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 THIS WEEK
‘I was sitting in my dressing gown with an F1 legend apologising to me’
57

Issue 6463 | Volume 308 | No 8

NEWS
BMW M2 All-new coupé due 2022, plus M240i drive 4 COMMENT
Lamborghini EV Taycan tech twin to follow PHEVs 8
JCB’s zero-CO2 engine New hydrogen piston motor 11
Genesis G70 Shooting Brake New rival for A4 Avant 13
THREE REASONS EVs ARE
Follow my leader Industry bosses tackle hot topics 14
Key new trends What’s set to rock the car industry? 16
NOT THE ONLY ANSWER
SKIDPAN ALLEY: TORQUE-VECTORING TRUTHS 36 CARLOS TAVARES
TESTED
Alfa Romeo GTAm Light(ish), focused and fabulous 20 is not just a successful
Ford S-Max 2.5 FHEV Seven-seater gains a hybrid 25 car company boss but
Land Rover Discovery Sport P300e Updated PHEV 27
Volkswagen Golf 2.0 TDI Estate New room-mate 27
also one of the industry’s
Mini Convertible Cooper S Sport Auto ROAD TEST 28 great commentators. Last week,
the Stellantis CEO questioned
FEATURES automotive’s all-in approach to EVs,
Slide rulers Torque-vectoring heaven on the skidpan 36
For your eyes only Designers pen Bond’s 2030 car 44 saying governments were simply
Buyer beware Why some write-offs slip the data net 50 “surfing on public opinion” in
Jimmy Broadbent Top sim racer tries real British GT 57
legislating in their favour.
OUR CARS RISING STARS CREATE 007’S FUTURE CAR 44 His concerns are threefold. First, EV
Mercedes-Benz EQC Final verdict on electric SUV 62 affordability. How, he asked, can the
Hyundai Kona Electric New arrival via subscription 64 industry “protect freedom of mobility
Citroën C5 Aircross Plus Ford Focus ST hot hatch 65
for middle classes who can’t afford a
EVERY WEEK €30,000 (£26,000) EV when today
Jesse Crosse New car brain to outsmart a human’s? 15 they pay half of that”? “If they can’t
Jim Holder Why chips with everything is a big issue 17
Steve Cropley Audi TT, 250 SWB and present to self 19 afford a new EV, they’ll just keep
Damien Smith Brit F3 lures first Saudi female racer 52 their older, more polluting car.”
Subscribe Save money and get exclusive benefits 54 Second, making EVs profitably. “If
Motorsport round-up F1, BTCC, Formula E, WRC, F3 55
Your Views Autocar Astra turns BTCC car; daft tech 60
we cannot protect margins, there will
Matt Prior For sale: one Lotus Elise production line 82 UNIQUE STORY OF A FEMALE SAUDI RACER 52 be restructuring and there will be
social consequences,” he said. In other
DEALS
James Ruppert Why a small diesel car makes sense 66 `IT CAN PERFORM words, factory closures and job losses.
As good as new Massive savings on a BMW 7 Series 69 Third, “in one decade, mobility
Spied in the classifieds Pocket rockets from £5995 70
Used buying guide Volvo C70, an open and shut case 72
A SEXTILLION devices will be 300-500kg heavier than
today. That will bring to the table the
New cars A-Z Key car stats, from Abarth to Zenos 74
Road test index Track down that road test here 81
OPERATIONS PER topic of materials. The scarcity
Autocar, ISSN number 1355-8293 (USPS 25185), is published weekly by Haymarket Media Group, Bridge SECOND – THE SAME of them and renewable ones.”
a Tavares’s solution? “We could have
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INSIDE INFO ON THE NEW BMW M2, DUE 2022 4 @mtisshaw p54

19 MAY 2021 AUTOCAR.CO.UK 3

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

New M2 to be punchier,
sharper and sleeker
Hot BMW will hit the UK next year with a more
powerful six-pot and a wider spread
of dynamic ability

T
he second-generation
BMW M2 will have even
stronger performance
and more versatility than
the well-received current
model when it reaches UK
showrooms by the end of
2022, according to insiders.
The new version of M
division’s smallest model
is based on the upcoming
third-generation 2 Series
Coupé (driven, p7), which
has been comprehensively
re-engineered with a revised
line-up of longitudinally
mounted engines, a new
eight-speed automatic
gearbox, an updated platform,
a significantly stiffer body
structure and more advanced
electronic architecture.
The changes provide the
new, G87-generation M2 with
much closer engineering ties
to other M models than today’s
M2 has. M division insiders
say this will enable the new
M2 to offer a further step up in
performance while helping it to
retain a reputation for dynamic
excellence through the sharing
of key components.
An internal source told
Autocar: “It’s more powerful,
with greater torque, but
sharper, too. It’s still puristic, a
driver’s car, but with a broader
spread of characteristics,
a greater divide between
comfort and sport, than what
we’ve seen up to now.”
Central to the model-
specific changes for the
upcoming Porsche Cayman

4 AUTOCAR.CO.UK 19 MAY 2021

 `
It’s more powerful but sharper, S PY S H OT
BMW M2
too. There’s a greater divide
between comfort and sport
a

Lower, wider grille has active

fins for cooling and heating

IMAGE

GTS rival is the arrival of
BMW M’s S58 engine. The
twin-turbocharged 3.0-litre
six-cylinder unit was
introduced on the X3 M and
X4 M, and more recently
deployed in the new M3 and
M4. It will replace the existing
M2’s long-running N55 unit,
introduced in 2009, as well
as the S55 engine used by
the more potent M2
Competition and M2 CS.
Key elements of the S58
engine include a newly
designed crankcase, a
longer stroke, a reworked
cylinder head and a more
efficient induction system,
which uses two mono-scroll
turbochargers in place of the
single turbocharger in the
engine it replaces. As with the
older S55 engine, it also gets a
petrol particulate filter.
Autocar understands the
new inline powerplant, which
will be updated to meet Euro
7 emission regulations during
the M2’s planned seven-year
life cycle, will be offered in
two states of tune in a move
mirroring that of the new
M3 and M4 – both with a
7200rpm redline – although
only the higher-output
Competition car is likely to be
available in the UK.
Details remain under wraps
more than a year before its
planned introduction but
standard M2 models are
expected to receive up to
410bhp, with the successor to
today’s M2 Competition set ◊

