2
140mph
19.1s
130mph 140mph
18.3s 22.6s
20s
70mph-0
44.5m
40m
70mph-0
47.5m
40m

` It sheds speed almost as impressively as it piles it on a
RIDE AND HANDLING
AAAAC
As impressive as the Cayenne
Turbo’s straight-line performance
figures are, the manner in which it
manages to mask its immense size
and weight through the corners is
equally as admirable.
There are three primary
contributing factors to this ability:
the steadfast lateral body control
provided by the chassis and trick air
suspension, an ESP system that’s
seemingly far happier to work with
you than against you, and the ability
of its four-wheel-drive system and
Pirelli P Zero tyres to enable the
Cayenne to cling to the surface of the
road long after your brain tells you
inertia should have seen you carry
on in a straight line. That’s not to say
understeer has been entirely removed
– you’ll still find it if you purposefully
look for it – but, for the most part, the
Cayenne’s is an impressively keen,
precise and incisive front end.
However, for all of this third-
generation model’s dynamic ability,
there is a lingering sense that it
isn’t quite as sharp or engaging as
its predecessor; that the additional
athleticism that car had over and
above its immediate rivals has
perhaps been pared back in this
latest Cayenne.
Its steering, for instance, while still
pleasingly weighted and direct, isn’t
quite as talkative or involving as it
once was. And where that earlier car
seemed quite happy to send a lump
of torque to the rear axle to unsettle
its back end on the way out of a bend,
this Cayenne comes across as a more
neutral machine.
ROAD TEST
The result is a Cayenne that’s
unquestionably still good to drive,
but also one that seems to have
sacrificed some of its inherent
dynamism in favour of additional
refinement and comfort. It’s a more
grown-up and luxurious product,
then, but also one that is – dare we say
it? – ever so slightly less of a Porsche.
Still, its primary ride quality
is excellent. Undulations and
pockmarked roads are generally
ironed out when travelling at speed,
although low-speed shudders aren’t
entirely absent.
BUYING AND OWNING
AAAAC
As the current flagship of the
Cayenne line-up (a Turbo S or S
E-Hybrid aren’t unlikely future
propositions), the Turbo requires a
suitably large financial commitment
from potential new owners: £99,291,
to be precise, or £1279.57 per month
on contract hire.
And those sums come before
options. Our test car included, among
other features, Porsche Dynamic
Chassis Control (£2315), PCCB
(£4217), PTV Plus (£1052), black roof
rails (£413) and a two-tone leather
interior (£422). All up, the additional
kit fitted to it cost an extra £15,269.
Still, rivals have the ability to be just
as expensive: a Range Rover Sport
SVR starts at £101,145.
At least the Porsche should
fare relatively well in terms of
depreciation. Our experts predict
that, after 36,000 miles and three
years of ownership, the Cayenne
will still be worth 60% of its original
asking price. The Range Rover Sport z It shows impressive stability and composure but, unlike its predecessor, it’s less
is tipped to retain 55% of its value. ◊ prone to reward a keen driver’s demands to engage the rear on the exit of a corner.
5 SEPTEMBER 2018 AUTOCAR.CO.UK 37
 DATA L O G
P O R S C H E C AY E N N E
TURBO
On-the-road price £99,291
Price as tested £114,560
Value after 3yrs/36k miles £59,700
Contract hire pcm £1279.57
Cost per mile tbc
Insurance/typical quote 20E/£595
90
litres
EQUIPMENT CHECKLIST
Adaptive air suspension
21in alloy wheels
Climate control
Sports seats, front
Porsche Active Aerodynamics
Adaptive roof spoiler
LED headlights and tail-lights
Bose surround-sound system
Heated seats, front and rear
12.3in PCM infotainment with sat-nav
DAB radio, Apple CarPlay and Wi-fi T E C H N I C A L L AYO U T
Rear-axle steering £1448 Cayenne Turbo’s longitudinally mounted V8 sits at the SUV’s nose, with its two
Porsche Dynamic Chassis Control £2315 turbochargers positioned within the cylinder banks for a more compact layout. Power,
Porsche Ceramic Composite Brakes £4217 meanwhile, is sent to all four wheels via an eight-speed automatic gearbox, and an
Porsche Torque Vectoring Plus £1052 electronically variable multi-plate clutch splits torque between the front and rear
Sport Chrono package £774 axles. Adaptive three-chamber air suspension is standard on Turbo models.
Four-zone climate control £581
Reversing camera £480 ENGINE POWER & TORQUE C H A S S I S & B O DY
Two-tone leather interior £422 Installation Front, longitudinal, 800
Construction Steel and aluminium
800
Tinted LED rear lights and light strip £485 4-wheel drive monocoque
Options in bold fitted to test car Type V8, 3996cc, 700 700 Weight/as tested 2250kg/2307kg
= Standard twin-turbo, petrol 568lb ft at Drag coefficient 0.35
1960-4500rpm 542bhp at
Made of Aluminium block and head 600 5750-6000rpm 600 Wheels 9.5Jx21in (f), 11.0Jx21in (r)
R A N G E AT A G L A N C E Bore/stroke 86.0mm/86.0mm Tyres 285/40 ZR21 (f),
Power output (bhp)

500 500
ENGINES POWER FROM Compression ratio 10.1:1 315/35 ZR21 (r),

Torque (lb ft)

3.0 V6 turbo 335bhp £55,965 Valve gear 4 per cyl 400 400 Pirelli P Zero
3.0 V6 hybrid 456bhp £67,128 Power 542bhp at 5750-6000rpm Spare Tyre mobility set
2.9 V6 bi-turbo 435bhp £68,330 Torque 568lb ft at 1960-4500rpm 300 300
4.0 V8 bi-turbo 542bhp £99,291 Redline 6800rpm TRANSMISSION
200 200
Power to weight 241bhp per tonne Type 8-spd automatic
TRANSMISSIONS Torque to weight 252lb ft per tonne 100 100
Ratios/mph per 1000rpm
8-spd automatic Specific output 136bhp per litre 1st 4.71/6.4 2nd 3.14/9.5 3rd 2.11/14.2
0 Engine (rpm) 0 4th 1.67/17.9 5th 1.29/23.2 6th 1.0/29.9 7th 0.84/35.6
0 2000 4000 6000 8000 8th 0.67/44.7 Final drive ratio 2.91:1

ECONOMY SUSPENSION BRAKES SAFET Y

TEST MPG Track 12.0mpg Front Multi-link, air springs, adaptive dampers, Front 440mm carbon-ceramic discs ABS with brake assist, ASR, ABD, MSR, lane-keep assist
Touring 31.5mpg active anti-roll bar Rear 410mm carbon-ceramic discs Euro NCAP crash rating 5 stars
Average 20.7mpg Rear Multi-link, air springs, adaptive dampers, (Cayenne 3.0 Diesel, left-hand drive, 2017)
active anti-roll bar Anti-lock Standard, with brake assist Adult occupant 95%, child occupant 80%,
CLAIMED Urban 17.4mpg pedestrian 73%, safety assist 62%
Extra-urban 30.4mpg STEERING CABIN NOISE
Combined 24.1mpg Type Electromechanical, rack and pinion Idle 45dB Max rpm in 3rd gear 78dB E M I S S I O N S & TA X
Turns lock to lock 2.5 30mph 58dB 50mph 63dB 70mph 67dB CO2 emissions 267g/km
Tank size 90 litres Turning circle 12.1m Tax at 20/40% pcm £612/£1225
Test range 410 miles

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

MPH TIME (sec) mph 2nd 3rd 4th 5th 6th 7th 8th 120
0-30 1.6 20-40 1.9 - - - - - - Porsche Cayenne Turbo
0-40 2.2 30-50 1.5 2.3 3.3 - - - - 1 43mph 6800rpm 100
Range Rover Sport SVR
0-50 3.0 40-60 1.6 2.1 2.7 4.0 - - - 2 65mph 6800rpm 80
0-60 3.9 50-70 - 2.1 2.6 3.5 5.3 - -
3 96mph 6800rpm
Value (£1000s)

0-70 4.9 60-80 - 2.3 2.7 3.6 4.8 6.7 12.8

60
0-80 6.2 70-90 - 2.5 2.8 3.7 4.9 6.2 11.4 4 122mph 6800rpm
0-90 7.6 80-100 - - 3.0 3.7 5.2 6.4 10.8
0-100 9.3 90-110 - - 3.4 3.9 5.5 6.9 - 5 158mph 6800rpm 40
Mercedes-AMG GLE 63 S Night Edition
0-110 11.2 100-120 - - - 4.4 5.7 7.6 - 6 178mph 5948rpm 20
0-120 13.4 110-130 - - - 4.9 - - -
0-130 16.0 120-140 - - - 5.6 - - - 7 178mph 4997rpm 0
0-140 19.1 130-150 - - - - - - - New 1 year 2 years 3 years 4 years
8 178mph* 3985rpm
0-150 - 140-160 - - - - - - - * claimed z Cayenne Turbo performs very well next
0-160 - to similarly priced rivals, retaining 60%
RPM in 8th at 70/80mph = 1567/1791 after three years and 36,000 miles.
THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2018,
Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the Cayenne
Turbo, contact Porsche Cars GB Ltd, Bath Road, Calcot, Reading, RG31 7SE (03457 911 911, porsche.com/uk). Cost-per-mile figures R OA D T E S T N o 53 87
calculated over three years/36,000 miles, including depreciation and maintenance but not insurance; Lex Autolease (0800 389 3690).
Insurance quote covers 35-year-old professional male with clean licence and full no-claims bonus living in Swindon; quote from Liverpool
Victoria (0800 066 5161, lv.com). Contract hire figure based on a three-year lease/36,000-mile contract including maintenance; Wessex
Fleet Solutions (01722 322888). Read all of our road tests autocar.co.uk
38 AUTOCAR.CO.UK 5 SEPTEMBER 2018
 ROAD TEST

VERDICT
TESTERS’

PORSCHE CAYENNE N O T E S 
SIMON DAVIES

As impressive as ever, but not quite the driver’s car it once was If I’d paid as
near as makes
no difference
AAAAC £100,000 for a Porsche
Cayenne — or any car, for
ifteen years has had a rather profound evolutionary efect on the Cayenne that matter — I’d expect
to find it has keyless

F Turbo, the original super-SUV that was potent in its abilities yet divisive among
purists. For 2018, Porsche’s flagship SUV is now not only considerably easier on
entry as standard.

RICHARD LANE
With the ESP off,
the eye but also far more technologically sophisticated and brutally quick in a straight line this Cayenne will
and on a challenging stretch of road. still do things
few of its ilk can, but no
However, where the Cayenne once distinguished itself against its immediate rivals with longer does it possess
that overtly rear-driven
its heightened ability to truly engage and enthral keen drivers, the same isn’t necessarily poise which allowed you
to back the old car into
true of this new one. Some of that fervid temperament and dynamic prowess has been bends on the brakes and
then chase the throttle all
toned down in a bid to broaden the Cayenne’s appeal; to help sell it to those who still want the way out.
a devastatingly quick SUV but don’t want to sacrifice comfort, refinement or practicality.
S P E C A DV I C E
Although such an approach will pay dividends when it comes to filling Porsche’s cofers
Leave composite brakes
and enabling the future development of its bona fide driver’s cars, a degree of what helped (£4217) because the
standard surface-coated
the Cayenne stand out for us has subsided as a result. stoppers (PSCB) are
capable. Dynamic chassis
R OA D T E S T R I VA L S control (£2315) and
torque vectoring (£1052)
are worthwhile.
1 2 3 4 5
JOBS FOR
T H E FAC E L I F T
z Introduce more feel
into the air suspension
RANGE ROVER SPORT SVR ALFA ROMEO STELVIO PORSCHE MACAN TURBO PORSCHE CAYENNE TURBO AUDI SQ7 set-up. This one doesn’t
£101,145 QUADRIFOGLIO £63,981 £99,291 £74,385 engage through corners
Snarling SVR is an incredible £69,500 Outgoing Macan Turbo combines Third-gen Cayenne Turbo is fast Lacks some of the theatre like its predecessor.
all-rounder. It’s fast, Champion’s handling response sports car handling and SUV in a straight line and on track of other hot SUVs but is still z Recalibrate the
comfortable and immensely and chassis balance. Ferrari- practicality. New model has big but is missing some of the edge devastatingly quick and light on gearbox software so the
entertaining. derived V6 is special, too. shoes to fill. of its predecessor. its feet for a car of its size. powertrain more reliably
AAAAB AAAAB AAAAC AAAAC AAAAC finds itself in the correct
gear at sedate speeds.
V E R D I C T S O N E V E RY N E W C A R , P 82 z Give the exhaust note
some character.

5 SEPTEMBER 2018 AUTOCAR.CO.UK 39

Two ends of an era
Jaguar’s XJ luxury saloon has ploughed an idiosyncratic furrow
for 50 years. Andrew Frankel traces the bloodline from the 1968
Series 1 to the current XJR575 – and ponders what will come next
PHOTOGRAPHY STAN PAPIOR

here is a curious
T
irony that lurks at the
heart of retrospective
drive stories like this.
For while my brief, or
at least part thereof, is to celebrate
the 50th anniversary of the Jaguar
XJ and have a sentimental wander
around the many lanes that took it
from that date to this, the cars that
represented the best of the breed
only ever focused on the future.
’Twas ever thus: throughout
history, the cars that make us want
to look back are almost exclusively
JAGUAR XJ AT 50 RETROSPECTIVE
those that chose to look forward.
And despite the historical and
somewhat stereotypical image of
a Jaguar being what you bought
yourself as a retirement present,
Jaguars themselves have delighted
in doing it differently.
Even today this Jaguar XJR575
feels deliciously iconoclastic. The
hot Mercedes, BMWs and Audis
against which it offers putative
competition are actually not so
much a class apart, as a concept.
For all their immense punch and
jaw-sagging point-to-point pace,
you could walk past any one of
them in a crowded car park and not
notice it. Yet even without almost
£5000 worth of Satin Corris grey
paint, the XJR will always grab your
attention and so it should. The best
XJs, like all the best Jaguars, have
always made a statement.
It’s the same on the inside. Not
for Jaguar the almost industrial
surfacing cleanliness preferred by
the Germans. There are aspects
of the XJR’s interior that make me
want to put my fist through the
dashboard at times – chiefly the ◊
∆ utterly lamentable navigation and
information system – but the rest of
the time I just love being on board. At
the risk of sounding like a spurned
Love Island competitor, it’s just so
special in there.
And it’s still a pretty cool thing
to drive. I don’t doubt that if you
gathered its key opponents and
compared the lot it would come
anywhere other than last, because
the game has moved on so far since
this most recent generation of XJ was
first shown almost exactly nine years
ago, but Jaguar has always known
how to make cars handle and, with
568bhp at its disposal, this one is
refreshingly rapid too.
But there’s something else. I don’t
know whether it’s the latest round
of model year enhancements (which
include electric steering for rear-
wheel-drive cars like this), something
about the XJR575 or this car in
particular, but it feels more together,
more poised and precise, than any
other XJ I’ve driven. I actually find
myself offering silent curses that the
car is like this only at the very end
of its life because had it managed
it from the start, perhaps Jaguar
would have sold more and perhaps it
wouldn’t now be on the point of being
withdrawn from sale.
Notably, earlier versions of this
XJ also toting the long-serving
supercharged V8 motor only
achieved their handling prowess
at the expense of ride quality that,
at times, could descend towards
being shockingly poor for a car
that retained a clear luxury brief.
This one, though, rides splendidly
while still cornering tenaciously
and exhibiting the resistance to
understeer that characterises the way
almost all Jaguars have handled since
the legendary test driver, engineer
and car developer extraordinaire
Norman Dewis decreed they should
back in the 1950s.
One of Dewis’s cars has joined us.
Actually it’s one of his guvnor’s cars
if we’re in a mood to be precise. The
Sable Green Series 1 XJ6 4.2 with its
cinnamon interior is the 370th car
built and would have been sold new
for £2258 were it not co-opted by
none other than Sir William Lyons
(knighted in 1956 for services to
British industry) to be his company
The XJR575, a rival to the Mercedes-AMG S63, can hit 186mph and costs from £93,780
42 AUTOCAR.CO.UK 5 SEPTEMBER 2018
`
Even today the Series 1
XJ6’s Dunlop SPs were low profile in 1968
XJ6 doesn’t look like a
car of the 1960s
a
XJR575’s Pirelli P Zeros don’t hinder ride
wheels. It is standard in every way
and highly original.
Even today it doesn’t look like a
car of the 1960s. If you think of the
slab-sided, angular machines that
companies like Mercedes-Benz
were producing at the time, the XJ6
looks almost impossibly svelte and
beautiful. It was the last car in whose
design Sir William played a full and
active part and I think if you look at
the cars that came later, it is fair to
say that things were never quite the
same again. Interestingly, Lyons
thought the car sufficiently advanced
and futuristic to survive in the
marketplace for ‘a minimum of seven
years’. In fact, it did rather better
than that, the final Series 3 version
of what was still essentially the same
car staying in production until 1992,
some 24 years later.
At the time, praise was unbounded
and with reason. This was surely the
most beautiful saloon on sale, with
ride quality to better a Rolls-Royce
Silver Shadow and handling that
in some ways improved on that of
the E-Type. It was whisper quiet,
exceptionally rapid (so long as you
didn’t make the mistake of choosing
the gutless 2.8-litre variant) and, like
all Jaguars of the era, exceptionally
keenly priced.
In its own way, it is still amazing
to drive. The ride comfort alone
provides the starkest testimony to ◊
The XJ6 went up against the Mercedes 250 and would have set you back £2258 as new
 JAGUAR XJ AT 50 RETROSPECTIVE

F I V E JAG UA R XJ L A N D M A R K S

1972 XJ12
Better late than never, the XJ
got the 5.3-litre V12 it should
have had from 1968. It could
reach 140mph, making it the
world’s fastest four-seat,
four-door car at the time.
1975 XJ COU PE
Reputedly Sir William Lyons’
favourite car, the gorgeous
coupé was immortalised by
both the Broadspeed racing
versions and John Steed in
The New Avengers.
1986 XJ6 (XJ40)
The first all-new XJ since
the original. It had neat
design touches but was less
attractive, had build quality
issues and the new AJ6
engine had less character.
1997 XJ8 (X308)
Evolved from the X300, this
was the first V8-powered XJ
even though one had been
planned almost 30 years
earlier. The 400bhp XJR was
a beauty and a stormer too.
2003 XJ8 (X350)
Probably the most radical XJ,
not that you’d know to look at
it. Behind the staid design lay
a full aluminium monocoque
and body, a design still unique
to the XJ in its class today.

5 SEPTEMBER 2018 AUTOCAR.CO.UK 43


T H E XJ ’ S E L E C T R I C F U T U R E
The new Jaguar XJ due in 2021
will not only be the first five-door
production XJ in history, likely to
be shaped in the style of the likes
of the Porsche Panamera and
Mercedes-AMG GT 4-door Coupé, but
it will be a pure-electric vehicle too,
underpinned by Jaguar Land Rover’s
upcoming PLA modular architecture.
That’s a tremendously exciting
development because an electric
powertrain can provide the punch and
refinement that has always lain at the
heart of the best XJs over the years.
44 AUTOCAR.CO.UK 5 SEPTEMBER 2018
`
The XJR575’s V8 delivers its
punch with suave savagery
and without delay
a
More than that, though, I love the
fact that 50 years on, the XJ sub-
brand is still innovating. And while it
does, I see no reason why it should
not make its centenary. AF
How Jag’s XJ
EV might look
∆ the fact that while progress has
been made in the past 50 years, not all
of it has been in the right direction.
It doesn’t merely work in certain
speed ranges like modern, air-sprung
cars. It just works, soaking up car
park bumps and imperfections
on high-speed roads with equal
aplomb. And once you’ve accepted the
lightness of the liquorice-thin helm
and chosen to guide the car with your
fingertips, it’s remarkably rapid from
point to point too. You feel it start to
lurch as you turn in, but just as you
fear it might all be about to get messy,
it checks its body movements, settles
into the turn and hammers round
as fast as its Dunlop SP Sport tyres,
around which the XJ6’s suspension
was designed, will allow.
The engine – the same basic unit as
that which won Le Mans five times in
the 1950s – is a little disappointing.
It’s meant to put out 245bhp in a car
weighing just over 1500kg, which
is around the same power and less
weight than a modern XE that is
claimed to hit 62mph from rest in
6.5sec. The only way this XJ would
do that is if you pushed it off a cliff.
I suspect the power is a gross figure
and possibly still exaggerated, and
that the three-speed automatic ’box
accounts for a sizeable chunk of it
before drive gets near the rear wheels.
No such problem with the XJR’s
 JAGUAR XJ AT 50 RETROSPECTIVE
T H E D E AT H O F JAG UA R ’ S V8
I first encountered the ‘AJ-V8’
engine used in the XJR575 more
than 20 years ago when it appeared
in the then-new Jaguar XK8. Since
then it has been available in both
supercharged and naturally aspirated
forms under the bonnets of cars as
diverse as the Land Rover Defender
and the Aston Martin V8 Vantage.
Although much modified by
Jaguar, Land Rover and Aston, the
same basic design has been available
in 4.0, 4.2, 4.3, 4.7 and 5.0-litre
capacities, with outputs from 286bhp
(original XK8) to as high as 592bhp
(XE SV Project 8). It has multiple
class wins at Le Mans to its credit in
XJ6’s 4235cc straight six produces 245bhp; XJR575’s supercharged V8 packs 568bhp
What do they share? Only an
attitude, a daring to be different and
a lack of space in the back. Many
would say that the current car’s
refusal to conform to class norms in
appearance is why it was always a bit
part player relative to its European
rivals. Fifty years ago, it was exactly
that individuality that made the
XJ6 such a success and helped
consolidate a business that had had
a hitherto increasingly fractured
product line-up, at least until Leyland
went and made a complete Horlicks
of the whole thing. But the truth is the
modern XJ was not less successful
because we no longer desire to be
different these days: on the contrary,
it is that very impetus that makes
There’s no radio in
the 1968 XJ6. It was a
£48 option in the day
V8, which will lob the car through
62mph in 4.4sec. I’m going to miss
this engine when it dies shortly
because while it might not have quite
the power of the latest turbo motors
from Mercedes-AMG, it’s always
delivered its punch with such suave
savagery, right through the rev range
and without delay.
The funny thing is that the old
XJ should have been launched with
a V8 (and a V12) under its bonnet.
But production delays meant it got
canned, although the V12 would
eventually surface in the XJ12. Had
it gone to plan, the V8 would now be
as much part of Jaguar engineering
iconography as the old straight six.
the front of Aston Martin racing cars.
Like so many other V8s, though more
usually those of Detroit design, it has
proven to be immensely flexible.
That said, it looks like it will be
replaced by a straight six from the
expanding Ingenium family. While
Jaguars have been powered by
engines with four, six, eight and 12
cylinders, it’s probably the straight
six with which the brand is most
readily identified. For that, thank the
‘XK’ six-cylinder motor that served
from 1949 to 1992 in everything from
outright Le Mans winners to hearses,
making it in all probability the most
versatile engine in history. AF
people look straight past the four-
door saloon and go and buy some
hulking great SUV instead. That
wasn’t an option in 1968.
I’ll miss the current XJ’s distinctive
exterior and gorgeous cabin. I’ll miss
its balance and that supercharged
motor too. To my mind, there is
no question at all that among all
generations of XJ, this one was
bettered only by the first. But it’s
good to hear that the future of the XJ
name is secure and, as you’ll see from
the separate story (below left), the
next one may be the most ambitious
yet. That is fine by me, because an
XJ that isn’t ahead of the curve in the
way it looks and the way it gets down
the road isn’t really an XJ at all. L
5 SEPTEMBER 2018 AUTOCAR.CO.UK 45
 POWER RANGERS
After 50 years of XJs, the smoothest, quietest Jaguar may now be an SUV, the electric
I-Pace. Steve Cropley joins design boss Ian Callum on a drive that starts with a surprise

46 AUTOCAR.CO.UK 5 SEPTEMBER 2018


DECEPTIVE
APPEARANCE
Revolutionary
mechanical package
means it hardly looks like
an SUV, even though it’s
Porsche-Macan-sized
and has more cabin
space. his journey we’re about
T
begin, a 329-mile,
seven-hour drive from
central Edinburgh
to Jaguar’s design
HQ on the outskirts of Coventry, is
exactly the kind of duty for which
the revolutionary electric I-Pace
has been devised, I decide. The
thought springs into my head as
we stand on the pavement outside
our hotel and the car glides silently
into the morning light from its
underground car park.
Compared with Einstein’s
theory of relativity or Archimedes’
principle, this is hardly a Big
Thought. Indeed, it may strike you
as blindingly bleeding obvious. Yet
so extraordinary has been the fuss
surrounding the design and debut of
Jaguar’s (and Britain’s) first premium
all-electric saloon that thoughts
about the life it might lead in
ordinary service have seemed almost
beside the point, until now. But today,
these things will take centre stage.
My mission is to accompany the
design boss of the I-Pace and every
other recent Jaguar, Ian Callum,
on a routine journey back to base
in Whitley, a couple of miles south
of Coventry. Callum has been in
JAGUAR I-PACE DRIVE
Jag design director
Ian Callum is fine
long-haul company
Scotland doing family stuff and
commemorating an anniversary:
it’s 50 years since, as a schoolboy,
he wrote his now-famous letters to
Jaguar boss Bill Heynes, receiving
prophetic and highly relevant advice
about how to achieve his goals.
Callum has also been revisiting the
Edinburgh Jaguar dealership he
went to with his grandfather to see
an E-Type, that precious journey
undertaken in an I-Pace because the
model is every bit as significant today
as the E-Type was in its age.
Various navigation programmes,
including the one in the car, suggest
our journey is going to take around
seven hours, allowing for the traffic
that always clogs the motorways of
northern England. Onto that we add
an hour, the time we reckon it’ll take
to charge the I-Pace’s 90kWh bank of
batteries from the expected 10-20%
they’ll contain when we arrive in
York, roughly 200 miles due south.
The NEDC range for the I-Pace is
quoted as being nearly 300 miles, but
we already know the honest-to-God
range is closer to 230-240. An hour
on a 50kW DC charger – which the
handy Zap-Map phone app reckons
are plentiful near York – will restore
our battery charge to around 75%, ◊
I-Pace makes brisk
and wonderfully
hushed progress
5 SEPTEMBER 2018 AUTOCAR.CO.UK 47
 ∆ more than enough to carry us the
remaining 150 miles to Whitley.
Firm plans never work. A RANGE
7kW charger into which ISSUES
our car has been plugged Scotland-Midlands
overnight has tripped electric car journey
to ‘off’ without doing showed the importance
its stuff. This morning of starting on the open
we have 60 miles in our road with a full charge. A
battery pack, not 230- pre-start glitch added
240, and our plans must several hours to
be modified. It is no disaster, our trip.
though. There will simply have
to be two charging stops, a fact
of life that underscores Rule One
of electric car progress: never
leave home without a full charge.
Unless someone else’s hardware
lets you down…
We set off knowing we’ll need
to charge within 40 miles to be
safe, and again with around 100
miles to run. This will cost us an
extra hour and might make an easy
journey feel more laborious. We’ll
have to see. Still, tasting for the first
time the smoothness, near-silence
and perfectly accurate responses
from the accelerator is positively
uplifting as we roll out of town
around 9.20am, heading due east to
Dunbar, where the morning traffic
has already subsided and where Zap-
Map suggests a first stop at a garden
centre just off the the coastal A1
where there’s a 50kW rapid charger.
‘Juice’ flows into our depleted battery
while we take coffee and then we turn
south to follow the coast, as planned.
I have already sampled and

`
dismissed the I-Pace’s Eco mode. I
simply can’t bring myself to ask for
something that deliberately dulls this
car’s wonderfully precise accelerator
response. Better to drive more
accurately myself. The regenerative
Silent motorway
braking is a revelation: you get 0.2g
of regenerative deceleration when
you ‘lift’ and another 0.2g of regen
travel on balmy days
from fairly gentle first pressure on
the brake pedal, so you hardly ever
have to use the friction brakes, which
makes distances melt
a
you soon come to view as efficiency
killers and tools of last resort.
Callum, for those who don’t know,
is fine company on any journey. He
has endless anecdotes, seems as
interested in you as you are in him,
will talk or not talk as conditions
demand, is only ever modest about
his own towering achievements
(constantly crediting his team)
and doesn’t even need to talk cars
constantly, even if the I-Pace is,
understandably, proving fascinating
subject matter at the moment.

I-Pace’s distinctive
Edinburgh to Coventry meant two chargin proportions
g stops disguise its size

48 AUTOCAR.CO.UK 5 SEPTEMBER 2018


Callum and Cropley at
journey’s end, by an
RCA students’ design
I remark on something that
struck me as soon as I saw my first
I-Pace, not far short of two years ago:
that despite the interior space, high
roof and higher-than-saloon driving
position, I never really see this car
as an SUV. It’s too graceful. Callum
takes that, although he’s firm on the
car’s status as an SUV. It’s as big as
a Porsche Macan and considerably
more spacious for people and
luggage. Jaguar’s first electric car
had to be an SUV, he points out. The
market’s as hot for them as ever,
and the unique I-Pace ‘skateboard’
platform needed the extra height to
accommodate large battery banks
beneath the occupants.
But Callum’s happy with all the
‘real Jaguar’ comments that have
come his way, pointing out that the
revolutionary short nose and cab-
forward design, permitted by the
lack of any need to accommodate a
complex, 350kg rubber-mounted
lump under the bonnet, mean
the front and rear screen angles
can be a lot ‘faster’ than those of
other SUVs, and also allow a very
long roof, a substitute in a sense
for a long bonnet. Callum says he
has no regrets about not making
the car “deliberately funky” to
mark its unusual proportions and
twin-motor, four-wheel-drive,
395bhp powertrain, although –
thinking aloud – he wonders if they
should have done the grille a little
Cropley enjoys the differently, to show it comes from a
precision of the different family. “Perhaps that’s one
‘throttle’ response for the facelift,” he says.
Another I-Pace discovery: silent
JAGUAR I-PACE DRIVE
motorway travel on balmy
days, especially with strong
off-throttle braking instantly
available, makes distances
melt. We stop a few times for
pictures, chatting a lot and
watching the world going by
(curiously more awkwardly
than us) and noting how
amazingly little road noise
is generated by the 22in
wheels of our late prototype
as it cruises somewhat in
advance of 70mph.
It’s vital that the rest of the car is
as refined as the powertrain, says
Callum, fretting now and then about
a squeak behind the fascia he feels is
spoiling our progress. But he believes
the air suspension (three levels over
a height range of more than 90mm)
and the fact that even the 22in wheels
wear generous 40-profile tyres are the
car’s best tools for killing road noise.
Under the direction of Zap-Map,
we stop again for a one-hour shot
of 50kW power in a Garforth
shopping centre, taking coffee across
the road in a totally charming cafe
that occupies the former station
master’s cottage. This is life for
electric car owners, we agree. You
may lose time compared with
petrol car journeys if you’re foolish
or unlucky enough to leave home
without a full charge, but you’ll see
much more of the wide world than
you would have done.
We roll into Whitley at around
6pm, having first expected to be
there at least an hour earlier. Callum
rarely has 90 minutes to waste,
but he’s sanguine about it on this
occasion. The I-Pace has proved
itself. The comforts, quietness,
discreet poke and joy of driving have
all been well proven. He’s quietly
proud of the car, which patently
deserves its long waiting list of
buyers. In fact, all seems right with
the world – apart from that squeak
behind the dashboard. Bright and
early tomorrow, says Callum, his
best technicians will pulverise it
out of existence. L

F I V E O F I A N C A L L U M ’ S G R E AT E S T H I T S AT JAG UA R
Before the I-Pace, chief designer Ian Callum had already put Jaguar on a distinguished design path with these five trend-setting products

JAGUAR XKR JAGUAR XF JAGUAR XJ JAGUAR C-X75 JAGUAR F- PACE

Launched 2007
Second-generation XK sports
car, first shown at Frankfurt in
2005, was the first all-Callum
Jaguar. Much management
indecision over styling
direction caused long delays;
front air intake followed the
E-Type with a simple elliptical
shape, not repeated. Dropped
in 2014 in favour of the F-Type.
Launched 2008
Shown first as the C-XF
concept, it brought a new
look to the marque, in effect
jumping two generations at
once. Controversial at first,
the shape — including a new
3D grille treatment that
re-interpreted William Lyons’
original, 1968 XJ grille — soon
won universal acceptance.
Launched 2009
Jaguar’s limousine, intended
to battle the BMW 7 Series
and Mercedes-Benz S-Class,
moved the XJ upmarket.
It shows clear styling links
with the XF, but a bigger
and squarer grille plus
controversial ‘cat’s claw’
rear lights make this flagship
saloon unmistakable.
Show debut Paris 2010
Radical £700k hybrid two-
seater originally had two
gas turbine range-extender
motors feeding an electric
motor per wheel. Planned
for limited production, but
canned. The handful of road-
going versions built had two
electric motors fed by a twin-
charged petrol 1.6-litre.
Launched 2016
Jag thought hard before giving
in to the SUV rush. Bullish sales
have vindicated the decision.
Callum says extending Jag
design cues to an SUV’s large,
tall package was tough and
took many attempts, but
customer reaction to this (and
the E-Pace that followed) has
been very positive.

5 SEPTEMBER 2018 AUTOCAR.CO.UK 49


…MG Rover had put its 75 Coupé concept into production? Gerry Lloyd
was so intrigued that he built one in his garage. Richard Bremner drives it
have just driven
I
Rover’s latest model.
It’s the handsome
production version of
a concept the company
revealed in 2004, finely executed
from its flush-fit windscreens to its
frameless door glass and bespoke
alloy wheels. A premium model,
like the car it’s derived from, this
handsome two-door is classy enough
that many might reckon it to be a
mini-Bentley GT. Only rarer.
So rare, in fact, that there will
likely be no more than one example
of a car not developed at Rover’s last
home of Longbridge but in a tiny
village in south-western Wales, near
Haverfordwest. Its birthplace is a
slightly larger than average domestic
garage, in fact, its conception
occurring in the head of one Gerry
Lloyd, who is a retired builder.
Despite Lloyd being more familiar
with bricklaying, roofing, carpentry
and the laying of concrete, this is
not his first foray into the world of
50 AUTOCAR.CO.UK 5 SEPTEMBER 2018
WHAT IF…
PHOTOGRAPHY LUC LACEY
To you, me
and Lloyd, this is
a Rover 75 coupé.
one-off cars. His bespoke Rover To the DVLA, it’s a
operation has previously produced Lloyd Viking 75C,
a 75 with two front ends and a as its creator has
75 pick-up whose chrome, grille christened it.
included, has been replaced with
hand-carved wood substitutes. Odd,
but undeniably interesting.
But while the wood-garnished
pick-up and the Hydra-headed 75
range from the mildly eccentric
to the entertainingly mad, the 75
coupé is on another plane in terms of
realisation, its functional detailing
better than you’ll find on some
concept cars. So is Lampeter Velfrey
the site of a crack team of vehicle
engineers? Kind of, except that the
team consists of one man: Lloyd has
engineered and constructed every
element of this modified 75, using a
mixture of carefully selected off-the-
breaker’s-yard-shelf components,
parts he’s fabricated himself and
unflagging determination.
Lloyd is not an automotive
engineer, in the conventional sense
at least, his career having been in

From all angles, the conversion looks so
Lloyd
fabricated new
lower A-pillars to
suit the 4 Series doors,
mirroring their shape to
successfully eliminate
wind noise.
Detailing, on the bodywork and interior trim, is excellent
cohesive
`
This muscularly elegant Rover is
sportily refined and wind-noise free
building, quite often of house
a selected the best-looking rear three-
extensions in the Oxford area.
After he retired 20 years ago, he
built his own house, the hardest
part of which, he says, “was
clearing out the cement mixer at
the end of the day when I really
wanted a beer”.
But house building was nothing
compared to constructing this
coupé. Why a 75? “When I built
the double-ender, I wanted the
cheapest car I could get,” he says, in
case his experimenting didn’t work.
If he ended up with a pile of scrap, the
loss wouldn’t be great. Lloyd admits
to knowing little about 75s before
picking up his first but he gradually
discovered what well-built, finely
engineered cars they are. That led
to his joining the Rover 75 and MG
ZT club and coming across a ‘what
if’ thread on the 75 Coupé concept
MG Rover developed shortly before it
went bust. Thus was born his project.
Although Rover-badged, right
down to the wheel centres and
the ‘Coupé’ boot badge from an
old P5B, the guts of this car came
from a ZT 190. As if he hadn’t given
himself enough work already, the
job started with transferring the V6
mechanicals, suspension included,
into a 75 that had started life as a
1.8T before the angle-grinder attack
began. But first came the search for
the roof, rear side windows and rear
screen of a coupé that might work. “I
ROVER 75 COUPE INSIGHT
ZT 190 mechanicals
give the 75 coupé a
suitably sporty drive
U N L I K E LY
COUPES
1971 M O R R I S
MARINA
Not just a two-door
quarter view and then fabricated Marina, but a budget
the body to make it fit,” says Lloyd coupé, too, boasted
of a task that would defeat plenty of British Leyland. So
steelsmiths. Ironically, given BMW’s budget that it didn’t
one-time ownership of Rover, a bother lengthening
3 Series Coupé was the source. the doors, or
That “the Rover roof is three sharpening its
inches wider than a 3 Series” was just dire chassis.
one of dozens of challenges facing
Lloyd, from shifting the B-pillars
rearwards, to butting the 75’s bootlid
to the base of a BMW rear screen, to
adapting a headlining to fit – “the
hardest part” – to getting Rover ECUs
to talk to the BMW variety in the 1 9 7 7 V O LV O 2 62 C
coupé’s reskinned 4 Series doors and Improbably inspired
to laboriously reshaping the lower by the vinyl-roof-clad
A-pillars to eliminate wind noise. Lincoln Continental
The impressive red leather interior Mark IV, Volvo had
is also from a 4 Series, Lloyd sourcing Bertone build this
a wood veneer vinyl from the US to oddball, low-roof
match door garnish to Rover’ walnut two-door.
dashboard. The attention to detail is
impressive. So is driving the car itself,
the beefier dynamism of a ZT suiting
this muscularly elegant Rover, which
proves sportily refined and, indeed,
wind-noise free. It makes the reasons
for the stillbirth of the MG Rover 2012 M I N I CO U PE
version all the sadder. But at least a We’re admirers
few us will get to see what physically of former Mini
might have been. The 2500 hours design chief Gert
Lloyd worked – “seven days a week Hildebrandt’s work,
for 18 months” – building this one- but not this weird
off will ensure that there will only be be-helmeted device.
one. But with astonishing results for Mercifully short-lived.
a man working in a shed. L
5 SEPTEMBER 2018 AUTOCAR.CO.UK 51
Cream of the delivery crop
German delivery giant DHL is shaking up the world of milk delivery with
its new StreetScooter electric float. John ‘Ernie’ Evans takes one for a spin
rnie, long since felled
E
by one of Two-Tonne
Ted of Teddington’s
rock cakes, may once
have driven the fastest
milk cart in the west, but even he
would have had difficulty keeping up
with Ian Beardwell. A milkman for
28 years, he has just taken delivery
of what must surely be the world’s
fastest production milk float: the
DHL StreetScooter. Weighing
2600kg fully laden, it has a top speed
of 53mph compared with his old,
4500kg Unigate float’s 10mph.
“Those old SEV Cabac floats were
so slow,” Ian says when I join him
early one morning on his south-west
London round. “Uncomfortable, too.
You’d end your shift with knackered
knees and ankles.”
52 AUTOCAR.CO.UK 5 SEPTEMBER 2018
PHOTOGRAPHY LUC LACEY
His StreetScooter must feel like
a Rolls-Royce in comparison. It’s
powerful – there’s a Boost mode for
extra grunt – and has light but direct
power steering. It’s smooth-riding,
crossing speed humps without
disturbing the bottles stacked
behind, and safe, with a rear-view
camera for urban U-turns. In short,
it’s transformed Ian’s working life.
He’s a big lad but thanks to his
driver-friendly StreetScooter Ian
can move like a gazelle, leaping from
the driver’s seat (conveniently, the
StreetScooter is a left-hooker) to
slide open the van’s lightweight side
door, grab the next order, hurry to
the customer’s front door to make the
drop and collect the empties and hop
back in. It’s a high-energy routine he
repeats 300 times a day (he has 650
customers but not everyone has a
daily delivery), starting at one in
the morning and finishing at seven.
“I’m one very happy milkman,” he
says, his eyes shining.
It’s the little things that excite
him. Such as the fact that the
StreetScooter’s figure-hugging
driver’s seat is heated but the squab
has no raised edge on the pavement
side, so he can slide in and out
easily. Or the way the vehicle locks
automatically when he’s more than
five metres away from it with the
remote fob (there’s no key) in his
pocket, and unlocks as he returns.
And the way that if he forgets to put
the handbrake on, parking pins shoot
out automatically to lock the wheels.
And the windscreen not only has
washer jets but is also heated. “When
we had the Beast from the East,
temperatures were down to minus
15deg C but my windscreen was clear
in a couple of minutes,” he says.
He likes, too, that the StreetScooter
is near silent. “The old floats made a
high-pitched whine that woke dogs
up,” he says. “Now I’m in and gone
without them knowing.”
Ian’s employer, home delivery
company Milk & More, says its new
200-strong fleet of StreetScooters,
worth £6.5 million, is the first of its
kind in the UK. In time the company
plans to replace its remaining diesel-
powered vans with the new vehicles,
at least on urban rounds. And who
would blame them when it’s seen a
90% reduction in operating fuel costs
compared with the old oil-burners?
The StreetScooter has a maximum
 DHL STREETSCOOTER INSIGHT
Beardwell (right)
` couldn’t be happier
with his electric float
Tap the lever for Boost
mode and milk was
never delivered faster
a
At 5.8m, it’s almost as long as a Phantom
range of 75 miles. Ian reckons that by
the time he’s completed his 30-mile
round, the battery is reading around
65% charged. Compare that with his
old electric float that could barely
manage 25 miles before whining
to a stop. The StreetScooter’s brake
energy regen system helps, of course.
“It’s got KERS, just like Formula
E,” says Ian, a keen racing fan.
The StreetScooter is one of the
electric vehicle world’s major success
stories. However, it’s made not by
a traditional car or commercial
vehicle manufacturer but by German
delivery giant DHL. The company
bought StreetScooter, the Aachen
university-founded EV maker, in
2014 and started building bespoke,
electrically powered delivery vehicles
for its Deutsche Post subsidiary
two years later because, it claimed,
existing vehicle manufacturers
weren’t interested in doing so.
Today, DP operates more than
6000 StreetScooters throughout
Germany. Interest in the model from
external operators such as Milk &
More has prompted DHL to open a
second manufacturing plant with
the capacity to take combined annual
production to 20,000 vehicles. Such
has been the success of StreetScooter
that DHL reckons its electric vehicle
offshoot will be in profit by 2020.
However, perhaps with an eye on
the development spend needed for
the next generation of StreetScooters,
the company has been making noises
about selling off its production arm,
or at least inviting partners on board
to share costs.
Happily, all this is of little concern
to Ian Beardwell. I joined him
well into his round, and despite
the StreetScooter’s easy driving
His milk float brings all the bottles from the yard, his float is better than yours… manners, he looks like he could use a
break, at least from the wheel…
StreetScooter includes all mod cons
I’ve observed him enough to
know the drill: foot on brake, stab
power button to start, tap lever to
Drive, check the way is clear, release
the parking brake and off we go.
No wonder he’s a happy milkman.
Not only is StreetScooter’s driving
position car-like and all controls
traditionally and conveniently
located, but it also drives with an
effortlessness and refinement that
is truly amazing. Granted, the milk
crates behind the bulkhead sit on a
grippy rubber mat to prevent them
moving around, but there really is
no load noise as the torquey
48kW motor picks up speed on
Wimbledon’s roads. Double-tap the
drive lever for Boost mode and milk
was never delivered faster.
Given that, at this hour, parked
cars still line the area’s narrow
streets, I have to drive into
impossibly small parking slots to
avoid holding up early risers. At
5784mm in length it’s almost as long
as a Rolls-Royce Phantom but its
relatively short wheelbase means you
can easily tuck it out of the way.
“It’s longer and faster,” says Ian,
with a milkman’s wink. He’d better
watch out for those rock cakes. L
DHL STREETSCOOTER
Model StreetScooter
Work L Box
Price £46,000 (est)
Battery 33kW lithium ion
Charging time Approx. 10% per hour,
so 80% in eight hours
Peak power 48kW
Range 65-75 miles
Kerb weight 1695kg
Gross weight 2600kg
Max payload 965kg
Max load volume 80w
Top speed 53mph
5 SEPTEMBER 2018 AUTOCAR.CO.UK 53
 Track day cars
HOW TO
No traffic jams, no speed bumps, no HGVs, no tractors
and no speed limits. Race circuits let you really wring a
car out and a suitable chariot can be yours for £1000

HAVE
FUN
ON A
BUDGET
Whatever fires your four-wheel
passion – race cars, of-roading,
sports cars, meet-ups, track
days – Dan Prosser shows how CATE RHAM S E VE N £ 10,000
Burning through tyres and brake pads does mean the cost of track driving can build up.
to have more fun for less money This is where extremely lightweight track cars come in. At no more than 600kg, a Caterham
Seven simply doesn’t seem to use its consumables. The other advantage of Caterham’s
flyweight sports car is that it holds its value remarkably well.
So well, in fact, that £10,000 will only stretch to a 15- or 20-year-old car (although that
his is a strange time to be a car hardly seems to matter when the basic Seven design is more than half a century old). These

T
lover or a driving enthusiast. The cars are usually weekend playthings, so there are lots of low-mileage examples for sale.
conversation throughout the
automotive industry is so dominated
by talk of self-driving cars and
electric vehicles that it sometimes feels as though
our modest little hobby is under attack.
And yet you might in fact say there has never
been a better time to be a petrolhead. The track
day culture in the UK and across mainland Europe
is more vibrant now than ever before and new
track-ready cars seem to arrive every other week.
Meanwhile, second-hand track cars can be picked
up for buttons. It has never been easier to get
involved in grassroots motorsport, and if you are
prepared to travel just a little, our occasionally
sun-drenched island is home to some of the best
driving roads in Europe.
The automotive landscape is changing around
us, but there is still plenty of room to play. This is
your guide to having fun on four wheels without
breaking the bank.