19 MAY 2021 AUTOCAR.CO.UK 5


New M2 gains a detuned version of the M3/M4’s twin-turbo six
Δ to offer up to 430bhp, just
50bhp short of the standard
M3 and M4. The rise in power is
claimed to be accompanied by
a moderate lift in torque. Again,
nothing is official but BMW
M sources have revealed to
Autocar that the new M2 could
have as much as 428lb ft –
22lb ft more than the existing
M2 Competition and M2 CS.
BMW will offer the new M2
with the choice of either a
standard six-speed manual
or a new eight-speed torque-
converter automatic with
steering wheel-mounted shift
paddles. The auto replaces the
current seven-speed dual-
clutch item, which will no longer
be available on the M2.
S PY S H OT
BMW M2
Camo disguises the wider
haunches and rear diffuser
6 AUTOCAR.CO.UK 19 MAY 2021
Both the standard and
Competition models will have
rear-wheel drive with an
electronically controlled
M differential. Although four-
wheel drive is now offered on
the car’s M3 and M4 siblings,
an xDrive M2 is not planned.
The styling of the new M2
is closely related to that of
the upcoming M240i xDrive.
Distinguishing elements
include a new-look front end
with a lower and wider kidney
grille than that seen on today’s
M2 Competition. Set within
a deep front bumper, it goes
without traditional fixed
vertical louvres, adopting
electronically operated active
elements that open and close
to suit the cooling and heating
demands of the new engine.
The headlights, LED as
standard, also adopt a more
angular design and will be
offered with optional laser
projectors, with dynamic
indicators housed within the
front lenses.
The bonnet adopts a
prominent power dome and
the wheel arches have been
enlarged to accommodate
wheels of up to 20in. A more
pronounced shoulder line
runs back to form wider
haunches below the rear side
windows. The windscreen and
rear window are also more
heavily raked than on the
first-generation M2, giving it an
altogether sleeker appearance.
In keeping with more recent
M models, the tail-lights have a
heavily structured design with
OLED graphics while the boot
slopes down towards the rear
The standard and Competition
models will have rear-wheel drive.
An xDrive M2 is not planned
and receives a larger lip spoiler
than today’s model for added
downforce. A wider diffuser is
also integrated into the bottom
of the rear bumper.
An optional carbonfibre
package will allow prospective
customers to specify the new
car with various carbonfibre
elements, including the roof
and door mirrors, although the
M2 Competition is set to get a
carbonfibre roof as standard.
The new coupé has grown
in size, albeit only moderately
over today’s 4468mm-long,
1984mm-wide and 1410mm-tall
M2 Competition. Along with
the increase in dimensions, the
wheelbase has been extended
by 51mm, at 2744mm, and the
tracks have been widened at
the front and rear. Crucially, the
new M2 will match the 50:50
weight distribution of the less
powerful M240i.
Autocar has been told the
` Details about the sourcing of
a GREG KABLE
CLAR platform adopted by
the new 2 Series provides a
40% increase in body rigidity
compared with the structure
used by the old model. The new
M2 will add further rigidity with
its own unique front suspension
dome brace strut and a new
brace integrated within the
rear suspension.
Underpinning the new M2 is a
heavily reworked MacPherson
strut front and multi-link
rear suspension. Among the
benefits of the new set-up
cited by BMW M engineers is
its ability to support increased
front camber. It will be available
with the choice of either lift-
related or variable dampers.
In a significant shift in M
division operations, the next
M2 will be manufactured
alongside other 2 Series
models at BMW’s newly
established factory in San Luis
Potosí, Mexico. Today’s M2 is
produced exclusively at BMW’s
Leipzig plant in Germany.
key components, including
the S58 engine, have yet to
be made official, although
insiders suggest it will continue
to be manufactured at BMW’s
Munich engine plant.

OFFICIAL PICTURES
Our drive of new M240i Coupé shows M2’s potential
THE FRONT-WHEEL-DRIVE
platform and transverse engine
layout of the four-door 2 Series
Gran Coupé were never a
serious consideration for the
smaller two-door model.
Development of the new
coupé was partly carried out in
combination with the latest Z4:
the two cars share powertrains,
integral parts of their CLAR
platform and their MacPherson
strut front suspension and
multi-link rear set-up.
“There is a lot that is shared
between the two,” says head
of driving dynamics Jos van
As. “With the 2 Series Coupé,
we’ve managed to increase
the stiffness of the body by up
to 40% over the old model.
It makes a big difference,
especially to steering precision
because you’ve got a more rigid
basis for the rack. Changes
to the front suspension also
allow us to run greater negative
camber. You can really feel it.”
The UK launch line-up will
have the 220i and 220d, as
well as the 230i and the M240i
xDrive driven here. A mid-
range 225i is also planned
for selected markets, but it
remains unclear whether it
will be sold here.
The rear-wheel-drive 230i
receives a 245bhp version
of BMW’s B48 turbocharged
2.0-litre four-cylinder petrol
engine, but it is the four-wheel-
NEWS
drive M240i xDrive, with the BMW has focused a lot of The ability of the aluminium- to each rear wheel, but
B58 turbocharged 3.0-litre development time on refining intensive suspension to soak there’s always an excess of
six-cylinder, that will take the front suspension with new up high-frequency bumps is grip, allowing high cornering
performance honours until braces and other measures, particularly impressive. speeds, even in the wet, while
the full-fat M2 arrives. With many similar to those found on However, the most ensuring it remains engaging.
374bhp, it has 19bhp more than the larger 4 Series. As a result, noticeable improvement is You can switch between
its predecessor and just 31bhp the handling is even more the steering. It delivers added Eco, Comfort and Sport
less than the outgoing M2 controlled and entertaining precision and the weighting modes, altering the amount of
Competition. than before. Over challenging is much more consistent steering assistance, throttle
Inside, the dashboard, roads, the body control is off-centre. There is added sensitivity, gearbox settings
instruments, central excellent. There’s a typical eagerness to the turn-in, too. and stiffness of the adaptive
touchscreen controls and trims tautness to the action of the The M240i corners in a dampers. But the M240i
are all similar in design to those M Sport suspension, but it confident and very neutral xDrive is arguably at its best
of the 2 Series Gran Coupé. doesn’t come at the expense manner. Its four-wheel drive in Adaptive mode, where
The driving position is spot on – of ride quality, which remains system is programmed to its broad set of compelling
snug and fittingly low. nicely compliant. This is largely send the majority of drive to characteristics marks it out as
We’re hardly a mile into our thanks to the quick-acting the rear axle and an electronic a candidate for supremacy in
test before the willing nature optional adaptive dampers. differential apportions power this segment.
of the reworked six-cylinder
reminds us of its remarkable
dual character. Despite the
added power, it remains
deliciously smooth and
tractable. With free-revving
qualities and 367lb ft of torque,
it provides the new M240i
xDrive with the sort of all-round
athleticism that four-cylinder
performance rivals can’t
match. It sounds terrific, too.
In this particular prototype,
it drives through an updated
version of the old model’s eight-
speed automatic gearbox. Like
the engine, it operates in a
tremendously smooth manner.
BMW has yet to announce
performance claims, but you
can expect a 0-62mph time of Kable drives the
around 4.5sec and a governed 2 Series Coupé,
155mph top speed. its dash hidden
19 MAY 2021 AUTOCAR.CO.UK 7
 Stephan Winkelmann ran
Lamborghini from 2005 to
2016 and returned last year

IMAGE

Lamborghini EV in the works

Firm will go electric this decade with four-seat GT on new Audi-Porsche platform
our current models. It’s not The first car based on it will

L
amborghini will launch
its first battery-electric
vehicle by the end of the
decade, after introducing
plug-in hybrid powertrains to all
three of its current model lines
within the next three years.
The Towards Cor Tauri
roadmap – referencing the
brightest star in the Taurus
constellation – involves more
than £1.3 billion of investment
in PHEV technology in the next
four years and is driven by
the need to reduce the firm’s
environmental impact. But
Lamborghini boss Stephan
Winkelmann has vowed to
“keep the DNA” of the brand
and “take it to the next level”.
Lamborghini EV to be GT
on Porsche-Audi platform
Lamborghini’s bosses have
approved an expansion
programme for a long-mooted
fourth model line for the EV,
which Winkelmann confirmed
will appear “in the second half
of this decade”. Development
work on the car has begun, but
he said no decision about its
final form has been made.
“This will be at least a 2+2 or
four-seater,” said Winkelmann.
“We imagine a two-door car
mainly at this moment, but
we haven’t yet taken a final
decision on the bodystyle
or the power output.”
Autocar first reported that
Lamborghini was likely to base
its debut EV on a four-seat
grand touring coupé in 2017,
with insiders indicating that
route is being pursued because
it best marries the brand’s
sports car heritage with
the current performance of
battery-electric vehicles.
Winkelmann told Autocar
that a final decision on the
basic specifications of the
EV would be made next year,
explaining: “There are two
steps. One is the analysis of
bodystyle and volumes in this
segment, and the other is the
match we have with platforms
in the Volkswagen Group to
find the best solution.”
A four-seat grand tourer
would also sit in a new market
segment for Lamborghini,
therefore helping the Italian
firm grow its sales volumes.
Winkelmann said that it’s
too early to talk about sales
targets for the new model
but suggested: “If we speak
about a two-door four-seater,
it will be something in between
going to be the volumes of
a super-sports car, but it’s
not going to be the [higher]
volumes of the Urus [SUV].”
As previously reported,
Lamborghini was in line to use
the new performance-focused,
EV-specific PPE platform
developed by Porsche and
Audi. However, the timing
of the Lamborghini EV’s
introduction closer to 2030
means it’s now likely to instead
be one of the earliest vehicles
to use the forthcoming SSP
architecture, which combines
elements from the PPE and
mainstream MEB platforms.
The SSP platform is designed
to be hugely adaptable, with
scope to accommodate a wide
range of electric motors and
battery pack sizes.
be the result of Audi’s ongoing
Artemis project, due in 2026,
and it will eventually underpin
around 80% of all Volkswagen
Group models.
In terms of powertrains,
the Lamborghini EV is likely
to use motors shared with
Porsche and Audi, although an
intriguing prospect could be a
partnership with EV technology
specialist and hypercar
manufacturer Rimac.
Porsche owns a significant
stake in the Croatian firm and
is currently in talks with it to
co-run Bugatti in the future.
Those deals are likely to clear
the way for Lamborghini and
other Volkswagen Group
brands to gain increased
access to Rimac’s hugely
respected EV technology.

MERCEDES EQA NOW AVAILABLE AS 4x4 SUBARU ELECTRIC SUV DUE NEXT YEAR
Mercedes-Benz has added four-wheel-drive Subaru has called its first electric car the Solterra.
variants of its electric small SUV. With a second Developed in partnership with Toyota and due in
motor at the rear axle, the EQA 300 4Matic and 2022, the SUV will be a similar size to the Forester
EQA 350 4Matic produce 225bhp and 288bhp and share the bulk of its make-up with the bZ4X
respectively, with prices starting from £48,495. that Toyota revealed in concept form last month.

8 AUTOCAR.CO.UK 19 MAY 2021

 NEWS
Lamborghini electrification
` to start with plug-in hybrids
Before its all-new EV arrives,
CAN THIS BE A TRUE LAMBORGHINI?
A GT best marries the brand’s Lamborghini will electrify its
three existing models in 2023
J A M E S AT T W O O D