54 AUTOCAR.CO.UK 5 SEPTEMBER 2018


RE NAU LTS PO RT CLI O 172 £ 1000
That Porsche 911 GT3 RS might well come flying
past you every five laps, but the satisfaction will
be all yours. After all, your entire track day car
cost you less than the price of a set of tyres for
the GT3 RS. And should you suffer a mechanical
failure or misjudge your line into a demanding
corner and end up gently interfacing with a tyre
barrier, you’ll simply laugh it off.
Bargain-basement track day driving might
just be the most entertaining sort. The car that
ignited Renaultsport’s hot hatch hegemony in
the modern era has the kind of edgy handling
balance that’ll keep you smiling all day long.
B MW 330Ci (E46) £4 000
In standard form, the 330Ci isn’t really cut out for track work. It’s a little heavy and rolls a bit. But with
a zingy straight six up front, perfect weight distribution and rear-wheel drive, it does make a brilliant
starting point. Popular upgrades include coil-over suspension (at less than £700, the Bilstein B12 Pro-Kit
is a very good option), sticky tyres, bucket seats and harnesses and a locking differential.
There are serviceable cars out there for as little at £2000 if you like the idea of starting from scratch, but
for £4000 you should be able to find a car that has already been track prepared.
FOUR-WHEELED FUN GUIDE
GET THE MOST OUT OF
YO U R T R AC K DAY C A R
Before you start worrying about upgrades,
and certainly before you ever venture out on
a circuit, you should make sure your car is in a
healthy state. That means ensuring all its fluids
are at the appropriate levels, checking that the
suspension isn’t on the brink of collapsing, the
brake discs and pads aren’t hopelessly worn
out, the exhaust is firmly attached and the tyres
have at least some life in them. All of that is
especially true if you’ve bought yourself a cheap
track day snotter.
Soon enough, you’ll want to make some
upgrades. The first thing you will notice is that
the car’s standard brakes simply aren’t up to
the task. Better pads and fluid will improve
their durability and reduce your frustration.
Braided hoses will improve your stoppers even
further. EBC offers a full brake upgrade kit with
grooved discs, pads, fluid and hoses for the
Mazda MX-5 for £252.
You’ll be looking at tyres next — perhaps a set
of Avon ZZRs — and coil-over suspension, too.
Bilstein offers uprated springs and dampers for
a wide range of cars at around £600 a set. Long
before you begin worrying about engine power,
look into a pair of bucket seats and harnesses.
Being properly clamped into the car will make a
bigger difference than any power upgrade.
TOYOTA M R2 £2000
A very particular set of attributes that makes a car
suitable for track driving. Sharp and responsive
handling, a good chassis balance, durable brakes
and all the rest of it. The point is, it simply doesn’t
matter that the third-generation Toyota MR2 looks
quite a lot like a frog sitting on a lily pad.
At less than 1000kg, the dinky roadster is
unusually light, and the mid-engined, rear-wheel-
drive layout is perfectly suited to the race track.
What’s more, £2000 really is nothing at all for
a purpose-built sports car and you’ll find many
examples in decent condition.
5 SEPTEMBER 2018 AUTOCAR.CO.UK 55
Off-roaders
Green-laning is like driving
of-piste. You are technically
on the public highway, but
those highways can be so
tricksy that only a 4x4 will do
L AN D ROVE R D E FE N D E R
£7000
The Land Rover Defender is one
of only a handful of cars that can
genuinely be described as iconic.
With production of them having
finally ended a couple of years ago,
they are in ever-increasing demand,
which means that you could buy one
today, spend a year or two exploring
the countryside around you and then
sell it for what you paid, if not more.
With a budget of £7000, you will
be looking at a car that’s 15 or even
25 years old, but if it has been looked
after carefully and serviced regularly,
it should keep on trucking. Rust can
be a problem, though, all the way
through to the ladder frame.
56 AUTOCAR.CO.UK 5 SEPTEMBER 2018
L AN D ROVE R D ISCOVE RY
£4 000
Discoverys have become popular
among the green-laning fraternity
because they’re supremely capable
away from a paved road in standard
form, as well as being cheap to buy.
There are plenty of cars at this sort of
money, both Series 1 and 2 models,
with the very leggiest Series 3s
starting to drop within reach.
A set of all-terrain tyres will get SUZU KI J I M NY £2000
you to the end of most green lanes, Originally launched way back in 1997, the third-generation Suzuki Jimny is
but lots of owners find themselves only just being replaced this year. It’s like a mountain goat – not a whole lot
upgrading over time. Cheap bigger, but every bit as capable on rough and muddy terrain. When we tested
differential guards and recovery one alongside a Range Rover that cost 10 times the price, there were places the
points (think heavy-duty towing little Jimny could go that the big Rangie couldn’t reach.
eyes) are popular modifications, but All the Jimny really needs to turn it into the perfect green-laning machine is
anything more is probably overkill. a set of all-terrain tyres. And £2000 is a healthy budget for a 15-year-old one.
 FOUR-WHEELED FUN GUIDE

Competition cars
Once you’ve had your fi ll of track day driving, you’ll want
to progress to actual competition. Racing cars needn’t be
expensive, but entry fees and running costs can add up

J E E P WR AN G LE R £6000
Land Rovers and Suzuki Jimnys are the darlings of the
green-laning crowd, so you’ll stand out when you turn up
in a Jeep Wrangler. Our friends across the Atlantic swear
by them, and even without the enormous off-road tyres and
massively uprated suspension that are so popular Stateside,
the Wrangler is capable in the rough stuff (although a two-
inch lifting kit at around £600 will do wonders).
There are far fewer Jeeps of any sort here in the UK than
Land Rovers, but at £6000, you won’t be short of options.
The six-cylinder 4.0-litre petrol is the engine to have.

CITRO E N C1 £ 3500
The C1 Racing Club was formed as a spiritual successor to the Citroën 2CV series, where
running costs had begun to escalate. The club says a C1 can be bought and race-prepared
for less than £3500. Once built, the little C1 racing car is more fun to drive than you
would ever believe.
The race calendar is made up of 19 rounds, mostly in the UK, with a handful of trips to the
Continent. It features 24-hour races, too, including one at Spa-Francorchamps in Belgium.
Little wonder the series is proving so popular.

WHERE TO DRIVE
When in search of great
driving roads, head for the
hills. As is so often the case
around the world, the UK’s
best roads are found twisting
their way through hills and
mountain ranges.
Snowdonia, the North York
Moors and the Yorkshire
Dales boast some of the best
stretches of Tarmac and the
lightest traffic. However, the
most breathtaking corner
of the entire country — both
in terms of the roads and
surrounding scenery — is in
northern Scotland. The North
Coast 500 was conceived
by the North Highland
Initiative three years ago to
encourage tourism.
Starting in Inverness in
the east, it cuts across the
width of the country to the
spectacular west coast before
turning north. The stretch
between Applecross and
Lochinver takes in some of
the most stunning views and
very best roads you’ll find
anywhere. The 500-mile
route skirts across the very
northern tip of the country,
so you actually feel as though
you’re driving on the
edge of Earth itself,
and reaches its
most distant point
at John O’Groats,
before slicing back 750M C LOCOST £ 3000
down Scotland’s The 750 Motor Club’s Locost championship is so deliberately geared around affordability
east coast. You could that it even says so in the name. The tyres, for instance, cost £35 each and will last a full
do it in a couple of season. The Lotus-Seven-style cars are lightweight, fun to drive and just about perfect for
days, but you’ll wish honing your racecraft in.
you gave yourself You’ll find second-hand Locost cars for £3000 and a full season should cost roughly half
four or five. that. The club holds 17 Locost events each year, all double or triple-headers, on the UK’s best
circuits. The series also travels overseas, with Spa on the 2018 calendar.

5 SEPTEMBER 2018 AUTOCAR.CO.UK 57

Competition cars (continued)
Sports cars
Chances are there’s a quiet B-road within 30
minutes of your home. All you need is a sweetly
balanced drop-top sports car (sunshine optional)

FO RM U L A VE E £5000
Now more than 50 years old, the Formula Vee championship is
a stalwart of the affordable motor racing scene. It demonstrates
that single-seater racing isn’t just for fearless young bucks and
the super-wealthy.
With their mechanicals lifted from original Volkswagen
Beetles, the cars weigh not much more than 300kg, so the
100bhp air-cooled 1300cc engines are plenty powerful enough.
Another 750 Motor Club series, Formula Vee races seven times
a season, with all rounds double-headers. Cars can be found for
just £5000 and each weekend is no more than £350 in entry fees.

M SV TR ACKDAY TRO PHY £2000

MSV’s Trackday Trophy was conceived as a bridge between track
days and motorsport. It is as straightforward a transition from
one to the other as you will find anywhere. If you already have
a track day car, you will probably be able to race it. If you do not,
suitable cars can be found for around £2000. Think Mini
Cooper S, Renaultsport Clio 182 and Honda Civic Type R.
The races are 45 minutes in length and shared between two
drivers, which means you’ll be racing with a buddy. Reckon on a
full year costing £2000-£3000 on top of the cost of the car.

T RY O U T A M A N U FAC T U R E R H O N DA S2000 £6000

EXPERIENCE EVENT
The car makers in question
view it as a bums-on-seats
exercise, but to people like
us, it’s just a chance to hoon
about in somebody else’s car.
Porsche and Mercedes
have built experience centres
in the UK: Porsche’s is at
Silverstone and Mercedes’ at
Brooklands. In both cases, the
facilities have handling tracks
and low-grip drift circles. The
Porsche Experience Centre
also has a kick plate, which
basically flicks you into a spin
The Honda S2000’s handing balance can be a little, well, unforgiving at times. They aren’t
inherently dangerous cars: they simply need to be treated with some degree of respect.
unless you’re quick enough Besides, your ears will be so full of that glorious in-line four spinning away at 9000rpm
with the corrective lock. that you simply will not care that you’ve just binned your sports car backwards through a
You’ll spend anything hedgerow. The F20C engine is known to use oil, so some will have been run perilously low.
from an hour to a full day
driving the car maker’s latest
performance cars, all the
while being encouraged to
push yourself and the car ever
further. These experiences
start at around £200, but you
can spend £1000 or more.
If you really want to make
some noise without being
labelled a liability, though,
you need to book onto one
of Caterham’s drift
days. You’ll pay £275
and spend several
hours learning how to
slide a Seven through
cones and around
obstacles. It is very
possibly the most
fun you can have
at the controls of a
motorised vehicle.

58 AUTOCAR.CO.UK 5 SEPTEMBER 2018


PO RSCH E BOXSTE R £4 000
It’s a poor man’s Porsche. No, it’s a hairdresser’s
car. Quite why the Boxster has been so maligned
over the years is anyone’s guess, but all you really
need to know about Porsche’s mid-engined
roadster is that it’s great to drive and not at all
expensive to buy.
It is a purpose-built sports car, too, based on
a platform designed from a clean sheet to be
an entertaining driver’s car. Not even the E46-
generation BMW M3, let alone the Audi TT, can
claim that. Problems? Intermediate shaft bearing
failure and leaky rear main oil seals are the biggies.
FOUR-WHEELED FUN GUIDE
CARS AND COFFEE
You needn’t buy a whole new car
to exercise your passion for all
things automotive, of course. You
may already own the car of your
dreams, but even if you’re stuck
driving a wholly uninteresting
company car or family wagon for
the time being, you can at least use
it to convey you and a mate to one
of the countless motoring events
that happen right across the UK.
There are the two big annual
events at Goodwood, naturally,
but while the Festival of Speed
and Revival now cost a fair whack
to attend, the occasional Sunday
Scramble at Bicester Heritage
will set you back not much more
than the cost of a pint of beer.
What started as a ‘cars and coffee’
get-together in 2014 at the former
RAF airbase has grown into one
of the most diverse car meets in
the country, with 1000 classics
from right across the spectrum on
display and thousands of people
pouring in to ogle them.
The cars and coffee thing is
really coming to life in the UK. A
Google search will find one near
you, be it an official event by Cars
& Coffee (originator of the idea) or
one of many copycat events.

ALFA RO M EO S PI D E R £8000
‘Sweetly balanced’ may be a stretch, but the Brera-based Alfa Romeo Spider
still has plenty to recommend it. A sweet and soulful V6, for one thing,
although there are so few six-cylinder examples out there that you might just
have to settle for the zesty four-pot. At least the car looks very pretty in a not-
quite-exotica sort of way.
Avoid the diesel, which just isn’t appropriate for a topless sunny day car. And
what of reliability? Lots of owners report many happy miles of trouble-free
motoring and there are no commonly occurring horror stories. L

MAZDA MX-5 £2000

Certainties: death, taxes and Mazda MX-5s being talked up as the only
bargain roadster you’ll ever need. This isn’t the first time the little sports car
has made it onto a list like this, but until there is another car that matches the
MX-5’s blend of fun, affordability and availability, it will continue to happen.
With a £2000 budget, you won’t exactly be the biggest fish in the MX-5
market pond, but you will find a good selection of first and second-generation
cars. A tidy examples will hold its value if you look after it.

5 SEPTEMBER 2018 AUTOCAR.CO.UK 59

From rainforest to race track
The racing tyres Dunlop supplies to the BTCC come from
an unlikely source. Sam Sheehan tracks their journey
hat do tree plantations
W
in Thailand and
the perimeter of
Brands Hatch have in
common? Red-tailed
tropical birds? You won’t find many
of those fluttering along Clearways.
Grandstands? Not sure folk have the
patience to watch trees grow. Burger
vans? No, the answer is rubber. Lots
and lots of natural rubber.
Admittedly the rubber in Thai
forests is a liquid that seeps out
of ‘wounded’ tree trunks, while
at Brands Hatch it’s the primary
material in the ‘well worn’ racing
tyres that make up crash barriers. But
60 AUTOCAR.CO.UK 5 SEPTEMBER 2018
these two rubber stores exist at the
start and finish of the same process:
racing tyre production.
Making the rubber that will be
used on track requires a different
process to ones that end up on
our road cars. Take the 18in tyres
fitted to the 32 British Touring Car
Championship entries, for example.
They use material that is grown,
sourced and manufactured entirely
by hand, a process which is almost
the polar opposite to that used by the
manufacturers of road-going tyres.
Road tyres use much higher levels of
man-made silica and are produced
via a more automated process.
“We use natural rubber in
racing tyres because it has
a higher stretch ratio, so it’s
more resistant to tearing,” says
Dunlop race tyre engineer Turkington’s rear-drive BMW works its tyre
Stefan Nasello. “Silica has s
benefits in road tyres but
in racing we need the strongest
material because teams have a habit production, making boots for only
of pushing things over the limit.” the fastest of supercars, such as the
Nasello works at Dunlop’s main Porsche 911 GT3 RS, and for Dunlop’s
racing tyre production facility, racing activities, which has included
which is located at the tyre firm’s supplying the whole BTCC grid with
factory in Hanau, Germany, a site its tyres since 2003.
that recently celebrated its 125th “We also supply tyres to teams in
year of work. These days the factory the LMP2 and GTE classes of the
specialises in high-performance tyre World Endurance Championship, as

`
Racing tyres have
sidewalls that
are about one
millimetre thick
a at an average lap speed of 115mph.
well as teams in the VLN endurance
series in Germany,” says Nasello. “In
these cases there’s tight competition
against other tyre brands, so we’re
always working flat out.”
That’s what makes the tyre
production process employed by the
37 operators at the Hanau racing tyre
facility so crucial. One tiny mistake
in the manufacturing process, one
millimetre’s worth of misaligned
material, and the results might not
reveal themselves until a racing car
suffers a mid-race blowout two weeks
later. That’s not something Dunlop,
or any racing tyre manufacturer for
that matter, wants to endure.
“Racing tyres are actually
made of fewer parts but they
have to deal with much, much
higher loads, so our operators
are highly trained,” explains
Nasello as he shows us around
the factory “It’s a very detailed
job, yet we produce around 150
tyres per day, all by hand.”
There are 18 parts in each
racing tyre compared with 22
for a road tyre, because each
Dunlop’s Hanau
facility makes around
150 race tyres a day
component is focused on one job: to
provide grip. Road tyres, on the other
hand, have to work in a much wider
variety of conditions, while acting as
a component of the car’s suspension
and, increasingly in recent times,
offering low rolling resistance.
Yet it’s the work of a racing tyre
maker – not a road tyre-making
machine – that is most impressive.
Watching one in action is a bit
like observing a bespoke tailor
demonstrate their craft. They stand
in front of their workstation and
slice and fold rubber with the same
conviction as a Savile Row sewist.
Each can roll sheets of this material,
which has been supplied to Dunlop
from contracted rubber tree farmers
located in Thailand, Malaysia and
Indonesia, at such pace that it takes
just 15 minutes to create a racing
tyre’s internal carcass. This rubber
carcass is not visible once fitted to a
wheel, but is key to its performance
because it ensures the tyre can
sustain substantial loads, such as
surviving a 20-minute race around
an abrasive circuit such as Thruxton
Race tyre makers then add an
internal belt, which enhances overall
strength further by tightening the
layers together. Interestingly, while
Le Mans tyres are equipped with
belts made from Kevlar – to cope
with the higher endurance required
The story of a tyre becomes more
significant when it is mounted to the
BMW 125i M Sport of British Touring
Car Championship points leader
Colin Turkington. We followed one of
Turkington’s Prime tyres (medium
compound) at the recent Diamond
Double event at Snetterton, where the
distance of the final race was extended
The tyres receive
‘intensive care’ over
a race weekend
from multiple stints during the
24-hour race – BTCC cars use steel
belts like road cars, because they have
to cover far fewer laps.
This, says Dunlop motorsport
centre manager Mario Korn, is what
makes the transfer of technology
from BTCC to road much closer:
“Racing tyres have sidewalls that are
about one millimetre thick, which
is thinner than a road tyre’s. That’s
purely because they have to cover far
fewer miles.”
The final layer to be added to the
tyre is the ‘tread’ compound, which
varies depending on the specification
of each tyre (BTCC competitors use
two compunds of Sport Maxx tyre
at each race meeting). This is the
part that makes contact with track
surface, so its importance is clear.
Tyres are then cured in specially
designed ovens heated to 180deg C,
in which they are pressed into their
final shape inside moulds, clamped
with a force of 112,000 kilograms.
After 22 minutes in the oven, they
emerge as racing tyres, and those
destined to become ‘BluResponse
Wet’ tyres have grooves cut into them
by steady-handed tyre makers.
“We inspect every single racing
tyre that is produced here at Hanau,”
says Korn. “The quality control for
the tyres destined for the BTCC, and
all motorsport for that matter, has to
be second to none.” L
A DAY I N T H E L I F E
to 20 laps — more than 40 minutes —
to celebrate 60 years of the BTCC.
This tyre was one of 12 Primes
available to Turkington. It was
scrubbed in during free practice
and then “mounted to the right
front corner in qualifying”, explains
Dunlop UK brand manager, Mickey
Butler. “It did the whole session,
where it performed well and
showed no signs of abnormal wear.”
The tyre was then mounted
to the left rear of the BMW for the
race, meaning it was located on
the driven axle on the side that
suffers most abuse on a clockwise
circuit. “The tyre had a hard time
on track because it was physically
damaged from side impacts
against other cars,” said Butler.
BTCC TYRES MOTORSPORT
Natural rubber comes from Southeast Asia
S O U R C E M AT E R I A L
The natural rubber Dunlop uses
comes from Thailand, Malaysia
and Indonesia, because rubber
trees grow best in the rainforests
of those countries. To extract the
rubber, farmers ‘wound’ a tree’s
trunk with a cut and capture the
liquid latex that spills out.
This latex (or rubber milk, as it
is sometimes known) is filtered
and mixed with formic acid to help
change its state from liquid to
solid. Already it is recognisable as
a rubbery material, but the farmer
has to compress it through a rolling
machine to create the thin rolls
that are eventually sent to Hanau.
The rubber compound can be
altered with additives, including
carbon black (a fine carbon
powder) to add rigidity, before it’s
sent to be worked into a familiar
‘black and round’ form.
Dunlop supplies each BTCC
team with 16 tyres per race
weekend, during which time
they remain in “intensive care”,
according to race tyre engineer
Stefan Nasello, because they are
continually managed and observed
by drivers and teams.
“In the toughest environments,
such as Le Mans, our racing tyres
have been pushed to the limits with
quadruple stints,” says Nasello.
That means this natural rubber
product has to survive being driven
at race pace for about 460 miles.
Tyres swap corners during race weekend
Turkington’s sixth-place finish put the
outer sidewall to the test, but Butler
was satisfied that “it did its job”.
“It came in at its target pressure
[about 11psi above cold] and the wear
rate was as predicted,” Butler said.
There’s no reward for a hard-
working Dunlop in the BTCC, however,
as our tyre quickly found out. “It’s
already been recycled,” said Butler.
5 SEPTEMBER 2018 AUTOCAR.CO.UK 61
 YO U R V I E WS
XR2 left me ecstatic
I agree wholeheartedly with Martin
Knowles (Your Views, 8 August)
on the brilliance of the Ford Fiesta
XR2. It had all of the regular Fiesta
shortcomings removed. I remember
one day going to get the Sunday paper
in mine and on the way home I just
went for a drive – for the hell of it! I
hadn’t done that for such a long time.
Just like an exuberant young pup, it
made me smile.
Happy memories indeed.
Bryan Baker
Maldon, Essex
Opportunity knocks for Ford
I am disconcerted that Ford Europe’s
chief executive reportedly said that
Brexit and a sinking pound could
jeopardise the company’s investment
in the UK due to the fact that, like
most overseas car companies, it sells
more here than it buys.
I can clearly remember a past Ford
CEO making similar assertions
about its profitability when sterling
was in his view too high, and Ford
has form in pronouncing on its
foreign exchange rate preferences,
but exchange rates are set by markets
and our balance of payments deficit
is an important factor.
The UK is a lucrative market for
Ford, a company I respect and whose
vehicles I admire and purchase. It is a
global company and is free to decide
how to spread and hedge its currency
risks, investment, purchasing and
sales to best secure its long-term
returns. Ford cannot cherry pick
issues only to serve its short-term
interests – especially when they
run counter to the democratically
expressed will of the British people
– without seeming to be interfering
in favour of the losing side of the
political debate, and so alienating
most of its UK customers.
Brexit, if it makes Britain freer and
stronger, which I firmly believe it
will, should create a bigger and more
profitable market for Ford, especially
if it decides to continue to invest in
manufacturing in the UK.
Ivor S Tiefenbrun MBE
Via email
Britain is an important market for Ford
62 AUTOCAR.CO.UK 5 SEPTEMBER 2018
WRITE TO
autocar@haymarket.com
Chris Bangle’s big bench in Keptie Park
LETTER OF THE WEEK
although I was uninjured, they were
suggesting I should claim injury to
get the cash.
Apart from being a nuisance, what
really irritates me is that it is claims
like these that bump up the price of
our car insurance. I don’t think the
increases are the fault of insurers.
John Gibson
Via email
WIN Are you sitting comfortably?
Speeding idea is not fine Letter of the week
wins this ValetPRO
exterior protection
I thought I’d send you an email to
thank you for writing the article
I read that some high-ranking police are intent about former BMW designer
and maintenance kit
on implementing fines to motorists who exceed Chris Bangle (‘The style counsel’,
worth £48
speed limits by only 1mph. 3 January) and what he’s up to now.
When will these idiots realise that if we all have I volunteer for a group called
to drive around with our eyes glued to the speedo Keptie Friends in my home town of
in fear of incurring a fine, and not paying Arbroath. After reading the article,
attention to the road/conditions ahead, it will I thought it would be fantastic if we
surely result in more collisions? could install a Big Bench at Keptie
It has to be said that speed doesn’t kill, but Pond. I emailed Chris, who put me
stupidity does. We need to ban the technology in touch with the team that manages
in cars that allows texts and emails to be read the Big Bench Community Project.
out and teach all to drive to the conditions we are After a few meetings with Keptie
faced with while looking out of the windows, not Friends and the local council, we
panicking about our speed or the next text. have built and installed a Big Bench,
Motoring organisations such as the AA need to be stronger in their the first in the world outside Italy.
stance on this. How can holding a phone in your hand be any more Chris and his team were
dangerous than trying to type into a touchscreen on the move? These exceptionally helpful and it’s been
people in charge need assistance – and quickly. a lot of fun working with them. I’ve
Kerry Giddings attached a photo to show the bench.
Via email Scott Shortridge
Via email
Bouquets and brickbats access requirements. New innovative Martin yearns for a
Nigel Bracknell’s battery bricks design would be constrained by the utilitarian version of
(Your Views, 8 August) are a nice need to meet the standard. the next Defender
idea, but since makers of electric Tim Grundey
vehicles cannot even agree on Inverurie
a common charging plug, what
chance of agreement on the size and Where there’s blame...
specification of such a brick? I read Steve Cropley’s reference to
There are more than a few being bombarded with phone calls
practical problems to overcome. The from compensation companies
car would need access to the bricks (My Week In Cars, 15 August) with
for changing, so would seats need to interest. I was involved in a no-fault
be removable for access or would the accident in April 2016. My car, due
boot need to be unloaded to change to its age, was a write-off but it was a
them? They would need a foolproof Volvo, so I was uninjured.
connecting system so the customer Since then, I must have had
could not fit them incorrectly. Who is close to 100 calls offering to claim
going to change them? The customer compensation on my behalf. They
or a charge attendant? usually estimated that they could
I can see that car design would be recover about £3000. If I extended
greatly affected and constrained by the conversation, it became clear that
 LETTERS
The ratings war
It was interesting to read Matt Prior’s G R E AT R E A S O N S T O B U Y
views on dealers and their follow-

NEXT WEEK’S ISSUE

up questions on their performance
(Tester’s Notes, 22 August).
Jaguar has a system where after
a visit to a dealer you receive a
questionnaire from an independent
survey company asking how the O N S A L E 12 S E P T E M B E R
dealer performed.
I had a bad experience with a
Jaguar dealer in Bristol. When my USED GUIDE
car was in for some basic checks, the
front of the car was damaged and the
bootlid was left wrongly adjusted.
After that visit, however, I did not
receive a follow-up questionnaire.
I have heard that staff of another
manufacturer’s dealership in Bristol
make it very clear to customers that if
they are given a nine or less on their
after-work questionnaire, they are in
big trouble with their local boss.
Is that the way to become more
effective? I suspect there are ways
dealerships can get around these
follow-up questionnaires.
John Spiller
Long Ashton, Bristol

New Defender price is off track

Oh Land Rover, what are you doing
to the Defender (News, 8 August)?
A price of between £40,000 and
£70,000! The original Defender was
The 90 best used cars from the 1990s
a no-frills workhorse. If your story The decade of Britpop, TFI Friday and New Labour also produced some
is anything to go by, I cannot see a
sheep being put in the boot or bags great cars, many of which are now bargains. Find out which to buy
of animal feed carried on the bonnet
of the new one. I know it will sell, but F E AT U R E I N V E S T I G AT I O N
Land Rover is in danger of alienating
a lot of potential customers.
Martin Knowles
Via email

Where have I seen it before?

I had to reach for my glasses to check
Vauxhall’s GTX concept car (News,
22 August) wasn’t a VW design. The
front draws inspiration from the Bora
and Fabia Mk1 and the rear haunches
are pure Scirocco. Added to the mix is
some Bangle-inspired surfacing.
Onwards and upwards, but
imagine a new Corsa inspired by the
flamed arches and crisp lines of the
original Vauxhall Nova!
1994: the best year for cars Lada: what happened next?
Simon Thompson Colin Goodwin on why car lovers The butt of 1990s car jokes, Lada
County Down
never had it better than this is now a big deal. We find out why
EVERY WEEK

R OA D T E S T FIRST DRIVE L O N G -T E R M T E S T
CONTENTS SUBJECT TO CHANGE

IMAGE Jaguar I-Pace Audi A6 Avant Citroën C3 Aircross

The full eight-page appraisal of the As big as ever and now even better to Is the most interesting of the new
most radical Jaguar model yet drive, says Audi. We deliver our verdict crop of SUVs any good to live with?

SUBSCRIBE autocar.co.uk/subscribe or see p22

5 SEPTEMBER 2018 AUTOCAR.CO.UK 63

BMW 7 SERIES
MERCEDES-BENZ
X-CLASS
Three months and 9000 miles later, we
now know if a big, plush pick-up can slot
in as an everyday work and family tool
FINAL REPORT MILEAGE 9850
WHY WE R AN IT
To find out why UK drivers are turning
to pick-ups in increasing numbers and
to determine whether the X-Class is as
refined to live with as Merc’s cars
he mileage tells the story.
T No self-examination
is necessary to decide
whether running a
Mercedes-Benz X250d pick-up as my
private car for the past three months
has been a success. You only have to
see how the odometer reading has
climbed from 884 to 9850 in just
three months. I’m as surprised as
anyone to discover that, while living
in an environment where other cars
66 AUTOCAR.CO.UK 5 SEPTEMBER 2018
O U R CA RS F E AT U R E D T H I S W E E K
MERCEDES-BENZ X-CLASS PEUGEOT 5008
are always available, I’ve used the Big
X for most of my summer motoring.
Why this should be the case is a
matter for deeper thought. There was
always a risk that after its novelty
value faded, the Merc pick-up might
become a bit of a monument, left in
a corner in favour of sportier and
more convenient machinery. After
all, our main plan was to investigate
the phenomenon of UK drivers
using low-tax one-tonners as family
cars: what if I’d found the pick-up’s
limitations too great for someone not
actually benefiting from tax savings?
However, this has not been the
case. In fact, I’d say two of the
X-Class’s most important points of
attraction have been convenience
and driving appeal.
TOYOTA C-HR VOLKSWAGEN ARTEON
Convenience? First, the X has a big,
spacious driving position, elevated
for decent all-round visibility and
populated with robust and well-
designed controls. Most of them were
created with typical competence by
Nissan for the X’s closely related load-
carrier, the Navara, but are uniquely
trimmed for a kind of durable luxury
(brushed ally on the dashboard
and Alcantara for the seat inserts)
that says ‘top-end A-Class’ more
than ‘Nissan’. Our Power model, the
most expensive of three on offer,
had Merc’s Comand infotainment
system, still unusual in that once you
put a day or so into learning its ways,
it feels logical and quick. Nit-pickers
VOLKSWAGEN GOLF GTI
Cropley enjoyed the
X-Class’s stability and
long-legged comfort
love spotting the X-Class’s obvious
similarities to the Nissan, with which
the X-Class shares plenty above and
beneath the skin, but most people
never actually spot the relationship,
diverted by the white pearlescent
paint, the diamond-cut 19in alloy
wheels, the gleaming chrome roll-
over bar behind the cabin and the
massive two-bar grille featuring a
Merc ‘gunsight’ as big as a dinner
plate. Far more usual during our
tenure have been the genial thumbs-
ups signs we’ve had from passing
bikers and the envious glances from
tradesmen you meet in the traffic.
I mentioned driver appeal. The
 X-Class’s size is only TEST DATA
a minor factor once L OV E I T
you get used to it M E RCE D ES - B E NZ X250D
P O W E R 4 M AT I C
TEST STARTED 20.5.18
Mileage at start 884
Mileage at end 9850
PRICES
List price new £34,100
List price now £34,100
Price as tested £39,780
Dealer value now £35,000
Private value now £33,500
Trade value now £32,000
OPTIONS
PRESENCE
X-Class looks great, in both senses.
Metallic paint £510, headliner £215, Comand
People give it room on motorways
infotainment £2225, Style package £1345,
Parking package (including 360deg camera)
and respect it in urban traffic.
£915, Winter package (including heated seats)
£340, towbar connections £130
FUEL CONSUMPTION AND RANGE
Stony ford left the Claimed economy 38.0mpg (combined)
steering wheel Fuel tank 61 litres
slightly skewed Test average 35.5mpg
Test best 39.5mpg
Test worst 27.7mpg
Real-world range 572 miles
TECH HIGHLIGHTS
0-62mph 10.9sec
Top speed 109mph CRUISING
Engine 4 cyls, 2299cc, diesel Extra sound deadening makes the
Max power 188bhp at 3750rpm X-Class positively quiet over bumps
Max torque 332lb ft at 1500-2500rpm and even at motorways speeds.
Transmission 7-spd automatic
Load space 1 tonne, open tray
Wheels 7Jx19in, alloy
Tyres 255/55 R19
Kerb weight 2170kg
SERVICE AND RUNNING COSTS
Load bay is an asset, Contract hire rate £479.86
especially if your CO2 196g/km
cargo is unvaluable Service costs None
Other costs None
Fuel costs £1419
` Running costs inc fuel £1419
INTERIOR
Body tremors there may be but the X-Class’s Cost per mile
Depreciation
16 pence
£7780 Our top-spec X-Class Power is quite

extra sound deadening keeps them quiet Cost per mile inc dep’n £1.03
Faults Offset steering
luxurious and has full-house Merc
infotainment and Alcantara seats.

SECOND OPINION
Having heard many
positive comments about
the X-Class, I stepped into
it with high expectations. The
interior wasn’t as luxurious as I’d
hoped but it was, nonetheless, a
pleasant place to be on a lengthy
drive to Silverstone. All in all, the
X-Class was a genuinely enjoyable
vehicle to drive. RB
X-Class delivers in an unusual
way. Its forte is stability – it steers
brilliantly in a straight line – and it
has a good primary ride, courtesy of
the long wheelbase. The secondary
ride isn’t too special, though. As with
all other body-on-frame pick-ups, it
sometimes suffers from exaggerated
body tremors over UK-brand
bitumen bumps. But it’s unique in
coping with these quietly. Tremors
there may be, but the X-Class’s extra
sound deadening keeps them quiet.
The steering has lots of turns lock
to lock and isn’t very direct near the
straight-ahead so you learn to take
a big, decisive, well-timed handful
to initiate any manoeuvre. Get it
a PREVIOUS REPORTS
turning and this 5.4m truck steers
fairly precisely. You’ll have no problem
threading through small gaps. In
fact, small gaps become a part of life:
to get the best of X-Class life, you
must simply proceed with no fear,
confident that it’ll be okay. You’ll find
a big enough parking place, it’ll fit up
a driveway or down a narrow street,
and there will be a place to turn at the
end of that dead-end. Worked for us.
During our three months with of
the X-Class, Mercedes launched a
3.0-litre V6 diesel version, whose 36%
power hike over our 188bhp 2.3-litre
Renault-Nissan diesel four sent some
people into paroxysms but left me
less moved because its torque output
is only 22% higher (406lb ft against
332lb ft), which doesn’t seem a lot
for nearly £8000 extra. Sure, you
get extra fancy driving modes and
your V6 is claimed to do 0-62mph
in 7.5sec against 10.9sec for our
250d, but you don’t drive the X-Class
like that: better to stroke it along
smoothly, enjoying the view and the
long legs, and returning the 35.5mpg
(and more than 500 miles of driving
range) that this treatment offered.
Incidents? I collected a huge glass
star in the centre of the windscreen
23 May 2018, 6 Jun, 27 Jun, 11 Jul, 25 Jul,
8 Aug, 22 Aug
when the X was hit by a huge metal
nut thrown up by the car ahead. But
it hasn’t spread so far. And after I
did some fording of a stony creek
crossing, the steering wheel came
to be offset a couple of degrees
(although the car itself still tracked POWERTRAIN
straight). But that was it. The Big X Plenty of torque; plenty of ratios.
carried families and loads of junk, Four-pot 250d is not exactly quick
plied cities and cruised motorways but is ready for anything.
and proved it could do anything,
while always seeming ready for more. L OAT H E I T
Not sure I’d seek to run a pick-up
quite this big if I didn’t have to, not
least because people pinch stuff from
uncovered trays, and anything of
real value has to ride with you in the
cabin. True, the size thing is a state
of mind, and you do get used to it, but
whenever I transferred to something
smaller, driving seemed simple again.
Still, in my experience, ownership of
a four-door pick-up is viable, with a
few caveats. Glad I tried it.
STEVE CROPLEY SECONDARY RIDE
Body-on-frame construction
is tough but body tremors will
OWN ONE? SHARE YOUR EXPERIENCE surprise hatchback drivers.
steve.cropley@haymarket.com

5 SEPTEMBER 2018 AUTOCAR.CO.UK 67

          


    
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VOLKSWAGEN ARTEON
Swoopy-roofed fastback steps up as support vehicle on adult-shaming charity run
MILEAGE 2389
WHY WE ’ R E RU N N I N G IT
To see if a cut-price luxury offering can
be as urbane to live with as it is to look at
an a hatchback/fastback
C do everything an estate
car or SUV can? I didn’t
plan on finding out, but
logistical headaches meant I had do.
Pictured here is my lad, Red. Red
is 15, and before the summer break
he came home from school and said
he fancied swimming the English
channel during the holidays.
Which is fine, we said, but are you
sure you can swim that far? Besides,
where do we get the goose fat?
Alright, he said, how about I run
from one side of the country to the
other? Great, we said. At Hadrian’s
Wall, which stretches from Bowness-
on-Solway to Wallsend (obvs) in
Newcastle, England is 84 miles
wide. Running the length of that,
LOVE IT
PR AC TI CAL S IZ ES
Sensible wheels and tyres let you
roll up kerbs or squeeze into
passing places without a scrape.
Fields aren’t off-limits, either.
LOATHE IT
BOOT BOTH E R
An SUV’s tailgate often gives
moderate shelter and offers a flat
load sill. The Arteon can’t do either
but it is much more stylish.
Consummate do-gooder Red takes
a breather; boot was maxxed out
to somebody like me, whose plans
for my summer holiday at Red’s age
included ‘playing a bit of snooker’
and ‘having a nap after a tiring
game of snooker’, sounded amazing.
Red reckoned it would take five days
and found a charity based near the
run’s end to raise some money for
(www.gofundme.com/red-runs-
england-coast-to-coast).
So I arranged to be in one of our
long-termers, a practical 4x4, to
support him. Only then I had to leave
it for a colleague at Mazda-tuner
BBR GTi’s place in Brackley, because
I am an idiot, and found myself in
the Volkswagen Arteon instead,
wondering if everything would fit.
Which it did. In no particular
order, what you see above is the
kit needed to find a lad out on the
road and keep him fed and watered
when he’s running 17 miles a day
for five days: a 12V cool box, a two-
ring stove and gas bottle, a 20-litre
water canister, a mountain bike (my
1992 Marin Palisades Trail, classic
mountain bike fans), clothing for
three for five days, towels and coats
and rugs, a parasol and a water-
filled base for it, three camp chairs
(including one very large one), a
helluva lot of food and drink, more
shoes/trainers than you’d think
necessary,and first aid supplies.
Anything else? Probably. I forget.
The Arteon’s boot volume is 563
litres with the rear seats in place,
1557 litres with ’em folded – and
presumably just under half-way
between the two if you fold the
40% split seat down, to leave good
occupant space on the offside but
enough room on the nearside to
squeeze the bike through, with a
front wheel removed, as I did.
OUR CARS
There’s no 12V socket in the boot,
alas, but there is one by the back
seats. There are also two 12V sockets
in the front but only one USB outlet,
which is odd for a new car, so I picked
up a 12V-to-twin-USB converter, too.
The Arteon was brilliant. Its ride is
smooth, its seats flat but comfortable
over distance, darkened glass good
at hiding whatever you have to leave
in it overnight outside hotels, and
the economy, at 45mpg, impressive:
I know it’s only a 1.5 but it is an
automatic turbo petrol. Volkswagen
routinely turns out smooth-driving,
easygoing cars with a consistent,
solid feel, and this is a great example.
Unspectacular but impeccably quiet,
with an unobtrusive engine and
generally very easy to rub along with.
And the run? It looked like Red
breezed it to me, but I wasn’t the one
with the sore hip and a falling-off
toenail. But anyway, the cross-
channel swim is now being mooted
for next summer. Does anyone know
where I can borrow a Volkswagen
Schwimmwagen?
MATT PRIOR
TEST DATA
VO LKSWAG E N ARTEO N 1. 5
TS I E VO E LEGAN CE
Price £32,745 Price as tested £34,555
Faults None Expenses None
Economy 44.4mpg Last seen 22.8.18
OWN ONE? SHARE YOUR EXPERIENCE
matthew.prior@haymarket.com
5 SEPTEMBER 2018 AUTOCAR.CO.UK 69
a
2YHU


-),,)/
$335 .
29('

TOYOTA C-HR
More shopping or rear passengers? Maybe you can have both
MILEAGE 7769
WHY WE ’ R E RU N N I N G IT
To discover whether this sharply styled
crossover is Toyota’s most appealing
petrol-electric hybrid yet
t has been a fortnight of
I many miles and several
times I’ve had cause
to head to the West
Country. It turns out you can learn
a lot about a car when you’re stuck
in a jam on the A303 at Stonehenge
during holiday season and the traffic
seems to be moving more slowly than
the standing stones.
Firstly, I’d say an electrified vehicle
is the least stressful car to have
under you in a traffic jam. You can
just glide forward gently and silently
on battery power, and the rapid
response from the electric motor
is useful when you have to claim a
gap in the traffic as your own. As
those around you simmer (you can
hear them vividly when the C-HR’s
combustion engine isn’t engaged)
you start to appreciate other details
of the car that perhaps you might
have hitherto taken for granted.
For instance, the cupholders are
brilliant in this car. Even the road
testers thought as much when they
ran the ruler over the C-HR back
in January, and those chaps can be
LOVE IT
B I -TO N E ROO F
I’ve seen quite a few C-HRs without
the contrasting roof and they don’t
look nearly as good.
LOATHE IT
SAT- NAV MAPPI N G
I yearn for more detail of minor
roads on the sat-nav map to make
spontaneous shortcuts possible.
Look carefully and you’ll see a tiny chip
quick-tempered when their grande
mocha frappuccinos can’t be securely
stowed. They’re wide and have clever
false bottoms beyond which lies extra
depth. (The cupholders that is, not
the road testers.)
I’m not overly sold on the siting
of the USB point, which is partially
hidden when I’m looking down from
the perspective of the driver’s seat,
and I find it particularly difficult to
fumble around for at night. Also, my
iPhone 6 Plus doesn’t quite sit flat
on the shelf provided for such items
unless I remove its protective case.
Our Toyota is also now being put
to regular use as a pack horse for
photographer Luc Lacey, who has
cause to exploit rather more of the
available stowage space than me and
my coffee cup. The C-HR has 377
litres of room for luggage in the back,
rising to a maximum of 1160 litres
if you fold down both elements of
the 40/60 split rear bench, load your
gear to the roof and eject your rear
passengers, as I’m pretty certain Luc
is attempting to do in the photograph
above. In seriousness, Luc rarely
travels light whether he’s working
or adventuring, but the Toyota is
proving adequate for his needs,
provided he stacks carefully.
During one of my journeys back
from the West Country, an
object was spat up by the tyre
of another vehicle and hit the
lower centre of the windscreen,
leaving two very small divots.
From the outside, they look like
hardly anything at all – I tried
and failed to photograph them
clearly to illustrate this article, so
you’ll have to look really hard –
but viewed from the driver’s seat,
I can distinguish two small cracks
radiating out from one of the pits.
I’m a born worrier, so I took the
C-HR to the local branch of Halfords,
which is just down the road and does
windscreen chip repairs.
“They’ve done a nice job on the
interior” was the assessment of the
Halfords chap when he sat in the
driver’s seat to see the windscreen
damage from my perspective.
He dismissed the divots as
inconsequential. Then, after we’d
both been a bit distracted by his well-
used Mitsubishi FTO 2.0 V6 in the
car park, he said the damage to the
C-HR’s screen was so slight that he
wouldn’t even be able to pump in any
of the resin they use to repair cracks.
In an age where many sales staff
are all too quick to try to upsell you a
load of gubbins that you didn’t come
for and don’t really need, it was a
pleasant surprise to find one who was
honest and a Japanese car buff, too.
MATT BURT
TEST DATA
T OYO TA C - H R 1 . 8 H Y B R I D
DY N A M I C C V T
Price £28,615 Price as tested £29,160
Faults None Expenses None
Economy 54.9mpg Last seen 15.8.18
OWN ONE? SHARE YOUR EXPERIENCE
matt.burt@haymarket.com
OUR CARS
Volkswagen Golf GTI
MILEAGE 12,999 LAST SEEN 22.8.18
Just back from one last road trip
in the Golf GTI before Volkswagen
takes the keys back. ’Twas to the Isle
of Wight. The coastal road on the
south-west of the island is a delight —
not a driver’s road, but a ponderer’s
one, from which to admire how
beautiful a ribbon of Tarmac can be.
There are few better views out from
there in the UK, nor many better
cars from which to enjoy it. MT
Peugeot 5008
MILEAGE 1258 LAST SEEN 15.8.18
I’m a big fan of underfloor storage
in cars: it’s out of sight and
therefore more secure, it is still
accessible and oddments can
be packed in so that they don’t
rattle around. Full marks to the
Peugeot 5008, which features
several commodious hideaways
and cubbies, living up to its carry-
anything family brief. JH
BMW 7 Series
MILEAGE 4221 LAST SEEN 22.8.18
I wonder if BMW realised when
providing a personalised driver
greeting on the 7 Series what a rich
seam of comedy gold it had created
for any resident wags living under
the same roof to plunder? Being the
father of teenagers, I am unusually
blessed in this regard, as I hope the
above randomly selected sample
illustrates to your satisfaction. AF
5 SEPTEMBER 2018 AUTOCAR.CO.UK 71
USED CARS What to buy, where to buy it and how much to pay
James RuppertTHE HIGH PRIEST OF BANGERNOMICS

A Toyota Yaris is
tidy, reliable
and cheap to run

MOTORWAY MADNESS
Need a mile-eater that won’t break the bank? Read on
imple question: would to be the sensible choice here. this example had a pretty reasonable

S you buy a Toyota Yaris to

cover more than 15,000
mostly motorway miles
every year? I’m just asking because
someone riddled me that one as they
were looking at a 2010 model for just
such a job. A 1.33 manual TR, in black
with five doors, with 74,000 miles
and priced at approximately £2700,
in case you were wondering.
That certainly sounds nice enough
to me, and I certainly won’t argue
with any Toyota when it comes to
reliability and general all-round
If size is an issue then I still adore
the now-departed Volvo C30. What a
lovely piece of industrial design it is.
I spied a beige-coloured one without
any R Design flim-flam, just the
matt black detailing, and it looked
superb. I know styling isn’t in the
brief, but these look like icons waiting
to happen. Anyway a 1.6 D in SE
trim and from as far back as 2007 is
£2750. Compared with lots of others
` previous owners and the next MOT
77,000 miles; later 2009s and 2010s
tended to be into six figures. Oh yes,
that diesel engine should comfortably
do 50mpg overall. Anyway, the C30:
that’s the stylish one.
Shall we go mad? I bumped into
a left-hand-drive Alfa Romeo 159
Sportwagon Turismo JTDM. It’s a
2007 example and has 120,000 miles
under its wheels. This is probably
the last thing anyone would need,
even at £2500. Well used, a couple of
the best part of a year away. It would

W H A T WS TE
practicality. The buyer, though, is
after small running costs and, most
An Alfa Romeo 159 be a fairly cool old bus to tear up and
down the motorway in, at least until
ALMO T
B O U G HE E K
oddly, resale value.
If I was going to do mostly
is probably the last something interesting happened.
All of this proves that a seemingly
THIS W motorways and had £2700-ish to
spend, I would go for one of those
thing you’d need tight buying brief can throw up some
interesting options. We’ll come back
deeply unfashionable diesels and it
would have to be a bit bigger: more
a to the resale value issue another time.

distance between those axles and a A 1.6 diesel Focus

squishier seat. With that in mind I is an ideal sub-£3k
really want to tick the Ford Mondeo motorway muncher
box, because it was built to take the
CITRO E N SA XO V TR motorway in its stride. But instead
Low-mileage, unmodified I’ve downsized to a Ford Focus.
Citroën Saxo VTRs are rarer They are great cars, they can take
than hens’ teeth, and prices for punishment and are cheap to fix.
any that come up for sale tend to That should be enough, but a 1.6
be steep. We saw one at £2250 TDCi will return more than 60mpg,
but it had a full service history and feedback from owners seems
and a recent cambelt change. to confirm that as pretty accurate.
One day the Saxo VTR might be A Sport example from 2010 with a
as revered as the performance- factory sat-nav, 12 months’ MOT
orientated version of its and just over 100,000 miles was a
Peugeot 106 sibling is. reasonable-enough £2500 at a dealer.
I would say that it’s perfect, and it has
 TA L E S F R O M R U P P E R T ’ S GA R AG E
READERS’ QUESTIONS

I have a Seat Leon

QUESTION ST FR Technology,
which I love, but I’m
due to change next year. Do
MILE AGE 98,125
I stick with a Leon or should I
PORSCHE CAYENNE look at an Ateca?
Adam Harvey, via Twitter

We’ve been cleaning the Cayenne. Well, I use the royal ‘we’ but You’re unlikely to be disappointed
by an Ateca if you like your Leon:
it was actually the females at the Bangernomics Compound ANSWER they share a broadly similar
interior and both drive really well.
who’d had enough of the damp dog smell and decided to act. Bear in mind that the Leon is
It involved a carpet cleaner, one of those that you plug in and better value for money as a used prospect. Even
high-spec FR Tech Leons are cheaper than the
add water so it sucks up all the dirt. And blimey, was there a lot of most more poorly equipped SE Tech Atecas. Also
the Leon has the bigger boot with the seats up, so
dirt. The water turned the colour of mud in seconds. After four we’d lean more towards the Leon. MA
or five refills with carpet cleaner it was still coming up mud.
The dog whiff is fading but not nearly fast enough. The crazy
solutions keep on coming from readers. Thanks.