sports car heritage with the and 2024, with the arrival of
the facelifted Urus SUV and
current performance of BEVs what are expected to be the
successors to the V10 Huracán
a and V12 Aventador supercars.
While the Urus will offer
various powertrains where
regulations allow, the Huracán
and Aventador successors
are likely to be sold exclusively
as plug-in hybrids.
Winkelmann refused to
go into detail on the exact
technical specifications of the
powertrains planned for the
supercars but promised: “It will
underline the CO2 emissions
on the one hand and the power
output on the other.”
He added that the cars will
have performance “equal to
or even better than today”.
Winkelmann confirmed that
the Aventador and Huracán
successors will use a plug-in
hybrid powertrain, rather
than the supercapacitor
system featured on the new,
Aventador-based Sián FKP 37.
While Winkelmann said the
Sián’s mild-hybrid powertrain
is “a good bridge to test the
reaction of our customers”
to electrification, its limited
electric capacity compared
with a PHEV means that it
wouldn’t meet Lamborghini’s
future emissions targets.
First Lamborghini EV is Instead, the firm is likely
expected to be a coupé to use a system similar to
rather than a supercar that seen on Ferrari’s SF90
Stradale, with an internal
With an appeal built on the
flamboyantly theatrical
design and performance of
its supercars, it might seem
that Lamborghini exists in
an exotic world somewhat
removed from reality and
rationality. But no matter
how extravagant its cars,
no marque is immune from
‘boring’ practicalities such as
complying with increasingly
tough emissions regulations.
For a company such as
Lamborghini, electrification
fundamentally changes the
performance characteristics
of a car. The challenge for
the Italians in the coming
years will be to produce plug-
in hybrids and EVs to meet
legislative requirements and
allow for financial growth,
all while maintaining the
fundamental DNA that
holds such irrational
appeal to customers.
It will be a question of
balance. There are well-
combustion engine powering
the rear axle, an electric motor
powering the front axle and
torque vectoring used to
balance the output.
Lamborghini said that
expanded use of lightweight
carbonfibre and other new
technologies will be “crucial”
in compensating for the extra
weight of the PHEV batteries.
known performance benefits
to electrification, but they
will need to be balanced
against the expectations of
Lamborghini’s rich history of
internal combustion engines.
The trick will be finding ways
to broaden expectations
of what a Lamborghini
is without losing that
desirable essence.
Of course, Sant’Agata
has shown recently that
it can be done. The Urus
is almost everything that
a Lamborghini shouldn’t
be: a big, heavy SUV, built
using a shared platform and
powertrain and having a real
focus on sales growth. Yet
the firm has found a way to
make the Urus enough of
a Lamborghini for it to find
favour with customers.
If it can pull off the same
trick with electrification,
Lamborghini can satisfy
its business head and win
its customers’ hearts.
Lamborghini will launch a
number of specials in the next
two years to “celebrate” the
combustion engine and “pay
homage to the brand’s glorious
history and iconic products”.
Two V12 models are due this
year, one of which is understood
to feature electrified
supercapacitor technology.
JAMES ATTWOOD

Aventador successor,
due in 2024, will come
exclusively as a PHEV

IMAGE

OPEL UNVEILS MANTA-BASED RETRO EV
Opel has revealed the Manta GSe Elektromod as
a one-off EV version of its popular 1970s coupé.
Equipped with a 31kWh battery and 145bhp motor,
the car swaps its grille for an LED screen, and
gains LED lights and a modern-spec interior.
UPDATED LOOK, NEW TECH FOR POLO GTI
Volkswagen has shared the first preview image
of its updated Polo GTI. The Ford Fiesta ST rival
will gain a sharper design, with an LED strip
dominating its front above a revised grille, and an
overhauled interior with upgraded infotainment.

19 MAY 2021 AUTOCAR.CO.UK 9

 NEW 508
PIONEERING PERFORMANCE AGAIN
360 hp–CO₂ From 46 g/km*–All Wheel Drive

Official Fuel Consumption in MPG (l/100km) and CO₂ emissions (g/km) for the new 508 PEUGEOT
 
SPORT ENGINEERED range are: Combined N/A – 138.9 (0.0 - 2.0) and CO₂ 0 - 46 g/km. 
The fuel consumption or electric range achieved, and CO₂ produced, in real world conditions will depend upon a number of factors including, but not limited to: the accessories fitted (pre and post
registration); the starting charge of the battery (PHEV only); variations in weather; driving styles and vehicle load. The plug-in hybrid range requires mains electricity for charging. The WLTP (Worldwide
Harmonised Light Vehicles Test Procedure) is used to measure fuel consumption, electric range and CO₂ figures. Figures shown are for comparison purposes and should only be compared to the fuel
consumption, electric range and CO₂ values of other cars tested to the same technical standard. The figures displayed for the plug-in hybrid range were obtained using a combination of battery power
and fuel. *Figures shown are for the new 508 PEUGEOT SPORT ENGINEERED. Information correct at time of going to print. Visit peugeot.co.uk for further details.

EXCLUSIVE PICTURES
JCB reveals hydrogen engine
Diesel derivative is cheaper and easier to make than FCEVs or BEVs
H
eavy machinery maker
JCB has announced a
hydrogen-fuelled piston
engine that emits no CO2
and which it believes can help
the transport industry achieve
the UK government’s zero-
emissions target quicker
than any existing solutions.
JCB claims its research
shows that the new engine –
based on the hardware of JCB’s
Dieselmax 448 four-cylinder
engine but with substantial
modifications at the top end –
not only produces no CO2
but also offers important
advantages over battery-
electric and hydrogen fuel cell
solutions, both of which are
considerably more expensive.
JCB’s hydrogen engine is
naturally aimed at its own
off-highway applications
but, after successful initial
trials in excavators (which
put far greater demands on
engines than cars and trucks),
the company’s engineers
JCB has considerable experience with hydrogen-fuelled vehicles
believe they have a technology
that can be successfully
applied in a much wider
range of vehicles.
JCB’s chairman, Lord
Anthony Bamford, decided to
set up a specialist hydrogen
engine research team at
the company’s Derbyshire
R&D centre in July last year
after growing increasingly
concerned about the
impending loss of piston engine
expertise and infrastructure
and the disbanding of a
well-integrated supply chain.
He explained: “We’re not
arguing for diesel any more;
that horse has bolted. Zero
carbon emissions must be the
target, but we don’t believe
that batteries and fuel cells
are the only solutions.”
Lord Bamford and his
engineers believe they have
more of a real-world view
than most in the industry,
because they have in recent
years launched a very
JCB chairman Lord Bamford
successful range of battery-
electric diggers, plus they have
considerable field experience of
20-tonne prototype excavators
powered by hydrogen fuel cells.
The hydrogen engine’s big
advantages, explained JCB
innovation chief Tim Burnhope,
are that it can be speedily
and affordably brought to
production, while existing ICE
know-how and infrastructure
will remain relevant.
JCB’s prototype engine
has an all-new induction
system (lowered compression,
new pistons, high-pressure
common-rail fuelling and
` globally “isn’t good”,
Zero emissions must be the target,
but we don’t believe that batteries
and fuel cells are the only solutions
a we weren’t protected”.
port injection) but it is designed
to match the performance
and driving characteristics
of existing machines.
As for toxic emissions,
even the ‘raw’ exhaust from
JCB’s experimental hydrogen
engine contains less NOx than
a diesel, even with the latest
after-treatment that cuts
diesel pollutants by 98%.
Further measures can
reduce this to what Burnhope
calls “a zero-impact level”,
where content is simply too
small to measure. The only
significant exhaust emission
from a JCB hydrogen engine
prototype that Autocar
observed in action were
puffs of steam on start-up.
JCB plans additional
development of its hydrogen
engine but already has its eyes
firmly set on production.
“Our view is that there
must be an opportunity
here for people making
traditional engines to
move to zero CO2 as quickly
as possible, using mature
technology and an existing
supply base,” said Burnhope.
“And if you care about climate
change, speed is crucial.”
STEVE CROPLEY
NEWS
CONFIDENTIAL
CONNECTIVITY IS FAST
becoming the biggest
buzzword in the automotive
industry, and Ford’s head
of business operations in
that sector, Alex Purdy,
has a pleasingly simple
way of positioning it: “We
believe that data is the new
oil, since it’s essential to our
electric future and enables
this ‘always-on’ relationship
with our customers.”
THE GORDON MURRAY
Group recently announced
that it would invest £300m
in R&D and expanding
its leadership team, but
Murray himself said that
this isn’t an indication that
he’s planning to step back.
“There’s no way I’m retiring,
if that’s what you’re asking;
I would just get bored,” he
said. “But I’ll be 75 soon,
so there’s definitely a bit of
succession planning in all
this, even if it sounds rather
morbid. But the main issue
is that as you get bigger,
you need good people to
help with the growth.”
VOLVO’S TECHNOLOGY
chief, Lars Stenqvist,
sees plenty more uses for
autonomous vehicles than
solely as road transport. He
said: “We’re already offering
solutions in quarries, mines
and harbours. You can shut
them off and control the
environment, so the safety
use is much higher.”
THE TIMELINE FOR
ending the pandemic-
related semiconductor chip
shortage that’s continuing
to affect car production
according to Stellantis
boss Carlos Tavares. He
said that he expected his
firm to be better insulated
from the crisis but “when
we made our own enquiries,
19 MAY 2021 AUTOCAR.CO.UK 11
 Our new
all-electric range.
Plug in, stand out.
SEARCH: VAUXHALL ELECTRIC

EV range (WLTP Combined) miles and CO2 results for Mokka-e 136PS (100kW), Vivaro-e Life 136PS (100kW)
and Corsa-e 136PS (100kW). Electric range up to 143 – 209 miles.* CO2 0g/km.
Corsa-e, Mokka-e and Vivaro-e Life are battery electric vehicles requiring mains electricity for charging. Range data given has been determined according to WLTP test
procedure methodology. The figures shown are intended for comparability purposes only and should only be compared other cars tested to the same technical standard.
The range you achieve under real world driving conditions will depend upon a number of factors, including but not limited to: the accessories fitted (pre and post registration);
charging frequency; personal driving style; vehicle payload and route characteristics; variations in weather; heating/air conditioning; pre-conditioning and battery condition.
For more information, contact your local Vauxhall Retailer. *WLTP figure includes 50% payload. EV range assumes that vehicle has been pre-conditioned prior to journey.