BANGE RPE DIA

Which colour is
QUESTION least popular with
used car buyers
at the moment?
Tim Bakersfield, Bramley

The Society of Motor

Fiat Multipla
The Multipla was never a people carrier as we knew it.
No, it was an all-purpose vehicle that dovetailed neatly
with modern life. One car wasn’t enough any more; we
needed something for the school run, local commute,
DIY store excursions and cross-country expeditions.
The Multipla is clever, roomy and good value. Its
diesel engine delivers 44mpg — around 30% better
than the 1.6 petrol. We hated the customer-friendly
facelift in 2004, so we’d buy an early 2004 1.9 JTD SX
with 126k miles and in Doom Blue, all for £895. Lovely.
Manufacturers and Traders
ANSWER (SMMT) has just released its
second-quarter report on the used
car market, and according to its
data green is quickly falling out of favour with
14.6% fewer sales, followed by maroon, which
was down by 9.6%. You could use that to your
advantage a bag yourself a better deal on a car in
a less-popular colour. MA

SEND YOUR USED CAR TALES TO  james@bangernomics.com AND READERS' QUESTIONS TO  autocar@haymarket.com
5 SEPTEMBER 2018 AUTOCAR.CO.UK 73

FRENCH AND FANCY
Citroën had high hopes for its bold luxury saloon but sales fell flat. All the better
for us, says John Evans, who reckons we should snap one up sharpish
he Citroën C6 of 2006-12
T must be one of the few
cars that was launched
with its own specially
commissioned garage. Described
by the building’s designer as “an
envelope to present the C6 in a
truly unique and independent
environment”, the garage, designed
by architect Neutral, was made from
light-transmitting concrete (it had
optical fibres embedded in it) and
cost £112,000, or about three times as
much as the most expensive C6.
You won’t find any for sale in the
small ads today. On the other hand,
there are a few examples of the car
it was intended to accommodate.
A few, note, not loads, since the C6
never caught on among the Audi and
BMW drivers at which it was aimed.
74 AUTOCAR.CO.UK 5 SEPTEMBER 2018
W H Y YO U N E E D A U S E D
CITROEN
C6I N YO U R L I FE
Well, sort-of aimed. The thing was,
the C6 was more showcase than fleet
tool. Its hydropneumatic suspension
was the latest Hydractive 3+ version
with three automatic position modes
(motorway, poor road surface and
either comfort or dynamic). The
system used orange LDS synthetic
hydraulic fluid instead of the
traditional green LHM mineral stuff.
At rest the big Citroën looked
cool and sleek; at speed it rode the
nation’s roads as if the Asphalt
Industry Alliance had at last got its
way and blown the nation’s road tax
on bitumen.
Standard equipment included
nine airbags, an active rear spoiler,
a pedestrian-friendly active bonnet,
xenon lights, a head-up display and
tyre pressure monitoring. Options
included the Lounge Pack, offering
powered and heated rear seats.
All this kit took the price of
the most expensive C6 to around
£40,000, which was a huge sum
compounded by the horrendous
depreciation that followed. It was
a steep curve but one that in recent
months has begun to bottom out
as buyers looking for something
different seek out tidy C6s.
Most surviving examples are of
the 205bhp 2.7 HDi twin-turbo V6
automatic variety (it was a six-speed
’box), available from launch and
offered in Standard, Lignage and
upmarket Exclusive trims. Also
on sale from launch was a cooking
171bhp 2.2 HDi four-pot, this time in
manual as well as automatic forms,
although it didn’t sell well.
DPF
The C6 2.7 and 3.0
HDis have one, so
check it’s in good
condition.
Representing the petrol corner was
a 212bhp 3.0 V6 auto, a refined old
lump but slower than the torquey 2.7
diesel. It’s a rare sight today.
It was all change in 2009 when the
2.7 gave way to the more tax-friendly
237bhp 3.0 HDi twin-turbo V6 auto.
This model is also rare and low-
mileage examples are sought after,
so a 2010-reg with 12,000 miles sold
recently for a high £24,000. Just as
the 2.7 bowed out so too did Standard
and Lignage trims, leaving Exclusive
to fight on alone.
The view in the trade seems to be
that for all its complexity, the C6 is
a reliable Gallic barge. And there’s
an army of dedicated specialists and
owners’ clubs to support you should
trouble erupt. Buy one before prices
for the best rise beyond reach.

C6’s luxurious
cabin is a button-
lover’s paradise
DID YOU KNOW?
French presidents
Jacques Chirac and
Nicolas Sarkozy used
the Citroën C6 as their
official transport.
Vive la France!
C6’s Hydractive 3+
suspension ensures
a pillow-like ride
` first at 40mph and then at 80mph.
The view in trade is that for all its complexity,
the C6 is a reliable Gallic barge
a
H O W T O G E T O N E I N YO U R GA R AG E
An expert’s view
D A N N Y P E A R C E Y,
WOLSEY HOUSE MOTORS
“I’ve been selling and servicing
Citroëns for 30 years. Most days
I’m driving a C6, either one we’ve
just serviced, or running one we’ve
bought. Aside from differences in their
suspension where the bushes might
have worn, they’re pretty consistent:
they float over broken roads but still
feel agile and positive. The C6 is a
complex car and while you may find
the odd bargain, it’s worth spending
more for a well-cared-for example. The
3.0 petrol is the quietest but rare. The
3.0 diesel is rare too, but I’d choose
one over the earlier 2.7 diesel, which is
more expensive to tax.”
Buyer beware…
Q E N G I N E
Check the condition of the plastic
thermostat housing, which can crack,
causing a coolant leak. First you’ll
know is when the engine temperature
light comes on, by which time it’s too
late. Check the steel coolant pipe in
the nearside front wheelarch — it can
rust and lose coolant. The timing belt
interval is every 150k miles or 10 years.
Q G E A R B O X
A sign of a careful owner is one who
ignores Citroën’s ‘sealed-for-life’ claim
and has new oil every 20,000 miles.
Q S U S P E N S I O N A N D B R A K E S
Check front wishbones for wear and
struts for leaks. Irregular tyre wear is
likely due to worn wishbone and lower
arm bushes — new parts plus a four-
wheel alignment should fix it. Check for
corroded suspension pipes and pipe
ends. Check tyre pressure monitoring
system. Rear-end clunks suggest
worn suspension droplinks. Check rear
brake calipers aren’t seized.
Q B O DY
Check for galvanic corrosion where
the aluminium bonnet and doors meet
steel at the leading edge of the bonnet
and the tops of the doors. The powered
rear spoiler should rise in two stages,
Q I N T E R I O R
Check all electric functions and
controls work. If all the dash lights are
USED CARS
out, check the ‘dark’ button hasn’t
been pushed — it extinguishes all bar
the speedo. Check rear powered seats
and steering wheel adjusters.
Also worth knowing
Just a slight drop in nitrogen pressure
in the C6’s seven spheres can seriously
affect the car’s attitude, so have
the system pressure checked by a
specialist such as Pleiades Garage,
Sawtry. It can regas the spheres by
drilling, recharging and sealing them.
Expect to pay around £320.
How much to spend
£22 5 0 - £3 1 9 5
Early, high-mileage (120-190,000) 2.7
HDis in questionable condition.
£32 0 0 - £ 4 4 9 5
Nicer 2.7s Lignage and Exclusive-spec,
around 100k miles but most with FSH.
£ 4 5 0 0 - £5 4 9 5
Lots of sub-100k miles 2.7s, mainly
2007-reg cars, in good condition.
£5 5 0 0 - £6 9 9 5
Decent 2008-reg 2.7s with few owners,
full histories and reasonable mileages.
£70 0 0 - £ 8 0 0 0
2009-reg 2.7s including a 59-reg 2.7
Exclusive with Lounge Pack, 93k miles
and full Citroën history for £6995.
£10,000 - ON
Rare, 2009-reg 3.0 HDis with
reasonable mileages.
With thanks to: Danny Pearcey, Wolsey House Motors (01379 644133)
One we found
C I T R O E N C 6 2 .7 H D I
L I G N AG E , 2 0 0 8 /0 8 , 9 8 , 0 0 0
M I L E S , £3 3 0 0
A full service history (but check it’s
more than just oil changes) plus a six-
month warranty (check exclusions) are
a good starting point. It’s got the black
full-leather interior, too.
5 SEPTEMBER 2018 AUTOCAR.CO.UK 75

Bentley Turbo R £9990
Bentley will never be a
A cheap car to run: fact.
So one way around this
problem might be to find
an older, cheaper one that’s unlikely
to depreciate further and may even
become a bona fide future classic.
That way, if it appreciates, it will at
least cover some of your costs. One
Bentley that could fit this bill rather
nicely is the Turbo R.
The Mulsanne Turbo had been on
TRUST Y
COMPACT
EXEC
WAGON
WHEELS ALL
ROUND
76 AUTOCAR.CO.UK 5 SEPTEMBER 2018
BUY THEM
BEFORE WE DO
sale since 1982, and although it was
revered for its straight-line speed,
it wasn’t much cop in the bends. So
the Mulsanne Turbo was dropped in
1985 for the Turbo R.
That R suffix is important because
it stands for ‘roadholding’. Although
the R was not any faster than its
predecessor, its anti-roll bars were
suitably beefed up to cope with 2.25
tonnes being hustled through bends.
A Panhard rod was also added to
Lexus IS200
£1500
This executive saloon has had one
owner from new and is stuffed with
kit, including a hilariously dated
sat-nav system that still has its
remote control. This was Lexus’s first
attempt at a BMW 3 Series rival and
although it didn’t beat the best from
Munich, it is at least still on the road
and probably working perfectly.
Volvo 940
£950
If you need utility on a budget, then
look no further than an old Volvo
estate. This one comes with a spare
set of winter wheels and heated seats
to make it a cheap and cheerful cold
weather hack. For less than a grand,
there’s not much out there to match
this boxy Swedish tank.
For more like this, visit pistonheads.com/classifieds/used-cars
the rear to improve the location
of the suspension without having
to add stiffer bushes that would
compromise the car’s refinement.
It still had a firmer ride than you
might have expected of a big barge,
but at least it cornered in a more
predictable manner and fitted the
brief of sporting luxury better than
any Bentley had for years.
Fast-forward some 30 years
and you can find Turbo Rs for a
WILD CARD
QUIRK Y £13,440
OLD WAF T-
MOBILE Classic wafty Citroëns are coming
JOIN THE
BENTLEY
BOYS
relative pittance. We found a 1991
example on Pistonheads for £9990.
Interested? Make sure you buy one
that has a full service history, replete
with the stamps of a main dealer or
Bentley specialist. If you can, get it
inspected by an expert: they’ll know
what to look out for. That way, you’ll
stand a decent chance of buying a
great example of this stately home
on wheels without it potentially
bankrupting you.
Ford F150 Raptor
£40,995
If you like to bathe your food in ranch
dressing and all your trousers come
from Levi’s, then you’ll love this good
old American V8 pick-up truck. And
we’re not messing around with some
bog-standard F150 here: this is the
Baja-ready Raptor version, complete
with a 405bhp 6.2-litre V8.
Citroën CX GTi
into their own now as people feel
nostalgic for the quirky days of this
legendary French company. This
tidy CX has covered only 38,000
miles so commands a hefty premium
over its contemporaries. It won’t be
outrageously fast, but it will be comfy.
 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

Your mission is to find me a fabulous

French fancy for five grand.

MERCEDES-BENZ SL55 AMG Peugeot 205 CTi £4995

Your choice is a little limited if you’re after a convertible
with a V8 engine that costs around £15,000. There’s
the Jaguar XKR, but at that price point most are first-
generation cars. Then there’s the BMW 650i, but that’s
more of a luxury four-seat grand tourer.
If you turn your attention to Mercedes, though, you
With 205 GTis at silly prices, the CTi is becoming a truly smart
buy. You get all the thrills of its hard-top sibling — it’s almost as
sharp to drive and this one has the full-fat 1.9-litre engine — but
the price is far more reasonable and, of course, there’s the
added bonus of a soft-top roof (electrically operated, natch).
No doubt this freshly restored, reupholstered and resprayed
example will only go up in value, too. And let’s face it: it’s
sweeter, classier and far more likeable than the trumped-up
boy-racer device Mark’s gone for this week. ALEX ROBBINS

could get an SL55 AMG, which has a superb 469bhp

5.5-litre supercharged V8. Mind you, these are
complicated cars, so ensure all the electrical gadgets
work. Also, check the roof for leaks. At £15,052, including
the auction premium, it’s a lot of car for the money.

GET IT
WHILE
YOU CAN
Renault Mégane Renaultsport 230
F1 Team R26 £5000
Alex’s 205 CTi is fine if you want an antique, but if you’d
rather have a great driver’s car, it has to be the Mégane R26.
Benefiting from a standard limited-slip differential and the deft
chassis tuning that Renault was once famous for, it’s one of the
sharpest hot hatches of any era. And yet unlike the much pricier
R26 R, it’s also practical enough for you to drive and enjoy every
day, just as a hot hatch should be. MARK PEARSON

VERDICT

Much like fondant fancies,

I’m looking for something to
Kia Cee’d Sportswagon Price new £23,960. Price now £14,820 enjoy in moderation.
Kia has just replaced the old Cee’d with an all-new Ceed (without the apostrophe) so now is
the time to bag a big discount on the old model. Although it may not have stolen our hearts,
Mark’s R26 is nice, but the
the Ceed did at least come with a long warranty and an equipment list as long as your arm. 205 CTi is more special.
This GT Line estate we found in the online classifieds at Pistonheads.com has covered only
5000 miles from new and is something of a steal at just £14,820. Alex wins. MAX ADAMS
5 SEPTEMBER 2018 AUTOCAR.CO.UK 77
 WANTED
FOR CASH
All Ferraris, Porsch
Mercedes, Lamborgh
Rolls Royc es
es,
inis,
SILVERSPEED
Dealers in quirky cars and great plates at realistic prices
SHORT PLA
URGENTLY
FOR CASH
TES
WANTED

Especially tw
character o
o

& Astons
We only sell plates we own. Good old fashion service. Been in the business 25 years. nes

07961 808069 • alspeed@live.co.uk

ULTIMATE COLLECTION

3 AKE 8 OXV 4 NJY 9 SFY 3 OJX 6 UYG

£5,995 £3,995 £3,495 £3,495 £3,495 £2,495
FIRST COLLECTION
5XH 7 HXY 3 YKD 8 XEU 8 KYU 92 VAN
£13,995 £2,695 (WICKED) £2,695 £2,695 £2,495
PREMIUM PLATES FUN PLATES BARGAIN NAME PLATES £3,495
11XO 22VSY
6 TY SOLD 8070X 18VX MUS 55A 10 YVA
£1,399
£16,995 (Botox) £4,995 (love x) £3,995 £14,995 £1,599
REN 1 88LXK
iyyg £POA GAD1X W1CHY £1,299 YOU 63F 37DCY
£7,995
4lxa £2,495 (Witch) £1,995 AAZ 550 £4,995 £1,695

8vjy £3,495
INTIAL COLLECTION
WITH CAR RELATED
CLASSIC COLLECTION £1,295 UMA 1A 60XKY
VJI85 £2,495 £1,695
£2,695
7vxe 47 RO RFO 447
NUMBER 1 PAIR/SET
£4,495 £1,295
£995
333UXR 80XYX
FOR HIS AND HER £2,995 888KXM £1,695
1CNH 2CNH 911 FV 615 NUO £995 £899

(Porsche) £995 666 VRX KUI166 30 VYP

£13,995 £3,995
Great pair and price or the pair for £15995. £4,995 £995 £495 £1,695

78 AUTOCAR.CO.UK 05 SEPTEMBER 2018

 ROAD TEST RESULTS

ROAD TEST RESULTS

Braking 60-0mph

Mpg test/touring
Make and model

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

Weight (kg)
30-70mph

50-70mph

TEST DATE
0-100mph
Top speed

0-60mph
Facts, figures, from the best road tests B-Max 5dr MPV AAAAB
FORD

1.0T Ecoboost 117 11.6 39.0 11.1 11.0 2.8 118 147 23.6 35/41 1345 2.1.13
No one produces as thorough a judgement on a new » 50 -70 M PH Recorded in top gear (*kickdown Fiesta 3/5dr hatch AAAAC
car as Autocar. As well as acceleration, braking, fuel with an automatic) and demonstrates flexibility 1.0T Ecoboost 122 9.6 28.1 9.6 13.2 3.2 123 125 29.3 42/52 1147 9.8.17
Fiesta ST 3/5dr hatch AAAAB
economy and noise tests, we carry out benchmark » FU E L ECO N O MY Prior to 7.1.15, figures are ST-3 1.5 T Ecb’st 144 6.6 16.2 5.7 6.4 2.7 197 214 26.0 38/48 1187 15.8.18
limit-handling tests, setting lap times if appropriate. touring (recorded over a set road route) and Focus 5dr hatch AAAAC
1.5 TDCi Zetec 121 10.9 36.3 10.9 10.3 3.35 118 199 33.1 59/63 1343 28.1.15
But we don’t just drive at the track, essential as it is for test average. From 7.1.15 on, figures are average RS 165 5.3 13.9 5.3 6.9 3.5 345 325 27.3 28/37 1599 4.5.16
finding the limits of performance; we also drive on a and extra-urban, to the What Car?/True MPG S-Max 5dr MPV AAAAC
2.0 TDCi T’ium 123 10.5 32.0 10.4 13.9 2.5 148 258 39.5 44/46 1725 26.8.15
wide range of roads. Where we have tested more than standard. **denotes mpkg (miles per kilogram) for Grand Tourneo Connect 5dr MPV AAAAC
one model in a range, the rating is for the range overall; hydrogen-powered fuel cell vehicles 1.6 TDCi T’ium 103 13.2 — 13.9 19.1 2.9 114 236 26.7 40/45 1785 6.8.14
Mondeo 4dr saloon/5dr/estate AAAAC
where a model within the range meets our coveted » B R AKI N G 60 - 0 M PH Recorded on a high-grip 2.0 TDCi 130 10.0 28.8 9.4 12.7 3.1 148 258 38 53/56 1597 14.1.15
five-star standard, it is highlighted in yellow. surface at a test track Mustang 2dr coupé AAAAC
5.0 V8 GT F’back 155 5.2 11.6 4.2 9.4 2.7 410 391 35.1 19/25 1720 24.2.16
» 30 -70 M PH Indicates overtaking ability » M PH/1000 R PM Figure is the speed achieved Ecosport 5dr SUV AABCC
through the gears in top gear 1.5 TDCi 99 14.3 — 15.2 14.4 2.7 89 151 28 39/48 1384 3.9.14
Kuga 5dr SUV AAAAC
2.0 TDCi 122 10.9 44.2 11.8 7.4 2.6 161 251 31.6 34/39 1707 13.3.13

Braking 60-0mph
Braking 60-0mph

Edge 5dr SUV AAABC

Mpg test/touring
Mpg test/touring

Make and model

Make and model

Mph/1000rpm
Mph/1000rpm

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

Torque (lb ft)

Torque (lb ft)

Power (bhp)
Power (bhp)

Weight (kg)
Weight (kg)

30-70mph

50-70mph

TEST DATE
30-70mph

50-70mph

TEST DATE

0-100mph
0-100mph

Top speed
Top speed

0-60mph
0-60mph

H O N DA
Civic 5dr hatch AAAAC
1.5 i-VTEC Turbo 126 7.8 19.3 7.0 8.7 2.7 180 177 26.6 39/49 1357 19.4.17
Civic Type R 5dr hatch AAAAB
A L FA R O M E O 330d Touring 155 5.5 14.2 5.1 8.8 2.6 255 413 45.2 43/54 1735 21.11.12 2.0 Type R GT 169 5.7 12.5 4.4 6.1 2.8 316 295 25.4 29/43 1380 25.10.17
Giulia 4dr saloon AAAAB 330e M Sport 140 6.3 15.7 5.7 6.9 2.9 249 310 40.8 40/47 1660 4.10.17 Clarity FCV AAAAC
Quadrifoglio 190 4.5 9.2 3.2 10.3 2.57 503 443 38.7 34/49 1580 29.3.17 4 Series 2dr coupé AAAAC Clarity FCV 104 9.0 29.2 8.3 *5.3 2.9 174 221 na 51/72** 1872 12.7.17
Stelvio 5dr SUV AAABC 435i M Sport 155 5.5 13.2 5.2 6.3 2.7 302 295 28.2 28/37 1585 18.9.13 HR-V 5dr SUV AAABC
2.2D 210 Milano 134 6.8 20.6 7.0 7.3 3.01 207 347 41.3 38/50 1659 3.1.18 M4 155 4.1 8.8 3.2 6.1 2.4 425 406 34.0 29/36 1585 9.7.14 1.6 i-DTEC SE 119 10.5 34.9 10.4 11.2 — 118 221 34.4 56/57 1324 16.9.15
4C 2dr coupé/convertible AAACC 5 Series 4dr saloon/5dr estate AAAAB NSX 2dr coupé AAAAB
Spider 160 5.1 12.4 4.0 5.8 2.97 237 258 29.6 32/44 940 27.1.16 520d M Sport 146 7.4 21.3 7.4 14.3 2.7 188 295 42.2 40/52 1635 31.5.17 NSX 191 3.3 7.3 2.6 4.3 2.7 573 476 35.8 25/32 1725 5.10.16
M5 155 3.3 7.5 2.7 8.9 3.1 591 553 41.1 22/28 1855 18.4.18
ALPINA 6 Series GT 5dr hatch AAABC HYU N DAI
B3 Biturbo 4dr saloon AAAAB 630d xDrv M Spt 155 5.9 15.7 5.4 7.6 2.8 261 457 50.2 40/54 1880 8.11.17 i10 5dr hatch AAABC
B3 Biturbo 155 4.7 10.3 3.8 6.8 2.9 404 443 41.5 27/35 1610 29.8.13 7 Series 4dr saloon AAAAC 1.0 SE 96 14.7 — 16.2 19.9 2.9 65 70 20.0 44/51 925 29.1.14
730Ld 153 6.4 17.1 6.0 8.2 3.1 261 457 50.2 40/49 1795 11.11.15 i20 5dr hatch AAAAC
ALPINE i3 5dr hatch AAAAC 1.4 SE 114 12.2 42.4 12.1 17.3 3.0 99 99 21.8 43/54 1060 7.1.14
A110 AAAAA 1.3S Range Ext 99 7.7 — 6.6 *4.0 3.0 181 199 — 294wh/m 1385 21.2.18 i30 5dr hatch/estate AAABC
Premiere Edit’n 155 4.7 10.8 3.8 6.5 2.6 248 230 28.1 28/46 1103 16.5.18 i8 2dr coupé AAAAB i30 N 155 6.4 14.8 5.6 6.1 3.1 271 260 27.4 31/43 1478 27.12.17
i8 155 4.5 10.6 3.7 3.3 2.8 357 420 33.3 50/40 1560 17.9.14 1.4 Premium SE 129 9.5 28.9 9.7 10.9 2.7 138 178 28.1 39/49 1423 13.9.17
ARIEL X1 5dr SUV AAAAC i40 5dr estate AAABC
Atom 0dr open AAAAB xDrive20d xLine 136 8.2 24.2 8.0 11.8 2.8 187 295 35.1 43/49 1625 14.10.15 1.7 CRDi 118 12.2 41.4 12.5 12.3 2.9 114 192 29.4 44/51 1555 7.9.11
V8 170 3.0 5.7 1.9 3.7 2.55 475 268 16.4 21/37 650 10.8.11 X3 5dr SUV AAAAC Santa Fe 5dr SUV AAAAC
Nomad 0dr open AAAAA xDrive20d M Spt 132 8.3 26.6 8.6 17.5 3.3 188 295 41.2 37/49 1825 17.1.18 2.2 CRDi 118 9.0 27.6 9.2 *5.5 2.7 194 311 37.5 36/43 1940 19.9.12
Nomad 125 4.5 12.7 3.9 7.7 3.10 235 221 26.7 —/— 735 24.6.15 X4 5dr SUV AAABC
xDrive30d 145 5.9 16.9 5.8 11.1 2.6 255 416 43.7 34/45 1895 27.8.14 INFINITI
ASTON MARTIN X5 5dr SUV AAAAC Q30 5dr hatch AAABC
Vantage 2dr coupé AAAAB xDrive M50d 155 5.7 15.3 5.2 9.5 2.9 376 546 40.5 28/34 2265 13.11.13 1.6t Premium 124 9.4 26.4 9.1 15.5 2.85 120 148 31.6 35/39 1436 17.2.16
V8 195 3.7 8.3 3.0 10.5 2.7 503 505 42.6 18/25 1720 23.5.18 M 155 4.2 9.8 3.5 10.2 2.8 567 553 42.3 21/26 2350 13.5.15 Q50 4dr saloon AABCC
DB11 2dr coupé AAAAB X6 5dr SUV AAAAC 2.2 Premium 143 8.7 25.0 8.7 5.1* 3.0 168 295 42.5 49/59 1750 5.2.14
Launch Edition 200 4.0 8.4 3.0 10.1 2.6 600 516 46.2 24/34 1910 21.9.16 xDrive35d 147 7.3 21.2 7.1 *4.1 2.6 282 428 34.0 26/31 2275 11.6.08 Q70 4dr saloon AABCC
Rapide 4dr saloon AAAAC 2.2 Pre’m Tech 137 9.6 28.6 9.6 15.8 3.2 168 295 40.8 39/45 1896 25.2.15
Rapide S 190 5.3 11.3 4.3 8.3 3.03 550 457 33.6 19/23 1990 20.3.13 B U G AT T I
Veyron 2dr coupé AAAAB JAG UAR
AU D I Super Sport 268 2.6 5.0 1.7 5.9 2.6 1183 1106 40.6 12/18 1995 2.3.11 F-Type 2dr convertible/3dr coupé AAAAB
A1 3dr hatch AAAAC V8 S Convertible 186 4.0 9.4 3.4 8.0 2.8 488 460 46.8 19/29 1655 12.6.13
1.4 TFSI Sport 126 8.4 22.4 8.9 12.8 2.2 120 148 30.2 34/43 1165 10.11.10 C AT E R H A M V6 S Coupé 171 4.9 12.1 4.2 12.7 2.7 375 339 36.2 24/33 1594 11.6.14
S1 155 5.9 14.4 5.2 5.4 2.6 228 273 25.6 30/39 1390 28.5.14 Seven 2dr roadster AAAAC 2.0 Coupé R-Dy 155 5.8 14.7 5.1 9.5 2.8 296 295 33.2 31/44 1640 22.11.17
A3 3dr/5dr hatch AAAAC 160 100 8.4 — 8.7 7.6 4.8 80 79 16.7 39/45 490 20.11.13 XF 4dr saloon AAAAB
2.0 TDI Sport 134 8.9 25.9 11.4 10.8 2.7 148 236 30 48/59 1355 26.9.12 620S 145 3.8 9.2 3.2 5.7 2.7 310 219 21.2 25/29 610 9.3.16 R-Sport 2.0 136 9.4 26.1 9.0 16.1 2.9 178 317 44.1 47/56 1595 2.12.15
S’back e-tron 138 7.9 20.9 6.6 8.5 3.0 201 258 30.7 45/49 1540 31.12.14 XE 4dr saloon AAAAB
RS3 Saloon 155 4.0 9.9 3.5 9.0 2.7 394 354 33.7 29/35 1515 6.9.17 CHEVROLET R-Sport 2.0 147 7.6 19.0 6.9 13.3 2.7 197 206 33.8 30/49 1530 1.7.15
A4 4dr saloon/5dr estate AAAAC Camaro 2dr coupé AAAAC XJ 4dr saloon AAAAC
2.0 TDI S line 147 8.4 22.2 7.3 11.2 3.1 187 295 37.1 45/50 1940 4.11.15 6.2 V8 155 5.6 12.4 4.5 12.2 2.7 426 419 43.3 23/29 1175 20.6.12 3.0d LWB 155 6.3 16.5 6.6 *3.6 2.7 271 443 43.5 28/36 1960 9.6.10
RS4 Avant 155 4.0 9.6 3.5 11.0 3.0 444 443 38.4 24/37 1790 14.2.18 Corvette 2dr coupé AAAAC E-Pace 5dr SUV AAABC
A5 2dr coupé/convertible AAABC Stingray 181 4.4 9.4 3.3 11.7 2.3 460 465 48.4 22/33 1539 8.10.14 D180 AWD SE 127 9.9 30.9 10.5 14 3.6 178 317 45.8 36/49 1843 11.4.18
S5 155 4.9 11.7 4.4 9.7 3.0 349 369 40.5 26/33 1615 11.1.17 F-Pace 5dr SUV AAAAC
A5 Sportback 4dr saloon AAABC CITROEN 2.0d AWD 129 9.2 30.9 9.7 7.4 — 178 317 41.3 37/40 1775 11.5.16
2.0 TFSI S line 155 5.7 15.1 5.3 17.2 2.5 249 273 42.2 30/41 1535 8.3.17 C3 5dr hatch AAABC
A6 4dr saloon/5dr estate AAAAC P’tech 110 Flair 117 9.6 36.6 9.4 10.5 2.6 109 151 27 47/62 1050 28.12.16 JEEP
3.0 TDI SE 155 7.2 20.3 6.4 3.9 2.9 201 295 39.9 34/46 1805 19.10.11 C3 Aircross 5dr hatch AAABC Renegade 5dr 4x4 AAABC
RS6 Avant 155 3.7 8.7 3.1 12.8 2.4 552 516 40.0 20/28 2010 3.7.13 P’tech 110 Flair 115 11.5 36.4 10.7 12.3 3.5 109 151 27.5 35/39 1159 7.3.18 2.0 M’jet 4x4 L’d 113 10.8 37.6 11.2 10.0 3.5 138 258 34.0 41/53 1502 28.10.15
A7 Sportback 5dr hatch AAABC C4 Cactus 5dr hatch AAACC Cherokee 5dr 4x4 AABCC
50 TDI Sport 155 5.8 14.9 5.3 – 2.8 282 457 49.0 29/53 1880 11.7.18 1.6 BlueHDi 100 114 11.8 41.2 11.7 7.2 2.9 99 187 36.1 47/62 1225 16.7.14 2.0 140 4x4 Ltd 117 12.3 43.4 13.0 13.8 2.7 138 258 34.7 39/43 1846 24.6.14
TT 2dr coupé/convertible AAAAC C4 Grand Picasso 5dr MPV AAAAC
2.0 TFSI S line 155 6.6 14.5 5.0 6.5 2.5 227 273 30.1 29/35 1305 26.11.14 2.0 BlueHDi 130 10.1 30.1 9.6 12.5 2.9 148 273 34.7 44/52 1430 27.11.13 KIA
RS 155 3.6 8.4 3.0 7.8 2.7 394 354 35.1 27/37 1440 7.12.16 Stinger 4dr saloon AAABC
Q2 5dr SUV AAABC DACIA 2.0 T-GDI GT-L S 149 7.4 18.2 6.4 10.9 2.9 244 260 36.7 32/43 1717 25.4.18
1.4 TFSI Sport 132 8.1 23.9 8.2 9.8 2.7 148 184 29.4 45/56 1265 9.11.16 Sandero 5dr hatch AAACC Rio 5dr hatch AAABC
Q5 5dr SUV AAAAC 1.2 75 Access 97 15.3 — 17.6 23.0 3.0 74 79 20.3 32/38 941 27.2.13 1.0 T-GDI 3 Eco 115 10.0 37.0 10.5 12.3 3.2 99 127 27.1 40/50 1228 1.3.17
2.0 TDI S line 135 8.3 26.4 8.5 14.7 3.1 187 295 42.0 37/43 1770 15.3.17 Duster 5dr hatch AAAAC Ceed 5dr hatch AAABC
SQ5 quattro 155 5.5 13.7 5.0 11.1 2.6 349 369 45.2 26/32 1870 21.6.17 SCe 115 Comfort 107 13.1 — 12.5 23.9 2.9 113 115 24.0 37/42 1179 22.8.18 1.6 CRDi 115 2 119 9.9 30.8 9.6 15.3 2.9 113 207 41.4 50/70 1388 29.8.18
Q7 5dr SUV AAAAC Niro 5dr SUV AAABC
3.0 TDI S line 145 6.2 17.6 6.2 *3.8 — 268 443 47.6 32/36 2245 12.8.15 DS 1.6 GDI DCT 2 101 9.7 30.0 9.5 12.8 3.5 139 108/125 31.9 49/50 1500 31.8.16
SQ7 4.0 TDI 155 5.1 12.6 4.4 7.0 2.9 429 664 47.6 24/38 2330 26.10.16 3 5dr hatch AAABC Sportage 5dr SUV AAABC
R8 2dr coupé AAAAC BlueHDi 120 118 9.9 32.2 9.4 11.1 3.1 118 210 36.4 59/67 1150 23.3.16 1.7 CRDi ISG 2 109 12.1 46.4 13.1 16.8 3.3 114 207 34.4 50/51 1500 2.3.16
V10 Plus 205 3.1 6.7 2.6 5.7 2.8 602 413 26.8 15/23 1555 30.12.15 4 Crossback 5dr hatch AAACC Sorento 5dr 4x4 AAABC
BlueHDi 120 117 12.0 48.8 12.3 18.0 2.9 118 221 36.7 49/50 1290 6.1.16 2.2 CRDi KX-4 128 9.3 28.6 9.4 *5.7 — 197 325 35.2 35/39 1953 8.4.15
BENTLEY 5 5dr hatch AAABC
Continental GT 2dr coupé AAAAB 2.0 HDi 160 134 9.1 26.5 8.7 11.0 2.9 161 251 40.1 42/55 1660 18.4.12 LAMBORGHINI
W12 First Edition 207 3.6 8.1 2.9 8.9 2.8 626 664 52.4 20/26 2244 2.5.18 Huracán 2dr coupé AAAAB
Flying Spur 4dr saloon AAABC FERRARI Performante 201 2.9 5.9 2.0 4.9 3.0 630 442 24.5 17/22 1382 11.10.17
W12 200 4.5 10.4 3.6 8.4 3.0 616 590 44.5 18/26 2475 7.8.13 488 GTB 2dr coupé AAAAA
Mulsanne 4dr saloon AAAAC 488 GTB 205 3.0 5.9 2.0 3.7 2.43 661 561 28.9 —/— 1525 25.5.16 L AN D ROVE R
6.75 V8 184 5.7 13.7 4.8 *2.8 2.6 505 752 44.8 18/21 2745 21.9.11 812 Superfast 2dr coupé AAAAC Discovery Sport 5dr SUV AAAAB
Bentayga 5dr SUV AAAAA F12 Berlinetta 211 3.1 6.2 2.2 4.9 2.6 789 530 30.0 —/24 1630 25.7.18 TD6 HSE Luxury 130 8.7 27.7 8.7 8.9 3.4 254 443 37.1 26/34 2230 12.4.17
W12 187 4.9 11.6 4.4 8.7 3.0 600 664 48.2 20/25 2440 18.5.16 Range Rover 5dr SUV AAAAB
Diesel 168 5.2 12.6 4.6 7.6 2.9 429 664 48.7 29/39 2499 5.4.17 F I AT 4.4 SDV8 135 7.0 19.0 6.7 *3.8 2.9 334 516 41.8 25/35 2625 12.12.12
Panda 5dr hatch AAAAB Range Rover Evoque 5dr SUV AAAAC
BMW 1.2 Easy 102 14.6 — 15.3 19.9 3.0 68 75 22.2 39/49 1020 25.4.12 2.2 DS4 121 8.4 30.8 9.5 *5.7 3.1 187 310 37.3 30/36 1815 13.7.11
1 Series 3dr/5dr hatch AAABC 4x4 Twinair 103 14.6 — 15.8 16.0 3.0 84 107 20.8 37/44 1050 17.4.13 Range Rover Velar 5dr SUV AAABC
116d ED Plus 124 10.2 30.0 10.0 17.3 — 114 199 37.7 54/60 1395 27.5.15 500 3dr hatch AAAAC D240 HSE 135 9.3 27.4 9.0 15.7 3.8 237 369 41.8 33/48 2089 30.8.17
2 Series 3dr coupé/convertible AAAAB Abarth 595 130 7.5 20.1 6.4 7.0 2.8 158 170 23.9 34/39 1035 26.2.14 Range Rover Sport 5dr SUV AAAAB
220d SE 143 7.8 20.9 7.3 8.8 2.9 181 280 39.6 46/62 1450 19.3.14 500 Twinair 108 11.7 — 13 15.3 3.3 84 107 22.9 35/39 1070 24.11.10 3.0 TDV6 130 7.8 22.5 7.5 12.2 3.1 255 442 43.1 33/42 2115 2.10.13
220d C’vble 140 8.5 24.7 8.4 9.0 2.1 187 295 34.5 50/53 1610 1.4.15 Tipo 5dr hatch AABCC SVR 162 4.4 10.3 3.8 12.6 2.6 542 502 41.8 22/19 2335 15.4.15
M2 155 4.4 10.3 3.6 6.2 2.6 365 343 33.7 31/37 1595 15.6.16 1.6 M’jet Lounge 124 9.6 31.6 9.8 8.7 2.9 118 236 35.0 49/62 1295 2.11.16
2 Series Active Tourer 5dr MPV AAAAC 124 Spider 2dr roadster AAABC LEXUS
218d Luxury 129 8.9 26.5 8.7 12.1 3.0 148 243 40.4 42/56 1450 24.12.14 Lusso Plus 134 7.3 20.9 7.1 7.2 2.8 138 177 24.9 34/38 1050 28.9.16 LC 2dr coupé AAAAC
3 Series 4dr saloon/5dr estate/5dr hatch AAAAB Abarth 124 Spider 2dr roadster AAAAC LC500 Sport+ 168 5.2 11.3 4.2 12.0 3.1 471 398 60.6 27/39 1970 18.10.17
320d Sport 146 7.7 20.9 7.6 9.7 2.6 181 280 36.2 41/57 1535 22.2.12 124 Spider 144 6.8 18.6 6.5 6.5 2.8 168 184 25.2 35/45 1060 22.3.17

5 SEPTEMBER 2018 AUTOCAR.CO.UK 79

 ROAD TEST RESULTS

Braking 60-0mph
Braking 60-0mph

Braking 60-0mph

Mpg test/touring
Mpg test/touring

Mpg test/touring

Make and model

Make and model

Make and model

Mph/1000rpm
Mph/1000rpm

Mph/1000rpm

Torque (lb ft)

Torque (lb ft)

Torque (lb ft)

Power (bhp)
Power (bhp)

Power (bhp)

Weight (kg)
Weight (kg)

Weight (kg)

30-70mph

50-70mph

TEST DATE
30-70mph

30-70mph
50-70mph

TEST DATE

50-70mph

TEST DATE

0-100mph
0-100mph

0-100mph

Top speed
Top speed

Top speed

0-60mph
0-60mph

0-60mph
GS 4dr saloon AAABC NISSAN SUBARU
GS250 144 9.2 26.0 9.0 16.2 2.9 207 187 34.4 26/32 1695 1.8.12 Micra 5dr hatch AAAAC XV 5dr SUV AAACC
NX 5dr SUV AAACC 0.9 N-Connecta 109 12.1 44.7 11.7 15.6 2.8 89 103 24.3 45/57 1068 26.4.17 2.0i SE L’tronic 120 10.1 27.7 9.0 27.0 3.4 154 145 41.5 31/39 1451 28.2.18
300h 112 9.7 30.4 9.1 *5.6 2.7 194 na — 32/38 1905 1.10.14 Note 5dr hatch AAAAC Levorg 5dr estate AAACC
RC F 2dr coupé AAACC 1.2 Acenta Pr’m 106 12.6 — 13.4 20.3 2.9 79 81 21.8 42/54 1036 9.10.13 GT 1.6i L’tronic 130 8.4 24.6 7.9 21.0 2.6 168 184 31.9 34/36 1537 13.1.16
RC F 168 4.8 10.7 3.9 12.9 2.9 471 391 39 24/28 1765 18.2.15 Pulsar 5dr hatch AAACC Forester 5dr SUV AAACC
LS 4dr saloon AAACC 1.5 dCi N-tec 118 10.9 35.5 10.8 13.1 2.9 108 192 35.7 50/57 1307 12.11.14 2.0d XC 118 9.9 36.5 10.5 11.0 2.9 145 258 33.0 41/49 1540 5.6.13
500h Prem AWD 155 5.9 15.4 5.3 12.4 2.8 295 258 36.9 30/42 2380 6.6.18 Juke 5dr SUV AAABC WRX 4dr saloon AAACC
Acenta 1.6 111 10.3 41.6 9.9 12.7 3.0 115 117 19.5 36/46 1230 3.11.10 STi Type UK 159 5.4 13.3 5.1 9.4 2.8 296 300 27.6 23/31 1534 25.6.14
LOTUS Nismo 1.6 134 6.9 17.2 6.0 7.2 2.5 197 184 23.8 31/39 1295 22.5.13
Elise 2dr roadster AAABC Qashqai 5dr SUV AAAAB SUZUKI
Cup 250 154 4.7 11.9 4.5 7.2 2.5 243 184 24.7 27/32 920 29.6.16 1.5 dCi 2WD 113 10.8 39.2 11.1 12.9 2.9 109 192 35.0 49/56 1365 19.2.14 Swift 5dr hatch AAABC
Evora 2dr coupé AAAAC X-Trail 5dr SUV AAABC 1.0 SZ5 121 10.5 33.0 10.3 11.8 2.9 110 125 26.3 45/56 925 17.5.17
Evora S 2+0 172 4.5 11.3 4.0 6.8 2.4 345 295 34.8 21/26 1430 30.3.11 1.6 dCi 2WD 117 11.2 39.7 11.7 11.2 3.0 128 236 32.8 42/48 1550 13.8.14 Celerio 5dr hatch AAABC
Exige S 2dr coupé AAAAB GT-R 2dr coupé AAAAB 1.0 SZ4 96 12.9 — 14.3 25.0 3.0 67 66 22.4 54/57 835 25.3.15
Exige S 170 4.1 9.6 3.7 5.5 2.5 345 295 27 21/30 1176 3.4.13 Recaro 196 3.4 7.8 2.7 5.3 2.7 562 470 28.0 22/31 1752 16.11.16 Baleno 5dr hatch AAABC
1.0T B’jet SZ5 124 9.8 29.5 9.7 11.2 2.9 110 125 26.3 50/55 950 3.8.16
M A S E R AT I NOBLE SX4 S-Cross 5dr SUV AAABC
Ghibli 4dr saloon AAABC M600 2dr coupé AAAAB 1.6 DDiS SZ4 111 10.0 32.6 10.1 8.9 2.57 118 236 35.1 57/67 1290 30.10.13
Diesel 155 6.5 17.2 6.0 5.1 2.7 271 443 43.3 31/40 1835 12.3.14 M600 225 3.5 6.8 2.5 4.7 2.45 650 604 29.9 18/25 1305 14.10.09 Vitara 5dr SUV AAABC
Levante 5dr SUV AAACC 1.6 SZ5 112 9.5 29.8 9.5 15.5 — 118 115 24.3 49/47 1075 29.4.15
Diesel 143 6.8 19.9 6.9 4.3 3.4 271 443 46 26/42 2205 30.11.16 PEUGEOT
208 3/5dr hatch AAACC TESLA
MAZDA 1.2 VTI Active 109 14.2 — 14.5 9.1 2.9 81 87 21.2 41/45 1080 18.7.12 Model S 4dr saloon AAAAB
2 5dr hatch AAAAC GTi 30th 143 6.5 16.1 5.8 6.7 2.9 205 221 25.6 41/42 1160 11.2.15 P90D 155 5.2 9.1 3.0 1.9 2.9 525 713 8.5 420Wh/m 2200 20.4.16
1.5 Sky’v-G SE 114 10.4 38.0 7.0 20.2 3.1 89 109 27.9 51/55 1050 22.4.15 308 3/5dr hatch AAAAC Model X 5dr SUV AAAAC
3 5dr hatch AAAAC 1.6 e-HDi 115 118 10.1 32.6 10.4 13.9 3.0 114 199 38.5 48/59 1395 15.1.14 90D 155 4.7 13.1 2.8 2.5 2.7 416 487 8.5 611Wh/m 2508 15.2.17
2.2 SE-L 130 9.0 26.6 9.1 9.9 3.0 148 280 29.7 46/60 1470 4.12.13 2008 5dr SUV AAABC
6 4dr saloon/5dr estate AAAAC 1.6 e-HDi 117 10.7 37.8 11.5 11.8 3.2 114 199 32.7 49/59 1180 19.6.13 T OYO TA
2.2 Sport Nav 139 7.9 21.2 7.1 7.9 2.7 173 309 35 44/56 1480 23.1.13 3008 5dr SUV AAABC Yaris 3dr hatchback AAABC
MX-5 2dr roadster AAAAB 1.6 Bl’HDi GT L’e 117 12.0 44.3 12.1 13.2 3.2 118 221 34.6 42/53 1300 18.1.17 GRMN 143 6.4 15.4 5.4 9.8 2.9 209 184 27.7 27/39 1135 28.3.18
1.5 SE-L Nav 127 8.4 24.8 7.9 14.7 3.3 129 111 24.5 46/49 1050 2.9.15 5008 5dr MPV AAABC GT86 2dr coupé AAAAA
CX-3 5dr SUV AAABC 2.0 Bl’HDi GT L’e 129 10.8 28.8 9.7 11.5 2.7 148 273 37.6 51/60 1490 1.11.17 2.0 manual 140 7.4 18.8 6.8 10.6 2.6 197 151 23.5 30/45 1235 4.7.12
1.5D SE-L Nav 110 10.3 34.7 10.3 10.3 — 104 199 34.8 59/60 1275 22.7.15 Prius 5dr hatch AAAAC
CX-5 5dr SUV AAAAC PORSCHE Business E’tion 112 11.1 32.0 10.7 *6.4 3.1 121 — — 53/63 1400 16.3.16
2.2D Sport Nav 127 9.4 26.3 9.1 10.4 3.0 148 280 37.0 43/53 1594 28.6.17 718 2dr coupé/roadster AAAAB Mirai 4dr saloon AAAAC
Boxster 171 5.4 12.2 4.3 5.2 2.5 296 280 25.8 26/36 1335 8.6.16 Mirai 111 10.1 36.5 10.2 *6.5 3.3 152 247 22.5 44/62** 1400 27.4.16
McLAREN Cayman S 177 4.8 10.5 3.9 4.8 2.5 345 310 25.8 28/29 1430 10.8.16 C-HR 5dr SUV AAAAC
570S 2dr coupé AAAAA Cayman GTS 180 4.8 10.2 3.5 4.7 2.5 361 310 25.8 28/39 1375 9.5.18 Excel 1.8 Hybrid 106 11.6 43.5 11.9 *7.3 2.7 121 — — 49/60 1420 4.1.17
3.8 V8 204 3.1 6.4 2.2 10.2 2.6 562 443 36.5 23/37 1440 30.3.16 911 GT2 2dr coupé AAAAC
720S 2dr coupé AAAAA GT2 RS 211 3.0 6.1 2.5 5.6 2.5 691 553 32.1 19/28 1470 18.7.18 VA U X H A L L
4.0 V8 212 2.9 5.6 2.0 7.7 2.4 710 568 35.4 19/24 1420 24.5.17 911 2dr coupé AAAAB Adam 3dr hatch AAACC
P1 2dr coupé AAAAA Carrera S 190 4.5 9.4 3.4 7.3 2.9 414 369 36.4 27/31 1535 20.1.16 1.2 Jam Ecoflex 103 14.3 — 15.3 20.8 2.8 68 85 21.8 39/45 1086 6.2.13
P1 217 2.8 5.2 2.2 6.0 2.3 903 664 36.0 19.6/— — 7.5.14 918 Spyder 2dr coupé AAAAA Viva 5dr hatch AAABC
4.6 V8 214 2.6 5.3 1.9 2.2 2.3 874 944 41.2 28/44 1740 22.10.14 1.0 SE A/C 106 13.0 — 14.1 19.0 — 74 70 20.3 49/55 938 15.7.15
MERCEDES-AMG Panamera 4dr saloon AAAAA Corsa 3/5dr hatch AAABC
C63 4dr saloon AAAAB 4S Diesel 177 4.1 10.3 3.8 — 3.0 416 627 50.7 32/43 2050 1.2.17 1.4T SRi VX-Line 115 11.7 45.1 12.1 15.3 2.9 99 148 34.8 37/42 1176 19.11.14
C63 155 4.4 9.7 3.4 7.5 2.7 469 479 38.1 19/25 1715 3.6.15 Macan 5dr SUV AAAAB VXR 143 7.2 18.3 6.4 7.8 2.4 202 181 23.8 29/34 1280 6.5.15
C63 S C’vertible 155 4.6 10.2 3.4 7.1 2.7 503 516 35.6 21/27 1850 8.2.17 Turbo 165 4.7 11.8 4.3 7.9 2.4 394 406 35.7 22/31 2000 4.6.14 Crossland X 5dr SUV AAACC
GT 2dr coupé AAAAC Cayenne 5dr SUV AAAAC 1.2T 130 Elite 128 9.8 31.4 10.3 8.9 2.9 128 170 30.5 40/54 1199 7.6.17
S 193 3.6 7.8 2.8 5.5 2.5 503 479 34.7 20/29 1715 29.7.15 Turbo 177 3.9 9.3 3.3 5.3 2.8 542 568 44.7 21/31 2250 5.9.18 Astra 5dr hatch/estate AAAAC
R 198 3.6 7.3 2.7 4.6 2.4 577 516 30.7 19/23 1555 10.5.17 1.6 CDTi 136 SRi 127 8.8 25.7 8.8 8.6 2.6 134 236 33.4 55/58 1350 30.9.15
SLC 2dr convertible AAABC R E N A U LT ST CDTi B’tbo SRi137 8.4 22.2 7.7 8.1 2.6 158 258 33.7 57/59 1435 13.4.16
SLC43 155 5.5 12.3 4.2 Twingo 5dr hatch AAABC
12.7 3.0 362 384 40.4 27/33 1595 6.7.16 Insignia Grand Sport 4dr saloon AAAAC
GLC 5dr SUV AAABC Dynamique 94 17.6 — 19.1 29.4 2.9 69 67 20.8 42/52 865 29.10.14 2.0D SRi VX-Line140 8.7 23.8 7.9 8.9 2.7 168 295 36.1 39/51 1507 3.5.17
GLC63 S 4Mtic+ 155 3.7 8.9 3.2 15.4 2.8 503 516 43.4 19/26 2020 13.6.18 Zoe 5dr hatch AAABC Insignia Sports Tourer 5dr estate AAACC
Dynamique 84 12.3 — 13.9 9.1 2.9 87 162 7.8 250Wh/m 1468 31.7.13 GSI 2.0 B’tbo D 144 8.4 23.1 7.7 9.5 2.7 207 354 38.6 36/47 1807 30.5.18
MERCEDES-BENZ Clio 5dr hatch AAAAC Zafira Tourer 5dr MPV AAABC
A-Class 5dr hatch AAAAC 0.9 TCE 113 13.4 — 13.9 19.1 2.8 89 100 23.8 38/47 1009 6.3.13 2.0 CDTi 165 129 10.4 36.8 10.2 14.3 3.2 163 258 37.7 38/46 1805 15.2.12
A200 Sport 139 8.7 22.4 7.9 — 3.2 161 184 33.6 39/57 1379 4.7.18 RS 200 Turbo 143 7.4 20.9 6.9 9.1 2.8 197 177 20.8 32/37 1204 23.10.13 Mokka 5dr SUV AAABC
B-Class 5dr MPV AAABC Mégane 3dr hatch AAAAB 1.4T 118 10.0 30.6 9.4 13.7 3.0 138 148 26.1 32/40 1350 28.11.12
B200 CDI Sport 130 9.4 28.8 9.6 11.9 2.7 134 221 37.8 20/52 1495 29.2.12 275 Trophy-R 158 6.4 14.0 5.0 6.4 3.1 271 266 27 26/33 1297 5.11.14 VXR8 4dr saloon AAAAC
C-Class 4dr saloon/5dr estate AAAAC New Mégane 5dr hatch AAACC GTS-R 155 4.8 9.6 3.3 6.6 3.1 587 546 34.9 20/27 1858 10.1.18
C220 Bluetec 145 8.1 22.9 8.1 11.7 2.8 168 295 42.4 41/51 1700 23.7.14 1.5 dCi Dyn. S Nav 116 11.1 35.2 11.1 13.2 2.8 108 192 33.9 47.2 1387 17.8.16
CLA 4dr saloon/5dr estate AAABC Grand Scenic 5dr MPV AAABC V O L K S WA G E N
220 CDI Sport 143 8.3 23.1 8.0 4.8 2.9 168 258 37.3 44/54 1525 26.6.13 dCi 130 Dyn. S Nav 118 11.4 35.8 11.3 10.2 3.4 129 236 32.1 47/61 1601 25.1.17 Up 3/5dr hatch AAAAC
200 CDI S’t S’Brk 134 10.1 29.7 9.6 11.9 3.4 134 221 33.5 53/59 1555 18.11.15 Kad jar 5dr SUV AAAAC 1.0 High Up 106 13.8 — 14.7 18.6 2.8 74 70 20.5 44/59 945 7.12.11
E-Class 4dr saloon/5dr estate/2dr convertible/2dr coupé AAAAC dCi 115 Dyn. S Nav 113 14.5 — 14.6 17.2 2.3 108 192 35.0 52/69 1380 21.10.15 GTI 1.0 TSI 115 122 8.5 25.7 7.8 7.6 2.8 114 147 24.7 39/54 1070 21.3.18
E400 Coupé 155 5.6 13.4 4.9 14.8 2.9 328 354 46.7 30/39 1845 14.6.17 Koleos 5dr SUV AAACC Polo 5dr hatch AAAAB
CLS 4dr saloon/5dr estate AAAAC dCi 175 4WD Sig. 126 9.8 31.3 10.1 14.3 2.9 175 280 — 34/38 1747 20.8.17 1.0 TSI 95 SE 116 10.7 34.4 11.1 12.1 2.8 94 129 27.1 43/57 1145 31.1.18
350 CDI S’Brake 155 7.0 18.5 6.4 *3.8 2.9 261 457 39.6 36/43 1980 9.1.13 GTI 147 6.7 17.4 5.9 8.6 2.8 197 236 — 37/47 1355 1.8.18
S-Class 4dr saloon/2dr coupé AAAAA R O L L S - R OYC E Golf 3/5dr hatch AAAAB
S350 Bluetec 155 7.3 19.0 6.8 *3.9 2.7 255 457 45.6 34/44 1975 16.10.13 Phantom 4dr saloon AAAAA GTI Perf. DSG 155 6.5 16.4 5.9 8.9 2.8 227 258 34.4 32/38 1402 10.7.13
S63 AMG Coupé 155 4.5 9.6 3.4 6.8 2.7 577 664 42.8 22/25 2070 3.12.14 Phantom 155 5.5 11.8 4.4 *2.5 2.8 563 664 51.2 8/28 2560 4.4.18 GTE 138 7.7 18.2 6.1 7.7 2.5 201 258 7.6 44/45 1599 20.5.15
GLA 5dr SUV AAABC Ghost 4dr saloon AAAAC 1.5 TSI R-line 134 8.8 22.7 8.1 9.9 2.1 148 184 28.0 40/52 1324 2.8.17
GLA220 CDI SE 134 8.1 23.8 7.8 4.7 2.65 168 258 36.4 40/48 1535 14.5.14 Ghost 155 4.9 10.6 3.9 *2.3 2.6 563 575 46.0 18/23 2450 7.7.10 T-Roc 5dr SUV AAAAB
GLC 5dr SUV AAAAC Wraith 2dr coupé AAAAB 2.0 TSI SEL 4Mn 134 6.7 20.2 6.5 13.3 3.2 187 236 35.6 31/37 1495 24.1.18
GLC250d 143 7.8 23.5 7.8 15.7 3.2 201 369 46.9 39/43 1845 10.2.16 Wraith 155 4.6 10.0 4.5 *2.1 2.9 624 590 45.9 15/27 2435 21.5.14 Arteon 5dr hatch AAABC
GL 5dr SUV AAAAC Dawn 2dr convertible AAAAC 2.0 BITDI 240 152 6.5 17.7 6.2 8.9 3.3 237 369 37.8 38/56 1828 27.9.17
GL350 AMG Sp’t 137 8.3 24.8 8.2 5.0* 2.6 255 457 37.7 28/33 2455 24.7.13 Dawn 155 5.2 11.6 4.2 *2.4 2.9 563 575 47.7 19/25 2560 1.6.16 Passat 4dr saloon/5dr estate AAAAC
X-Class 4dr pick-up AAABC 2.0 TDI 190 GT 144 8.7 23.6 8.1 13.1 3.2 187 295 37.9 45/52 1614 4.2.15
X250d 4Matic 109 11.2 38.9 11.6 — 3.2 187 332 31.3 27/36 2159 20.6.18 S E AT GTE 140 7.6 19.0 6.1 7.8 3.3 215 295 32.3 38/43 1722 7.9.16
SL 2dr convertible AAAAC Ibiza 5dr hatch AAAAB Touran 5dr MPV AAAAC
SL500 155 4.3 9.9 3.6 6.5 2.7 429 516 39.6 10/24 1815 8.8.12 SE Tech’y 1.0 TSI 113 10.0 34.1 10.0 10.1 3.0 94 129 27.2 45/56 1047 19.7.17 2.0 TDI 150 SE 128 9.9 29.3 9.7 13.6 3.2 148 251 37.0 54/60 1571 3.2.16
Leon 3/5dr hatch AAAAC Tiguan 5dr SUV AAAAB
MG SC 2.0 TDI FR 142 8.0 22.1 7.5 9.6 2.9 181 280 35.6 47/54 1350 4.9.13 2.0 TDI 150 SE 127 10.4 33 9.6 12.4 3.2 148 251 40 44/52 1683 22.6.16
3 5dr hatch AAABC Cupra SC 280 155 5.9 13.6 4.4 7.1 2.7 276 258 27.2 28/36 1441 26.3.14 Caravelle 5dr MPV AAAAC
1.5 3Form Sp’t 108 11.4 41.5 11.6 19.6 2.8 105 101 22.2 37/41 1150 25.12.13 Alhambra 5dr MPV AAAAC 2.0 BITDI Exec. 126 11.6 36.1 11.7 10.2 3.2 201 332 22.7 38/45 2386 23.12.15
GS 5dr SUV AAACC 2.0 TDI 170 DSG 127 10.5 38.3 11.2 *7.0 3.0 168 258 30.5 35/40 1935 1.12.10 Touareg 5dr SUV AAABC
1.5 TGI Excite 118 8.9 25.5 8.3 12.4 2.8 164 184 29.3 29/38 1395 20.7.16 Arona 5dr SUV AAAAC 3.0 TDI R-Ln Tch 146 7.2 18.6 6.5 21.5 2.8 282 442 47.6 37/42 2070 8.8.18
SE Tech’y 1.0 TSI 107 10.5 — 10.6 11.9 3.1 94 129 26.2 37/41 1165 15.11.17
MINI Ateca 5dr SUV AAAAB V O LV O
Mini 3dr hatch AAAAB 1.6 TDI SE 114 10.5 35.6 9.3 14.0 2.9 114 184 36.4 50/62 1300 19.10.16
XC40 5dr SUV AAAAB
Cooper S 146 6.9 17.1 5.9 6.7 2.5 189 221 26.4 35/54 1235 2.4.14 D4 AWD First Ed. 130 8.5 24.8 8.5 13.7 3.0 188 295 39.8 38/44 1735 7.2.18
C’per S Wks 210 146 7.2 16.4 6.0 6.5 3.0 207 221 26.5 31/47 1235 6.12.17 SMART S60 4dr saloon AAAAC
Clubman 5dr hatch AAABC Forfour Electric Drive 5dr hatch AABCC D4 SE Nav 143 7.6 20.4 6.9 9.2 3.0 179 295 39.4 46/59 1580 5.3.14
Cooper D 132 8.6 25.9 8.2 10.0 2.9 148 243 34.9 51/52 1320 25.11.15 Prime Premium 81 13.2 — 14.5 10.6 2.8 80 118 — 260Wh/m 1200 23.8.17 S90 4dr saloon AAAAC
Convertible 2dr convertible AAAAB D4 Momentum 140 8.2 22.1 7.9 11.1 2.6 188 295 40.1 40/51 1717 13.7.16
Cooper 129 9.2 25.4 8.8 12.4 2.7 134 162 31.0 46/53 1280 6.4.16 S KO DA V60 5dr estate AAAAC
Countryman 5dr hatch AAABC Fabia 5dr hatch AAAAC D4 M’tum Pro 137 8.9 23.8 8.2 12.7 2.8 188 295 41.0 35/43 1847 27.6.18
Cooper D 129 9.0 26.4 8.4 11.5 2.8 148 243 36.2 42/48 1480 22.2.17 1.2 TSI 90 SE-L 113 12.6 46 12.5 15.0 3.4 89 118 26.1 45/49 1109 21.1.15 XC60 5dr SUV AAABC
Plug-in Hybrid 123 6.7 24.4 6.2 5.5 3.5 221 284 30.1 42/50 1735 26.7.17 Octavia 4dr saloon/5dr estate AAAAC D4 AWD R-Des’n 127 8.9 26.2 8.8 14.2 2.8 188 295 38.9 40/49 1836 5.7.17
vRS 245 Estate 155 6.9 16.2 5.8 7.3 2.9 242 273 29.8 33/39 1392 16.8.17 XC90 5dr SUV AAAAC
MITSUBISHI Rapid 4dr saloon AAABC D5 Momentum 137 8.3 23.9 8.3 *5.0 — 222 347 33.6 37/39 2009 17.6.15
Eclipse Cross 5dr SUV AAACC 1.2 TSI 114 11.3 45.5 11.5 14.2 2.9 84 118 26.1 40/47 1175 5.12.12
1.5 First Ed 2WD 127 9.0 26.5 8.3 13.8 3.0 161 184 30.9 34/45 1455 14.3.18 Superb 5dr hatch/estate AAAAB WESTFIELD
Outlander 5dr SUV AAABC 2.0 TDI SE 135 8.8 24.9 8.2 11.2 2.8 148 251 37.2 47/54 1505 9.9.15 Sport 0dr roadster AAAAC
2.2 DiD GX5 118 10.2 32.9 10.1 11.1 3.07 147 265 34.7 38/45 1675 27.3.13 Kodiaq 5dr SUV AAAAC Sport 250 142 3.6 11.1 6.4 4.0 2.7 252 270 22.7 32/42 665 29.11.17
PHEV GX4hs 106 10.0 30.5 9.5 6.2 3.0 200 245 — 44/38 1810 16.4.14 2.0 TDI Edition 121 9.5 34.7 10.1 12.2 2.8 148 251 33.5 37/48 1751 23.11.16
ZENOS
MORGAN S S A N GYO N G E10 0dr roadster AAAAB
Plus 8 2dr roadster AAACC Tivoli XLV AAACC S 140 4.3 11.2 4.1 5.3 2.9 250 295 33.9 21/23 725 7.10.15
4.8 V8 — 4.9 11.1 4.0 8.3 3.2 390 370 36.0 24/32 1230 22.8.12 ELX auto 107 12.0 44.5 12.6 7.9 3.1 113 221 33.2 45/58 1425 14.9.16
3 Wheeler 2dr roadster AAAAA
3 Wheeler 115 8.0 29.9 7.7 5.1 3.56 80 103 21.3 30/- 520 6.6.12

80 AUTOCAR.CO.UK 5 SEPTEMBER 2018

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05 SEPTEMBER 2018 AUTOCAR.CO.UK 81

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ABARTH 2.0 Turbo Petrol 280 276 149 5.7 46.3 141 1.6 TDI 116 114 127 10.4 68.9-70.6 105-108
595 3dr hatch/2dr open £15,690–£20,890 AAABC 2.2 Turbo Diesel 150 148 137 8.2 67.3 109 2.0 TDI 150 148 139 8.1-8.6 61.4-67.3 110-118
The Fiat 500’s Abarth makeover makes it a true pocket rocket. 2.2 Turbo Diesel 180 177 143 7.1 67.3 109 2.0 TDI 150 quattro 148 136 8.3 57.6-58.9 126-129
LxWxH 3657x1627x1485 Kerb weight NA 2.9 BiTurbo Quadrifoglio 503 191 3.9 34.4 189 2.0 TDI 184 181 149 7.4 61.4-62.8 117-120
1.4 T-jet 145 143 130 7.8-8.0 47.1-48.7 134-139 2.0 TDI 184 quattro 181 147 6.8 55.4-57.6 129-133
1.4 T-jet 160 Trofeo 157 135 7.3 47.1 139 Stelvio 5dr SUV £34,035–£69,500 AAAAB
1.4 T-jet 165 Turismo 162 135 7.3-7.4 47.1-48.7 134-139 Alfa’s first SUV is a solid effort. Choosing the petrol version gives it A3 Cabriolet 2dr open £30,235–£42,645 AAAAC
1.4 T-jet Competizione 177 140 6.7-6.9 47.1-48.7 134-139 charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg Compact, affordable, usable and refined. Strong performance, too.
2.2 Turbo D 180 177 130 7.6 60.1 124 LxWxH 4423x1793x1409 Kerb weight 1380kg
695 3dr hatch/2dr open £23,040–£25,595 AAABC 2.2 Turbo D 180 Q4 AWD 177 130 7.6 58.9 127 1.5 TFSI 150 148 137 8.9 52.3-56.5 112-119
A convincing track-day 500 with decent dynamic ability. Overly 2.0 Turbo D 210 Q4 AWD 207 134 6.6 58.9 127 2.0 TFSI 190 187 155 7.2-7.3 46.3-48.7 128-131
firm ride spoils it, though. LxWxH 3657x1627x1485 Kerb weight NA 2.0 Turbo 200 Q4 AWD 197 134 7.2 40.4 161 2.0 TFSI 190 quattro 187 150 6.9 44.8-46.3 132-136
1.4 T-jet XSR Yamaha 162 135 7.3-7.4 47.1-48.7 134-139 2.0 Turbo 280 Q4 AWD 276 143 5.7 40.4 161 2.0 TFSI S3 quattro 305 155 4.6-5.3 39.8-43.5 151-163
1.4 T-jet 180 Rivale 177 140 6.7-6.9 47.1-48.7 134-139 2.9 BiTurbo Quadrifoglio 503 197 3.8 31.4 210 1.6 TDI 116 114 125 11.2 64.2-67.3 110-114
1.4 T-jet 190 Biposto 187 143 5.9 45.9 145 ASTON MARTIN 2.0 TDI 150 148 139 8.7-8.9 60.1-65.7 113-122
4C Spider 2dr open £59,835 AAABC Vantage 2dr coupé £120,900 AAAAB 2.0 TDI 150 quattro 148 136 8.8 56.5-57.6 129-132
124 Spider 2dr open £29,625–£31,935 AAAAB It may be flawed but it’s rewarding to drive, if not the last word in The faster, cleverer, more hardcore entry-level Aston tops its 2.0 TDI 184 181 149 7.9 58.9-60.1 122-125
Only a mildly upgraded version of the standard car – but what a finesse. LxWxH 3989x1864x1183 Kerb weight 934kg class. LxWxH 4465x1942x1273 Kerb weight 1630kg 2.0 TDI 184 quattro 181 147 7.4 53.3-55.4 134-138
revelation it is. LxWxH 4054x1740x1233 Kerb weight 1060kg 1.75 TBi 240 236 160 4.5 40.9-41.5 157-161 4.0 V8 503 195 3.5 26.8 245
1.4 T-jet 170 167 142-144 6.9 42.8-44.1 148-153 A4 4dr saloon £31,045–£46,725 AAAAC
ALPINA DB11 2dr coupé £147,900–£161,900 AAAAA High quality and competent but leaves the dynamic finesse to its
A L FA R O M E O B3 S 4dr saloon/5dr touring £62,000–£63,000 AAAAC The stunning replacement for the already seductive DB9 is tyre- rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg
Mito 3dr hatch £13,845–£21,385 AAACC Previously falling behind in the power stakes, but the recent shreddingly good. LxWxH 4385x1865x1270 Kerb weight 1760kg 1.4 TFSI 150 148 130 8.5-8.7 50.4-53.3 126-131
Likeable, good-looking hatch is practical, too, but dynamic flaws facelift rectifies that. LxWxH 4632x1811x1431 Kerb weight 1705kg 4.0 V8 503 187 4.0 20.9 230 2.0 TFSI 190 187 149 7.3 52.3-55.4 122-129
make it an also-ran. LxWxH 4063x1720x1446 Kerb weight 1080kg 3.0 BiTurbo 433 188-190 4.3 34.9-35.8 180-185 5.2 V12 AMR 630 208 3.7 24.8 265 2.0 TFSI 252 quattro 248 155 5.8 43.5-47.9 116-122
1.4 78hp 76 103 13.0 50.4 130 3.0 V6 TFSI S4 quattro 349 155 4.7 37.7 170
0.9 TB Twinair 105 103 114 11.4 67.3 99 B4 S 2dr coupé/open £63,000–£67,000 AAABC Vanquish 2dr coupé £199,950–£223,995 AAAAC 2.0 TDI 150 ultra 148 130 8.7-8.9 68.9-74.3 99-107
1.4 TB Multiair 140 138 130 8.1 52.3 124 A retuned version of the 4 Series that feels more at home on the Dazzlingly beautiful and expressive big Aston plays the long- 2.0 TDI 150 148 136-137 8.7-8.9 65.7-70.6 101-111
1.4 TB Multiair 170 167 136 7.3 52.3 124 track than the road. LxWxH 4640x1825x1373 Kerb weight 1690kg legged cruiser well. LxWxH 4692x1912x1294 Kerb weight 1739kg 2.0 TDI 190 ultra 187 130 7.7 67.3-72.4 102-109
1.3 JTDM-2 95 93 112 12.5 83.1 89 3.0 BiTurbo 433 189-190 4.2-4.3 34.0-35.8 180-190 6.0 V12 Vanquish S 595 201 3.5 21.6 302 2.0 TDI 190 187 147-149 7.7 62.8-67.3 111-118
6.0 Vanquish S Volante 595 201 3.7 21.6 302 2.0 TDI 190 quattro 187 146 7.2 61.4-64.2 114-121
Giulietta 5dr hatch £19,960–£30,205 AAACC B5 4dr saloon/5dr touring £89,000–£91,000 AAAAC 3.0 V6 TDI 218 215 155 6.6 62.8-67.3 109-117
Long in the tooth but still seductive, shame it’s not rounded or Is it the best alternative to an M5? Yes, at least from a practicality Rapide S 4dr saloon £149,500–£152,000 AAAAC 3.0 V6 TDI 218 quattro 215 155 6.3 58.9-61.4 119-127
lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg The Rapide is one of the most elegant four-door sports cars in the 3.0 V6 TDI 272 quattro 268 155 5.3 54.3-57.6 129-137
1.4 TB 120 118 121 9.4 45.6 144 4.4 V8 BiTurbo 599 200-205 3.5-3.7 26.2-26.9 240-247 world. LxWxH 5019x1929x1360 Kerb weight 1990kg
1.4 TB Multiair 150 148 130 8.2 51.4 127 6.0 V12 552 203 4.4 21.9 300 A4 Avant 5dr estate £32,465–£62,860 AAAAC
1.4 TB Multiair 170 167 135 7.6 57.7 114 B6 2dr open £108,571 AAAAC Classy and demure estate lacks the dynamic sparkle of rivals.
1.75 TBi 240 236 152 6.0 41.5 157 A ballistic coupé and convertible best suited to pounding the AU D I LxWxH 4725x1842x1434 Kerb weight 1370kg
1.6 JTDM-2 120 118 121 10.0-10.2 74.3 99 autobahns. LxWxH 4894x1894x1375 Kerb weight 1945kg
1.4 TFSI 150 148 130 8.9-9.0 A1 3dr hatch £15,955–£28,865 AAABC 48.7-51.4 126-139
2.0 JTDM-2 150 148 130 8.8 67.3 110 4.4 V8 BiTurbo 591 2.0 TFSI 190
203 187
4.2 149 7.5 29.4 224 Audi’s answer to the Mini is fun and refined. 50.4-53.3 121-128
2.0 JTDM-2 175 167 136 7.8 65.7 113 2.0 TFSI 252 quattro 248 155 6.0 LxWxH 3973x1740x1416 Kerb weight 1035kg 42.8 149-150
B7 4dr saloon £115,000 AAAAC 1.0 TFSI 95 93 116 11.1 62.8-67.3 97-103 3.0 V6 TFSI S4 quattro 349 155 4.9 37.2 175
Giulia 4dr saloon £29,880–£61,625 AAAAB A 7 Series with a power boost gives BMW a worthy challenger to 1.4 TFSI 125 123 127 8.9 54.3-57.6 112-123 2.9 V6 TFSI RS4 quattro 443 155 4.1 32.1 199-200
Handsome and special dynamically but lacks finesse and only the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg 2.0 TFSI S1 quattro 227 155 5.9 39.2-39.8 166-168 2.0 TDI 150 ultra 148 130 9.0-9.2 67.3-70.6 104-110
comes as an auto. LxWxH 4643x1860x1436 Kerb weight 1429kg 4.4 V8 BiTurbo 599 205 4.2 29.4 222 1.6 TDI 116 114 124 9.5 70.6-74.3 99-106 2.0 TDI 150 148 132-133 9.0-9.2 64.2-67.3 111-116
2.0 Turbo Petrol 200 197 146 6.6 47.1 138 2.0 TDI 190 ultra 187 130 7.9 65.7-68.9 106-112
D3 4dr saloon/5dr touring £48,824–£53,277 AAAAC A1 Sportback 5dr hatch £16,575–£30,685 AAABC 2.0 TDI 190 187 143-146 7.9 61.4-65.7 113-121
An intoxicating mix of performance and frugality makes the D3 a Rear doors add convenience to an already attractive package. 2.0 TDI 190 quattro 187 143 7.4 60.1-62.8 116-123
S TA R R AT I N G S E X P L A I N E D
compelling choice. LxWxH 4632x1811x1428 Kerb weight 1660kg LxWxH 3973x1746x1422 Kerb weight 1035kg 3.0 V6 TDI 218 215 152 6.7 61.4-64.2 114-121
3.0 BiTurbo 345 170-171 4.6 52.3-53.3 139-142 1.0 TFSI 95 93 116 11.1 62.8-67.3 97-103 3.0 V6 TDI 218 quattro 215 152 6.4 57.6-60.1 123-129
1.4 TFSI 125 123 127 8.9 54.3-57.6 112-123 3.0 V6 TDI 272 quattro 268 155 5.4 52.3-55.4 134-142
CCCCC Inherently dangerous/unsafe. Tragically, D4 2dr coupé/open £52,000–£56,000 AAAAC 2.0 TFSI S1 quattro 227 155 5.9 39.2-39.8 166-168
irredeemably flawed. Precise dynamics with added Alpina kudos and a great engine. 1.6 TDI 116 114 124 9.5 70.6-74.3 99-106 A4 Allroad 5dr estate £41,870–£45,360 AAAAC
BCCCC Appalling. Massively significant failings. LxWxH 4640x1825x1382 Kerb weight 1660kg Quality load-hauler gets a rugged makeover to make it even more
ACCCC Very poor. Fails to meet any accepted 3.0 BiTurbo 345 171-173 4.6-5.0 47.9-53.3 139-155 A3 Sportback 5dr hatch £22,360–£45,305 AAAAC capable. LxWxH 4750x1842x1493 Kerb weight 1580kg
class boundaries. All the above but with the added convenience of five doors and a 2.0 TFSI 252 quattro 148 153 6.1 41.5-43.5 148-154
D5 S 4dr saloon £62,000 AAAAC usefully larger boot. LxWxH 4313x1785x1426 Kerb weight 1180kg 2.0 TDI 190 quattro 187 136 7.8 55.4-57.6 128-134
ABCCC Poor. Within acceptable class The excellent 5 Series receives some Alpina tweaking to make it a 1.0 TFSI 116 114 128 9.9 60.1-62.8 104-108 3.0 V6 TDI 218 quattro 215 143 6.6 53.3-55.4 137-143
boundaries in a few areas. Still not brilliant cruiser. LxWxH 4956x1868x1466 Kerb weight 1870kg 1.4 TFSI 150 e-tron 148 138 7.6 156.9-166.2 38-40 3.0 V6 TDI 272 quattro 268 155 5.5 51.4-53.3 139-146
recommendable. 3.0 BiTurbo 345 171 1.5 TFSI 150
4.9 46.3 161 148 136 8.2 54.3-58.9 110-118
AACCC Off the pace. Below average in nearly 2.0 TFSI 190 187 151 6.8-6.9 48.7-50.4 129-130 A5 2dr coupé £34,490–£64,260 AAAAC
ALPINE 2.0 TFSI 190 quattro 187 146 6.2 47.9-48.7 133-134 Refreshed coupé gets a sharper look and a refreshed interior. Still
all areas. A110 2dr coupé £46,905-£50,805 AAAAA 2.0 TFSI S3 quattro 305 155 4.6-5.3 39.8-43.5 150-163 mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg
AABCC Acceptable. About average in key areas, A much, much greater car and achievement than the sum of its 2.5 TFSI RS3 quattro 394 155 4.1
1.4 TFSI 150 33.6-34.0 189-192 148 130 8.9 50.4-53.3 122-127
but disappoints. parts suggest. LxWxH 4180x1980x1252 Kerb weight 1080kg 1.6 TDI 116 114 125 10.4
2.0 TFSI 190 67.3-72.4 103-109 187 149 7.2-7.3 47.9-55.4 124-129
1.8 Turbo 252 155 4.5 45.5 141 2.0 TDI 150 148 135 8.1-8.6
2.0 TFSI 252 quattro 62.8-67.3 109-116 248 155 5.8 44.1-45.6 141-144
AAACC Competent. Above average in some 2.0 TDI 150 quattro 148 133 8.3
3.0 V6 TFSI S5 quattro 58.9 126-127 349 155 4.7 38.2 170
areas, average in others. Outstanding ARIEL 2.0 TDI 184 181 145 7.4
2.9 V6 TFSI RS5 quattro 61.4-62.8 118-119 443 155 3.9 32.5 197
in none. Atom 0dr open £30,572 AAAAB 2.0 TDI 184 quattro 181 143 6.8
2.0 TDI 190 ultra 56.5-57.6 129-130 187 130 7.7 67.3-70.6 105-111
AAABC Good. Competitive in key areas. Exhilarating, superbike-fast mentalist is less usable than some but 2.0 TDI 190 187 148-149 7.7 62.8-67.3 111-118
AAAAC Very good. Very competitive in key still marvellous. LxWxH 3410x1828x1195 Kerb weight 520kg A3 Saloon 4dr saloon £24,080–£46,255 AAAAC 2.0 TDI 190 quattro 187 146 7.2 61.4-64.2 114-121
2.0 K20Z i-VTEC 245 145 3.1 NA NA Undercuts the case to own an A4. Upmarket interior and good to 3.0 V6 TDI 218 quattro 215 155 6.2 58.9-61.4 119-127
areas, competitive in secondary 3.5R 350 NA NA NA NA drive. LxWxH 4458x1796x1416 Kerb weight 1240kg
respects. 1.0 TFSI 116 114 128 9.9 60.1-62.8 106-107 A5 Sportback 5dr coupé £33,845–£49,525 AAAAC
AAAAB Excellent. Near class-leading in key Nomad 0dr open £38,000 AAAAA 1.5 TFSI 150 148 139 8.2 54.3-56.5 112-119 Refined, good-looking four-door coupé is sadly short on charm and
areas and in some ways outstanding. Well inside the top 10 list of our favourite cars. A revelation and a 2.0 TFSI 190 187 155 6.8-6.9 48.7-50.4 128-131 finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg
riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg 2.0 TFSI 190 quattro 187 150 6.2 47.9-49.6 132-136 1.4 TFSI 150 148 130 8.9 50.4-52.3 124-130
AAAAA Brilliant, unsurpassed. All but flawless. 2.4 K24 i-VTEC 235 125 3.4 NA NA 2.0 TFSI S3 quattro 305 155 4.6-5.3 39.8-43.5 151-163 2.0 TFSI 252 quattro 248 155 6.0 43.5-44.1 144-148
2.5 TFSI RS3 quattro 394 155 4.1 33.6-34.0 188-191 3.0 V6 TFSI S5 quattro 349 155 4.7 37.7 170
 N E W CAR PR I CES
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2.0 TDI 150 148 135-136 8.9-9.0 65.7-67.3 109-114 3.0 V6 TDI quattro e-tron 254 143 6.2 148.7-156.9 48-50 120d 187 141 7.1-7.2 60.1-62.8 120-124
2.0 TDI 190 ultra 187 130 7.9-8.0 65.7-68.9 106-113 4.0 V8 TDI SQ7 quattro 429 155 4.9 37.2-39.2 190-199 120d xDrive 187 138 6.9 54.3-55.4 135-138
2.0 TDI 190 187 146-148 7.9 61.4-67.3 109-119 125d 220 149 6.4 58.9 126
2.0 TDI 190 quattro 187 146 7.4 60.1-62.8 117-124 TT 2dr coupé £29,405–£53,030 AAAAC
3.0 V6 TDI 218 quattro 215 152 6.4 Still serves up plenty of pace, style and usability for the money. It’s 2 Series 2dr coupé £25,060–£51,930
58.9-61.4 119-125 AAAAB
better to drive, too. LxWxH 4177x1832x1353 Kerb weight 1210kg A proper compact coupé now. Could be better equipped, however.
A5 Cabriolet 2dr open £42,340–£52,540 AAAAC 1.8 TFSI 180 177 149 6.9 47.1 138 LxWxH 4432x1774x1418 Kerb weight 1420kg
More practical than smaller options. Lower-powered, steel-sprung 2.0 TFSI 230 226 155 5.9-6.0 43.5-46.3 141-150 218i 134 130 8.8-8.9 50.4-53.3 124-130
trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 TFSI 230 quattro 226 155 5.3 42.8 153 220i 181 143 7.2 47.9 134-136
2.0 TFSI 190 187 147-148 7.9 46.3-50.4 127-139 2.0 TFSI TTS quattro 305 155 230i
4.6-4.9 38.7-40.9 159-168 248 155 5.6 47.9 134
2.0 TFSI 252 quattro 248 149 6.3 42.2-42.8 149-152 2.5 TFSI TT RS quattro 394 155 M240i
3.7 33.6-34.4 187-192 335 155 4.6-4.8 36.2-39.8 163-179
3.0 V6 TFSI S5 quattro 349 155 5.1 36.2 177 2.0 TDI 184 ultra 181 149 M2 Competition
7.1 60.1 124 404 155 4.2-4.4 28.2-30.7 209-227
2.0 TDI 190 187 144 8.3 60.1-62.8 118-124 2.0 TDI 184 quattro 181 145 218d
6.7 52.3 142 148 132 8.3-8.5 61.4-62.8 119-120
2.0 TDI 190 quattro 187 144 7.8 57.6-60.1 122-128 220d 187 143 7.1-7.2 61.4 121-122
3.0 V6 TDI 218 quattro 215 149 6.8 54.3-57.6 128-137 TT Roadster 2dr open £31,155–£54,780 AAAAC 220d xDrive 187 140 7.0 55.4 135 330d xDrive 254 155 5.4 47.1 158
Plenty of pace and driver reward, along with prestige and design- 225d 220 151 6.3 60.1 124 335d xDrive 308 155 4.9 44.1 168
A6 4dr saloon £33,165–£58,605 AAAAC icon style. LxWxH 4177x1832x1355 Kerb weight 1300kg
Supremely well-constructed but a bit soulless to drive. A smart 1.8 TFSI 180 177 147 7.2 46.3 142 2 Series Convertible 2dr open £28,260–£42,190 AAABC 4 Series 2dr coupé £34,300–£63,465 AAAAC
office on wheels. LxWxH 4932x1874x1455 Kerb weight 1570kg 2.0 TFSI 230 226 155 6.1-6.2 42.2-45.6 144-155 Better than its 1 Series forebear but lacks truly distinguishing A talented GT and a brilliant B-road steer that is very well-equipped.
1.8 TFSI 190 187 145 7.9 47.9-50.4 130-138 2.0 TFSI 230 quattro 226 155 5.6 40.9 158 premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg LxWxH 4640x1825x1377 Kerb weight 1475kg
2.0 TFSI 252 quattro 248 155 6.5 40.9-42.2 153-158 2.0 TFSI TTS quattro 305 155 4.9-5.2 37.7-39.8 163-173 218i 134 130 9.4-9.6
420i 48.7-50.4
181 146 131-139
7.3-7.5 46.3-48.7 134-141
2.0 TDI 190 ultra 187 144 8.2-8.4 62.8-67.3 109-119 2.5 TFSI TT RS quattro 394 155 3.7 33.6-34.4 187-192 220i 181 143 7.7 420i xDrive 46.3
181 144 138-140
7.6-7.8 40.9-45.6 144-161
2.0 TDI 190 quattro 187 143 7.7 56.5-57.6 128-133 2.0 TDI 184 ultra 181 147 7.3 58.9 129 230i 248 155 5.9 430i 45.6
248 155 142
5.8-5.9 43.5-48.7 136-151
3.0 V6 TDI 272 quattro 268 155 5.5 54.3-55.4 133-138 2.0 TDI 184 quattro 181 143 7.0 50.4 147 M240i 335 155 4.7-4.9
440i 34.0-38.2
321 155 169-189
5.0-5.2 36.7-41.5 159-179
3.0 BiTDI 320 quattro 315 155 5.0 45.6-47.1 159-164 218d 148 132 8.8-9.0
M4 54.3-58.9
425 155 127-136
4.1-4.3 31.0-34.0 194-204
4.0 V8 TFSI S6 quattro 443 155 4.4 30.1-30.7 214-218 R8 2dr coupé £112,520–£141,200 AAAAC 220d 187 143 7.5-7.6
M4 Competition pack 55.4-58.9
444 155 126-135
4.0-4.2 31.0-34.0 194-204
Usable but no less involving or dramatic for it. V10 is deliciously 225d 220 151 6.5 420d 56.5
187 146 130
7.2-7.4 58.9-60.1 124-125
A6 Avant 5dr estate £50,210–£88,385 AAAAC brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg 420d xDrive 187 144 7.3 54.3 136
A capable stress-buster. BiTDI engine is a giant killer; the RS6 is 5.2 V10 FSI RWS 532 198 3.7 22.8 283 2 Series Active Tourer 5dr hatch £24,910–£36,735 AAAAC 430d 254 155 5.5 51.4 144
simply monstrous. LxWxH 4943x1874x1461 Kerb weight 1635kg 5.2 V10 FSI quattro 532 198 3.5 22.4 287 BMW’s FWD hatch is a proper contender but not as practical as 430d xDrive 254 155 5.2 47.9 154
1.8 TFSI 190 187 140 8.2 47.1-49.6 134-142 5.2 V10 FSI Plus quattro 601 205 3.2 21.1 306 some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg 435d xDrive 308 155 4.7 45.6 162
2.0 TFSI 252 quattro 248 155 6.7 39.8-40.9 157-163 218i 134 127 9.3 48.7 132
2.0 TDI 190 ultra 187 140 8.5-8.7 60.1-64.2 114-124 R8 Spyder 2dr open £121,210–£149,890 AAAAC 220i 181 142 7.4 47.9-50.4 134 4 Series Convertible 2dr open £40,600–£66,845 AAAAC
2.0 TDI 190 quattro 187 139 7.9 54.3-55.4 132-138 Taking the roof off the R8 enhances the drama tenfold. 225xe 248 125 6.7 113 57 A talented gran tourer with the ability to remove the roof. What’s
3.0 V6 TDI 272 quattro 268 155 5.7 52.3-53.3 138-144 LxWxH 4426x1940x1245 Kerb weight 1680kg 216d 335 121 11.1 65.7 112-113 not to like? LxWxH 4640x1825x1384 Kerb weight 1700kg
3.0 BiTDI 320 quattro 315 155 5.2 44.1-45.6 164-169 5.2 V10 FSI RWS 532 197 3.8 22.4 286 218d 148 129 9.0-9.1 62.8 119 420i 181 146 8.2-8.4 42.8-45.6 144-153
4.0 V8 TFSI S6 quattro 443 155 4.6 29.4-30.1 219-224 5.2 V10 FSI quattro 532 197 3.6 22.1 290 220d 187 141 7.6 64.2 117 430i 248 155 6.3-6.4 40.4-44.8 146-162
4.0 V8 TFSI RS6 quattro 552 155 3.9 29.4 223 5.2 V10 FSI Plus quattro 601 204 3.3 20.8 309 220d xDrive 187 138 7.5 60.1 124 440i 321 155 5.4 39.2 167
4.0 TFSI RS6 Performance 596 155 3.7 29.4 223 M4 425 155 4.4-4.6 29.7-32.5 203-218
BAC 2 Series Gran Tourer 5dr MPV £26,775–£36,615 AAAAB M4 Competition pack 444 155 4.3-4.5 29.7-32.5 203-218
A6 Allroad 5dr estate £48,785–£59,015 AAAAC Mono 0dr open £165,125 AAAAB Brings a proper premium MPV to the table. Third row seats aren’t 420d 187 146 8.1-8.2 54.3-56.5 132-138
Rugged version of the A6 Avant sports a degree of off-roading An F-22 Raptor for the road, only significantly better built. adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 430d 254 155 5.9 48.7 153
ability. LxWxH 4938x1898x1534 Kerb weight 1890kg LxWxH 3952x1836x1110 Kerb weight 580kg 218i 134 127 9.5-9.8 47.1 137 435d xDrive 308 155 5.2 44.1 169
3.0 V6 TDI 218 quattro 215 143 7.1 49.6 149 2.5 VVT 305 170 2.8 NA NA 220i 181 137 7.8 44.8-47.9 134-143
3.0 V6 TDI 272 quattro 268 155 6.2 50.4 149 216d 335 119 11.8 62.8-64.2 116-117 4 Series Gran Coupé 4dr coupé £34,300–£48,985 AAAAC
3.0 BiTDI 320 quattro 315 155 5.5 43.5 172 BENTLEY 218d 148 127 9.6 60.1-61.4 121-125 Essentially a prettier 3 Series. Good, but not better than the
Continental GT 2dr coupé £156,700
AAAAC 220d 187 138 8.2 61.4 122 regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg
A7 5dr coupé £52,925–£94,185 AAAAC Refined and improved in every area, making the Conti a superb 220d xDrive 187 135 8.0 57.6 129 420i 181 146 7.5-7.7 46.3-48.7 134-141
Curiously droopy-looking but otherwise impressive. RS7 is brutally grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 420i xDrive 181 144 7.8-8.1 40.9-45.6 144-161
quick, too. LxWxH 4974x1911x1420 Kerb weight 1955kg 6.0 W12 626 207 3.6 23.2 278 3 Series 4dr saloon £27,800–£62,905 AAAAB 430i 248 155 5.9 43.5-48.7 136-151
3.0 45 TDI quattro 227 155 6.5 48.7 150 Decent cabin space and engine range but doesn’t measure up on 440i 321 155 5.1 41.5 159
3.0 55 TFSI quattro 335 155 5.1 39.8 161 Flying Spur 4dr saloon £132,800–£169,800 AAABC handling and finesse. LxWxH 4633x1811x1429 Kerb weight 1425kg 420d 187 146 7.4-7.6 57.6-58.9 126-128
3.0 50 TDI quattro 281 155 5.5 48.4 150 Undoubtedly luxurious but misses the mark on refinement and 318i 134 130 8.9-9.1 51.4-54.3 122-129 420d xDrive 187 144 7.5 54.3 136
4.0 V8 TFSI S7 quattro 443 155 4.6 29.7 220 tech sophistication. LxWxH 5299x1984x1488 Kerb weight 2417kg 320i 181 146 7.2-7.3 47.9-51.4 134-138 430d 254 155 5.6 51.4 144
4.0 V8 TFSI RS7 quattro 552 155 3.9 29.7 4.0 V8 221 500 183 4.9 25.9 254 320i xDrive 181 144 7.5-7.6 41.5-51.4 142-159 430d xDrive 254 155 5.3 47.9 155
4.0 TFSI RS7 Performance 596 155 3.7 29.7 221
4.0 V8 S 521 190 4.6 25.9 254 330i 248 155 5.8-5.9 43.5-48.7 136-151 435d xDrive 308 155 4.8 45.6 163
6.0 W12 616 199 4.3 19.2 335 340i 321 155 5.1-5.2 36.7-41.5 159-179
A8 4dr saloon £69,415–£77,905 AAAAC 6.0 W12 Speed 626 202 4.2 19.2 335 M3 425 155 4.1-4.3 32.1-34.0 194-204 5 Series 4dr saloon £36,275–£96,205 AAAAB
Technical tour de force benefits from Audi’s knack of making very M3 Competition package 444 155 4.0-4.2 32.1-34.0 194-204 The perfect compromise between the comfy E-Class and dynamic
good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg Mulsanne 4dr saloon £229,360–£275,000 AAAAC 330e 248 139 6.1 134.5 45-49 XF, and then some. LxWxH 5493x1868x1479 Kerb weight 1530kg
3.0 V6 50 TDI quattro 282 155 5.9 48.7-50.4 145-152 If the Rolls Phantom is best from the back seat, the Mulsanne is 316d 114 127 10.8-10.9 60.1-61.4 120-124 520i 181 146 7.8 50.4-52.3 124-129
3.0 V6 55 TFSI quattro 335 155 5.6 36.2-37.7 171-178 best in the front. LxWxH 5575x1926x1521 Kerb weight 2685kg 318d 148 133 8.5-8.7 60.1-61.4 121-123 530i 248 155 6.2 48.7 132
3.0 V6 50 TDI quattro LWB 282 155 5.9 48.7-50.4 146-152 6.75 V8 505 184 5.1-5.3 18.8 342 320d Efficient Dynamics 160 143 7.9-8.0 61.4-65.7 114-122 540i xDrive 335 155 4.8 39.2 164
3.0 V6 55 TFSI qu’tro LWB 335 155 5.7 36.2-37.7 171-178 6.75 V8 Speed 530 190 4.8 18.8 342 320d 187 146 7.3-7.4 57.6-60.1 124-127 M5 592 155 3.4 26.9 241
320d xDrive 187 144 7.4 54.3-55.4 135-137 M5 Competition 616 155 3.3 26.1 246
Q2 5dr SUV £22,440–£32,840 AAAAC Bentayga 5dr SUV £135,800–£232,000 AAAAB 330d 254 155 5.6 51.4 144-146 530e 248 146 6.2 141.2 46
Audi’s smallest SUV is a decent stepping stone from the A3 to the Crewe’s first attempt at a luxury SUV is a solid effort. The Diesel is 330d xDrive 254 155 5.3 48.7 153-154 520d 187 147 7.5 60.1-62.7 119-123
Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg wondrous. LxWxH 5140x1998x1742 Kerb weight 2505kg 335d xDrive 308 155 4.8 45.6 162-164 520d xDrive 187 144 7.6 56.4-57.6 129-132
1.0 TFSI 116 114 122 10.1 53.3-55.4 117-121 4.0 V8 542 171 4.4 24.8 260 525d 227 155 6.6 56.4-57.6 128-131
1.4 TFSI 150 148 131 8.5 48.7-54.3 119-130 6.0 W12 600 187 4.0 21.6 296 3 Series Touring 5dr estate £28,800–£46,975 AAAAB 530d 261 155 5.7 55.3 134
2.0 TFSI 190 quattro 187 141 6.5 44.1-44.8 144-146 4.0 V8 Diesel 429 168 4.6 35.3 210 There are more practical estates, but the 3 Series’ dynamism 530d xDrive 261 155 5.4 51.3 144
1.6 TDI 116 114 122 10.3-10.5 61.4-68.9 109-120 make it sparkle. LxWxH 4633x1811x1429 Kerb weight 1470kg
2.0 TDI 150 quattro 148 131 8.1 56.5-58.9 125-131
318i BMW 134 130 9.2-9.3 47.9-51.4 129-137 5 Series Touring 5dr estate £39,005–£54,775 AAAAB
AAABC 320i 1 Series 3dr/5dr hatch £22,450–£37,125 181 146 7.5 44.8-48.7 134-147 The excellent 5 Series made in more practical form. The 520d is
Q3 5dr SUV £28,465–£38,215 AAABC Strong on performance and economy and as good as it could be. 320i xDrive 181 144 7.7-7.9 38.7-44.8 147-169 still the best. LxWxH 4942x1868x1464 Kerb weight 1630kg
Typically refined and competent but feels more like an A3 than an LxWxH 4329x1765x1421 Kerb weight 1375kg 330i 248 155 5.9-6.0 42.2-46.3 143-157 520i 181 139 8.2 47.8-48.7 132-136
Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg 118i 134 130 8.5-8.7 52.3-56.5 112-126 340i 321 155 5.1 40.4 164 530i 248 155 6.5 46.3 139
1.4 TFSI 150 148 126 8.9-9.2 45.6-51.4 127-143 120i 181 139-142 7.1 46.3-48.7 133-140 316d 114 127 11.3-11.4 58.9-60.1 124-127 540i xDrive 335 155 5.1 37.6 172
2.0 TFSI 180 quattro 177 135 7.6 40.4-42.8 152-161 125i 220 151 6.1 47.9 134 318d 148 133 8.9-9.0 58.9-60.1 124-127 520d 187 147 7.8 60.1-61.4 121-124
2.0 TDI 150 148 126 9.6 60.1-62.8 117-124 M140i 335 155 4.6-4.8 36.2-39.8 163-179 320d Efficient Dynamics 160 143 8.2-8.3 57.6-62.8 119-128 520d xDrive 187 144 7.9 53.2-54.3 137-140
2.0 TDI 150 quattro 148 126 9.3 53.3-57.6 129-140 116d 114 124 10.5 62.8-67.3 111-118 320d 187 146 7.5-7.7 55.4-58.9 125-135 525d 227 152 6.8 54.3-60.1 134-138
2.0 TDI 184 quattro 181 136 7.9 50.4-54.3 136-146 118d 148 131 8.2-8.4 61.4-64.2 115-118 320d xDrive 187 144 7.7 52.3-55.4 136-141 530d 261 155 5.8 52.3 141
330d 254 155 5.6 49.6-50.4 148-149 530d xDrive 261 155 5.6 49.5 151
Q5 5dr SUV £40,820–£51,955 AAAAC 330d xDrive 254 155 5.4 47.1 157-158
Appealing combination of Audi allure, affordable SUV practicality 335d xDrive 308 155 4.9 44.8 165-167 6 Series Convertible 2dr open £68,495–£110,055 AAABC
and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg Great engines and interior, but more of a GT than sports car.
2.0 TDI 190 quattro 187 135 7.9 53.3-56.5 132-138 3 Series Gran Turismo 5dr hatch £33,820–£46,315 AAAAC LxWxH 4894x1894x1365 Kerb weight 1890kg
2.0 TFSI 252 quattro 248 147 6.3 39.2-40.4 157-164 Hatchback practicality meets 3 Series dynamic talent. Dull but 640i 315 155 5.5 35.8-36.7 179-184
3.0 V6 TFSI SQ5 quattro 349 155 5.4 33.2-34.0 189-195 decent. LxWxH 4824x1828x1508 Kerb weight 1580kg 650i 443 155 4.6 31.0 213
320i 181 146 8.0-8.1 44.1-47.9 134-146 M6 552 155 4.3 27.4 239
Q7 5dr SUV £51,425–£74,385 AAAAC 320i xDrive 181 144 8.1-8.4 39.8-44.1 146-161 M6 Competition pack 591 155 4.0 27.4 239
Unengaging to drive and light on feel, but the cabin is both huge 330i 248 155 6.1 45.6 136-141 640d 308 155 5.5 48.7-50.4 149-153
and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg 340i 321 155 5.1 38.7 161-166
3.0 V6 TDI 218 quattro 215 134 7.3 45.6-48.7 150-161 320d 187 146 7.8-7.9 56.5 131-136
3.0 V6 TDI 272 quattro 268 145 6.5 44.1-47.1 158-168 320d xDrive 187 144 7.8 53.3 141
330d 254 155 5.7 48.7 152