G70 Shooting Brake
shares its dimensions
with its saloon sibling
OFFICIAL PICTURES
Genesis lines up A4 Avant rival
New G70 Shooting Brake will arrive soon after the Korean brand’s European launch
F
resh from confirming its
imminent expansion into
the European market, new
premium marque Genesis
has unveiled the G70 Shooting
Brake, its first model developed
specifically for the region.
Hyundai’s premium brand
will launch in the UK this
summer, selling the G80 saloon
G70 interior shows Genesis’s intention to go after Europe’s upmarket car brands
‘Unavoidable delays’ push back Ineos Grenadier
THE LAUNCH OF the Ineos
Grenadier, the rugged new
off-roader being developed
by Sir Jim Ratcliffe’s firm, has
been delayed until next year.
The 4x4 was due to
be launched towards the
end of this year, but Ineos
Automotive has now pushed
back the start of production
to July 2022, citing
“unavoidable delays” last year.
A prototype version of the
Grenadier was first shown
in public in September last
year and the machine is
currently undergoing testing
and development work. The
and GV80 SUV initially. Those
will soon be followed by the
smaller GV70 SUV and the G70
in saloon and newly revealed
estate form.
Genesis Europe boss
Dominique Boesch said the
firm’s first Europe-specific
variant “is a clear statement of
our commitment to the region”.
firm has agreed a deal with
BMW for a supply of 3.0-litre
turbocharged straight-six
petrol and diesel engines.
Ratcliffe recently drove the
Grenadier on an off-road test
course in Austria close to the
base of engineering partner
Magna Steyr, which is leading
the development programme.
Following the test, Ratcliffe
said: “There is still work to do,
but I am confident that the
Grenadier will do the job we
have developed it for.”
Ineos now says it has
“intensified” its engineering
programme with a second
The G70 Shooting Brake
draws heavily on the design of
its saloon sibling. Genesis says
the decision to develop the
estate for Europe was made
because it is “a bodystyle firmly
rooted in European automotive
history and favoured by
customers in the premium
luxury sector”. It will provide
phase of more than 130
prototypes, which, the firm
claims, will complete around
1.1 million miles of testing
worldwide.
Prototype versions have
previously run in Sweden and
future tests are due to take
place in America’s Death
Valley and the Middle East.
The Grenadier is due to
be produced in Hambach,
France, at the former Smart
factory that Ineos purchased
from Mercedes-Benz late last
year. The firm had previously
planned to assemble the car at
a new facility built in Wales.
the Korean brand with a rival
to BMW’s 3 Series Touring, the
Mercedes-Benz C-Class estate
and Audi’s A4 Avant.
Save for the extended
roofline, the G70 Shooting
Brake largely shares its styling
with the saloon, with the single-
piece glass hatch extended
to meet the ‘floating’ spoiler
at the rear of the estate, in
an attempt to give it a more
“athletic” profile.
Genesis’s trademark
double-stacked horizontal light
clusters feature at the front
and rear, as does a prominent
shield-shaped front grille and a
pair of sizeable exhaust outlets.
At 4685mm long, 1400mm
tall and with a wheelbase of
2835mm, the G70 Shooting
Brake is the same size as the
G70 saloon.
NEWS
Genesis says it offers more
capacity than the four-door,
which has a 330-litre boot,
although the firm has yet to
give any details other than
that it has maximised luggage
space by moving the bootlid
hinges forward.
Genesis has also yet to
reveal which powertrains
will be available for the G70
Shooting Brake, although it is
likely to be a 252bhp 2.0-litre
turbocharged petrol four-
cylinder or a 199bhp 2.2-litre
diesel, as offered on the G70
in other markets, both with
either rear- or four-wheel
drive. In other markets, the
G70 saloon gets a 3.3-litre
twin-turbocharged petrol V6,
although that is less likely to
be sold in Europe.
JAMES ATTWOOD
Testing of the
Grenadier has
now intensified
19 MAY 2021 AUTOCAR.CO.UK 13
Tavares sets out future vision
CEO of Stellantis, formed from the PSA-FCA merger, talks EVs, Vauxhall, Alfa and more
T
he boss of newly
formed car giant
Stellantis has suggested
that all-out electrification
may not be the best way of
lowering the automotive
industry’s emissions.
Speaking at the Financial
Times’ Future of the Car
summit, Carlos Tavares said:
“The scientific decision on
the choice of this technology
hasn’t been made by the
automotive industry. I think we
could have been more efficient
Alfa, like all Stellantis brands, is assured 10 years of investment
14 AUTOCAR.CO.UK 19 MAY 2021
with multiple technologies,
not one single technology.”
He went on to question
the true environmental
benefit of EVs compared with
combustion cars: “When you
look at carbon emissions,
we should look at life-cycle
emissions for the masses.
If we make future mobility
[specifically electric cars] only
affordable for wealthy people,
we will have a fleet of older cars
that will continue to emit.”
Tavares added that he is
Tavares favours a
multi-tech approach
to reducing emissions
committed to bringing in EVs
as required by legislation,
but even more so on reducing
emissions. He argued that
governments mandating
purely on tailpipe emissions
are ignoring the wider issue
and driving up the cost of
vehicles for consumers.
“In one decade, mobility
devices will be 300-500kg
heavier than today,” he said.
“That will bring to the table
the topic of materials. The
scarcity of them and
renewable ones.”
Tavares expects Stellantis’s
manufacturing footprint in
Europe to stay the same after
the switch to electrification –
but failure in this area would
lead to “social consequences”,
likely to include redundancies.
“If we can’t protect
margins on each EV we sell
versus today, there will be
consequences,” he said. “If we
can’t protect margins, there
will be restructuring and there
will be social consequences.”
Ellesmere Port talks with UK government have been “productive”
Manufacturing
Tavares said he expects
“a certain amount of approvals
will be given by the UK
administration” to protect the
future of Vauxhall’s Ellesmere
Port plant, adding that the firm
is “waiting for approval from
the UK administration” to allow
investment in the Cheshire site.
“Discussions [have
been] extremely positive
and productive with the UK
government,” he said. Tavares
added that he expects those
guarantees to safeguard the
plant to come.
However, he said: “We
need to get approvals from all
administrations that eventually
will have to support this
convergence. It’s a question
for societies and democracies.
There’s so much scrutiny,
checking, paperwork, so
much lack of trust that we
need to wait for these
approvals to happen.”
“On Ellesmere Port, we’re
moving in the right direction,”
Tavares said later, “but
can’t proceed until we have
agreements from relevant
authorities that have power
to say ‘yes’ or ‘no’. That’s the
reality of the legal framing.”
Stellantis brands
Turning to his plans for
Stellantis’s 14 car brands,
Tavares pledged 10 years
of investment and backing
for each to succeed,
including Alfa Romeo.
Former Peugeot boss
Jean-Philippe Imparato has
If we can’t protect margins on
each EV we sell versus today,
there will be consequences
moved across to lead Alfa, and
Tavares said of the Italian firm:
“We will do what needs to be
done to be highly profitable
with the right technology.”
The brand’s 10-year plan has
still to be decided but Tavares
said it will inevitably involve
electrification, with a continued
focus on driving dynamics.
“It will move to the
electrification world,” said
Tavares, “but doing that
in a dynamic way, with a
passionate, successful CEO
from Peugeot. Imparato is an
Italian citizen and is driving the
brand with passion and vision
for what needs to be done.”
On what Alfa must do to
improve, Tavares said: “We
need to improve the way we
talk to potential customers.
There is a disconnect with
products, history and who
we’re talking to. We need
to fix the distribution and
understand to whom we’re
talking and which brand
promise we’re talking to
them about. It will take
some time to get it right.”
Tavares named Alfa as one
of three premium brands in
Stellantis, alongside Lancia
and DS, each with their own
challenges around building
from scratch or returning
to past glories. All Stellantis
brands, including Lancia and
DS, will be given “a window of 10
years” of support and funding
to develop a “core model
strategy”. “If they succeed,
great,” Tavares said.
MARK TISSHAW
`
a