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6 Series Gran Coupé 4dr coupé £62,465–£106,455 AAAAC Logan MCV Stepway 5dr estate £12,095–£13,695 AAACC 1.3 Multijet 95 93 112 12.0 76.3 99
The 6 Series receives a pair of rear doors and they’re a brilliant Given a rugged makeover but still lacks charm. Extremely 1.6 Multijet 120 118 124 9.8-10.2 74.3-76.3 98-99
visual coup. LxWxH 5007x1894x1392 Kerb weight 1750kg practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg
640i 315 155 5.4 36.2-37.7 178-182 0.9 TCe 90 87 106 12.4 55.4 115 Tipo Station Wagon 5dr estate £14,970–£19,320 AAABC
650i 443 155 4.6 32.1 206 1.5 dCi 90 87 106 13.0 72.4 100 Estate version is more practical, which mixes well with its driving
M6 552 155 4.2 27.4 231 characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg
M6 Competition pack 591 155 3.9 28.5 231 Duster 5dr SUV £9995–£16,395 AAABC 1.4 95 93 115 12.3 49.6 132
640d 308 155 5.4 49.6 152 A value champion. If cheap family transport is what you require, 1.6 E-Torq 110 108 119 11.7 44.8 147
the Duster delivers. LxWxH 4315x2000x1625 Kerb weight 1147kg 1.4 T-Jet 120 118 124 9.8 47.1 139
6 Series Gran Turismo 5dr hatch £47,930–£58,865 AAABC 1.6 SCe 115 111 104-105 11.0-12.0 41.5-44.1 145-155 1.3 Multijet 95 93 112 12.3 76.3 99
A large improvement on the 5GT and dynamically sound. Still an 1.2 TCe 125 121 109-110 10.4-11.0 44.1-46.3 138-145 1.6 Multijet 120 118 124 10.1-10.4 72.4-76.3 98-101
oddball, though. LxWxH 5007x1894x1392 Kerb weight 1720kg 1.5 dCi 110 105 104-105 11.8-12.4 60.1-64.2 115-123
630i 254 155 6.3 42.8-43.4 148-152 124 Spider 2dr open £21,055–£26,905 AAABC
640i xDrive 335 155 5.3 34.4-35.3 183-187 The 124 name has been revived. Although not perfect, it is fun to DS
630d 261 155 6.1 49.0-49.5 3 3dr hatch/2dr open £15,370–£26,170
151-154 AAAAC drive. LxWxH 4054x1740x1233 Kerb weight 1050kg
630d xDrive 261 155 6.0 CHEVROLET
48.0-48.7 Premium-brand philosophy and aesthetics appeal, but the 3 lacks 1.4 Multiair Turbo 140
154-156 138 134 7.5-7.6 42.8-44.1 148-153
Camaro 2dr coupé/convertible £32,625–£45,155 AAABC dynamic refinement. LxWxH 3948x1715x1483 Kerb weight 1090kg
7 Series 4dr saloon £63,040–£138,335 AAAAC An affordable American muscle car, but LHD only and less usable 1.2 PureTech 82 79 108 12.3 61.4 107 FORD
Rules on in-car entertainment and diesel sophistication; otherwise and unrefined. LxWxH 4784x1897 Kerb weight 1539kg 1.2 PureTech 110 107 117-118 9.6-10.2 61.4-65.7 100-105 Ka+ 5dr hatch £10,800–£14,570 AAABC
too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg 2.0 Turbo 268 149 5.9-6.1 34.9-35.3 181-184 1.2 PureTech 130 126 126-127 8.9-9.0 62.8 105 The Ka gets two extra doors, and it’s a breath of fresh air for the
725d 227 152 6.9 55.3-56.4 132-133 6.2 V8 446 155-180 4.4-4.8 22.1-25.4 252-290 1.6 THP 165 158 135 7.6 50.4 129 range. LxWxH 3929x1910x1524 Kerb weight 1055kg
730d 261 155 6.1 51.3-52.3 143-145 1.6 THP 210 202 143 6.5 52.3 125 1.2 Ti-VCT 70 69 99 15.3 56.5 114
730d xDrive 261 155 5.8 48.7-49.5 151-152 Corvette 2dr coupé/open £64,135–£98,655 AAAB 1.6 BlueHDi 100 96 113-117 10.8-11.2 80.7-83.1 87-92 1.2 Ti-VCT 85 83 105 13.3 56.5 114-120
740d xDrive 315 155 5.2 46.3-47.0 159-160 LHD only and less usable and less able than rivals, but disarming 1.6 BlueHDi 120 116 118 9.3 78.5 94
740e 254 155 5.4 128.4-134.5 49-50 and inimitable. LxWxH 4492x1872x1239 Kerb weight 1539kg Fiesta 3dr/5dr hatch £13,715–£22,285 AAAAB
740Le xDrive 254 155 5.3 113.0-117.7 54-56 6.2 V8 459 180 4.1-4.2 22.8-23.0 282-284 4 5dr hatch £21,360–£26,430 AAABC Dynamically superb and continues the Fiesta legacy. No longer the
740Li 321 155 5.6 40.4-41.5 159-164 6.2 V8 Z06 650 196 3.7-3.8 20.0-22.2 291-322 A jack of all trades, master of none. Nice styling, though. class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg
750i 443 155 4.7 34.9-35.3 186-189 1.1 Ti-VCT 70 69 99 14.9 64.2 101 LxWxH 4284x1810x1497 Kerb weight 1255kg
M760Li V12 xDrive 601 155 3.7 22.0 CITROEN
294 1.2 PureTech 130 126 123 9.9 56.5-57.6 114-116 1.1 Ti-VCT 85 83 105 14.0 64.2 101
C-Zero 5dr hatchback £20,495 AAACC 1.6 THP 165 158 131 8.7 50.4 130 1.0T Ecoboost 100 98 111-113 10.5-12.2 54.3-65.7 97-118
X1 5dr SUV £27,630–£36,300 AAAAC Well-engineered electric city car, but too expensive and lacks the 1.6 BlueHDi 120 116 117-120 10.9-11.4 67.3-74.3 100-111 1.0T Ecoboost 125 123 121 9.9 65.7 98
Pick of the premium bunch but a tad unrefined and has ordinary range of rivals. LxWxH 3475x1475x1600 Kerb weight 1120kg 1.6 BlueHDi 180 175 127-135 8.6 64.2 115 1.0T Ecoboost 140 138 125 9.0 62.8 102
handling. LxWxH 4439x1821x1598 Kerb weight 1395kg Electric 64 80 15.9 NA 0 1.5T Ecoboost 200 197 144 6.5 55 114
sDrive18i 138 127 9.7 48.7 132-133 4 Crossback 5dr hatch £23,660–£30,250 AAABC 1.5 TDCi 85 83 108 12.5 88.3 82
sDrive20i 189 138 7.4 44.1-45.6 141-146 C1 3dr hatch/5dr hatch £9185–£13,655 AAABC A more rugged version of the DS4 doesn’t make it any better. 1.5 TDCi 120 118 121 9.0 88.3 89
sDrive18d 148 126 9.3-9.4 61.4 120-121 Slightly cheaper than its Toyota sibling but less visually charming. LxWxH 4284x1810x1497 Kerb weight 1255kg
xDrive18d 148 126 9.3-9.4 56.5-58.9 127-132 LxWxH 3455x1615x1460 Kerb weight 855kg 1.2 PureTech 130 126 123 9.9 56.5 116 Focus 5dr hatch £17,930–£39,925 AAAAC
xDrive20d 187 136 7.8 58.9 126 1.0 VTI 68 67 99 13.0-15.9 67.3-68.9 95-97 1.6 BlueHDi 120 116 117 10.9-11.4 67.3-72.4 103-111 Appeals for its dynamics, but not as it once did. Spacious, stylish
1.0 VTI 72 71 99 12.2 57.6 93 1.6 BlueHDi 180 175 127-135 8.6 64.2 115 and well-priced. LxWxH 4360x2010x1469 Kerb weight 1276kg
X2 5dr SUV £30,040–£38,380,400 AAAAC 1.2 PureTech 82 79 106 10.9 65.7 99 1.0T Ecoboost 85 84 110 13.3 57.6 110
A more stylish version of the X1, but we’ll have to wait and see how 5 5dr hatch £28,485–£34,755 AAABC 1.0T Ecoboost 100 98 115 12.5 61.4-65.7 99-105
it fares dynamically. LxWxH 4360x1824x1526 Kerb weight 1460kg C3 5dr hatchback £11,560–£18,020 AAABC A design marvel. Shame it doesn’t function all that well. 1.0T Ecoboost 125 123 119-120 11.0-12.0 51.4-60.1 108-125
sDrive20i 186 141 7.7 47.9-51.4 126-134 Funky, fresh look gives a lease of life, shame that underneath isn’t LxWxH 4530x2128 Kerb weight 1605kg 1.5T Ecoboost 150 148 129-130 8.9-9.2 46.3-51.4 127-140
sDrive18d 148 129 9.3-9.8 60.1-62.8 120-124 the same. LxWxH 3996x1749x1474 Kerb weight 976kg 1.6 THP 165 158 126 9.5 47.9 136 1.5T Ecoboost 182 179 137-138 8.6-8.9 46.3-51.4 127-140
xDrive18d 148 128 9.2 54.3-57.6 128-137 1.2 PureTech 68 66 107 14.0 60.1 108 1.6 BlueHDi 120 116 117-119 11.7-11.9 68.9-70.6 104-108 2.0T Ecoboost 250 ST 246 154 6.5 41.5 159
xDrive20d 185 137 7.7 57.6-60.1 124-128 1.2 PureTech 82 79 107 12.8 60.1 109 2.0 BlueHDi 150 145 127 9.9 65.7 113 2.3T Ecoboost 350 RS 345 165 4.7 36.7 175
1.2 PureTech 110 107 117 9.3 61.4 110 2.0 BlueHDi 180 175 137 9.2 62.8 117 107Kw Electric Motor 140 84 11.0 NA 0
X3 5dr SUV £39,120–£52,865 AAAAC 1.6 BlueHDi 100 96 115 10.6 76.3 95 1.5 TDCi 95 93 112 12.0 74.3 99
Continues where the last one left off. Dynamically good and more 7 Crossback 5dr SUV £28,095–£43,580 AAABC 1.5 TDCi 120 118 119-120 10.5-10.8 74.3 99
luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg C3 Aircross 5dr hatchback £14,700–£20,035 AAABC DS’s first premium SUV certainly has the right price tag, equipment 2.0 TDCi 150 148 129-130 8.7-8.8 64.2-70.6 105-115
xDrive20i 181 134 8.3 38.7-39.8 163-166 Funky-looking C3 gets a jacked-up, rugged SUV look. and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg 2.0 TDCi 185 ST 182 135 7.7-8.1 61.4-67.3 110-119
M40i 355 155 4.8 33.6-34.4 188-193 LxWxH 4155x1765x1637 Kerb weight 1088kg 1.6 THP 225 EAT8 218 141 8.3 57.9 135
xDrive20d 187 132 8.0 51.4-53.5 140-144 1.2 PureTech 82 79 103 15.9 55.4 116 1.5 BlueHDi 130 NA 121 11.7 68.9 107 Focus Estate 5dr estate £19,050–£30,340 AAAAC
xDrive30d 261 149 5.8 47.1-48.7 154-158 1.2 PureTech 110 107 115 11.3 56.5 115 2.0 BlueHDi 180 EAT8 171 134 9.9 57.6 128 Well-mannered and comfortable, but a Skoda Octavia will carry
M40d 321 155 4.9 43.5-44.1 169-172 1.2 PureTech 130 127 124 10.4 53.3 119 more. LxWxH 4560x2010x1469 Kerb weight 1313kg
1.6 BlueHDi 100 96 109 12.8 70.6 104 FERRARI 1.6 Duratec Ti-VCT 105 103 116 12.5 47.1 139
X4 5dr SUV £42,900–£55,725 AAABC Portofino 2dr open £166,180 AAAAC 1.0T Ecoboost 100 98 115 12.7 58.9 109
Downsized X6 is respectable enough if not loveable, but the X3 is a C4 5dr hatchback £19,960–£23,280 AAACC The entry-level Ferrari has the power, the looks and the touring 1.0T Ecoboost 125 123 119-120 11.2-12.2 51.4-58.9 110-125
better option. LxWxH 4671x1881x1624 Kerb weight 1735kg A good-looking hatchback but lacks the polish and refinement of ability. LxWxH 4586x1938x1318 Kerb weight 1664kg 1.5T Ecoboost 150 148 129-130 8.9-9.2 46.3-50.4 128-140
M40i 336 155 4.9 31.0-31.4 205-206 its latest rivals. LxWxH 4329x1789x1489 Kerb weight 1200kg 3.9T V8 591 199 3.5 26.4 245 1.5T Ecoboost 182PS 179 137-138 8.8 46.3-50.4 128-140
xDrive20d 187 131 8.0 50.4-52.3 142-146 1.2 PureTech 110 107 114 10.9 58.9 112 2.0T Ecoboost 250 ST 246 154 6.7 41.5 159
xDrive30d 254 145 5.8 46.3-49.6 149-159 1.2 PureTech 130 126 122-124 10.8-10.9 55.4-58.9 110-117 488 2dr coupé/open £197,418-£219,274 AAAAA 1.5 TDCi 95 93 112 12.2 74.3 99
M40d 322 155 4.9 42.8-44.1 170-173 1.6 BlueHDi 100 96 111 11.5 78.5 95 Calm ride mixed with explosive performance. 1.5 TDCi 105 103 116 12.1 83.1 88
1.6 BlueHDi 120 116 122 10.6-11.1 72.4-74.3 100-104 LxWxH 4568x1952x1213 Kerb weight 1475kg 1.5 TDCi 120 118 119-120 10.7-11.0 74.3 99
X5 5dr SUV £49,540–£97,115 AAAAC 3.9T V8 650 203-205 3.0 24.7 260 1.6 TDCi 95 93 112 12.5 67.3 109
Accomplished and luxurious but no longer the standard-setter on C4 Cactus 5dr hatchback £17,270–£20,920 AAABC 1.6 TDCi 115 113 120 10.8 67.3 109
SUV handling. LxWxH 4886x1938x1762 Kerb weight 1995kg Interesting and novel to look at but flawed to drive. GTC4Lusso 2dr coupé £200,165–£240,402 AAAAB 2.0 TDCi 150 148 129-130 8.9-9.0 64.2-70.6 105-115
sDrive25d 227 136 7.7 52.3 141 LxWxH 4157x1729x1480 Kerb weight 965kg Another four-wheel-drive grand tourer Ferrari that is more usable 2.0 TDCi 185 ST 182 135 7.8-8.3 61.4-67.3 110-119
xDrive25d 227 236 7.7 50.4 148 1.2 PureTech 82 79 106-107 12.9-15.0 61.4-65.7 98-107 than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg
xDrive30d 254 143 6.8 40.3 183 1.2 PureTech 110 107 117 9.3-9.7 61.4-65.7 100-105 3.9T V8 592 198 3.5 24.3 265 Mondeo 5dr hatch £20,995–£32,095 AAAAC
xDrive40d 308 146 5.9 40.3 183 1.2 PureTech 130 128 120 8.2 58.9 110 6.3 V12 670 208 3.4 18.4 350 Does what great Fords do, by over-delivering on practicality,
M50d 375 155 5.3 36.2 205 1.6 BlueHDi 100 96 114 10.6-11.2 78.5-91.1 82-95 handling and value. LxWxH 4871x 1852x1482 Kerb weight 1455kg
xDrive40e 241 130 6.8 83.1 78 812 Superfast 2dr open £262,963 AAAAA 1.5 SCTi Ecoboost 165 162 138 9.2 42.8 150
xDrive50i 442 155 4.9 29.1 226 C4 Spacetourer 5dr MPV £21,725–£30,285 AAAAC More powerful than the F12, but with better road manners making it 2.0 SCTi Ecoboost 240 236 149 7.9 38.7 169
X5 M 567 155 4.2 25.4 258 Plushness and an improved dynamic make for a better car. the star of the range. LxWxH 4657x1971x1276 Kerb weight 1630kg 2.0 TiVCT hybrid 187 184 116 9.2 71 108
LxWxH 4438x1826x1610 Kerb weight 1280kg 6.5 V12 777 211 2.9 18.9 340 2.0 TDCi Duratorq 150 148 132-134 9.3-9.9 61.4-68.9 107-120
X6 5dr SUV £61,105–£100,085 AAABC 1.2 PureTech 110 107 116 11.5 55.4 115 2.0 TDCi D’torq 150 AWD 148 134 10.3 58.9 124
The world’s first off-road coupé, but appearances make it difficult 1.2 PureTech 130 126 125-128 10.1 55.4-56.5 115-116 F I AT 2.0 TDCi Duratorq 180 177 139-140 8.3-8.6 61.4-64.2 115-120
to love. LxWxH 4909x1989x1702 Kerb weight 2065kg 1.6 BlueHDi 100 96 109 12.7 74.3 99 500 3dr hatch/2dr open £11,810–£16,640 AAABC 2.0 TDCi D’torq 180 AWD 177 140 9.3 54.3 134
xDrive30d 254 143 6.7 40.3 183 1.6 BlueHDi 120 116 117 11.2-11.3 72.4-74.3 100-103 Super desirable, super-cute city car. Pleasant, if not involving to
xDrive40d 308 146 5.8 40.3 183 1.6 BlueHDi 150 145 129-130 9.7-10.1 64.2-68.9 106-115 drive. LxWxH 3571x1627x1488 Kerb weight 865kg Mondeo Estate 5dr estate £22,795–£33,595 AAAAC
M50d 375 155 5.2 36.2 205 1.2 69hp 68 99 12.9 60.1-65.7 99-110 A vast and enjoyable estate that majors on everything a great Ford
X6 M 567 155 4.2 25.4 258 Grand C4 Spacetourer 5dr MPV £25,060–£31,985 AAAAC 0.9 Twinair 85 83 107 11.0 67.3-74.3 88-90 should. LxWxH 4867x 1852x1501 Kerb weight 1476kg
Alternative MPV offers something fresh, comfy, spacious and 0.9 Twinair 105 103 117 10.0 67.3 99 1.5 SCTi Ecoboost 165 162 138 9.2 42.8 150
i3 5dr hatch £34,075–£40,130 AAAAB quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg 1.3 Multijet 95 93 112 10.7 83.1 89 2.0 SCTi Ecoboost 240 236 146 8.0 37.7 174
Our favourite high-end small car happens to be an EV, and it could 1.2 PureTech 130 126 125-128 10.8 55.4-56.5 115-116 2.0 TDCi Duratorq 150 148 129-130 9.4-10.0 58.9-67.3 109-123
change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 1.6 BlueHDi 100 96 109 13.1 74.3 99 500L 5dr MPV £16,400–£21,565 AAACC 2.0 TDCi D’torq 150 AWD 148 130 10.5 57.7 127
94Ah 167 93 7.3 NA 0 1.6 BlueHDi 120 116 117 11.5-11.7 70.6 105-106 A costly option but has some style to fill out some of its missing 2.0 TDCi Duratorq 180 177 135-137 8.4-8.7 58.9-62.3 117-123
94Ah Range Extender 167 93 8.1 470.8 13-14 1.6 BlueHDi 150 145 129-130 9.8-10.1 64.2-68.9 106-115 substance. LxWxH NA Kerb weight NA 2.0 TDCi D’torq 180 AWD 177 137 9.5 53.3 137
94Ah S 180 99 6.9 NA 0 1.4 95 93 103-111 12.8-13.2 45.6-46.3 143-144
94Ah S Range Extender 180 99 7.7 403.5 14 DACIA 1.4 T-Jet 120 118 114-117 10.2-11.0 42.2 155-157 Mustang 2dr coupé/open £36,645–£47,145 AAAAC
Sandero 5dr hatch £6995–£11,195 AAACC 1.3 Multijet 95 93 101-106 13.9-15.5 67.3-72.4 104-109 American muscle built for the UK. What’s not to like?
i8 2dr coupé/roadster £112,735-£124,735 AAAAC A clever budget prospect but its limitations are unavoidable, even 1.6 Multijet 120 118 114-117 10.7-11.5 65.7-67.3 112-114 LxWxH 4784x1916x1381 Kerb weight 1653kg
If BMW’s plug-in hybrid is what the future of the sports car looks after a smart facelift. LxWxH 4069x1733x1519 Kerb weight 969kg 2.3 Ecoboost 312 145 5.8 28.8-35.3 179-225
like, we welcome it. LxWxH 4689x1942x1293 Kerb weight 1485kg 1.0 SCe 75 71 98 14.2 54.3 117 500L Wagon 5dr MPV £19,160–£22,565 AAACC 5.0 V8 410 155 4.8 12.8-23.5 281-306
1.5 eDrive 374 155 4.4-4.6 141.2-158.9 42-46 0.9 TCe 90 87 109 11.1 57.6 109 Loses more of its charm as it gets bigger, but it does come as a
1.5 dCi 90 87 107 11.8 80.7 90 seven-seater. LxWxH NA Kerb weight NA C-Max 5dr MPV £21,945–£28,445 AAABC
CAD I LL AC 1.4 T-Jet 120 118 117 10.6 40.9 158 A fun-to-drive and easy-to-live-with five-seat MPV.
CT6 4dr saloon £71,625 AACCC Sandero Stepway 5dr hatch £9595–£12,195 AAABC 1.3 Multijet 95 93 105-106 14.4-15.7 68.9-72.4 104-107 LxWxH 4379x1828x1610 Kerb weight 1391kg
Sharp-looking saloon is a replacement for the CTS. Still needs a A more expensive and slightly more rugged cheap car – but still 1.6 Multijet 120 118 117 10.9 67.3 112 1.0T Ecoboost 100 98 108 12.6 55.4 127
diesel option. LxWxH 5184x1880x1472 Kerb weight 1950kg limited. LxWxH 4089x1761x1555 Kerb weight 1040kg 1.0T Ecoboost 125 123 116 11.4 55.4 129
3.0 V6 AWD 411 155 5.7 28.8 223 0.9 TCe 90 87 104 11.1 55.4 115 500X 5dr hatch £15,745–£25,755 AAABC 1.5 TDCi 120 118 113-114 11.3-12.4 67.3-68.9 105-109
1.5 dCi 90 87 104 11.7 74.3 98 Familiar styling works rather well as a crossover. Drives okay, too.
CTS-V 4dr saloon £76,675 AAAAC LxWxH 4248x1796x1600 Kerb weight NA Grand C-Max 5dr MPV £23,545–£30,095 AAAAC
Eat your heart out, Germany – but lacks handling finesse of its Logan MCV 5dr estate £8495–£12,695 AAACC 1.6 E-Torq 110 108 112 11.5 44.1-47.1 139-147 Mid-sized Ford handles well and can be had in five- or seven-seat
European rivals. LxWxH 5050x1863x1447 Kerb weight 1850kg Lacks its stablemates’ charms but retains their cheapness. 1.4 Multiair 140 138 118 9.8-9.9 47.1-49.6 133-139 form. Good value, too. LxWxH 4379x1828x1610 Kerb weight 1493kg
6.2 V8 RWD 640 199 3.7 21.7 298 LxWxH 4501x1733x1552 Kerb weight 980kg 1.4 Multiair 170 AWD 167 124 8.6 42.2 157 1.0T Ecoboost 100 98 107 13.6 54.3 133
1.0 SCe 75 71 98 14.7 52.3 120 1.3 Multijet 95 93 107 12.9 68.9 107 1.0T Ecoboost 125 123 115 12.2 54.3 134
Escalade 5dr SUV £82,640–£97,175 AACCC 0.9 TCe 90 87 109 11.1 57.7 109 1.6 Multijet 120 118 116 10.5 65.7-68.9 109-113 1.5 TDCi 120 118 111-112 12.3-13.4 62.8-64.2 131
Cadillac’s luxury SUV remains too large and ungainly for the UK. 1.5 dCi 90 87 107 11.8 80.7 90 2.0 Multijet 140 AWD 138 118 9.8 51.4 144
LxWxH 5179x2061x1896 Kerb weight 2635kg S-Max 5dr MPV £29,145–£40,195 AAAAC
6.2 V8 AWD 420 112 6.7-6.9 22.4 287 Panda 5dr hatch £9510–£18,300 AAABC Better to drive and better looking than most but not quite the class
Hasn’t kept pace with its rivals, but sells robust, practical charm leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg
C AT E R H A M better than most. LxWxH 3653x1643x1551 Kerb weight 940kg 2.0 TDCi EcoBlue 120 118 114 13.4 57 129
Seven 2dr open £17,495–£51,990 AAAAB 1.2 69hp 68 96-102 14.2-14.5 51.4-55.4 119-129 2.0 TDCi EcoBlue 150 148 123 10.3 56 139
The 360 is the sweet spot in the revised range, giving the Seven 0.9 Twinair 85 83 103-110 11.2-12.1 57.6-68.9 133-139 2.0 TDCi EcoBlue 150 AWD 148 122 10.6 52 149
just the right hit of performance. LxWxH NA Kerb weight 490kg 0.9 Twinair 90 88 104 12.0 57.6 114 2.0 TDCi EcoBlue 190 188 129 9.5 52 134
0.6 Suzuki 160 80 100 6.91 57.6 114 1.3 Multijet 95 93 104 12.5-12.7 62.8-64.2 117-119 2.0 TDCi EcoBlue 190 AWD 188 128 9.8 48 144
0.6 Suzuki Super Sprint 95 100 6.91 57.6 114 2.0 TDCi EcoBlue 240 236 140 8.1 35 180
1.6 Sigma Ti-VCT 270 135 122 5.0 NA NA Tipo 5dr hatch £13,970–£18,320 AAABC
1.6 Sigma Ti-VCT 310 152 127 4.9 NA NA A 90s reboot that has been on a diet. Decent to drive and ample Galaxy 5dr MPV £31,295–£40,695 AAABC
2.0 Duratec 360 180 130 4.8 NA NA interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg Huge seven-seat MPV. Easy to place on the road but not cheap to
2.0 Duratec 420 210 136 3.8 NA NA 1.4 95 93 115 12.1 49.6 132 buy. LxWxH 4848x1916x1747 Kerb weight 1708kg
2.0 Supercharged 620S 310 145 3.4 NA NA 1.6 E-Torq 110 108 119 11.5 44.8 147 2.0 TDCi EcoBlue 120 118 114 13.6 57 129
2.0 Supercharged 620R 310 155 2.79 NA NA 1.4 T-Jet 120 118 124 9.6 47.1 139 2.0 TDCi EcoBlue 150 148 123 10.9 57 129