MORE LEADERS’ VIEWS FROM FT SUMMIT
Ola Källenius,
Mercedes-Benz CEO
Mercedes’ chief vowed his
firm will continue producing
combustion engines while
they remain commercially
viable but will be ready to
switch to pure electrification
as soon as it makes sense.
“On the journey to zero-
emission,” he said, “we will
come to a point where the
scaling changes, where
electric drive becomes
our dominant drive, and
eventually you actually lose
the scale on combustion.
“It is good, then, that
from an asset point of
view, the cash investment
lies in the past. You can,
in an economical way, use
those assets as long as
the market carries it and
it makes sense.”
In line with that
commitment, Mercedes
has not “artificially picked
a point” for a full transition
to electrification, but
Källenius promised: “When
that point comes, we will
be ready and we will not
hesitate for nostalgic
reasons to switch over to
the new technology 100%.”
Stuart Rowley,
Ford of Europe president
Ford’s Europe boss called
on the UK government to
outline a plan to prepare
the country for the 2030
combustion ban, ahead of
the UN’s Climate Change
Conference (COP26) in
November.
Rowley said that a
government-backed plan is
required both to encourage
consumers to switch to EVs
and to ensure the necessary
infrastructure is put in place.
“It has to be led at the
ministerial level,” he argued,
“but it needs to involve local
governments as well as
national, utility providers
and industry participants.
We think we should have that
in place prior to COP26.”
On Ford’s electrification
goals, he hinted that the
firm could build multiple EVs
based on the Volkswagen
Group’s MEB platform – in
line with the two companies’
wide-reaching partnership.
“Our alliance isn’t meant
to be capped or defined,
and we’re going to look
for opportunities to work
together for mutual benefit
where it makes sense for
both companies,” he said.
“I’ve got a point of view
[on future plans]. We haven’t
shared that, but there could
be a lot of opportunities
with commercial vehicles,
the MEB platform and in
other areas.”
Luca de Meo,
Renault Group CEO
The head of the Renault
Group voiced a commitment
to develop Alpine into an EV-
only brand – but is exercising
caution due to his experience
of splitting Cupra from Seat.
He was quick to downplay
suggestions that Alpine will
become a ‘premium’ marque:
“I don’t like to use the word
premium at Renault because
I’ve been working for a
premium brand, and I know
how difficult it is to create
a premium brand from
scratch. It’s not only about
doing good cars. It’s about
everything: technology,
distribution, reputation in
different segments,
residual values etc.
“We will turn Alpine into
a pure-electric brand to
demonstrate that emotional
electric cars are possible.
And if you’re able to do
emotional cars, then people
are normally ready to pay.
“We will use platforms we
have in-house, because we
can stretch to an adequate
level of performance for a
certain level of credibility.
And when we don’t have a
platform, we might work on
partnerships like the one
we have with Lotus for the
successor to the A110.”
UNDER THE NEW BRAIN FOR SELF-DRIVING
THE SKIN CARS THAT’S AS QUICK AS YOURS
JESSE CROSSE
IT HAS THE uninspiring looks of a
run-of-the-mill computer circuit board,
but this chunk of electronics measuring
just 24cm long, 14cm wide and 5cm tall
is smarter than it looks. It can perform
a sextillion computing operations per
second (about the same as the human
brain) and provide the intelligence for
level two to level five autonomous vehicles.
ZF Friedrichshafen, the giant supplier
best known for its gearboxes, revealed the
next generation of its Pro AI – which is
due to reach production in 2024 – at the
Shanghai motor show last month. Billed as
the world’s most powerful automotive-grade
supercomputer, the Pro AI can be used in
any vehicle in a number of different roles,
from advanced architectures appearing
in conventional cars to providing the
intelligence needed for self-driving.
The rapidly growing number of features
and functions on modern cars have to be
controlled, and so far that has been done
through multiple electronic control units
(ECUs) spread around the car, the number
increasing as each new feature is added.
The new approach is to divide the car into
domains and zones, the zones providing
power and data connections to sensors and
equipment, with just a simple connection
between the domain controllers and the
zone controllers. The supplier Aptiv,
which is currently developing smart
vehicle architectures, reckons this will
reduce the weight of wiring in cars by 20%.
The Pro AI is an example of the emerging
breed of on-board supercomputers that
can be used as either a domain controller
or a zone controller but also as a central
controller. It’s not a closed shop, either,
so it can run either ZF’s own software or
third-party software. It can ‘fuse’ all sensor
data from radar, lidar, cameras and audio
to create a picture of the surrounding
environment, in a sense, enabling it to
build up a kind of situational awareness.
It’s also optimised for the deep-learning
processes that are the building blocks for
advanced safety features and autonomous
driving. For example, it can forward sensor
data to a storage system, making it easier to
train the computer’s artificial intelligence.
Does that make it as smart as a human
brain, then? Not quite yet, perhaps. It may
NEWS
ZF’s new
have a similar autonomy-enabling
computational on-board supercomputer
speed (although is 66% faster than its
estimates of what predecessor yet uses
an adult human 70% less power.
brain can achieve are
indeed just estimates),
but it can’t build itself
and it can’t program itself from scratch,
either. The human brain can also rewire or
reconfigure itself through neuroplasticity:
the ability to move functions to another
area if it suffers an injury.
Furthermore, the human brain has the
ability to physically change its structure by
reconnecting neurons as a result of learning.
While computer scientists, among them
researchers at IBM, are working hard at
trying to emulate what’s also known as this
brain plasticity in computer AI, it’s as yet
unclear how far a computer will be able to
adapt and reorganise itself in the real world
without some kind of human intervention.
To drive a vehicle on a public road as
efficiently and safely as an experienced
human driver, a computer will need to
have experience without gaining it,
which isn’t quite the same thing.
BREMBO SPRINGS INTO ACTION
Amid so much technical sophistication
aimed at reducing the carbon footprint
of cars, sometimes something as simple
as a spring can be all it takes to make a
difference. Disc brakes create friction and
waste energy if the brake pads continue
to bind slightly on the disc even when the
brakes are off. Brembo’s new Enesys spring
ensures that they don’t, reducing fuel use
and thus also CO2 emissions for a few pence.
19 MAY 2021 AUTOCAR.CO.UK 15