84 AUTOCAR.CO.UK 5 SEPTEMBER 2018

 N E W CAR PR I CES
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i30 Tourer 5dr estate £17,500–£25,830 AAABC XF Sportbrake 5dr estate £36,545–£54,010 AAAAB Ceed 5dr hatch £18,295–£26,850 AAAAC
Another solid car. Good value and practical but lacks excitement. Superb XF is now available in the more practical Sportbrake form. Third-generation hatchback can now compete for class honours.
LxWxH 4585x1795x1465 Kerb weight 1245kg It’s a win-win. LxWxH 4954x1987x1496 Kerb weight 1660kg LxWxH 4310x1800x1447 Kerb weight 1315kg
1.0 T-GDi 120 118 117 11.4
2.0 163 54.3 120 160 136 9.3-9.4 62.8 118-119 1.0 T-GDi 118 118 116 10.9 50.4 127
1.4 T-GDi 140 138 126-129 9.2-9.5
2.0 20d 180 51.4 125-129 177 138 8.8 61.4 120 1.4 T-GDi 138 138 128-130 8.6-8.9 57.6-58.9 126-129
1.6 CRDi 110 108 117 11.3
2.0 20d 180 AWD 74.3 99 177 136 8.9 56.5 132 1.6 CRDi 114 114 118 10.6 72.4-78.5 94-103
1.6 CRDi 136 134 123 10.9
2.0 25d 240 AWD 65.7 112 236 150 6.7 48.7 153
3.0 V6 30d 300 295 155 6.6 49.6 149 Soul 5dr hatch £14,725–£30,495 AAABC
i40 4dr saloon £20,360–£28,280 AAABC 2.0 25t 250 246 150 7.1 41.5 155 Looks divide opinion. Better value now but still hardly the best
Useful, inoffensive and well-priced, but don’t expect any fireworks. 2.0 30t 300 295 155 6.1 36.2 178 option. LxWxH 4140x1800x1600 Kerb weight 1275kg
LxWxH 4745x1815x1470 Kerb weight 1497kg 1.6 GDi 130 115 10.6 43.5 152
1.7 CRDi Blue Drive 115 113 119 AAAAC 1.6 T-GDi
12.4 67.3 110 201 122 7.5 40.9 156 XJ 4dr saloon £62,360–£83,105
Mixes dynamism and refinement so well, but not as spacious or
1.7 CRDi Blue Drive 141 139 126 1.6 CRDi
10.3-10.8 60.1-65.7 114-123 134 112-113 10.7-10.8 56.5-58.8 127-130
cosseting as some. LxWxH 5130x1899x1460 Kerb weight 1835kg 30kWh Electric Drive 109 90 11.0 NA 0
2.0 TDCi EcoBlue 150 AWD 148 122 12.2 52 139 i40 Tourer 5dr estate £21,610–£29,630 AAABC 3.0d V6 300 295 155 6.2 49.6 149
2.0 TDCi EcoBlue 190 188 131 9.8 57 129 A practical estate but still rather dull and ordinary. Optima 4dr saloon £21,660–£33,995 AAACC
2.0 TDCi EcoBlue 190 AWD 188 128 10.6 49 149 LxWxH 4775x1815x1470 Kerb weight 1514kg F-Type 2dr coupé £51,210–£112,835 AAAAB Looks the part but is well off the pace set by its European rivals.
2.0 TDCi EcoBlue 240 238 133 8.7 46.3 158 1.7 CRDi Blue Drive 115 113 118 12.6 67.3 110 A full-blooded assault on Porsche’s backyard, with noise, power LxWxH 4855x1860x1465 Kerb weight 1590kg
1.7 CRDi Blue Drive 141 139 124 10.5-11.0 60.1-65.7 114-123 and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg 1.7 CRDi 139 121-126 9.7-10.6 64.2-67.3 110-116
EcoSport 5dr SUV £17,295–£23,450 AAACC 2.0 i4 300 295 155 5.7 39.2 163 2.0 GDi PHEV 202 119 9.1 176.6 37
Facelifted version of the pumped-up Fiesta is okay, but developing- Ioniq 5dr hatch £21,090–£31,645 AAABC 3.0 V6 340 335 161 5.3-5.7 28.8-33.6 199-234
world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg First attempt at electrification for the masses is a good effort. 3.0 V6 380 374 171 4.9-5.5 28.8-32.9 203-234 Optima Sportswagon 5dr estate £22,500–£35,145 AAACC
1.0T Ecoboost 100 98 105 11.9 53 121 LxWxH 4470x1820x1450 Kerb weight 1370kg 3.0 V6 380 AWD 374 171 5.1 31.7 211 Engine and finish leave it well behind rival European estates.
1.0T Ecoboost 125 123 111 12.7 48.7-54.3 119-134 1.6 Hybrid 141 139 115 10.8-11.1 70.6-83.1 79-92 5.0 V8 550 R AWD 542 186 4.1 25.0 269 LxWxH 4855x1860x1465 Kerb weight 1620kg
1.0T Ecoboost 140 138 116 11.8 54.3 119 1.6 Plug-in Hybrid 141 139 110 10.6 256.8 26 5.0 V8 575 SVR AWD 567 200 3.7 25.0 269 1.7 CRDi 139 124 9.8-10.7 61.4-64.2 113-120
1.5 TDCi EcoBlue 100 99 99 14.0 68.8 107 Electric Motor 118 103 10.2 NA 0 2.0 GDi PHEV 202 119 9.1 201.8 33
1.5 TDCi EcoBlue 125 123 112 10.9 62.7 116-119 F-Type Convertible 2dr open £56,695–£118,320 AAAAB
ix20 5dr hatch £15,450–£19,040 AAABC Costs serious money, but you get a serious car with a likeable wild Stinger 4dr saloon £32,025–£40,535 AAABC
Kuga 5dr SUV £23,225–£37,135 AAAAB Usable high-roofed hatch is short on overall flair. side. LxWxH 4482x1923x1308 Kerb weight 1545kg Sleek coupé-shaped saloon has the appeal and dynamics to rival
Bigger and sharper-looking than before but still retains its taut, LxWxH 4120x1765x1600 Kerb weight 1267kg 2.0 i4 300 295 155 5.7 39.2 163 Europe’s best LxWxH 4830x1870x1400 Kerb weight 1717kg
responsive handling. LxWxH 4524x1838x1689 Kerb weight 1560kg 1.4 90 88 104 12.8 50.4 130 3.0 V6 340 335 161 5.3-5.7 28.8-33.6 199-234 2.0 T-GDi 244 149 5.8 35.8 181
1.5 Ecoboost 120 118 112 12.5 44.8 145 1.6 125 123 112 11.5 43.5 150 3.0 V6 380 374 171 4.9-5.5 28.8-32.9 203-234 3.3 V6 T-GDi 365 168 4.7 28.5 225
1.5 Ecoboost 150 148 121 9.7 44.8 145 1.6 CRDi 115 113 114 11.4 64.2 115 3.0 V6 380 AWD 374 171 5.1 31.7 211 2.2 CRDi 197 143 7.3 48.7 154
1.5 Ecoboost 176 AWD 174 124 10.1 37.7 173 5.0 V8 550 R AWD 542 186 4.1 25.0 269
1.5 TDCi 120 118 106-108 12.4-12.7 58.9-64.2 115-124 Kona 5dr hatch £16,450–£26,245 AAAAC 5.0 V8 575 SVR AWD 567 195 3.7 25.0 269 Venga 5dr hatch £12,960–£19,575 AAACC
1.5 TDCi 150 148 119-121 9.9-10.1 54.3-60.1 122-135 Hyundai’s first crossover is the perfect blend of practicality, value A versatile interior, but firm ride and high price disappoint.
1.5 TDCi 150 AWD 148 118 10.9 54.3 134 and style LxWxH 4165x1800x1550 Kerb weight 1233kg E-Pace 5dr SUV £28,930–£48,900 AAAAC LxWxH 4075x1765x1600 Kerb weight 1253kg
1.5 TDCi 180 AWD 177 124-126 9.2-10.0 54.3 134-135 1.0 T-GDi 120 2WD 118 112 12.0 52.3-54.3 117-125 Jaguar’s second SUV looks enticing, but can it make an impact like 1.4 89 104 12.4 50.4 130
1.6 T-GDi 177PS 4WD 175 127 7.9 42.2 153 the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg 1.6 123 111-115 10.4-11.1 43.4-47.9 139-150
Edge 5dr SUV £35,510–£43,025 AAABC 2.0 D150 148 124 9.5 60.1 124 1.4 CRDi 89 103 13.7 64.2 115
Mid-sized, US-developed SUV joins Ford’s fleet to take on Europe’s Tucson 5dr SUV £21,845–£34,945 AAABC 2.0 D150 AWD 148 120 9.9-10.1 50.4-54.3 137-147 1.6 CRDi 114 113 11.0 64.2 115
big SUVs. LxWxH 4808x1928x1692 Kerb weight 1912kg Classy, roomy cabin and predictable handling. A very competitive 2.0 D180 AWD 177 127-128 8.7-9.4 50.4-54.3 137-147
2.0 TDCi Duratorq 180 177 124 9.9 47.9-48.7 149-152 SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg 2.0 D240 AWD 236 139 7.0 45.6 162 Carens 5dr MPV £19,505–£28,445 AAABC
2.0 TDCi Bi-turbo 210 207 131 9.4 47.9-48.7 149-152 1.6 GDi 132PS 130 113 11.5 44.8 147 2.0 P200 AWD 198 134 7.7 34.4 186 Nicely up to scratch without feeling cheap or austere, but no class
1.6 T-GDI 177PS 175 125 9.1 38 165 2.0 P250 AWD 245 143 6.6 36.7 174 leader. LxWxH 4525x1805x1605 Kerb weight 1483kg
GT 2dr coupé £420,000 AAAAC 1.6 CRDi 115PS 113 109 13.7 61 119 2.0 P300 AWD 295 151 5.9 35.3 181 1.6 GDi 133 115 10.9 45.6 143
The GT is back as a race car for the road. Compelling if not perfect. 1.6 CRDi 136PS 134 114-116 10.6-12.0 47.1-58.9 127-156 1.7 CRDi 114 114 110 12.7 62.8-67.3 109-118
LxWxH 4808x1928x1692 Kerb weight 1912kg 2.0 CRDi 185PS 182 125 9.5-9.9 43.5-47.9 154-170 F-Pace 5dr SUV £36,520–£74,835 AAAAC 1.7 CRDi 139 139 117-120 10.0-10.9 58.9 127
3.5 V6 Ecoboost 650 216 3.0 NA NA Credible first SUV effort is as refined and dynamic as a Jaguar
Santa Fe 5dr SUV £33,425–£39,785 AAABC should be. LxWxH 4746x2070x1667 Kerb weight 1690kg Niro 5dr SUV £23,490–£30,845 AAABC
G I N E T TA Another big Korean SUV with lots of space for not a lot of cash. 2.0d 163 160 121 10.2 57.7 129 Kia’s first full hybrid is a solid attempt, but it lacks the refinement
G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg 2.0 20d 180 177 129 8.5 55.4 134 of better rivals. LxWxH 4355x1805x1545 Kerb weight 1500kg
A balanced, affordable and fine-looking track-day car. Some of the 2.2 CRDi Blue Drive 200 197 126 9.0-9.6 42.8-47.1 159-174 2.0 20d 180 AWD 177 129 8.7 53.3-54.3 134-139 1.6 GDi Hybrid 139 101 11.1 74.3 88
finish isn’t quite up to snuff. LxWxH NA Kerb weight 840kg 2.0 25d 240 AWD 236 135 7.2 48.7 153 1.6 GDi Hybrid PHEV 139 107 10.4 217.3 29
1.8 Zetec 135 125 NA NA NA I N F I N I T I 3.0 V6 30d 300 AWD 295 150 6.2 47.1 159
Q30 5dr hatch £20,600–£36,435 AAABC 2.0 25t 250 AWD 246 135 6.8 38.2 170 Stonic 5dr SUV £16,500–£20,720 AAABC
H O N DA Infiniti’s first hatch uses the A-Class blueprint. Great to look at, not 2.0 30t 300 AWD 295 145 6.0 37.0 174 Kia’s first crossover is striking and reasonably good considering
Jazz 5dr hatch £14,240–£18,340 AAAAC so good to drive. LxWxH 4425x1805x1495 Kerb weight 1407kg 5.0 V8 SVR 550 AWD 548 176 4.1 23.7 272 the value. LxWxH 4140x1760x1520 Kerb weight 1160kg
Not the most compact or vivacious but has decent handling and is 1.6t 122 120 124 9.4 49.6 133 1.4 MPI 98 107 12.2 51.4 125
cleverly packaged.LxWxH 3995x1694x1550 Kerb weight 1066kg 1.6t 156 153 134 8.9 48.7 134 I-Pace 5dr SUV £63,495–£81,495 AAAAB 1.0 T-GDi 118 115 9.9 56.5 115
1.3 DOHC 99 113-118 11.2-12.3 55.4-61.4 106-120 2.0t 211 208 146 7.2 45.6 143 Fast, refined and the first of its kind from a European 1.6 CRDI 108 112 10.9 67.3 109
1.5 DOHC 128 113-118 8.7-10.1 47.9-52.3 124-133 2.0t 211 AWD 208 143 7.3 42.2 156 manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg
1.5d 109 107 118 11.9-12.0 65.7-72.4 103-111 EV400 398 124 4.5 N/A 0 Sportage 5dr SUV £19,200–£32,755 AAABC
Civic 5dr hatch £18,895–£33,525 AAAAC 2.2d 170 167 137 8.3 64.2 115 Good ride, handling and usability. Looks good and is decent value.
A fresh look while remaining practical, refined and upmarket. Lacks 2.2d 170 AWD 167 134 8.5 57.6 127 JEEP LxWxH 4480x1855x1635 Kerb weight 1454kg
some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg Compass 5dr SUV £23,355–£34,925 AAACC 1.6 GDi 130 113 11.1 42.2-44.8 147-156
1.0 VTEC Turbo 126PS 124 125-126 10.2-11.2 55.4-60.1 106-117 QX30 5dr hatch £28,590–£34,440 AAABC Wants to be a catch-all crossover, but is beaten by more road- 1.6 T-GDi 174 125-126 8.8-9.2 37.2-37.7 175-177
1.5 VTEC Turbo 182PS 179 125-136 8.2-8.5 46.3-48.7 133-139 Q30 with a more rugged look, but doesn’t improve on the standard focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg 1.7 CRDi 114 114 109 11.1 61.4 119
1.6 i-DTEC 120PS 118 125 10.1 80.7 93 car. LxWxH 4425x1815x1530 Kerb weight 1542kg 1.4 Multiair II 140 138 119 9.9 45.6 143 1.7 CRDi 139 139 115 11.1 57.6 129
2.0 VTEC Turbo Type R 315 169 5.8 36.7 176 2.2d 170 AWD 167 134 8.5 52.3 143 1.4 Multiair II 170 4WD 167 124 9.5 40.9 160 2.0 CRDi 134 134 114 10.1-11.6 47.9-54.3 139-154
1.6d MultiJet II 120 118 115 11 64.2 117 2.0 CRDi 182 182 125 9.2 44.8-47.9 154-166
HR-V 5dr SUV £19,555–£21,115 AAABC Q50 4dr saloon £29,860–£48,820 AAACC 2.0d MultiJet II 140 4WD 138 118 10.1 54.3 138
Cleverly packaged and comfortable. Bland performance and Credible compact saloon competitor with some novel touches. 2.0d MultiJet II 170 4WD 167 122 9.5 49.6 148 Sorento 5dr SUV £30,225–£42,925 AAAAC
forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg LxWxH 4790x1820x1445 Kerb weight 1676kg Kia moves upmarket with a smart, well-priced and nicely appointed
1.5 i-VTEC 128 116-119 10.2-11.4 49.6-52.3 125-134
2.2d 170 167 143-144 8.7-8.9 62.8-65.7 114-119 Renegade 5dr SUV £19,200–£30,805 AAABC seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg
1.6 i-DTEC 118 119 10.0-10.5 68.9-70.6 104-108
2.0t 211 208 152 7.2 44.8 146 Middling compact crossover with chunky looks but no obvious 2.2 CRDi 197 127 9.0-9.6 42.8-49.6 149-170
3.0t V6 405 399 155 5.1 31 206 charm. LxWxH 4236x1805x1667 Kerb weight 1346kg
CR-V 5dr SUV £24,610–£36,165 AAAAC 3.5 V6 Hybrid 364 1.6 E-torQ 110 108 110 359 155 5.1 45.6 144 11.8 47.1 141 KTM
Tardis-like SUV stalwart has lots of space for five and a big boot. 3.5 V6 Hybrid 364 AWD 1.4 Multiair II 140 138 112 359 155 5.4 41.5 159 10.9-11.0 47.1-47.9 137-140 X-Bow 0dr open £57,345–£70,717 AAAAC
LxWxH 4605x1820x1685 Kerb weight 1515kg 1.4 Multiair II 170 4WD 167 122 8.8 40.9 160 Eccentric looks and sharp handling but expensive.
1.6 i-DTEC 118 113-125 9.6-11.2 53.3-64.2 115-139 Q60 2dr coupé £34,300–£47,275 AACCC 1.6d MultiJet II 120 118 111 10.2 64.2 115 LxWxH 3738x1915x1202 Kerb weight 847kg
2.0 i-VTEC 152 113-118 10.0-12.3 36.7-39.2 168-179 Good-looking coupé that is half-baked in most places compared 2.0d MultiJet II 140 4WD 138 113 9.5-10.2 48.7-55.4 134-150 2.0 R 290 143 3.9 34.0 189
with its rivals. LxWxH 2850x2052x1390 Kerb weight 1722kg 2.0d MultiJet II 170 4WD 167 122 8.9 47.9 155 2.0 GT 280 143 4.1 34.0 189
NSX 2dr coupé £144,755 AAAAB 2.0t 211PS 208 146 7.3 41.5 156
Honda’s supercar given a modern reboot, and it’s some piece of 3.0t V6 405 399 155 5.0 30.1 210 Cherokee 5dr SUV £34,715–£42,400 AABCC LAMBORGHINI
engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg Hamstrung by poor UK specification. Uninspiring but practical and Huracán 2dr coupé £162,900–£215,500 AAAAC
3.5 V6 hybrid 492 191 2.9 28.2 228 Q70 4dr saloon £34,260–£48,105 AAACC roomy. LxWxH 4624x1859x1670 Kerb weight 1738kg Junior Lambo mixes usability and drama skilfully. Performante is
Big Infiniti is spacious but has limited practicality. Daimler diesel is 2.0d MultiJet 140 FWD 138 116 10.9 53.3 139 the most rounded. LxWxH 4459x1924x1165 Kerb weight 1389kg
HYU N DAI coarse and slow. LxWxH 4980x1845x1493 Kerb weight 1826kg 2.0d MultiJet 140 4WD 138 117 12.0 50.4 147 5.2 V10 580-2 562 198-199 3.4-3.6 17.0-19.6 278-283
i10 5dr hatch £9795–£14,325 AAAAC 2.2d 170 167 137 8.9 57.6-58.9 124-128 2.2d MultiJet 185 4WD 182 127 8.8 50.4 149 5.2 V10 610-4 593 201 3.2-3.4 16.0-17.0 280-285
Prioritises maturity over fun, resulting in a car that is practical and 3.7 V6 320 315 155 6.2 26.2 249 2.2d MultiJet 200 4WD 197 126 8.5-8.7 46.3-50.4 149-159 5.2 V10 Performante 621 201 2.9 20.6 314
well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg 3.5 V6 Hybrid 364 359 155 5.3 45.6 145 3.2 V6 270 4WD 268 112 8.4 29.4 223
1.0 DOHC 64 96-97 14.7-14.9 60.1-70.6 93-108 Aventador 2dr coupé £278,000 AAAAC
1.2 DOHC 84 103-109 12.1-13.8 47.9-57.6 114-139 QX70 5dr SUV £45,720–£57,220 AAACC Grand Cherokee 5dr SUV £49,880 AAABC Big, hairy V12 has astonishing visuals and performance. Handling
A big, powerful SUV but with none of the finesse of the BMW X5 or The best Jeep on sale by some margin. Comfortable and well- could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg
i20 5dr hatch £13,995–£18,645 AAAAC Land Rovers. LxWxH 4865x1640x1680 Kerb weight 2012kg equipped. LxWxH 4828x1943x1792 Kerb weight 2266kg 6.5 V12 S 718 217 2.9 16.7 394
Combines decent performance with good practicality and running 3.7 V6 320 315 145 6.8 22.4-23.4 282-292 3.0 MultiJet 250 4WD 247 126 8.2 40.4 184
costs. LxWxH 4035x1734x1474 Kerb weight 980kg 5.0 V8 390 384 149 5.8 20.9 316 Urus 2dr coupé £159,925 AAAAC
1.0 T-GDI 100 98 113-117 10.8-11.4 55.3-58.9 109-117 Wrangler 2dr/4dr SUV £37,965–£42,080 AABCC Lambo’s second SUV is more alluring and aims to use the V8’s
1.0 T-GDI 120 118 118 10.2 54.3-56.5 114-119 J A G U A R Heavy-duty off-roader lacks on-road manners. power better. LxWxH 5112x2016x1638 Kerb weight 2200kg
1.2 MPI 75 74 99 13.6 48.7-50.4 129-132 XE 4dr saloon £31,505–£45,640 AAAAB LxWxH 4223x1873x1840 Kerb weight 1827kg 4.0 V8 631 189 3.6 22.2 290
1.2 MPI 84 83 106 12.8 48.7-53.3 121-132 Tops the pile thanks to outstanding driver appeal. Poised and 2.8 CRD 197 107 10.6-10.7 31.4-32.1 231-235
engaging but refined. LxWxH 4672x1967x1416 Kerb weight 1450kg 3.6 V6 280 112 8.1-8.9 23.7-25.0 273-276 L AN D ROVE R
i30 5dr hatch £17,000–£27,440 AAABC 2.0d 163 160 132 8.2-8.4 68.9-75.0 99-106 Range Rover Evoque 5dr SUV £31,505–£49,815 AAAAC
As good as we’ve come to expect from Hyundai, but not one inch 2.0 20d 180 177 140 7.8 67.3 109-111 KIA Dripping with desirability; poised and capable on- and off-road.
better. LxWxH 4340x1795x1455 Kerb weight 1194kg 2.0 20d 180 AWD 177 140 7.9 60.6 123 Picanto 5dr hatch £9720–£14,720 AAACC LxWxH 4370x1985x1635 Kerb weight 1679kg
1.0 T-GDi 120 118 118 11.1 56.5 115 2.0 25d 240 AWD 236 155 6.1 54.4 137 Nice drive and cabin, but now overshadowed by rivals. 2.0 eD4 145 113 10.6 65.7 113
1.4 T-GDi 140 138 127-130 8.9-9.2 51.4-52.3 124-125 2.0 20t 200 197 148 7.1 45.1 144 LxWxH 3595x1406x1485 Kerb weight 935kg 2.0 TD4 174 121-124 8.5-9.5 55.4-58.9 125-134
1.6 CRDi 110 108 118 11.0-11.2 68.9-74.3 99-109 2.0 25t 250 246 155 6.3 45.1 144 1.0 MPi 66 100 13.8 64.2 101 2.0 Si4 240 234 135 6.9 38.7 165
2.0 T-GDi 250 N 247 155 6.4 40.4 159 2.0 30t 300 AWD 295 155 5.5 41.5 157 1.0 T-GDi 99 112 10.1 62.7 120
2.0 T-GDi 275 N Performance 272 155 6.1 39.8 163 1.25 MPi 83 100-107 11.6-13.2 52.3-61.4 106-124 Range Rover Evoque Convertible
XF 4dr saloon £33,835–£52,010 AAAAB 2dr SUV £46,450–£53,135 AAABC
Outstandingly broad-batted dynamically, plus a pleasant cabin. Rio 5dr hatch £12,220–£18,010 AAABC Loses its roof but retains its ability to stray from the asphalt.
LxWxH 4954x1987x1457 Kerb weight 1545kg Looks great and is well-priced, but nowhere near its European LxWxH 4370x1980x1609 Kerb weight 2037kg
2.0 163 160 132 8.7 68.9-70.6 104-109 rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg 2.0 TD4 174 121 9.7 49.6 149
2.0 20d 180 177 136 8.0-8.1 65.7 114 1.0 T-GDi 99 99 115 10.3 63 114-115
2.0 20d 180 AWD 177 136 8.4 57.7 129 1.0 T-GDi 118 118 118 9.8 60.1 117-124 Range Rover Velar 5dr SUV £44,735–£68,405 AAAAC
2.0 25d 240 AWD 236 153 6.5 51.4 144 1.25 MPi 83 107 12.5 58.8 109 Dubbed the most car-like Landie ever and it doesn’t disappoint.
3.0 V6 30d 300 295 155 6.2 51.4 144 1.4 MPi 98 103-108 11.8-13.4 46.3-56.5 114-140 Expensive. LxWxH 4803x2032x1665 Kerb weight 1829kg
2.0 25t 250 246 152 6.6 41.5 154 2.0 D180 174 125 8.9 52.5 142
2.0 30t 300 AWD 295 155 5.8 40.0 163 2.0 D240 234 135 7.3 48.7 154
3.0 V6 D275 271 135 6.7 42.8 175
3.0 V6 D300 292 150 6.5 44.1 167
2.0 P250 243 135 6.7 37.2 173
2.0 P300 292 145 6.0 36.2 178

5 SEPTEMBER 2018 AUTOCAR.CO.UK 85

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Range Rover Sport 5dr SUV £64,085–£101,145 AAAAB 1.5 A180d 105 118 11.3 76.4-80.7 89-102 S-Class 4dr saloon £72,890–£187,310 AAAAA
Bigger and better; a cut-price Range Rover rather than a jumped-up 2.1 A200d 132 130 8.8-9.3 68.9 99-111 Mercedes has given the S-Class a refresh and an added boost of
Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 2.1 A220d 171 139 7.5 68.9 107 tech. LxWxH 5141x1905x1498 Kerb weight 1970kg
2.0 Si4 296 125 7.0 29.4 218 2.1 A220d 4Matic 171 137 7.5
3.0 V6 S350d 58.9 124 277 155 6.0 52.3 139
2.0 P400e PHEV 398 137 6.3 101.0 64 4.0 V8 AMG S63 594 155 4.3 32.1 199
3.0 SDV6 297 140 6.8 40.4 185 B-Class 5dr hatch £22,320–£31,390 AAABC 6.0 V12 AMG S65 611 155 4.2 23.7 279
4.4 SDV8 330 140 6.5 33.6 219 A slightly odd prospect, but practical and classy nonetheless. 6.0 V12 S650 Maybach 611 155 4.7 22.2 289
5.0 V8 495 155 5.0 22.1 298 LxWxH 4393x1786x1557 Kerb weight 1395kg
5.0 V8 SVR 535 162 4.5 22.1 298 1.6 B180 119 124 8.7-9.0 50.4-51.4 127-132 S-Class Coupé 2dr coupé £102,200–£189,685 AAAAC
1.6 B200 152 137 7.9-8.2 49.6-51.4 127-132 More tech and cleaner engines make the opulent luxury tourer
Range Rover 5dr SUV £81,900–£177,735 AAAAB 2.1 B200d 132 130 8.9-9.4 67.3-70.6 104-112 more appealing. LxWxH 5027x1912x1414 Kerb weight 2065kg
Wherever you are, the Rangie envelops you in a lavish, invincible 2.1 B220d 171 139 7.6 67.3 108 4.0 V8 S560 455 155 4.6 34.0 188
sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg 2.1 B220d 4Matic 171 137 7.9 56.5 130 4.0 V8 AMG S63 594 155 4.2 31.7 203
2.0 P400e PHEV 398 137 6.4 101 64 Quattroporte 4dr saloon £74,265–£118,585 AAACC 6.0 V12 AMG S65 611 155 4.1 23.7 279
3.0 SDV6 275 271 130 7.4 37.2 200 Now a full-sized executive limo, with some added flair. Off the pace C-Class 4dr saloon £29,040–£69,165 AAAAC
4.4 SDV8 339 330 135 7.0 30.4 245 in several key areas. LxWxH 5264x1948x1481 Kerb weight 1860kg Merc ramps up the richness, but the engines and dynamics aren’t S-Class Cabriolet 2dr open £116,470–£197,580 AAAAC
5.0 V8 525 518 155 5.1 21.2 304 3.0d V6 271 155 6.4 35.8 163 refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg As above but with the added allure of a retractable fabric roof.
5.0 V8 565 557 155 5.1 20.9 307 3.0 V6 339 167 5.1 31.0 212 2.0 C200 178 147 7.2-7.5 52.3-53.3 123-137 LxWxH 5027x1912x1420 Kerb weight 2150kg
3.0 V6 S 424 179 5.1
2.0 C200 4Matic 29.4 223 178 145 7.4 41.5 153-162 4.0 V8 S560 455 155 4.6 31.4 204
Discovery Sport 5dr SUV £30,145–£50,665 AAAAB 3.0 V6 S Q4 424 179 4.8
2.0 C350e 29.1 226 271 155 5.9 134.5 48-54 4.0 V8 AMG S63 594 155 4.2 28.8 225
Seven seats, at home on-road and off-road, plus new-found 3.8 V8 GTS 522 190 4.7
3.0 V6 AMG C43 4Matic 26.4 250 356 155 4.7 35.3 183 6.0 V12 AMG S65 611 155 4.1 23.5 272
desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg 4.0 V8 AMG C63 462 155 4.1 34.5 192
2.0 eD4 145 112 10.0 60.1 123 Levante 4dr SUV £58,315–£72,525 AAACC 4.0 V8 AMG C63 S 495 155 4.0 34.5 192 CLA Coupé 4dr saloon £25,865–£44,530 AAABC
2.0 TD4 E-Capability 145 112 11.0 57.7 129 Italian flair and good looks in abundance, but diesel not as 1.6 C200d 132 134-135 9.7-10.2 65.7-72.4 101-119 Still suffers from divisive styling, although it adds further appeal to
2.0 TD4 174 117 8.4-9.4 53.3 139 sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 2.1 C220d 165 145-146 7.5-7.7 64.2-70.6 103-124 the A-Class. LxWxH 4640x1777x1432 Kerb weight 1395kg
2.0 SD4 234 127 7.1 44.1 169 3.0d V6 271 143 6.9 39.2 189 2.1 C220d 4Matic 165 143 7.5 61.4 122-132
1.6 CLA180 119 130 8.7-9.0 51.4-52.3 124-128
2.0 Si4 240 234 124 7.1 35.3 182 3.0 V6 339 156 6.0 26.4 249 2.1 C250d 198 153 6.6 64.2 112-124
1.6 CLA200 154 143 8.2 44.2 147
2.0 Si 290 281 135 6.5 33.6 190 3.0 V6 S 424 164 5.2 25.9 253 2.1 C250d 4Matic 198 150 6.8 61.4 122-132
2.0 CLA220 4Matic 181 149 7.1 38.2 169
2.1 C300h 198 152 6.4 78.5 94-103
2.0 CLA45 AMG 4Matic 370 155 4.2 40.9 162
Discovery 5dr SUV £47,405–£70,405 AAAAB MAZDA 2.1 CLA220d 171 144 7.7 67.3 106
The country bumpkin given elocution lessons without losing its 2 5dr hatch £13,595–£17,395 AAAAC C-Class Estate 5dr estate £30,800–£70,365 AAAAC 2.1 CLA220d 4Matic 171 143 7.7 58.9 123
rugged capabilities. LxWxH 4970x2073x1888 Kerb weight 2115kg Grown-up, well-made and drives with charm and vigour; engines Decent practicality and fantastic interior. It’s a shame that it’s only
2.0 SD4 234 121 8.0 43.5 171 aren’t brilliant. LxWxH 4060x1695x1495 Kerb weight 1075kg ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg CLA Shooting Brake 5dr estate £26,715–£45,380 AAABC
3.0 V6 Td6 251 130 7.7 39.2 189 1.5 Skyactiv-G 75 74 106 12.1 60.1 111 2.0 C200 178 145-146 7.5-7.7 49.6-51.4 128-139 The most practical of the A-Class range, but it suffers for its
2.0 Si4 295 125 7.3 29.4 222 1.5 Skyactiv-G 90 88 110-114 9.4-12.0 58.9-62.8 111-118 2.0 C200 4Matic 178 145 7.3 40.9 155-165 challenging styling. LxWxH 4640x1777x1435 Kerb weight 1430kg
3.0 V6 Si6 330 130 6.9 26.0 254 2.0 C350e 1.5 Skyactiv-G 115
271 153 6.2 113 134.5 124
49-55 8.7 56.5 127 1.6 CLA180 119 130 8.8-9.1 48.7-50.4 130-134
3.0 V6 AMG C43 4Matic 356 155 4.7 34.9 185 1.6 CLA200 154 140 8.5 42.9 150
LEXUS 3 5dr hatch £19,195–£24,995 AAAAC 4.0 V8 AMG C63 462 155 4.2 33.6 196 2.0 CLA220 4Matic 181 146 7.2 38.2 168
CT 5dr hatch £23,520–£31,245 AAAAC Pleasing dynamism teamed with good practicality and punchy 4.0 V8 AMG C63 S 495 155 4.1 33.6 195 2.0 CLA45 AMG 4Matic 370 155 4.3 40.9 162
Hybrid-only hatch has a pokey cabin and mismatched character diesel engines. LxWxH 4060x1695x1495 Kerb weight 1351kg 1.6 C200d 132 132-133 10.1-10.6 65.7 109-124 2.1 CLA220d 171 142 7.8 67.3 108
traits. LxWxH 4350x1765x1445 Kerb weight 1465kg 2.0 Skyactiv-G 120 118 121 8.9 55.4 119 2.1 C220d 165 142-143 7.6-7.9 64.2-67.3 106-127 2.1 CLA220d 4Matic 171 140 7.8 58.9 126
1.8 VVT-i CT200h 134 112 10.3 68.9-78.5 82-94 2.0 Skyactiv-G 165 162 130 8.2 48.7 135 2.1 C220d 4Matic 165 143 7.5 60.1 124-134
1.5 Skyactiv-D 105 103 115 11.0 74.3 99 2.1 C300d 198 148 6.7 74.3 99-106 CLS Coupé 4dr saloon £56,095–£72,095 AAAAC
IS 4dr saloon £32,900–£42,395 AAABC 2.2 Skyactiv-D 150 148 130 8.1 68.9 107-127 Retains the sleek coupé style and has more tech – without losing
Sleek compact executive car is well-made and interesting but still C-Class Coupé 2dr coupé £36,700–£70,425 AAAAC its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg
a left-field choice. LxWxH 4680x1810x1430 Kerb weight 1620kg 3 Fastback 4dr saloon £20,595–£21,495 AAAAC Nice balance of style, usability and driver reward. 3.0 CLS350d 4Matic 277 155 5.7 48.7 156
2.5 VVT-i IS300h 220 125 8.3 60.1-67.3 97-107 Refined and dynamically satisfying in a saloon bodystyle. LxWxH 4696x1810x1405 Kerb weight 1505kg 3.0 CLS400d 4Matic 330 155 5.0 47.9 156
LxWxH 4060x1695x1495 Kerb weight 1345kg 2.0 C200 178 146-147 7.3-7.7 48.7-53.3 123-134 3.0 CLS450 4Matic 356 155 4.8 36.2 184
GS 4dr saloon £36,125–£73,375 AAABC 2.0 Skyactiv-G 120 118 123 8.8 55.4 119 2.0 C300 237 155 6.0 44.8 143-148 3.0 V6 AMG CLS 53 429 155 4.5 32.5 200
Engine range limits its appeal, but refinement and cabin quality 3.0 V6 AMG C43 4Matic 356 155 4.7 35.3 183
make amends. LxWxH 4880x1840x1455 Kerb weight 1730kg 6 4dr saloon £23,195–£32,685 AAABC 4.0 V8 AMG C63 462 155 4.0 32.8 200 SLC 2dr open £31,524–£46,530 AAABC
2.5 VVT-i GS300h 220 118 9.2 56.5-64.2 104-115 A compelling mix of size, economy and performance. Interior is a 4.0 V8 AMG C63 S 495 155 3.9 32.8 200 Another small convertible exhibiting all the charm that a Mercedes
3.5 V6 VVT-i GS450h 340 156 5.9 45.6-46.3 141-145 let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.1 C220d 165 145 7.5-7.8 64.2-68.9 106-117 should. LxWxH 4143x1810x1301 Kerb weight 1435kg
5.0 V8 GS F 470 167 4.6 25.2 260 2.0 Skyactiv-G 145 143 129 9.5 51.4 129 2.1 C220d 4Matic 165 143 7.6 61.4 122-127 1.6 SLC180 152 139-140 7.9-8.1 48.7 132-133
2.0 Skyactiv-G 165 162 135 9.1 47.9 135 2.1 C300d 241 155 6.0 57.7 129 2.0 SLC200 178 147-149 6.9-7.0 43.5-47.9 137-150
LS 4dr saloon £72,595–£105,595 AAABC 2.5 Skyactiv-G 194 191 138 8.1 42.2 153 2.1 C300d 4Matic 241 155 6.0 54.4 137 2.0 SLC300 237 155 5.8 47.1 138
Luxury saloon gets more tech and opulence but is let down by its 2.2 Skyactiv-D 150 148 130 9.1 68.9 107 3.0 V6 AMG SLC43 356 155 4.7 36.2 178
hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg 2.2 Skyactiv-D 184 181 140 7.9 58.6 126 C-Class Cabriolet 2dr open £40,519–£73,810 AAAAC
3.5 V6 VVT-i LS500h 348 155 5.4 43.5 147 Take all the good bits about the coupé and add the ability to take SL 2dr open £75,440–£115,310 AAAAB
3.5 V6 VVT-i LS500h AWD 348 155 5.4 39.8 161 6 Tourer 5dr estate £24,095–£33,585 AAABC the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg Big, luxurious drop-top is classier than a royal stud farm. Few feel
Attractively styled but only average to drive. 2.0 C200 178 145-146 7.8-8.2 46.3-47.1 136-141 more special. LxWxH 4631x1877x1315 Kerb weight 1735kg
RC 2dr coupé £39,140–£69,620 AAABC LxWxH 4805x1840x1480 Kerb weight 1465kg 2.0 C300 237 155 6.4 42.2 155-155 3.0 V6 SL400 356 155 4.9 36.7 175-179
An also-ran, but the V8 RC F packs plenty of character and handles 2.0 Skyactiv-G 145 143 129 9.5 51.4 129 3.0 V6 AMG C43 4Matic 356 155 4.8 33.6 194 4.7 V8 SL500 442 155 4.3 31.4 205-210
well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg 2.0 Skyactiv-G 165 162 135 9.1 47.9 135 4.0 V8 AMG C63 462 155 4.2 31.7 208 5.5 V8 AMG SL63 568 155-186 4.1 28.8 234
2.0 VVT-i RC200t 241 143 7.5 38.7 168 2.5 Skyactiv-G 194 191 138 8.1 42.2 153 4.0 V8 AMG C63 S 495 155 4.1 31.7 208
2.5 VVT-I RC300h 220 118 8.6 56.5-57.6 113-116 2.2 Skyactiv-D 150 148 130 9.1 68.9 107 2.1 C220d 165 144 8.2-8.3 61.4-62.8 136-138 AMG GT 2dr coupé/open £99,245–£142,945 AAAAC
5.0 V8 RC F 470 168 4.5 26.2 251 2.2 Skyactiv-D 184 181 140 7.9 58.6 126 2.1 C220d 4Matic 165 140 8.1 56.5 130-134 Million-dollar looks and a railgun V8, but extremely firm chassis
2.1 C300d 241 155 6.3 54.4 138 affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg
LC 2dr coupé £76,595–£91,995 AAAAC CX-3 5dr SUV £18,995–£24,995 AAAAC 4.0 V8 GT 462 188-189 4.0 30.1-30.4 216-219
Superb-looking coupé shows flickers of what made the LFA great. Another supermini SUV with a sporting bent. Quite pricey but nicely E-Class 4dr saloon £36,645–£107,620 AAAAC 4.0 V8 GT S 507 193 3.8 30.1 219
LxWxH 4770x1920x1345 Kerb weight 1935kg appointed. LxWxH 4275x1765x1535 Kerb weight 1230kg A wee bit pricey, and less sporting than its rivals, but still comfy 4.0 V8 GT C 541 196-197 3.7 24.8-25.0 259
5.0 V8 LC500 470 168 4.4 24.4-24.6 263-267 2.0 Skyactiv-G 120 118 119 9.0 47.9 136-137 and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg 4.0 V8 GT R 568 198 3.6 24.8 259
3.5 V6 LC500h 354 155 4.7 43.5-44.1 145-148 2.0 E220d 2.0 Skyactiv-G 150
189 149 148
7.3 72.4 124
102-112 8.7 44.1 150
2.0 E220d 4Matic 1.5 Skyactiv-D 105
189 149 103
7.5 62.8 110
117-129 10.1 70.6 105-136 GLA 5dr SUV £23,875–£45,755 AAABC
NX 5dr SUV £34,940–£44,440 AAACC 3.0 V6 E400d 4Matic 335 155 4.9 47.1 157 Not the most practical crossover but good looking and very decent
Some good ideas, but dramatically off the pace to drive. CX-5 5dr SUV £24,095–£31,795 AAAAC 3.0 V6 AMG E53 4Matic+ 429 155 4.5 32.5 200 to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg
LxWxH 4630x1845x1645 Kerb weight 1905kg Offers powerful diesel engines and strong performance, plus a 4.0 V8 AMG E63 4Matic+ 555 155 3.5 31.0 207 1.6 GLA200 152 134 8.1-8.4 48.7-50.4 131-138
2.5 VVT-I NX300h 4WD 194 112 9.2 54.3-56.5 116-121 welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg 4.0 V8 AMG E63 S 4Matic+ 594 155 3.4 31.0 207 2.0 GLA250 4Matic 204 143 6.6 43.5 155
2.0 Skyactiv-G 165 162 125 10.4 44.1 149 2.0 GLA45 AMG 4Matic 370 155 4.4 38.2 172
RX 5dr SUV £48,690–£59,645 AAABC 2.2 Skyactiv-D 150 148 112-127 9.4-10.3 48.7-56.5 132-152 E-Class Estate 5dr estate £38,070–£109,620 AAAAC 2.1 GLA200d 4Matic 132 127 9.1-9.5 67.3 108-115
Low flexibility, but hybrid option makes a degree of economic 2.2 Skyactiv-D 175 172 128-129 9.0-9.5 48.7-52.3 142-152 Far more practical than its rivals, but pricier and less sporty than 2.1 GLA200d 4Matic 132 124 9.1 58.9 127-130
sense. LxWxH 4890x1895x1690 Kerb weight 2100kg those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 2.1 GLA220d 4Matic 171 135 7.7 58.9 127-130
2.0 RX200t 234 124 9.2-9.5 34.9-36.2 181-189 AAAAA 2.0 E220d MX-5 2dr open £18,995–£25,610
189 146 7.7 67.3 109-120
3.5 V6 RX450h 308 124 Brilliantly packaged, priced and perfectly poised but more vibrant 2.0 E220d 4Matic
7.7 51.4-54.3 120-127 189 145 7.8 57.7 126-137 GLC 5dr SUV £35,995–£88,809 AAAAC
than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg 3.0 V6 E400d 4Matic 335 155 5.1 46.4 162 Not exactly exciting to drive, but does luxury and refinement
LOTUS 1.5 Skyactiv-G 131PS 129 127 8.3 47.1 139 3.0 V6 AMG E53 4Matic+ 429 155 4.5 31.8 203 better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg
Elise 2dr open £37,450–£46,550 AAAAC 2.0 Skyactiv-G 160 157 133 7.3 40.9 161 4.0 V8 AMG E63 4Matic+ 555 155 3.6 30.1 214 2.0 GLC 250 4Matic 208 138 7.3 37.7 172
A delicate, vivid and unfettered drive; if you want a daily driver, 4.0 V8 AMG E63 S 4Matic+ 594 155 3.5 30.1 214 2.1 GLC 220d 4Matic 168 130 8.3 47.9 156
shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg MX-5 RF 2dr open £22,495–£25,695 AAAAA 2.1 GLC 250d 4Matic 198 138 7.6 56.5 129
1.8 VVT-i 220 217 145 4.2 37.7 173 Remains perfectly poised and vibrant, even with a folding metal E-Class All-Terrain Edition 5dr estate £59,320 AAAAC 3.0 V6 AMG GLC43 4Matic 356 155 4.9 34.0 189
1.8 VVT-i 246 242 151 3.8 37.7 175 roof. LxWxH 3915x1735x1230 Kerb weight 1090kg A rugged version of a practical estate, which is also lavishly 4.0 V8 AMG GLC63 4Matic 462 155 4.0 27.4 234
1.5 Skyactiv-G 131PS 129 126 8.6 46.3 142 appointed. LxWxH 4947x1861x1497 Kerb weight 2010kg 4.0 V8 AMG GLC63 S 4Matic 495 155 3.8 26.4 244
Exige 2dr coupé £56,850–£72,575 AAAAB 2.0 Skyactiv-G 160 157 134 7.4 40.9 161-167 3.0 V6 E350d 4Matic 251 155 6.2 41.5 179
Sharp, uncompromising track car. Unforgiving on the road. GLC Coupé 5dr SUV £40,820–£91,204 AAAAC
LxWxH 4084x1802x1129 Kerb weight 1125kg McLAREN E-Class Coupé 2dr coupé £40,140–£62,835 AAAAC A coupé-shaped SUV destined to be outrun by the X4 – unless
3.5 V6 VVT-i 350 345 162-170 3.8-3.9 28.0-30.1 219-235 540C 2dr coupé £126,055 AAAAC Big, laid-back four-seat tourer. Borrows looks from the ravishing you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg
3.5 V6 VVT-i 380 374 170-178 3.6-3.7 27.2-29.1 225-242 The affordable end of McLaren’s spectrum isn’t any less enthralling S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg 2.0 GLC 200 4Matic 208 138 7.3 37.2 173
to drive. LxWxH 4530x2095x1202 Kerb weight 1495kg 2.0 E220d 189 150 7.4 61.4 119 2.1 GLC 220d 4Matic 168 130 8.3 46.4 161
Evora 2dr coupé £76,225–£86,775 AAAAC 3.8 V8 562 204 3.2 26.6 2.0 E220d 4Matic
249 189 149 7.6 53.3 137 2.1 GLC 250d 4Matic 198 138 7.6 56.5 131-143
Dynamically it puts nearly everything else in the shade. Shame 3.0 V6 AMG E53 4Matic+ 429 155 4.4 32.2 203 3.0 V6 AMG GLC43 4Matic 356 155 4.9 33.6 192
about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg 570S 2dr coupé/open £145,305-£164,750 AAAAA 2.0 E300 237 155 6.4 40.4 160 4.0 V8 AMG GLC63 4Matic 462 155 4.0 27.4 234
3.5 V6 VVT-i 400 394 174-186 4.2 Blisteringly fast and exciting supercar-slayer with hugely appealing
29.1 225-230 4.0 V8 AMG GLC63 S 4Matic 495 155 3.8 26.4 244
3.5 V6 VVT-i 410 404 174-190 4.1-4.2 handling. LxWxH 4530x2095x1202 Kerb weight 1344kg
29.1 225-230 E-Class Cabriolet 2dr open £44,635–£67,330 AAAAC
3.5 V6 VVT-i GT430 424 190 3.8 3.8 V8 NA
562 204 3.2 25.5-26.4 249-258 Refined and sophisticated four-seater in the same mould as the
NA GLE 5dr SUV £57,905–£101,955 AAAAC
S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg The ML replacement isn’t inspiring to drive but does come with a
M A S E R AT I 570GT 2dr coupé £154,000 AAAAA 2.0 E220d 192 147 7.7 57.7 126 classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg
Ghibli 4dr saloon £52,895–£65,055 AAACC The 570GT retains the lusty, fast appeal of its sister car, even with 2.0 E220d 4Matic 192 145 7.9 52.4 142 3.0 V6 GLE350d 4Matic 251 140 7.1 42.8 192
Maser’s compact exec has the allure but lacks power and is poorly added practicality. LxWxH 4530x2095x1201 Kerb weight 1495kg 3.0 V6 AMG E53 4Matic 429 155 4.5 31.8 204 3.0 V6 AMG GLE43 4Matic 379 155 5.7 31.7 205
finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg 3.8 V8 562 204 3.4 26.6 249 2.0 E300 237 155 6.6 39.2 167 5.5 V8 AMG GLE63 S 4Matic 568 155 4.2 23.9 276
3.0d V6 271 155 6.3 47.8 158
3.0 V6 345 166 5.5 31.7 207 720S 2dr coupé £218,020 AAAAA GLE Coupé 5dr SUV £64,380–£104,145 AAAAC
3.0 V6 S 424 177 4.9 29.4 223 The start of an era for McLaren and what a way to begin it is. Not the prettiest SUV you will ever see, but a decent option against
3.0 V6 S Q4 424 177 4.7 29.1 226 LxWxH 4543x2059x1196 Kerb weight 1322kg the BMW X6. LxWxH 4900x2129x1731 Kerb weight 2240kg
4.0 V8 710 212 2.9 26.4 249 3.0 V6 GLE 350d 4Matic 251 140 7.0 39.2 187
GranTurismo 2dr coupé £92,230-£107,865 AAACC 3.0 V6 AMG GLE43 4Matic 379 155 5.7 30.0 215
Not short on richness or desirability and well capable of stirring MERCEDES-BENZ 5.5 V8 AMG GLE63 S 4Matic 568 155 4.2 23.7 278
the soul. LxWxH 5652x1948x1481 Kerb weight 1873kg A-Class 5dr hatch £21,970–£48,690 AAABC
4.7 V8 453 185 4.8 19.7 331 Desirable and attractive but lacking a distinguishing drive. G-Class 5dr SUV £143,305–£152,670 AAABC
LxWxH 4299x1780x1433 Kerb weight 1370kg Massively expensive and compromised, but with character in
GranCabrio 2dr open £106,285–£114,330 AAACC 1.6 A160 99 118 10.4-10.6 52.3-54.3 121-126 abundance. LxWxH 4764x1867x1954 Kerb weight 2550kg
Fantastic looks and soundtrack but an average chassis overall. 1.6 A180 119 118 8.6-8.9 51.4-54.3 121-131 4.0 V8 AMG G63 4Matic 577 137 4.5 21.6 299
LxWxH 4971x1945x1461 Kerb weight 1973kg 1.6 A200 152 139 7.8-8.1 49.6-52.3 126-132
4.7 V8 453 177-179 4.9-5.0 19.4 337 2.0 A250 211 149 6.3 41.5-44.8 145-158 GLS 5dr SUV £73,090–£106,020 AAABC
2.0 A250 4Matic 211 149 6.3 42.2 156 The replacement for the massive GL can still seat seven in
2.0 A45 AMG 4Matic 370 155 4.2 40.9 162 comfort. LxWxH 5162x1982x1850 Kerb weight 2475kg

86 AUTOCAR.CO.UK 5 SEPTEMBER 2018

 N E W CAR PR I CES
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MORGAN 2.0 BlueHDi 150 145 131-132 8.6-8.9 68.9-72.4 102-108
3 Wheeler 0dr open £40,075 AAAAA 2.0 BlueHDi 180 EAT8 175 140 8.2 64.2 116
The eccentric, characterful and brilliant Morgan is a testament to
English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg 308 SW 5dr estate £19,675–£28,470 AAAAB
2.0 V-twin 68 68 115 7.0 34.9 187 Estate bodystyle enjoys the classy appeal of the hatchback.
2.0 V-twin 82 82 115 6.0 30.3 215 LxWxH 4585x1563x1472 Kerb weight 1190kg
1.2 PureTech 110 107 117 11.6 67.3 99
4/4 2dr open £40,205 AACCC 1.2 PureTech 130 126 127 9.5-10.0 61.4-62.8 106
Has its appeal but not as rewarding to drive as it could be. 1.5 BlueHDi 130 126 126 10.0 76.3 111-112
LxWxH 4010x1630x1220 Kerb weight 795kg 1.6 BlueHDi 120 116 121 9.9-10.1 74.3-88.3 85-99
1.6 i4 Sigma 110 115 8.0 44.1 143 2.0 BlueHDi 150 145 130 8.9-9.2 65.7-72.4 102-112
2.0 BlueHDi 180 EAT8 175 139 8.4 61.4 120
Plus 4 2dr open £44,105 AABCC
3.0 V6 GLS 350d 4Matic 251 138 7.8 37.2 199 Needs more chassis finesse, but the Plus 4 still charms 508 4dr saloon £25,340–£33,210 AAABC Panamera Sport Turismo 5dr estate £73,071–£139,287 AAAAA
5.5 V8 AMG GLS63 4Matic 568 155-168 4.6 23.0 288 nonetheless. LxWxH 4010x1720x1220 Kerb weight 927kg Competent and likeable enough, but it lacks any real spark. The Panamera in a more practical form, and now it’s a good-looking
2.0 GDi 154 118 7.5 40.0 164 LxWxH 4830x1828x1456 Kerb weight 1410kg beast. LxWxH 5049x1937x1428 Kerb weight 1880kg
X-Class 5dr pick-up £32,772–£40,920 AAAAC 1.6 BlueHDi 120 116 125-126 11.0 72.4-74.3 99-102 3.0 V6 4 321 160 5.5 36.2 180
Lifts the bar on commercial vehicle comfort while retaining tough Roadster 2dr open £55,075 AACCC 2.0 BlueHDi 150 145 130 8.9 67.3 109 2.9 V6 4S 428 177 4.4 34.9 189
qualities. LxWxH 5340x2113x1819 Kerb weight 2234kg More advanced, but pricey and needs better brakes. 2.0 BlueHDi 180 175 143 8.5 67.3 110 2.9 V6 E-Hybrid 449 170 4.6 108.6 59
2.3 X220 d 163 105 12.9 37.2 200 LxWxH 4010x1720x1220 Kerb weight 950kg 4.0 V8 4S Diesel 416 175 4.5 42.2 176
2.3 X250 d 190 109 11.8 35.8 207 3.7 V6 Cyclone 280 140 5.5 28.8 230 508 SW 5dr estate £26,685–£35,125 AAABC 4.0 V8 Turbo 533 188 3.8 30.1 217
As good as the saloon but better looking.
MG Plus 8 2dr open £83,405 AAACC LxWxH 4829x1828x1476 Kerb weight 1430kg Macan 5dr SUV £45,915–£86,267 AAAAB
3 5dr hatch £8695–£11,695 AAABC Old V8 charm lives on, but there’s no ignoring the high price. 1.6 BlueHDi 120 116 123-124 11.2-11.3 67.3-74.3 100-108 Spookily good handling makes this a sports utility vehicle in the
Neatly tuned and nice sporty styling. Breaks the mould for sub- LxWxH 4010x1751x1220 Kerb weight 1100kg 2.0 BlueHDi 150 145 130 9.1 67.3 110 purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg
£9000 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 4.4 V8 367 155 4.5 23.0 282 2.0 BlueHDi 180 175 137-140 8.6-8.9 61.4-64.2 114-119 2.0 244 142 6.7 39.2 172
1.5 VTI-Tech 104 108 10.4 51.5 124 3.0 V6 S 330 157 5.4 32.1 212 2.0 Hdi HY4 ETG 197 132 8.8 61.4 109
Aero 8 2dr open £88,194 AAABC 3.0 V6 GTS 350 159 5.2 31.7 215
ZS 5dr SUV £12,495–£17,495 AAACC Morgan’s flagship is a modern take on a classic look, although the 2008 5dr SUV £16,985–£23,745 AAABC 3.0 V6 S Diesel 251 142 6.3 46.3 164
Much improved on previous MGs, but still lacks the sophistication old charm remains. LxWxH 4147x1751x1248 Kerb weight 1180kg Efficient and well-mannered but facelift still leaves it short on 3.6 V6 Turbo 388 165 4.8 31.4 216
of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg 4.4 V8 367 170 4.5 23.0 282 space and style. LxWxH 4159x1829x1556 Kerb weight 1045kg 3.6 Turbo P’formance P’kge 428 169 4.4 29.7 224
1.5 VTi-Tech 104 109 10.9 49.6 129 1.2 PureTech 82 79 105 13.5 57.6 114
1.0T GDi 109 112 12.4 44.9 144 NISSAN 1.2 PureTech 110 107 117-119 9.9-10.3 58.9-64.2 103-110 Cayenne 5dr SUV £55,965–£99,291 AAAAB
Micra 5dr hatch £12,750–£19,540 AAAAC 1.2 PureTech 130 126 124 9.3 58.9 110 Refreshed look, improved engines, interior and a better SUV
GS 5dr SUV £15,095–£21,095 AAACC Refreshed look and better handling makes it an enticing choice. 1.6 BlueHDi 75 74 103 13.8 76.3 97 overall. LxWxH 4918x1983x1696 Kerb weight 1985kg
MG’s first attempt at a small SUV is an attempt to re-establish the Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg 1.6 BlueHDi 100 96 112 11.3 76.3 97 3.0 V6 330 152 6.2 30.7 213
brand. LxWxH 4500x1800x1665 Kerb weight 1385kg 1.0 71PS 70 98 16.4 61.4 103 1.6 BlueHDi 120 116 119 9.6 76.3 96 2.9 V6 S 428 164 5.2 31.4 209
1.5 TGI 163 112-118 9.6 45.5-46.3 139-141 0.9 IG-T 90 88 109 12.1 64.2 99 4.0 V8 Turbo 533 177 4.1 24.1 272
1.5 dCi 90 88 111 11.9 88.3 85 3008 5dr SUV £23,430–£35,750 AAAAC
MINI Cleverly packaged Peugeot offers just enough SUV DNA to make RADICAL
3dr Hatch 3dr hatch £15,905–£26,090 AAAAB Pulsar 5dr hatch £13,280–£20,910 AAABC the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg RXC GT 2dr open NA AAABC
Three-pot engines and cleverly designed interior make the Mini a Undeniably fit for purpose, but its appeal goes no deeper than that. 1.2 PureTech 130 126 117 10.5-10.8 54.3-55.4 117-120 Designed for pounding around a track; out of its element on the
superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg LxWxH 4387x1768x1520 Kerb weight 1245kg 1.6 THP 165 159 128 8.9 48.7 129 road. LxWxH 4300x1960x1127 Kerb weight 1125kg
1.5 One 101 121 10.1-10.2 57.6-58.9 109-114 1.2 DIG-T 115 113 115-118 10.7-12.7 54.3-56.5 117-121 1.6 BlueHDi 100 96 108 13.1 70.6 103 3.5 V6 400 400 179 2.8 NA NA
1.5 Cooper 134 130 7.8-7.9 60.1-62.8 105-112 1.5 dCi 110 108 118 11.5 78.5 94 1.6 BlueHDi 120 116 115-117 11.2-11.6 70.6 104-108 3.5 V6 650 650 180 2.7 NA NA
1.5 Cooper D 114 127 9.2 76.3-80.7 92-99 2.0 BlueHDi 150 145 129 9.6 64.2-67.3 114
2.0 Cooper S 189 145-146 6.7-6.8 49.6-54.3 122-136 Leaf 5dr hatch £25,190–£28,390 AAAAC 2.0 BlueHDi 180 EAT6 175 131 8.9 58.9 124 R E N A U LT
2.0 John Cooper Works 227 152 6.1-6.3 44.8-49.6 133-147 Better looks, better value and better range from this second-gen Twizy 2dr hatch £6690–£7690
AAABC
electric hatch LxWxH 4387x1768x1520 Kerb weight 1245kg 5008 5dr SUV £25,580–£37,900 AAAAC Zany solution to personal mobility is suitably irreverent and
5dr Hatch 5dr hatch £16,605–£22,995 AAAAB 40kWh 147 89.5 7.9 NA 0 Less MPV, more SUV, and shares its siblings’ good looks. Competent impractical. LxWxH 2338x1381x1454 Kerb weight 474kg
Mini charm in a more usable package, but still not as practical as to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg MB L7e 17 50 NA NA 0
rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg AAABC 1.2 PureTech 130 Juke 5dr hatch £15,195–£22,095 126 117 10.4-10.9 54.3-55.4 117-120
1.5 One 101 119 10.1-10.5 57.6-58.9 112-116 High-riding, funky hatch is a compelling package. High CO 2 figures, 1.6 THP 165 EAT6 159 128 9.2 48.7 133 Zoe 5dr hatch £18,420–£27,020 AAABC
1.5 Cooper 134 129 8.1-8.2 58.9-60.1 109-114 though. LxWxH 4135x1765x1565 Kerb weight 1605kg 1.6 BlueHDi 100 96 108 13.6 68.9 106 A far more practical zero-emission solution. Attractive price, too.
1.5 Cooper D 114 125-126 9.4-9.5 74.3-78.5 95-102 1.6 94 92 104 12.0 47.1 138 1.2 BlueHDi 120 116 113-115 11.4-11.9 65.7-67.3 108 LxWxH 4084x1730x1562 Kerb weight 1470kg
2.0 Cooper S 189 143-144 6.8-6.9 47.9-52.3 125-139 1.2 DIG-T 115 113 111 10.8 48.7-49.6 128-132 2.0 BlueHDi 150 145 129 9.6 61.4 118 5AGEN2 86 84 13.5 NA 0
1.6 117PS Xtronic 115 106 11.5 46.3-47.1 139-142 2.0 BlueHDi 180 EAT6 175 131 9.1 58.9 124 5AGEN3 89 84 13.5 NA 0
Convertible 2dr open £19,795–£29,430 AAABC 1.5 dCi 110 108 109 11.2 68.9-70.6 104-107 2.0 BlueHDi 180 EAT8 175 NA NA NA NA
A fun open-top car but compromised on practicality and dynamics. Twingo 3dr hatch £10,750–£14,255 AAACC
LxWxH 3821x1727x1415 Kerb weight 1280kg Qashqai 5dr SUV £19,300–£32,325 AAAAB PORSCHE Handsome, unusual rear-engined city car but not a class leader.
1.5 Cooper 134 128-129 8.7-8.8 55.4-57.6 114-123 The defining modern crossover. The Mk2 is better in all areas, 718 Boxster 2dr open £44,758–£61,727 AAAAB LxWxH 3595x1646x1554 Kerb weight 865kg
2.0 Cooper S 189 142-143 7.1-7.2 47.1-50.4 131-142 hence its popularity. LxWxH 4394x1806x1590 Kerb weight 1331kg Our idea of drop-top heaven. Exceptional to drive, whether cruising 1.0 SCe 70 67 94 14.5 56.5-67.3 95-112
2.0 John Cooper Works 167 149 6.5-6.6 43.5-47.9 138-152 1.2 DIG-T 115 113 108-115 10.6-12.9 50.4 129 or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg 0.9 TCe 90 87 103 10.8 58.9-65.7 99-108
1.6 DIG-T 163PS 160 124 8.9 48.7 134 2.0 290 170 4.9-5.1 38.2-40.9 158-168 0.9 TCe 110 105 113 9.6 54.3 115
Clubman 5dr hatch £21,045–£32,195 AAAAC 1.5 dCi 110 108 113 11.9 74.3 99 2.5 S 339 177 4.4-4.6 34.9-38.7 167-184
Cheery and alternative Mini ‘six-door’ takes the brand into new 1.6 dCi 130 128 114-118 9.9-11.1 60.1-64.2 116-122 2.5 GTS 355 180 4.3-4.6 31.4-34.4 186-205 Clio 5dr hatch £13,500–£24,295 AAAAC
territory. LxWxH 4253x1800x1441 Kerb weight 1375kg 1.6 dCi 130 4WD 128 118 10.5 57.6 129 An attractive,stylish and practical proposition, but cheap in places
1.5 Cooper 134 127 9.1 55.4 118-123 718 Cayman 2dr coupé £42,897–£59,866 AAAAA and feels dated. LxWxH 4062x1732x1448 Kerb weight 1059kg
1.5 Cooper D 148 132 8.5-8.6 68.9 109-115 X-Trail 5dr SUV £25,590–£37,740 AAABC Scalpel-blade incisiveness, supreme balance and outstanding 0.9 TCe 75 75 110 12.3 56.5 114
2.0 Cooper S 189 142 7.1-7.2 45.6-48.7 134-147 There aren’t many cheaper ways of owning an SUV. Has a better driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg 0.9 TCe 90 87 112 12.2-13.1 60.1-67.3 94-105
2.0 Cooper S All4 189 142 6.9-7.0 40.9-44.8 146-162 range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg 2.0 290 170 4.9-5.1 38.2-40.9 158-168 1.2 TCe 120 115 124 9.0-9.2 52.3-53.3 118-120
2.0 Cooper SD 187 139 7.4 62.8-65.7 114-122 1.6 dCi 130 128 111-116 10.5-11.4 53.3-57.6 129-139 2.5 S 339 177 4.4-4.6 34.9-38.7 167-184 1.6 Turbo RS 200 194 143 6.7 47.9 133
2.0 Cooper SD All4 187 139 7.2 58.9 126-129 1.6 dCi 130 4WD 128 115 11.0 52.3-53.3 139-143 2.5 GTS 355 180 4.3-4.6 31.4-34.4 186-205 1.6 Turbo RS 220 214 146 6.6 47.9 135
2.0 John Cooper Works 227 148 6.3 38.2-41.5 154-168 1.6 DIG-T 163 160 124 9.7 44.1-45.6 145-149 1.5 dCi 90 87 109-112 12.0-12.9 80.7-88.3 82-92
2.0 dCi 177 174 123 9.6 48.7-50.4 148-152 911 2dr coupé £77,891–£207,506 AAAAB 1.5 dCi 110 107 121 11.2 80.7 90
Countryman 5dr hatch £23,345–£33,495 AAABC 2.0 dCi 177 4WD 174 121-126 9.4-10.0 46.3-50.4 149-162 Still as brilliant and distinctive as any before it. More than worthy
Bigger than before, but still more funky than useful. Still not all that of its iconic status. LxWxH 4499x1808x1294 Kerb weight 1413kg Mégane 5dr hatch £17,315–£27,495 AAABC
pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg 370Z 2dr coupé £29,805–£40,305 AAABC 3.0 Carrera 359 180-183 4.3-4.6 32.5-38.2 169-201 Stylish and refined but bland. Nothing exceptional.
1.5 Cooper 134 126 9.6 51.4 126-130 Old-school and profoundly mechanical coupé. The Healey 3000 of 3.0 Carrera T 359 180-182 4.2-4.5 29.7-33.2 193-215 LxWxH 4359x1814x1447 Kerb weight 1340kg
1.5 Cooper All4 135 122 9.8 46.3-47.1 136-143 today – but meaner. LxWxH 4265x1845x1315 Kerb weight 1496kg 3.0 Carrera S 408 188-191 4.0-4.3 31.8-36.7 174-204 1.2 TCe 130 128 122-124 10.3-10.6 50.4-52.3 120-125
1.5 Cooper D 148 129 8.8-8.9 64.2-65.7 113-120 3.7 V6 323 155 3.0 Carrera GTS
5.3 26.6-26.9 245-248 437 191-193 3.6-4.1 29.7-34.0 188-216 1.6 TCe 205 199 143 7.1 47.1 134
1.5 Cooper D All4 148 127 8.7-8.8 58.9 126-132 3.7 V6 Nismo 339 155 3.8 Turbo
5.2 26.6 248 524 198 3.0 31.0 212 1.5 dCi 110 107 116 11.3-12.3 72.4-76.4 96-101
2.0 Cooper S 189 140 7.4-7.5 45.6-47.1 137-144 3.8 Turbo S 564 205 2.9 31.0 212 1.6 dCi 130 126 123 10.0 70.6 104
2.0 Cooper S All4 189 138 7.2-7.3 40.4-44.1 146-162 GT-R 2dr coupé £81,995–£151,995 AAAAC 4.0 GT3 486 197-198 3.4-3.9 21.9-22.2 288-290 1.6 dCi 165 158 133 8.8 61.4 120
2.0 Cooper SD 187 137 7.7 61.4 121-125 Monstrously fast Nissan has been tweaked and sharpened. Still a 4.0 GT3 RS 513 193 3.2 22.0 291 1.8 RS 280 276 158 5.8 39.2 163
2.0 Cooper SD All4 187 136 7.4 57.6 129-133 blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 3.8 GT2 RS 680 211 2.8 23.9 269
2.0 John Cooper Works 227 145 6.5 38.2-40.9 158-169 3.8 V6 562 196 NA 23.9 275 Mégane Sport Tourer 5dr estate £18,515–£24,155 AAABC
1.5 Cooper S E-Hybrid 220 123 6.8 134.5 49-52 3.8 V6 Nismo 591 196 NA 23.9 275 911 Cabriolet 2dr open £86,732–£156,381 AAAAB Stylish and refined estate car is still bland like the hatch. Smaller
Cutting the top off enhances the aural drama. For visual impact than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg
MITSUBISHI NOBLE choose the Targa. LxWxH 4499x1808x1289 Kerb weight 1500kg 1.2 TCe 130 128 122 11.0-11.7 50.4-52.3 120-125
Mirage 5dr hatch £12,300–£14,300 AAACC AAABC 3.0 Carrera M600 2dr coupé £248,000–£287,600
359 178-181 4.5-4.8 31.7-37.7 172-206 1.5 dCi 110 107 116 11.6-12.7 72.4-76.4 96-101
A straightforward hatchback – but not for the likes of us. Deliciously natural and involving; a bit ergonomically flawed. 3.0 Carrera S 408 187-188 4.2-4.5 31.4-36.2 184-204 1.6 dCi 130 126 123 10.6 70.6 104
LxWxH 3795x1665x1505 Kerb weight 845kg LxWxH NA Kerb weight 1198kg 3.0 Carrera GTS 437 190-192 3.7-4.2 29.1-33.6 190-220 1.6 dCi 165 158 133 8.9 61.4 120
1.1 Mi-VEC 79 107 11.7-12.8 65.7 99-100 4.4 V8 662 225 NA 20.1 333 3.8 Turbo 524 198 3.1 30.4 216
3.8 Turbo S 564 205 3.0 30.4 216 Scenic 5dr MPV £22,010–£30,850 AAABC
ASX 5dr SUV £16,445–£29,485 AAACC PEUGEOT 3.0 Targa 4 359 178-179 4.5-4.7 31.7-35.8 182-206 Good-looking MPV riding on 20in wheels, but overall a bland car to
Decent engines, but otherwise an unexceptional crossover. iOn 5dr hatch £20,495 AABCC 3.0 Targa 4S 408 187-188 4.2-4.4 35.3-31.4 184-204 drive. LxWxH 4406x1866x1653 Kerb weight 1428kg
LxWxH 4355x1770x1640 Kerb weight 1260kg Good electric powertrain; looks extremely old hat against better 3.0 Targa 4 GTS 437 190-191 3.7-4.1 29.1-32.5 196-220 1.2 TCe 115 112 115 12.3 48.7 129
1.6 Mi-VEC 115 114 11.5 47.9-48.7 135-136 EV rivals. LxWxH 3474x1475x1608 Kerb weight 1120kg 1.2 TCe 130 128 118 11.4 48.7 129
1.6 DI-D 2WD 112 113 11.2 61.4 119 47kW 62 81 15.9 NA 0 Panamera 4dr saloon £67,898–£146,545 AAAAA 1.5 dCi 110 107 114 12.4 70.6-72.4 100-104
1.6 DI-D 4WD 112 111 11.5 56.5 132 Revamped big saloon is an absolute belter, making it almost the 1.5 dCi 110 Hybrid Assist 107 NA NA 80.7 94
2.2 DI-D 4WD 148 118 10.8 48.7 152 108 3dr/5dr hatch £9225–£14,520 AAABC perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg 1.6 dCi 130 126 118 11.4 62.8 116
Sister car to the Aygo – and a distant second to most city car 3.0 V6 321 164 5.7 37.7 173 1.6 dCi 160 156 124 10.7 62.8 118
Eclipse Cross 5dr SUV £21,290–£30,015 AAACC rivals. LxWxH 3475x1615x1460 Kerb weight 840kg 3.0 V6 4 321 162 5.5-5.6 35.8-36.2 177-180
Stylish, future-looking mid-sized SUV shows where Mitsubishi’s 1.0 72 71 100 13.0 68.9 93 2.9 V6 4S 428 179 4.4-4.5 34.0-34.9 184-189 Grand Scenic 5dr MPV £23,810–£32,650 AAABC
destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg 1.0 72 2-Tronic 71 100 15.2 67.3 95 2.9 V6 E-Hybrid 449 172 4.6-4.7 113.0 56 Good-looking seven-seat MPV is bland to drive and the third row
1.5 Mi-VEC 2WD 160 124-127 9.3-10.3 42.2-42.8 151-154 4.0 V8 4S Diesel 416 177 4.5 42.2 176 seats are tight. LxWxH 4634x1866x1655 Kerb weight 1495kg
1.5 Mi-VEC 4WD 160 124 9.8 40.4 159 208 3dr/5dr hatch £14,315–£21,825 AAABC 4.0 V8 Turbo 533 190 3.8-3.9 29.7-30.4 212-217 1.2 TCe 115 112 115 12.3 48.7 129
A big improvement for Peugeot, if not for the supermini class. 4.0 V8 Turbo S E-Hybrid 660 192 3.4-3.5 97.4 66 1.2 TCe 130 128 118 11.4 48.7 129
Outlander 5dr SUV £28,670–£43,600 AAABC LxWxH 3475x1615x1460 Kerb weight 1065kg 1.5 dCi 110 107 114 12.4 70.6-72.4 100-104
Creditable effort, but still cheap in places: PHEV a boon for fleet 1.2 PureTech 82 79 109-111 12.2-14.5 62.8-67.3 97-104 1.5 dCi 110 Hybrid Assist 107 NA NA 80.7 94
users. LxWxH 4695x1810x1710 Kerb weight 1565kg 1.2 PureTech 110 107 118 9.8-9.6 62.8-65.7 99-104 1.6 dCi 130 126 118 11.4 62.8 116
2.2 DI-D 4WD 148 118-124 10.2-11.6 48.7-53.3 139-154 1.5 BlueHDi 100 102 117 10.7 76.3 102 1.6 dCi 160 156 124 10.7 62.8 118
2.0 Mi-VEC PHEV 200 106 11.0 116.1 41 1.6 THP 208 GTi 202 143 6.5 52.3 125
Captur 5dr SUV £15,300–£21,100 AAAAC
Shogun 5dr SUV £33,315–£44,075 AABCC 308 5dr hatch £19,180–£28,590 AAAAB Jacked-up Clio is among the better downsized options. Stylish and
Has its appeal. Needs more chassis finesse but still charming. Classy all-round appeal makes it a serious contender, but rear fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg
LxWxH 4385x1875x1870 Kerb weight 2185kg space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg 0.9 TCe 90 87 106 13.2 55.4 139
3.2 DI-DC 4WD 187 111 10.4-11.1 30.4-31.4 238-245 1.2 PureTech 110 107 117 11.1 70.6 95 1.2 TCe 120 115 113-119 9.9-10.6 51.4 125
1.2 PureTech 130 126 128-129 9.1-9.6 62.8 104-106 1.5 dCi 90 87 106 13.1 78.5 95
1.6 THP 205 199 146 7.5 50.4 130 1.5 dCi 110 107 112 11.4 76.4 98
1.6 THP 270 264 155 6.0 47.1 139
1.5 BlueHDi 130 126 127 9.8 80.7 93
1.6 BlueHDi 100 96 112 12.2 76.3 96
1.6 BlueHDi 120 116 117-118 10.2-10.3 72.4-74.3 98-101

5 SEPTEMBER 2018 AUTOCAR.CO.UK 87

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Kadjar 5dr SUV £20,430–£27,860 AAAAC Karoq 5dr SUV £21,255–£32,475 AAAAC 1.0 Boosterjet SHVS 108 121 10.6 65.7 97
Fine value, practical, decent to drive and good-looking, but the Yeti replacement may not have its forebear’s quirkiness, but it’s 1.0 Boosterjet 108 118-121 10.0-10.6 56.5-61.4 104-114
Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 1.4 Boosterjet Sport 138 130 8.1 50.4 125
1.2 TCe 130 128 119 10.1-10.7 50.4-51.4 123-126 1.0 TSI 115 113 115-116 10.3-10.4 53.3-54.3 118-119
1.6 TCe 165 158 127 9.2 47.1 134 1.5 TSI EVO 150 148 126 8.1-8.3 51.4-52.3 123-125 Baleno 5dr hatch £12,999–£17,379 AAABC
1.5 dCi 110 107 112-113 11.7-11.9 74.3 99 1.6 TDI 115 113 116 10.4-10.5 61.4-64.2 117-120 Suzuki’s family-sized hatchback makes use of clever little engines.
1.6 dCi 130 128 118 9.9 65.7 113 2.0 TDI 150 4x4 148 121 8.4-9.0 54.3-56.5 131-137 LxWxH 3995x1745x1470 Kerb weight 920kg
1.0 Boosterjet 108 118-124 11.0-11.4 57.6-62.7 105-115
Koleos 5dr SUV £28,045–£37,030 AAABC Kodiaq 5dr SUV £22,755–£37,040 AAAAC 1.2 Dualjet SHVS 87 105 12.6 70.6 94
Koleos name returns and is a vast improvement on before, but no Skoda’s first seven-seat SUV is a viable alternative to a traditional
class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg Vitara 5dr SUV £15,999–£25,099 AAABC
1.6 dCi 130 128 115 11.4 57.6 128 1.4 TSI 125 123 118-123 9.3-10.2 44.8-46.3 139-143 Utterly worthy addition to the class drives better than most.
2.0 dCi 175 169 126 10.7 50.4 148 1.4 TSI 150 148 123 9.3 44.8 143 LxWxH 4175x1775x1610 Kerb weight 1075kg
2.0 dCi 175 4WD X-Tronic 169 125 9.5 47.9 156 1.4 TSI 150 4x4 148 120-122 9.5-9.6 39.8-40.9 155-163 1.6 M16A 116 112 11.5-12.5 51.3-53.3 123-127
2.0 TSI 190 4Drive 187 132 7.9 40.4 159 2.0 TSI 180 4x4 177 128 7.7 38.2 170 1.6 M16A Allgrip 116 112 12.0-13.0 49.5-50.4 130-131
R O L L S - R OYC E 1.6 TDI 115 113 114 11.5 62.8 118-119 2.0 TDI 150 148 123 9.8 56.5 131 1.6 DDiS 116 112 11.5 70.6 106
Wraith 2dr coupé £224,823–£280,223 AAAAB 2.0 TDI 150 4Drive 148 122 9.0 55.4-56.5 128-129 2.0 TDI 150 4x4 148 120-122 9.4-9.6 49.6-52.3 141-149 1.6 DDiS Allgrip 116 112 12.4 62.7-67.2 111-118
An intimate and involving Rolls. Not as grand as some, but other 2.0 TDI 190 4Drive 187 132 7.5 53.3 135 2.0 TDI 190 4x4 187 130 8.3 49.6 150 1.4 Boosterjet S Allgrip 136 124 10.2 51.3-52.3 127-128
traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg
6.6 V12 624 155 4.6 19.8 327 Alhambra 5dr MPV £25,185–£37,475 AAAAC SMART S-Cross 5dr SUV £17,499–£26,249 AAABC
This cheaper version of the VW Sharan is spacious, versatile and Fortwo 3dr hatch/open £10,040–£23,060 AAACC A worthy crossover if not a class leader. Refreshed looks give a
Dawn 2dr open £266,055–£302,655 AAAAB good to drive. LxWxH 4854x1904x1730 Kerb weight 1755kg Pricey two-seater has urban appeal but is short on performance lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg
Essentially as above, except with a detuned engine and in elegant 1.4 TSI 150 148 124 9.9 43.5 150 and handling. LxWxH 2695x1663x1555 Kerb weight 890kg 1.0 Boosterjet 108 106-112 11.0-12.4 54.3-56.4 113-119
convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 2.0 TDI Ecomotive 150 148 123-124 10.2-10.3 54.3-55.4 130-137 1.0 71 68 94 14.4-15.5 65.7-68.9 93-99 1.0 Boosterjet Allgrip 108 109 12.0 53.3 119
6.6 V12 563 155 5.0 19.6 330 2.0 TDI 184 181 132-134 8.9.9.4 53.3 139-141 0.9 90 87 96 10.4-11.7 65.7-68.9 96-99 1.4 Boosterjet Allgrip 136 124 10.2 49.5-50.4 127-128
0.9 109 Brabus 105 102 9.5 61.4-62.8 102-104 1.6 DDiS 116 112 12.0 68.8 106
Ghost 4dr saloon £227,423–£262,823 AAAAC S KO DA Electric Drive 79 80 11.5-11.8 NA 0 1.6 DDiS Allgrip 116 109 13.0 64.2 114
‘A ffordable’ Rolls is a more driver-focused car than the Phantom. Citigo 3dr hatch £8860–£11,850 AAABC
Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg A Czech take on the city car is more fun to drive than its plain-Jane Forfour 5dr hatch £10,535–£21,415 AAACC TESLA
6.6 V12 563 155 4.9-5.0 19.8-20.0 327-329 exterior suggests. LxWxH 3597x1641x1478 Kerb weight 854kg Four doors give the Smart more mainstream practicality. Still Model S 5dr hatch £67,950–£123,050 AAAAB
1.0 MPI 60 59 100 13.9 51.4 101 expensive, though. LxWxH 3495x1665x1555 Kerb weight 975kg Large range makes it not only a standout EV but also the future of
Phantom 4dr saloon NA AAAAA 1.0 MPI 60 ASG 59 100 16.2 53.3 100 1.0 71 68 94 15.9-16.9 67.3 96-97 luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg
Phantom takes opulent luxury to a whole level. 1.0 MPI 60 GreenTech 59 100 13.9 57.7 96 0.9 90 87 102 11.2-11.9 65.7-67.3 98-99 75D 323 140 4.2 NA 0
LxWxH 5762x2018x1646 Kerb weight 2560kg 1.0 MPI 75 GreenTech 74 107 13.1 57.7 96 0.9 109 Brabus 105 96 10.5 61.4 104 100D 602 155 4.1 NA 0
6.75 TV12 563 155 5.3-5.4 20.3 318-319 1.0 MPI 75 ASG 74 107 14.4 53.3 103 Electric Drive 79 80 12.7 NA 0 P100D 602 155 2.5 NA 0
S E AT Fabia 5dr hatch £12,840–£18,435 AAABC S S A N G YO N G Model X 5dr SUV £74,650–£129,100 AAAAB
Mii 5dr hatch £11,510–£12,230 AAABC Comfortable, affordable, easy-to-drive and attractive, but no more Tivoli 5dr SUV £13,495–£21,245 AAABC A genuine luxury seven-seat electric SUV which also has a large
Not as desirable or plush as the Up but nearly as good to drive. so than its rivals. LxWxH 4009x1958x1452 Kerb weight 1151kg Trails the Duster as the best-value small crossover – but not by range. LxWxH 5036x2070x1684 Kerb weight 2459kg
LxWxH 3557x1643x1474 Kerb weight 929kg 1.0 TSI 95 94 114 10.8 61.4 106 much. LxWxH 4195x1795x1590 Kerb weight 1270kg 75D 323 140 4.4 NA 0
1.0 60 59 99 14.4 64.2 102 1.0 TSI 110 108 121 9.6 60.1 107 1.6 128 126 99-106 11.0-12.0 39.2-44.1 149-167 100D 602 155 4.7 NA 0
1.0 75 74 106 13.2 64.2 102 1.0 TSI 110 DSG 108 120 10.1 60.1 106 1.6d 115 113 107-109 12.0 51.4-65.7 113-146 P100D 602 155 2.9 NA 0
1.6d 115 4x4 113 107-109 12.0 47.9-60.1 123-156
Ibiza 5dr hatch £15,125–£20,615 AAAAB Fabia Estate 5dr estate £13,860–£18,320 AAAAC T OYO TA
Reinvigorated Ibiza is more mature and takes the class honours Far more practical, majoring on boot space while doing what a Tivoli XLV 5dr SUV £17,045–£21,995 AAABC Aygo 3dr hatch £9295–£14,595 AAACC
from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg good Skoda should. LxWxH 4271x1958x1473 Kerb weight 1182kg Now grown in size for more practicality but that doesn’t increase Impactful styling does a lot to recommend it, but not as refined nor
1.0 MPI 75 74 104 14.7 57.6 112 1.0 MPI 75 74 105 15.2 47.7 111 the Tivoli’s appeal. LxWxH 4440x1798x1635 Kerb weight 1405kg as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg
1.0 TSI 95 93 113 10.9 60.1 106 1.0 TSI 95 94 115 10.9 61.4 105 1.6 128 126 99-106 11.0-12.0 37.2-39.8 165-176 1.0 VVT-i 71 99 13.8 68.9 92
1.0 TSI 115 113 121 9.3 60.1 108 1.0 TSI 110 108 122 9.7 60.1 107 1.6d 115 113 107-109 12.0 47.9-62.8 117-154
1.5 TSI EVO 150 148 134 7.9 57.6 112 1.0 TSI 110 DSG 108 121 10.2 58.9 110 1.6d 115 4x4 113 107-109 12.0 44.8-57.6 127-164 Yaris 5dr hatch £13,320–£26,295 AAABC
1.6 TDI 80 79 107 8.6 74.3 99 Stylish interior but ultimately a scaled-down version of bigger
1.6 TDI 95 93 113 7.5 74.3 99 Rapid 4dr saloon £15,475–£20,005 AAABC Korando 5dr SUV £16,295–£24,345 AAACC Toyotas. LxWxH 3495x1695x1510 Kerb weight 975kg
Essentially a Fabia in saloon form, so likeable, if slightly dull. Good for a Ssangyong but poor by class standards. 1.0 67 96 15.3 65.7 99
Leon SC 3dr hatch £20,000–£29,615 AAAAC LxWxH 4483x1706x1461 Kerb weight 1095kg LxWxH 4410x1830x1710 Kerb weight 1725kg 1.5 108 108 11.0-11.2 58.5-60.1 105-112
A cut-price Golf with Spanish styling, crisper handling and an 1.0 TSI 95 93 116 10.6 53.3 103 2.0 146 144 101 12.5 37.7 175 1.5 Hybrid 71 102 11.8 85.6 82
alluring coupé shape. LxWxH 4246x1810x1431 Kerb weight 1213kg 1.0 TSI 110 108 124 9.5 51.4 106 2.2d 178 175 115 9.9 53.3 139-152 1.8 VVT-I GRMN 206 143 6.3 37.0 170
1.4 TSI 125 123 126 8.9 57.6 114 1.4 TSI 125 123 129 8.7 45.6 115 2.2d 178 4x4 175 115 9.9 40.9-48.7 152-179
1.4 EcoTSI 150 148 134 7.9 57.6 115 1.4 TDI 90 88 115 11.3-11.4 62.8-70.6 105-106 Auris 5dr hatch £20,160–£25,810 AAABC
1.8 TSI 180 177 139-140 7.1-7.4 47.1-48.7 134-138 1.6 TDI 115 113 125 9.7 60.1 109 Rexton 5dr SUV £28,495–£38,495 AAABC Disappointingly average. There are many better rivals out there.
2.0 TSI 300 295 155 5.6-5.7 40.9-42.2 153-158 A vast improvement. Better on the road but without ditching its LxWxH 4330x1760x1475 Kerb weight 1235kg
2.0 TDI 150 148 134 8.3 64.2 112 Rapid Spaceback 5dr hatch £14,550–£19,730 AAABC argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg 1.2 Turbo VVT-i 112 124 10.1-10.5 58.9-61.4 106-112
2.0 TDI 184 181 140-142 7.4 61.4-62.8 118-120 With the Rapid’s skinny body, a hatchback shape makes the most 2.2d 181 178 115 11.3-11.9 34.0-36.2 204-218 1.8 VVT-I Hybrid 134 112 10.9 80.7 79
sense. LxWxH 4304x1706x1459 Kerb weight 1090kg
Leon 5dr hatch £18,960–£30,495 AAAAC 1.0 TSI 95 93 114 10.6 52.3 103 Turismo 5dr MPV £19,995–£26,745 AAACC Auris Touring Sports 5dr estate £21,260–£26,910 AAABC
As above but swaps three-door sleekness for five-door 1.0 TSI 110 108 123 9.5 51.4 106 Incredibly ungainly but offers huge real estate for the money. Nothing wrong with this estate, but then there’s nothing
practicality. LxWxH 4282x1816x1459 Kerb weight 1202kg 1.4 TDI 90 88 114 11.2-11.3 62.8-64.2 105-106 LxWxH 5130x1915x1850 Kerb weight 2115kg exceptional either. LxWxH 4595x1760x1485 Kerb weight 1285kg
1.0 TSI Ecomotive 115 113 123-126 9.6-10.0 64.2 102 1.6 TDI 115 113 123 9.6 60.1 109 2.2d 178 175 108-116 NA 36.2-39.2 189-205 1.2 Turbo VVT-i 112 124 10.4-10.8 58.9 110-112
1.2 TSI 110 108 121 9.9 56.5 116 1.8 VVT-I Hybrid 134 112 11.2 80.7 81
1.4 TSI 125 123 126 9.1 54.3 120 Octavia 5dr hatch £17,800–£29,640 AAAAC SUBARU
1.4 EcoTSI 150 148 134 8.0 57.6 114-115 Does comfort and practicality like no other. Good, frugal engines Impreza 5dr hatch £24,310–£25,010 AAACC C-HR 5dr SUV £21,880–£29,170 AAAAC
1.8 TSI 180 177 139-140 7.2-7.5 47.1-48.7 134-138 too. LxWxH 4670x1814x1461 Kerb weight 1225kg Appealing hatchback has been steadily improved but still feels Coupé-shaped crossover certainly turns heads and impresses on
2.0 TSI 300 295 155 5.7-5.8 40.9-41.5 156-158 1.0 TSI 115 113 126 9.6-9.7 58.9 108-110 old-fashioned. LxWxH 4415x1740x1465 Kerb weight 1374kg the road. LxWxH 4360x1795x1565 Kerb weight 1320kg
1.6 TDI 115 113 122 9.8 68.9-70.6 105-109 1.4 TSI 150 148 136 7.8-7.9 54.3-57.7 114-121 1.6i 112 112 12.4 44.1 145 1.2 Turbo 112 114-118 10.9-11.1 47.1-47.9 117-118
2.0 TDI 150 148 134 8.4 64.2 112 1.5 TSI ACT 150 148 136 7.9-8.0 57.7 113-114 2.0i 153 127 9.8 42.8 152 1.2 Turbo AWD 112 111 11.4 44.8 128
2.0 TDI 184 181 140-142 7.5 61.4-62.8 118-120 2.0 TSI 230 vRS 226 155 6.5-6.6 42.8-43.5 149 1.8 VVT-I Hybrid 119 105 11.0 72.4-74.3 92-93
2.0 TSI 245 vRS 241 155 6.4 42.8-44.1 146-150 Levorg 5dr estate £30,010 AAACC
Leon ST 5dr estate £19,955–£33,175 AAAAC 1.6 TDI 115 113 126 9.8 68.9-72.4 103-106 Impressively practical but only offered with an automatic gearbox RAV4 5dr SUV £29,010–£34,990 AAACC
Good-looking and responsive hatchback-turned-estate. 2.0 TDI 150 148 135 8.1 65.7 113 and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg A solid option but ultimately outgunned by Korean competition.
LxWxH 4549x1816x1454 Kerb weight 1236kg 2.0 TDI 184 vRS 181 143-144 7.6 57.7-62.8 119-129 1.6i 167 130 8.9 39.8 164 LxWxH 4605x1845x1675 Kerb weight 1605kg
1.0 TSI Ecomotive 115 113 126 9.8-10.2 64.2 102 2.0 TDI 184 4x4 vRS 181 142 7.3 55.4 134 2.0 AWD 149 114 10.7 43.5 152
1.2 TSI 110 108 121 10.1 57.6 116 XV 5dr SUV £25,310–£28,510 AAACC 2.5 Hybrid 194 112 8.4 57.6 115
1.4 TSI 125 123 126 9.4 54.3 120 Octavia Estate 5dr estate £19,000–£31,040 AAAAC No-nonsense crossover doesn’t quite make enough sense. 2.5 Hybrid AWD 194 112 8.4 55.4 118
1.4 EcoTSI 150 148 134 8.2 56.5-57.6 114-117 Class-leading amount of space and practicality. Comfortable, too. LxWxH 4450x1780x1615 Kerb weight 1355kg
1.8 TSI 180 177 134-138 7.7-7.8 47.1-48.7 134-138 LxWxH 4667x1814x1465 Kerb weight 1247kg 1.6i 112 109 13.9 44.1 145 Land Cruiser 5dr SUV £33,955–£52,855 AAABC
2.0 TSI 300 295 155 4.9-6.0 39.2-40.4 161-164 1.0 TSI 115 113 124-125 9.8 58.9 108-110 2.0i 154 120 10.4 40.9 155 A real go-anywhere vehicle. Totally rugged and available with
1.6 TDI 115 113 122 9.9 67.3-68.9 108-112 1.4 TSI 150 148 134 7.9-8.0 53.3-56.5 117-124 seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg
2.0 TDI 150 148 134 8.6 67.3-68.9 112 1.5 TSI ACT 150 148 135-136 8.0-8.1 56.5-57.7 114-115 Forester 5dr estate £26,510–£32,035 AAACC 2.8 D-4D 171 109 12.1-12.7 38.2-39.2 190-194
2.0 TDI 150 4Drive 148 129 8.7 58.9 125 2.0 TSI 230 vRS 226 152-153 6.6-6.8 42.8-43.5 149 Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless.
2.0 TDI 184 181 140-142 7.8 58.9-61.4 121-125 2.0 TSI 245 vRS 241 155 6.5 42.8-44.1 146-150 LxWxH 4610x1795x1735 Kerb weight 1488kg GT86 2dr coupé £27,285–£30,335 AAAAB
2.0 TDI 184 4Drive 181 139 7.1 52.3 139 1.6 TDI 115 113 124-125 9.8-9.9 68.9-72.4 103-106 2.0i 150 148 118-119 10.6-11.8 40.9-43.5 150-160 Almost the most fun you can have on a limited budget. Splendid.
2.0 TDI 150 148 132-134 8.2-8.3 58.9-65.7 113-119 2.0i 241 237 137 7.5 33.2 197 LxWxH 4240x1775x1320 Kerb weight 1247kg
Toledo 4dr saloon £17,330–£22,685 AAACC 2.0 TDI 150 4x4 148 130 8.1 60.1 124 2.0i 197 130-140 7.6-8.2 36.2-39.8 164-180
Makes practical senses but otherwise leaves no long-lasting 2.0 TDI 150 4x4 Scout 148 129 8.8 56.5 130 Outback 5dr estate £29,995–£33,010 AABCC
impression. LxWxH 4482x1706x1461 Kerb weight 1190kg 2.0 TDI 184 vRS 181 142-143 8.0-8.1 57.7-62.8 119-129 Acceptable in isolation but no class leader. Prius 5dr hatch £24,245–£28,350 AAAAC
1.0 TSI 110 108 124 9.8 61.4 106 2.0 TDI 184 4x4 vRS 181 139 7.4 55.4 134 LxWxH 4815x1840x1605 Kerb weight 1612kg Better all round compared with its predecessors. Challenging
1.6 TDI 115 113 125 10.0 67.3 109 2.0 TDI 184 4x4 Scout 181 136 7.5 55.4 133 2.5i 172 130 10.2 40.4 161 looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg
1.8 VVT-i Hybrid 120 112 10.6 85.6-94.1 70-76
Arona 5dr SUV £16,905–£25,205 AAAAC Superb 5dr hatch £22,130–£36,390 AAAAC BRZ 2dr coupé £27,025–£28,510 AAAAA
Seat’s second SUV doesn’t disappoint, with it taking charge of the Another great Czech value option that’s big on quality and space if The GT86’s half-brother looks great in Subaru blue. Cheaper, too. Prius Plug-in Hybrid 5dr hatch £29,195–£31,395 AAAAC
class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg not on price. LxWxH 4861x1864x1468 Kerb weight 1340kg LxWxH 4240x1775x1320 Kerb weight 1242kg Plug-in version is clever and appealing. Seems more comfortable in
1.0 TSI 95 93 107 11.2
1.4 TSI 125 123 129 57.69.6 111 39.8 130 2.0i 197 130-140 7.6-8.2 36.2-39.8 164-180 its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg
1.0 TSI 115 113 113 9.8-10.0
1.4 TSI 150 148 137 56.5-57.6
8.3-8.5 113-114 44.8-45.6 119-121 1.8 VVT-i Hybrid 120 101 11.1 283.0 22
1.5 TSI EVO 150 148 127 8.3
2.0 TSI 220 217 152 55.46.8 115 34.9 147 WRX STI 4dr saloon £32,055 AAABC
1.6 TDI 95 93 107 11.9
2.0 TSI 280 4X4 276 155 70.65.6 105 31.7 160 Appealing and behind the times all at once. Prius+ 5dr MPV £27,830–£30,175 AAACC
1.6 TDI 115 113 NA NA1.6 TDI 120 118 128 NA 10.5-10.6 NA 57.7-60.1 110-111 LxWxH 4595x1795x1475 Kerb weight 1534kg Expensive, old and ugly variant of the Prius, but can carry seven.
2.0 TDI 150 148 135-137 8.5-8.6 52.3-56.5 113-116 2.5i 295 159 5.2 27.2 242 LxWxH 4645x1775x1575 Kerb weight 1500kg
Ateca 5dr SUV £18,675–£33,060 AAAAB 2.0 TDI 150 4x4 148 134 8.7 49.6 124 1.8 VVT-i Hybrid 132 103 11.3 64.2-68.9 96-101
Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. 2.0 TDI 190 187 146 7.4 50.4 123 SUZUKI
LxWxH 4363x1841x1601 Kerb weight 1280kg 2.0 TDI 190 4X4 187 143 7.3 44.8 138 Celerio 5dr hatch £7999–£11,449 AAABC
1.0 TSI Ecomotive 115 113 114 11.0 53.3-54.3 119-120 Pleasing to drive, cheap to buy and decent to sit in. No-nonsense
1.4 EcoTSI 150 148 123-125 8.5-8.6 51.4-53.3 122-125 Superb Estate 5dr estate £23,450–£38,500 AAAAC and likeable for it. LxWxH 3600x1600x1540 Kerb weight 835kg
Even more commendable than above, primarily thanks to its 1.0 K10C Dualjet 66 96 13.0 78.4 84
enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg
1.4 TSI 125 123 128 9.7 39.8 129 Ignis 5dr hatch £11,499–£15,964 AAAAC
1.4 TSI 150 148 135 8.4-8.6 44.1-44.8 121-122 Cute and rugged-looking 4x4 city car capable of tackling roads
2.0 TSI 220 217 151 6.9 34.9 148 bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg
2.0 TSI 280 4X4 276 155 5.6 31.4 164 1.2 Dualjet 87 106 11.8 61.4 104
1.6 TDI 120 118 127-128 10.6-10.7 56.5-62.8 102-114 1.2 Dualjet SHVS 87 106 11.4 65.7 97
2.0 TDI 150 148 132-135 8.6-8.8 52.3-56.5 114-117 1.2 Dualjet SHVS 4x4 87 103 11.1 60.1 106
2.0 TDI 150 4x4 148 132 8.8 48.7 125
2.0 TDI 190 187 145-146 7.5-7.8 50.4-54.3 115-124 Swift 5dr hatch £11,999–£17,999 AAABC
2.0 TDI 190 4X4 187 142 7.4 44.8 139 Given mature looks, more equipment and a hybrid powertrain, but
it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg
1.2 Dualjet 87 111 11.9 65.7 98
1.2 Dualjet SHVS 4x4 87 105 12.6 62.7 101

88 AUTOCAR.CO.UK 5 SEPTEMBER 2018

 N E W CAR PR I CES
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V O L K S WA G E N 2.0 D4 AWD 185 130 8.8 54.3 138
Up 3dr/5dr hatch £9325–£25,640 AAAAC 2.0 D5 PowerPulse AWD 228 140 7.5 53.3 139
It’s no revolution, but VW’s hallmarks are in abundance. LxWxH 2.0 T5 AWD 250 140 7.4 38.2 172
3600x1428x1504 Kerb weight 926kg 2.0 T6 AWD 310 140 6.3 36.7 176
1.0 60 59 100 14.4 64.2-68.9 96-101
1.0 75 74 106 13.2-13.5 64.2-68.9 96-103 XC40 5dr SUV £27,610–£37,620 AAAAC
1.0 90 88 114 9.9 60.1 108 Volvo’s take on the crossover aims to rival BMW, Mercedes and
1.0 115 113 119 8.8 49.6 129 Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg
e-Up 81 80 12.4 NA 0 T3 152 124 9.4 44.1-45.6 144-148
T4 AWD 185 130 8.5 39.8-40.9 161-165
Polo 5dr hatch £14,235- £23,020 AAAAC T5 AWD 243 140 6.5 39.2-39.8 162-164
A thorough going-over makes it more mature, but the Polo is still a D3 145 124 9.8 55.4-58.9 127-136
bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg D3 AWD 145 124 7.5 51.4-55.4 136-146
1.0 65 64 102 15.5 58.9-60.1 108-110 D4 AWD 185 130 7.9 56.5-57.6 131-133
VA U X H A L L 1.0 75 74 106 14.9 58.9-60.1 108-110 2.0 TDI 110 108 112-113 11.0-11.7 61.4-65.7 113-121
Viva 5dr hatch £10,175–£11,940 AAABC 1.0 TSI 95 93 116 10.8 60.1-64.2 101-107 2.0 TDI 150 148 123-125 8.9-9.3 57.6-61.4 119-129 XC60 5dr SUV £37,770–£59,770 AAABC
Plenty of space but lacks its rivals’ equipment, joie de vivre and 1.0 TSI 115 113 124 9.5 58.9-60.1 106 2.0 TDI 150 Dune 148 122-124 9.2-9.6 56.5-62.4 119-130 Looks like a small XC90 and carries on where the old one left off. A
refinement. LxWxH 3675x1595x1485 Kerb weight 939kg 2.0 TSI GTI 200 197 147 6.7 47.9 134 good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg
1.0i 74 106 13.1-14.0 60.1-62.8 103-106 1.6 TDI 80 79 109AAAAC 2.0 D4 AWD 12.9 185 127 8.4
76.3 54.3-55.4 133-136
99 Touran 5dr MPV £23,345–£33,015
1.0i Rocks 72 106 13.1 55.4 118 1.6 TDI 95 93 115 2.0 D5 PowerPulse AWD
10.8 228 137 7.2
74.3 51.4 144 106 Dull overall, but it’s a capable MPV, well-made and hugely refined.
2.0 T5 AWD 247 137 6.8 38.7-39.2 164-167 LxWxH 4527x1829x1659 Kerb weight 1436kg
Adam 3dr hatch £13,450–£18,875 AAACC Golf 3dr/5dr hatch £18,340–£34,910 AAAAB 1.2 TSI 110 108 117 11.3 51.4 128 2.0 T8 Twin Engine 310 140 5.3 134.5 49
Certainly looks the part, but there are better superminis ahead of Does exactly what everyone expects. Still the king of the family 1.4 TSI 150 148 130 8.9 49.6 126-133
it. LxWxH 3698x1720x1484 Kerb weight 1101kg car. LXWXH 4258x1790x1492 Kerb weight 1206kg 1.6 TDI 115 113 118 11.4 61.4 112-119 XC90 5dr SUV £50,985–£71,370 AAAAC
1.2i 70 69 103 14.9 53.3 125 1.0 TSI 85 83 112 11.9 58.9 108 2.0 TDI 150 148 128-129 9.3 61.4 119-122 Clever packaging, smart styling, good to drive: Volvo’s closest thing
1.4i 87 85 109-111 12.5-13.9 52.3-56.5 118-125 1.0 TSI 110 108 122 9.9 58.9 107-109 2.0 TDI 190 187 137 8.2 58.9 125 to a class-leader. LxWxH 4950x2008x1776 Kerb weight 1961kg
1.4i 100 98 115 11.5 52.3 125 1.4 TSI 125 123 127 9.1 54.3 119-120 2.0 D5 PowerPulse AWD 228 137 7.8 45.6-47.3 158-162
1.4i Turbo 150 148 130 8.5 47.9 139 1.5 TSI EVO 130 128 130 9.1 59.1 110 Sharan 5dr MPV £28,070–£38,610 AAAAB 2.0 T5 AWD 250 134 7.9 34.9-35.8 184-189
1.5 TSI EVO 150 148 134 8.3 55.4 114-116 Full-sized seven-seater offers versatility, space, VW desirability 2.0 T6 AWD 310 143 6.5 34.1-35.8 187-192
Corsa 3dr/5dr hatch £11,250–£18,995 AAABC 2.0 TSI 245 GTI Performance 241 154-155 6.2 43.5 144 and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg 2.0 T8 Twin Engine 310 140 5.6 108.6 59-63
Refined, stylish and practical, but its engines aren’t so good. 2.0 TSI 310 4Motion R 305 155 4.6-5.1 37.7 160-180 1.4 TSI 150 148 123-124 9.9 43.5 150-156
LxWxH 4021x1736x1479 Kerb weight 1141kg 1.4 TSI GTE 148 138 7.6 166.2 38 2.0 TDI 115 113 114 12.6 56.5 130 V U H L
1.4i 75 74 101 15.5 54.3 120 1.6 TDI 115 113 123 10.2-10.5 67.3-68.9 102-109 2.0 TDI 150 148 123-124 10.3 55.4-56.5 130-137 05 0dr open £59,995- £89,995 AAAAC
1.4i 90 88 109 13.2 54.3 120 2.0 TDI 150 148 133-134 8.6 65.7-67.3 109-117 2.0 TDI 184 181 132-136 8.9 53.3 138-141 Mexican track-day special has a pleasingly pragmatic and forgiving
1.4i Turbo 100 98 115 11.0 55.4 119 2.0 TDI 184 GTD 181 143-144 7.4-7.5 61.4-64.2 116-124 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg
1.0i Turbo 90 88 112 11.9 62.8 104 T-Roc 5dr SUV £18,955–£33,850 AAAAC 2.0 DOHC Turbo 285 152 3.7 NA NA
1.0i Turbo 115 113 121 10.3 58.9 111 Golf Estate 5dr estate £21,070–£36,125 AAAAB VW’s junior SUV is beguiling and sophisticated. It drives rather well, 2.3 DOHC Turbo RR 385 158 2.7 NA NA
1.4i Turbo 150 148 129 8.9 49.6 132 Practical load-lugging estate doesn’t erode the well-rounded Golf too. LxWxH 4234x1992x1573 Kerb weight 1270kg
package. LxWxH 4567x1799x1515 Kerb weight 1295kg 1.0 TSI 115 113 116 10.1 55.4 117 WESTFIELD
Astra 5dr hatch £18,350–£28,030 AAAAC 1.0 TSI 110 108 122 10.4 57.6 110-112 1.5 TSI EVO 150 148 127 8.3 52.3-53.3 120-121 Sport 2dr coupé £19,950–£35,800 AAAAC
Good handling and nice engines, but its working-class roots still 1.4 TSI 125 123 127 9.5 53.3 118-123 1.6 TDI 115 113 116 8.3 64.2 115 Sport Turbo is very quick and fun but not a patch on the
show through. LxWxH 4370x1809x1485 Kerb weight 1244kg 1.5 TSI EVO 130 128 131 9.5 58.1 113 2.0 TSI 190 4Motion 187 134 7.2 41.5 155 Caterhams. LxWxH NA Kerb weight NA
1.0i Turbo 105 103 121 10.5 64.2 102 1.5 TSI EVO 150 148 135 8.7 55.4 114-116 2.0 TDI 150 4Motion 148 124 8.7 56.5 132 1.6 Sigma 135 NA NA NA NA
1.4i 100 98 115 12.6 52.3 124 2.0 TSI 310 4Motion R 305 155 4.8 39.2 164 1.6 Sigma 155 NA NA NA NA
1.4i Turbo 125 123 127 8.6 52.3 124 1.6 TDI 115 113 124 10.7 68.9 103-106 Tiguan 5dr SUV £23,485–£40,285 AAAAC 2.0 Duratec 200 NA NA NA NA
1.4i Turbo 150 148 134 7.8 51.4 128 2.0 TDI 150 148 134-135 8.9 65.7 111-114 An improvement on the previous model and will continue to sell by 2.0 Ecoboost 252 NA NA NA NA
1.6i Turbo 200 197 146 6.6 45.6 142 2.0 TDI 184 GTD 181 143-144 7.8-7.9 60.1 124-125 the bucket load. LxWxH 4486x1839x1654 Kerb weight 1490kg
1.6 CDTi 110 108 124 10.2 85.6 88 1.4 TSI 125 123 118 10.5 46.3-47.1 137-139 Mega 2dr coupé £14,999–£15,595 AAABC
1.6 CDTi 136 134 127 9.0 74.3 99 Golf Alltrack 5dr estate £32,110 AAAAB 1.4 TSI 150 148 124-125 9.2 48.7-49.6 130-140 Mega engines make it rapid, but not as fun as Caterham’s R range.
1.6 CDTi BiTurbo 160 157 137 8.1 68.9 109 And to complete the Golf line-up is a rugged version of the estate. 2.0 TSI 180 4Motion 177 129 7.7 38.2 170 LxWxH NA Kerb weight NA
LxWxH 4567x1799x1515 Kerb weight 1541kg 2.0 TDI 115 113 115 10.9 60.1 123 1.3 Suzuki Hyabusa 177 136 3.0 NA NA
Astra Sports Tourer 5dr estate £19,700–£27,285 AAAAC 2.0 TDI 184 4Motion 181 136 7.8 54.3 137 2.0 TDI 150 148 125-127 9.3 58.9-60.1 123-129 2.0 VTEC S2000 240 NA NA NA NA
More composed and practical than the hatchback. 2.0 TDI 150 4Motion 148 124-125 9.3 52.3-53.3 139-149
LxWxH 4702x1809x1510 Kerb weight 1273kg Golf SV 5dr MPV £20,575–£28,935 AAAAC 2.0 TDI 190 4Motion 187 131 7.9 49.6 149 ZENOS
1.0i Turbo 105 103 121 11.0 62.8 103 Probably the least appealing member of the Golf family but still 2.0 BiTDI 240 4Motion 236 142 6.5 44.1 167 E10 0dr coupé £26,995–£39,995 AAAAB
1.4i 100 98 115 13.1 51.4 127 resolute. LxWxH 4338x2050x1578 Kerb weight 1335kg The latest in a long line of mid-engined British marvels. Expect a
1.4i Turbo 125 123 127 9.0 51.4 127 1.0 TSI 85 83 110 13.0 57.6 112 Tiguan Allspace 5dr SUV £29,255–£39,730 AAAAC dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg
1.4i Turbo 150 148 134 8.2 50.4 130 1.0 TSI 110 109 119 10.7 56.5 113 Has all the Tiguan’s sensibility and refinement, now with the bonus 2.0 Ecoboost S 250 145 4.0 NA NA
1.6i Turbo 200 197 146 7.2 45.6 143 1.5 TSI EVO 130 128 126 9.6 55.4 116 of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.3 Ecoboost R 350 155 3.0 NA NA
1.6 CDTi 110 108 121 10.7 78.5 96 1.5 TSI EVO 150 148 132 8.8 54.3 118 1.4 TSI 150 148 123-124 9.5 43.5-46.3 137-148
1.6 CDTi 136 134 127 9.5 74.3 101 1.6 TDI 115 113 119 11.0 67.3-68.9 107-110 2.0 TSI 180 4Motion 177 129 8.2 36.7 175
1.6 CDTi BiTurbo 160 157 137 8.4 68.9 109 2.0 TDI 150 148 130 9.2 61.4 119 2.0 TDI 150 148 124-126 9.8 55.4-56.5 131-132
2.0 TDI 150 4Motion 148 123-124 9.9 47.9-49.6 150-153 W H AT ’ S C O M I N G W H E N
GTC 3dr hatch £22,335–£30,830 AAABC Passat 4dr saloon £22,195–£38,750 AAAAC 2.0 TDI 190 4Motion 187 130 8.6 47.9 153
Sleek-shaped hatchback matched with good handling and decent Lands blows on rivals with its smart looks, civilised refinement, 2.0 BiTDI 240 4Motion 238 142 6.7 43.5 170
engines. LxWxH 4466x1840x1482 Kerb weight 1459kg quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg
1.4i Turbo 120 118 119 10.1
1.4 TSI 125 46.3 144 123 129 9.7 52.3-53.3 114-126 Touareg 5dr SUV £51,595–£58,195 AAAAC
1.4i Turbo 140 138 125 8.9
1.4 TSI ACT 150 46.3 144 148 137 8.4 56.5-57.6 115-118 Hints of ritziness and sportiness don’t impinge on this functional
1.6i Turbo 200 197 143 7.3
1.8 TSI 180 42.2 154 177 144 7.7-7.9 47.9 130-136 luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg
2.0i Turbo 280 276 155 5.9
2.0 TSI 220 34.9 189 217 153 6.7 44.8 146 3.0 V6 TDI 286 282 148 6.1 40.9 173
1.6 CDTi 110 108 113 11.6
1.4 TSI GTE 67.3 111 153 140 7.4 156.9 40
1.6 CDTi 136 134 123 9.5
1.6 TDI 120 65.7 115 118 128-130 10.8 67.3-70.6 95-107 V O LV O
2.0 TDI 150 148 135-137 8.7 65.7-67.3 109-121 V40 5dr hatch £21,410–£30,485 AAAAC
Insignia Grand Sport 5dr hatch £19,330–£36,965 AAAAC 2.0 TDI 190 187 146-147 7.5-7.9 67.3 109-119 Not perfect, but handsome, well-packaged, pragmatic and likeable.
The good-looking and tech-filled Insignia makes an attractive 2.0 BiTDI 240 4Motion 236 149 6.1 49.6 150 LxWxH 4370x2041x1470 Kerb weight 1417kg
proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 2.0 D2 116 118 10.5 72.4-78.5 94-104
1.5 Turbo 140 138 130 9.3 47.6 AAAAC 2.0 D3
133 Passat Estate 5dr estate £23,795–£40,350
145 130 8.4 68.9-74.3 101-108
1.5 Turbo 165 162 138 8.4 All the Passat’s redeeming features in spacious, practical estate
47.1 136 2.0 T2 119 118 9.8 50.4 127
2.0 Turbo 260 4x4 256 155 6.9 form. LxWxH 4767x2083x1516 Kerb weight 1395kg
32.8 197 2.0 T3 148 130 8.3 50.4 127 Honda NSX facelift
1.6 Turbo D 110 108 127 10.9 1.4 TSI 125 12370.6128 9.9 105
51.4-53.3 117-127 On sale early 2019, price £150,000 (est)
1.6 Turbo D 136 134 126-131 9.9-10.2 1.4 TSI ACT 150 14855.4-65.7
135 8.6 54.3-55.4 119-120 V40 Cross Country 5dr hatch £25,110–£30,695
114-134 AAAAC The Japanese manufacturer has overhauled its
2.0 Turbo D 170 167 139-140 8.2-8.4 1.8 TSI 180 17751.4-54.3
143 7.9-8.1 46.3 131-137 Handsome hatchback gets a rugged makeover but loses some of
136-145 performance flagship, with tweaks to the chassis
2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 2.0 TSI 220 21740.4-40.9
152 6.9 44.1 183-186
149 its likeable nature. LxWxH 4369x2041x1439 Kerb weight 1428kg hardware and software and the hybrid powertrain
1.4 TSI GTE 153 140 7.6 156.9 40 2.0 D2 116 118 10.6 72.4-74.3 99-104
Insignia Sports Tourer 5dr estate £20,850–£38,465 AAAAC 1.6 TDI 120 118 127-129 11.0 67.3-74.3 96-110 2.0 D3 145 118 8.5 68.9-72.4 102-109 aimed at improving handling, comfort and
The practical version of the Insignia that aims to take the fight to 2.0 TDI 150 148 135 8.9 65.7-67.3 110-124 2.0 T3 148 130 8.5 50.4 128 emissions. The changes are aimed at making the
premium rivals. LxWxH 4986x1863x1514 Kerb weight 1487kg 2.0 TDI 190 187 145-146 7.9-8.1 65.7 111-120 NSX more responsive on the track while retaining
1.5 Turbo 140 138 129 9.6 47.1 136 2.0 BiTDI 240 4Motion 236 148 6.3 48.7 152 S60 4dr saloon £22,950–£35,460 AAAAC on-road comfort. The revised model has lapped
1.5 Turbo 165 162 135 8.6 46.3 139 Ageing saloon soon to be replaced. Understated, mature and laid- Suzuka two seconds faster than the outgoing car.
2.0 Turbo 260 4x4 256 152 7.1 32.5 199 Passat Alltrack 5dr estate £36,255 AAAAC back. LxWxH 4635x2097x1484 Kerb weight 1512kg
AUGUST
1.6 Turbo D 136 134 127-132 10.1-10.5 54.3-62.8 119-137 A rugged-looking Passat wagon with its distinguishing features 2.0 T4 185 143 7.2 48.7-50.4 131-134
2.0 Turbo D 170 167 137-139 8.4-8.6 49.6-53.3 139-150 left intact. LxWxH 4777x2083x1530 Kerb weight 1674kg 2.0 D2 116 121 11.2-11.4 65.7-72.4 102-113 Audi Q8, BMW X4, Ford Mustang Bullitt, Honda Civic saloon,
2.0 BiTurbo D 210 4x4 207 144 7.4-7.5 39.8-40.4 186-187 2.0 TDI 190 4Motion 187 142 7.7 54.3 137 2.0 D3 145 130-134 9.0 65.7-70.6 105-113 CR-V, Jeep Wrangler, Hyundai i30 N Line, Kia Ceed, Maserati
2.0 D4 185 143 7.6 65.7-72.8 102-113 Levante Trofeo, Mazda MX-5 update, Mercedes-Benz CLS,
Insignia Country Tourer 5dr estate £26,500–£29,425 AAAAC Arteon 4dr saloon £31,100–£40,840 AAABC Subaru Outback update
Spacious estate gets a rugged makeover – and it doesn’t spoil the VW’s flagship saloon is well-made and luxurious but rather bland to V60 5dr estate £31,810–£40,860 AAAAB
fine formula. LxWxH 4986x1863x1514 Kerb weight 1666kg drive. LxWxH 4862x1871x1450 Kerb weight 1505kg Spacious and comfortable, with a characterful, Scandi-cool design. SEPTEMBER
2.0 Turbo D 170 167 135-137 8.6-8.8 1.5 TSI EVO 150 148 NA47.1-51.4 145-157
NA NA NA LxWxH 4761x1916x1427 Kerb weight 1729kg Ariel Atom, Aston Martin DBS Superleggera, Rapide AMR, V12
2.0 Turbo D 170 4x4 167 135 9.3 2.0 TSI 190 187 43.5
149 7.7 172 47.1 135 2.0 D3 147 127 9.5 48.7-55.3 117-122 Vantage V600, BMW M5 Competition, X3 M, Citroën Berlingo,
2.0 BiTurbo D 210 4x4 207 142 7.7 2.0 TSI 280 4Motion 276 155 39.8 5.6 188 38.7 164 2.0 D3 Auto 147 127 9.5 45.6-51.4 120-126 Hyundai Santa Fe, Isuzu D-Max update, Jeep Renegade
2.0 TDI 150 148 137 9.1 62.8 116 2.0 D4 187 137 7.6 42.1-47.9 117-122 update, Land Rover Range Rover SV Coupé, Mazda 6 update,
Crossland X 5dr SUV £17,205–£23,640 AAABC 2.0 TDI 190 187 148 8.0 60.1-61.4 119-122 2.0 D4 Auto 187 137 7.6 40.4-42.2 119-125 CX-3 facelift Mercedes-AMG GT 4dr Coupé, MG 3 update,
Vauxhall’s small SUV is competent enough but lacks any real 2.0 TDI 190 4Motion 187 145 7.8 55.4 134 2.0 T5 Auto 246 NA NA NA 150 Mitsubishi Outlander PHEV update, Peugeot 508, Porsche
character. LxWxH 4212x1765x1605 Kerb weight 1245kg 2.0 BiTDI 240 4Motion 236 152 6.5 47.9 152 Macan update, Suzuki Vitara update, Volvo V60, Vauxhall
1.2i 83 81 105 14.0 54.3 116 S90 4dr saloon £35,620–£58,055 AAAAC Corsa GSi, VW Touareg
1.2i 110 108 117 10.6 57.6-58.9 109-111 Beetle 3dr hatch/2dr open £20,800–£29,860 AAABC Volvo’s mid-sized exec majors on comfort, style and cruising
1.2i Turbo 130 128 128 9.1 55.4 116 A huge improvement, but the Golf hiding underneath is the better ability. LxWxH 4963x2019x1443 Kerb weight 1665kg OCTOBER
1.5 Turbo D 102 101 111 9.9 70.6 105 car. LxWxH 4288x1825x1488 Kerb weight 1395kg 2.0 T4 185 130 8.7 42.2 153 Cupra Ateca, Dallara Stradale, Honda HR-V facelift, Land
1.2 TSI 105 103 111-112 10.9-11.7 51.4-54.3 121-127 2.0 T5 248 140 6.8 43 154 Rover Discovery SVX, Kia Niro EV, Mercedes-AMG C63,
Mokka X 5dr SUV £20,035–£31,180 AAABC 1.2 TSI 105 Dune 103 109-110 11.3-12.1 50.4-54.3 122-129 2.0 D4 185 140 8.2 64.2 116 Renault Mégane RS Trophy, Land Rover Range Rover Velar
Compact and competent but lacks any persuasive qualities. 1.4 TSI 150 148 125-126 8.7-9.1 47.9-49.6 132-136 2.0 D5 PowerPulse AWD 228 145 7.0 58.9 127 SVR, Lister LFT-666, Morgan EV3
LxWxH 4275x1780x1658 Kerb weight 1394kg 2.0 T8 Twin Engine AWD 310 155 4.8 141.2 46
1.6i 115 113 106 11.8 42.2 155
N OVE M B E R
1.4 Turbo 140 138 119-122 9.3-10.1 43.5-47.1 140-149 V90 5dr estate £37,620–£60,055 AAAAC
Audi Q3, R8 update, BMW 8 Series, Hyundai i30 N Fastback,
1.4 Turbo 140 4x4 138 116 9.3 43.5 152 luxury estate takes on the 5 Series and the E-Class. Comfy and a
1.4i Turbo 152PS 4x4 150 120 9.4 43.5 150 good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg Kia Proceed, Morgan EV3, Porsche 718 Boxster Spyder,
1.6 CDTi 136 134 117-118 9.3-10.3 56.5-68.9 106-132 2.0 T4 185 130 8.9 40.9 156 Rolls-Royce Cullinan, Skoda Fabia update, Volvo XC40 T8
1.6 CDTi 136 4x4 134 116 9.7 60.1 124 2.0 T5 248 140 6.7 41.5 159
2.0 D4 185 140 8.5 62.8 119 DECEMBER
Grandland X 5dr SUV £23,130–£34,280 AAACC 2.0 D5 PowerPulse AWD 228 145 7.2 57.6 129 Audi A1, RS5 Sportback, TT update, TTS update, BMW X5,
Does well to disguise its 3008 roots but too bland to stand out in a 2.0 T8 Twin Engine AWD 310 155 4.8 141.2 46 Citroën C5 Aircross, Ford Ranger Raptor, Honda CR-V hybrid,
congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg Mercedes-Benz A-Class saloon, GLE, Skoda Kodiaq vRS,
1.2 Turbo 128 117 10.9-11.1 51.4-55.4 117-127 V90 Cross Country 5dr estate £42,520–£57,435 AAAAC Subaru Forester update, Volkswagen Golf GTI TSR, Passat
1.6 Turbo D 118 115-117 11.8-12.2 61.4-70.6 104-118 Volvo’s large comfy estate given a jacked-up, rugged makeover. update, T-Cross
LxWxH 4936x2019x1543 Kerb weight 1826kg

5 SEPTEMBER 2018 AUTOCAR.CO.UK 89

 Matt Prior
ost outsiders must have
M thought Rockingham
Motor Speedway an
optimistic proposition
when it opened in 2001. I know I
was one of them. Oval racing isn’t
the UK’s bag and there had been so
many problems raising the money
in the first place that the project’s
originator, Peter Davies, took a digger
and started work himself in 1998 so
the planning approval didn’t expire.
But I also figured it didn’t matter:
once it was up, it was up. Owners
sometimes go broke and race circuits
change hands. Awful for those
involved, but for the race goer or
track-day driver, not much changes.
Facilities might even get a bit better
when someone new comes along.
What these places don’t do is shut up
shop completely, right?
Sadly, in Rockingham’s case,
wrong. Its new owners have it
earmarked as a car de-fleeting,
preparation and auction house,
TESTER’S NOTES
` who seek to inflame public opinion
Given the cost and noise, it’s hard to imagine
a new race track facility being opened now
a
and confirmed to the Northants
Telegraph that circuit activity “will
cease” at the start of next year.
That, plus development potential
at the Corby site, suggests that any
future return to motorsport seems
improbable at best.
Rockingham has been through
various owners and financial strifes,
so the decision reflects the realisation
of people’s first fears: that it was
somewhere about which locals
would complain (including some,
frustratingly, who’d moved to houses
built after the track), that it was costly
to run and that it supported a race
format spectators weren’t interested
in. The wrong place for the wrong
track, in other words.
But still a shame. I’ve got a soft spot
for Rockingham. I watched one of the
two Indy-style CART races it held,
we’ve hired it for a few Handling
Days and Sideways Challenges, and
I’ve been on track days there. Its
facilities are strong and the infield
circuit – which doesn’t use a single
yard of the trademark, flagship oval
outer track – is a really good layout,
more interesting than the part-
banked, part-infield format that races
E S TA B L I S H E D 1 8 95
Rockingham has
enjoyed moments of
success, but not many
The Highway
Protection League
8 December 1906
NOT EVERYONE EMBRACED the
motor car from the outset. An
organisation called the Highway
Protection League, with backing
from some MPs, gave persistent
opposition to early motorists.
The HPL exaggerated accident
statistics to undermine the car
industry. In late 1906 it circulated
a list of 50 ‘victims’ of fatal car
accidents in August, September
and October of that year.
In truth, most of the incidents
referred to by the HPL resulted in
no injuries. In a letter to Autocar,
leading transport authority W.
Rees Jeffreys dismissed the HPL
as “a small body of prejudiced men
against the motor vehicle”.
FIND OUT MORE AT
@autocarclassic
dislike a circuit where track facilities
are reached via an access road signed M O R E AU T O C A R AT
the ‘exhaust appreciation tunnel’.
It’s a pity we’ll no longer be able to
appreciate it.
Given the cost and noise, it’s hard
to imagine a new race track facility
being opened now (Circuit of Wales,
anyone?), although there is recent
precedent. Blyton Park added a good X
asphalt track to the grasstrack arena
that was already there, the Grand Drag race: 911 Turbo S vs
Tour on Amazon TV occasionally M5 and Litchfield G-TR
uses a layout at the former RAF
Wroughton and Dyson has unveiled
its plans for a proving ground at
Hullavington. Bedford Autodrome youtube.com/autocar
is likely to become houses (more
news coming on that this week) but
remarkably it was built and made autocar.co.uk/facebook
a success of by Jonathan Palmer’s
MSV in the first instance. MSV has
since turned its attention to a former twitter.com/autocar
airfield in northern France.
Which perhaps tells you
something: if you want to make a autocar_official
success of a circuit, build it on an
old airfield.
SUBSCRIBE
GET IN TOUCH
 matt.prior@haymarket.com
autocar.co.uk/subscribe
tend to use because pit garage access For all our latest print and digital
Dyson is building its own test facility
is via the oval. Besides, it’s hard to @matty_prior subscription offers
90 AUTOCAR.CO.UK 5 SEPTEMBER 2018
THE ULTIMATE IN
PERFORMANCE UPGRADES
AT DMS AUTOMOTIVE
WE’VE BEEN UNLEASHING
AUTOMOTIVE PERFORMANCE
FOR OVER 20 YEARS

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

DMS MCLAREN 650S (EVO OCT ’15) “REAL MUSCULARITY AND THE STRENGTH OF THE MID-RANGE IS STAGGERING”
DMS M2 (EVO SEPT ’15) “MORE POWER DOES MEAN MORE FUN”
DMS 1M (EVO MARCH ‘12) “THERE’S A REAL RIP TO THE WAY THE REVS PILE ON ABOVE 4000RPM”
DMS 997 TURBO 3.8 PDK (EVO JUNE ‘11) “DELIVERY IS ALMOST UNCOMFORTABLY FORCEFUL”
DMS SL65 BLACK SERIES (EVO OCT‘10) “IT FEELS LIKE THE LOVE CHILD OF AN SL65 AND A PORSCHE GT2”
DMS 135i (BMW CAR MAY ‘09) THE STANDARD CAR IS GREAT BUT DMS HAVE SOMEHOW MANAGED TO TAKE IT TO THE NEXT LEVEL”
DMS 997 TURBO 3.6 (EVO SEPT ‘08) “IT’S EPIC, HILARIOUS AND ADDICTIVE IN EVERY GEAR, YET DOCILE WHEN CRUISING”

BELOW IS A SMALL SELECTION OF OUR MORE POPULAR UPGRADES:

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

RS6 4.0 T V8 » 700+BHP (+DE-LIMIT)
RS6 V10 » 680+BHP (+DE-LIMIT)
2017 R8 V10 » 650BHP (+DE-LIMIT)
R8 V10 » 592+BHP (+DE-LIMIT)
RS4/RS5 » 488+ BHP (+DE-LIMIT)
RS3/TTRS » 420+ BHP (+DE-LIMIT)
RS3/TTRS (NEW) » 480+ BHP (+DE-LIMIT)
S3 / GOLF R » 375+ BHP (+DE-LIMIT)
3.0TDI (ALL MODELS) » 315+ BHP
3.0 BI-TDI (ALL MODELS) » 380+ BHP
Q7/A8 4.2 TDI » 400+ BHP
BMW
M2 » 435BHP (+DE-LIMIT)
M3/M4 » 540+BHP (+DE-LIMIT)
M5/M6 » 730+BHP (+DE-LIMIT)
X5M/X6M » 730+BHP (+DE-LIMIT)
X5M50D/X6M50D » 450BHP
M135I/M235I » 410+BHP
i8 » 415BHP
120I/220I/320I/420I » 275+BHP
116D/216D/316D » 160BHP
118D/218D/318D » 225BHP
120D/220D/320D/420D » 240BHP
328I/428I » 295BHP
335I/435I » 410+BHP
330D/430D/530D/730D » 360BHP
335D/435D/535D » 395+BHP
550I/650I » 555+BHP (+DE-LIMIT)
640D/740D » 395BHP (+DE-LIMIT)
X530D/X630D » 360BHP
X540D/X640D » 395BHP
A45/CLA45 AMG » 420+BHP
AMG GT/GTS » 560BHP (+DE-LIMIT)
C43/E43/GLC43 AMG » 455BHP
C63/63S 4.0T AMG » 620+BHP
C63 6.3 AMG » 530+BHP
500 4.7 BITURBO (ALL MODELS) » 498+BHP
63 AMG 5.5 BITURBO (ALL MODELS) »
700+BHP
55 AMG KOMPRESSOR » 600+BHP
(+DE-LIMIT & SUSPENSION LOWERING)
S65 » 780BHP (+DE-LIMIT)
SL65 AMG » 690BHP (+DE-LIMIT)
SL65 BLACK » 720BHP (+DE-LIMIT)
SLK 55 AMG » 420BHP
200 CDI (ALL MODELS) » 173BHP
220 CDI (ALL MODELS) » 230BHP
250 CDI (ALL MODELS) » 260BHP
C300 HYBRID » 285BHP
C300E » 350BHP
C400/E400 » 400BHP
350 CDI (ALL MODELS) » 315BHP
420/450 CDI (ALL MODELS) » 358BHP
ALL 2017 RANGE ROVERS AVAILABLE
RR 50SC/SVO/SVR STAGE1 » 600+BHP
RR 50SC/SVO/SVR STAGE2 » 650+BHP
2.0/2.2 DIESEL (ALL MODELS) » 220+BHP
RR 4.4 TDV8 » 395 BHP
RR TDV6 3.0D » 305+ BHP
RR SDV6 3.0D » 350+BHP
DEFENDER 2.2 » 180BHP
996 TURBO/GT2 » 600+ BHP
997 TURBO 3.6 » 625+ BHP
997 GT2 RS » 670+ BHP
997 TURBO/S 3.8 INC PDK » 611 BHP
997 GT3 RS » 480 BHP
991.2 GT2 RS » CALL
991 TURBO/S (ALL MODELS) » 750+BHP
991 GT3 3.8 (ALL MODELS) » 490+BHP
991 GT3 RS 4.0 (ALL MODELS) » 525+BHP
997 CARRERA S » 376+ BHP
997 CARRERA PDK » 368 BHP
997 CARRERA S PDK » 400+ BHP
997 CARRERA GTS » 435 BHP
991 CARRERA (ALL MODELS) » 500+BHP
991 CARRERA S (ALL MODELS) » 500+BHP
991 CARRERA GTS (ALL MODELS) » 540+BHP
BOXSTER/CAYMAN 718 GTS » 420+BHP
BOXSTER/CAYMAN 718 S » 420+BHP
BOXSTER/CAYMAN 718 » 380+BHP
BOXSTER/CAYMAN 981 GT4 » 430+BHP
BOXSTER/CAYMAN 981 GTS » 375+BHP
BOXSTER/CAYMAN 981 S » 345+BHP
CAYENNE GTS » 450 BHP
CAYENNE TURBO 4.5 » 565+ BHP
CAYENNE TURBO 4.8 (ALL MODELS)
» 650+ BHP
CAYENNE TURBO S 4.8 (ALL MODELS)
» 650+ BHP
CAYENNE 4.2 DIESEL » 450+ BHP
CAYENNE 3.0 DIESEL » 318+ BHP
MACAN S » 420+BHP
MACAN GTS » 440+BHP
MACAN S DIESEL » 318+BHP
PANAMERA TURBO » 600+ BHP
PANAMERA DIESEL » 305+ BHP
EXOTIC / MISC
FERRARI CALI T » 660BHP
FERRARI F12 » 780+BHP
FERRARI 599 » 647 BHP
FERRARI 488 » 750+BHP
FERRARI 430 » 525 BHP
MCLAREN MP4-12C » 700 BHP
MCLAREN 650S » 720 BHP
MCLAREN 675LT » 750BHP
MCLAREN 570/S » 680+BHP
AVENTADOR » 750+BHP
HURACAN LP610 » 650BHP
GALLARDO LP560 » 600+BHP
BENTLEY 4.0 T V8 » 700BHP
BENTLEY GT/F-SPUR » 680BHP
GT SPEED / SUPERSPORT » 690+BHP
BENTAYGA W12 » 700+BHP
MASERATI GHIBLI 3.0S PETROL » 470 BHP
MASERATI GHIBLI 3.0 PETROL » 400 BHP
MASERATI GHIBLI 3.0 DIESEL » 312 BHP
MASERATI GT/QPORT » 438 BHP
MASERATI GT S / MC » 479+ BHP
/DMSAUTOMOTIVE

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