A return to business as usual?
The switch to electric is overshadowing other big changes on the automotive horizon
T
he automotive industry
is emerging from the
pandemic reshaped by
the events of the past
year. Will things slowly return
to normal or – like the switch to
electric – is the rate of change
only going to accelerate? We’ve
asked key industry figures how
current trends are informing
the direction of travel.
ONLINE SALES
It’s no surprise that new
companies such as Cazoo
and Cinch have appeared
and announced that online
sales are booming and
are here to stay.
One firm that
launched during
the height of
the pandemic is
Carzam. Its CEO,
Kirk O’Callaghan,
believes the future
of online car buying
looks strong, with
sales having increased
even after showrooms
reopened on 12 April.
“The pandemic has
16 AUTOCAR.CO.UK 19 MAY 2021
accelerated a change in
customer behaviour,” he said.
“When customers understand
the benefits of buying a car
online and how they can
purchase with safety and
confidence, they do so.”
For car manufacturers and
consumers alike, it’s fortunate
timing that the technology was
on hand to allow car buying to
continue during the lockdown.
“More than a year into the
0.003%
The share of Vertu dealer
group’s 2020 sales that
were purely online
pandemic, we’ve seen some
major trends gather pace in the
new car market, most obviously
in the enforced reliance on
online sales,” said Mike Hawes,
the CEO of the Society of Motor
Manufacturers and Traders.
“The success of click-and-
collect services has provided
a lifeline for the sector by
sustaining sales through
much of the outbreak.”
As ever, it isn’t a case of
one or the other: customers
are using hybrid methods to
shop for their next car. For
many, then, at least part
of the buying experience
will continue to be at a
physical dealership.
Hawes said: “The
recent reopening of
showrooms could not
come soon enough,
and as much as digital
car buying has been
proven to work, it can’t
replace the excitement of
choosing and test driving a
new car in person.”
Some operations are even
investing in new facilities.
Porsche GB told Autocar
that investment by its retail
partners in Porsche Centre
development will continue
in 2021 and 2022. It said this
underlines its commitment
to physical retail showrooms
and follows three new Porsche
Centres opening in 2020.
The same is true of large
dealer groups, with Vertu
Motors CEO Robert Forrester
finding the use of e-commerce
to be very low. According to
Forrester, people are going
online for initial viewing and
video chats, but most are
then visiting the physical
dealership to see the actual
car and complete the deal.
That’s reflected in the
figures: Vertu sold 130,000
With an industry in flux, the role of
the state is becoming as important
as consumers in driving trends
Online sales will rise
but showrooms will
remain a necessity
cars through its dealerships
in 2020, but just 428 of them
in purely online transactions.
As a further indicator of
where Vertu sees the market
heading, the firm is investing in
new showrooms. “The death of
the dealership is an easy story
to write, but I’m not sure it’s
true,” said Forrester.
THE DIRECTION OF DESIGN
Design is likely to become
increasingly important for car
makers. In a world where EVs
will deliver similar powertrain
characteristics, brands will
need to distinguish themselves
from others by creating cars
that look different. It’s no
coincidence that as Jaguar
Land Rover embarks on its
`
a

120,000
Number of EVs Renault
130,000
How many litres of synthetic
fuel the Porsche Carrera
Cup will use in 2022
Reimagine strategy, Gerry
McGovern (now chief creative
officer) is front and centre of
where the firm sees itself.
Equally, Polestar has won
plaudits for its laser-locked
focus on clean design and
purity of corporate message,
managing to separate itself
from sister company Volvo,
a brand already acknowledged
as being clear on what it
is. And Polestar’s CEO?
Designer Thomas Ingenlath.
Not that standing out should
be confused with courting
controversy: you only have
to look at BMW for proof of
where that gets you. Frank
Stephenson, creator of the
modern Mini and Ferrari F430,
told Autocar that he hopes
the ideas around radical and
polarising design will subside
and said it’s being driven by
marketing departments.
“It’s almost like they [car
aims to recycle
every year
makers] are in a state of panic
a little bit,” he said. “Most
of them are trying to really
justify their presence in the
market through design. If
they sell the car and it looks
the way it is and it sells well,
they will continue with it. They
won’t rein it back in. [They’re
hoping] we will, as a general
public, eventually get used to
it, accept it and see it as the
modern way to treat design.”
Stephenson admits there
have been design trends that
have broken with tradition but
said the conservative styling
Tesla implements shows that
car makers don’t need to
take a radical approach,
especially with EVs.
However, the
hottest design trends,
said Stephenson, will
be inside the cars.
Personalisation
used to be about seat
covers and stereos,
but now technology
allows owners to
create their own interior
ambience, including
specific lighting, sounds
and heating settings.
Some fear that car interiors
could become too complex,
but Uday Senapati, executive
director of corporate and
product strategy at Lotus,
believes the key is to include all
the technology without losing
the design simplicity, pointing
to the firm’s new Evija electric
hypercar as an example.
“You’ve got to have voice
Some recent BMWs have illustrated a trend for polarising design
control, gesture control,
eye tracking – all of which are
trends that are coming out
in technology,” he said.
“The packaging will bring
some compromises, but
we would still like to
focus on simplicity.”
CORPORATE SOCIAL
RESPONSIBILITY
Senapati said that
Lotus and others have
started taking corporate
social responsibility more
seriously since they saw
customers buying into brands
such as Tesla for what he calls
“more conscious reasons”.
That view is shared by
Bentley CEO Adrian Hallmark.
“Across the world, our
customers are telling us that
they want sustainability at the
core of our business and we
are committed to lead in the
luxury sector,” he said. “We’re
reinventing every aspect
of our operations towards a
carbon-neutral future, with
only battery-electric vehicles
by 2030. They [customers]
are also looking for deep and
meaningful relationships with
socially acceptable brands,
sometimes prioritising
experiences over goods
and more purchasing online.”
Sustainability also extends
to the increasing research
into low-carbon fuels. Porsche
announced earlier this year
that it is moving ahead with
development of synthetic
fuels. Further investments are
planned by fuel companies, as
well as by manufacturers such
as Audi, BMW and Mazda. It’s
unlikely that synthetics will
stop the rise of EVs, but the
UK government is looking at
ways to incorporate them into
a wider strategy of reducing
harmful emissions.
What’s clear is that, with an
industry in flux, the role of the
state is becoming as important
as the role of consumers in
shaping how it looks in the
future, particularly in areas
such as safety, efficiency,
advanced driver assistance
systems and sustainability.
MARK SMYTH
Jim Holder
I N S I D E I N F O R M AT I O N
Shortage of chips is
hitting car makers
especially hard
WHAT DO POWER
steering, brake sensors,
parking cameras,
infotainment systems and
more have in common?
Semi-conductors, or
computer chips – and
they’ve been in the news
a lot in recent months.
They’re one of the reasons
why many new cars aren’t
available until September,
as a global bun fight rages
over a limited supply, with
just two makers of the
very highest-quality chips
existing in the world and
supply of the bulk of good-
enough chips bottle-necking
around four manufacturers.
For car makers, it’s
another kick below the belt.
It’s born of the pandemic,
with car manufacturers
working to ‘just in time’
principles and balancing
complex supply chains
reacting to shutdowns by
cancelling orders, only to
find the slack their actions
created at hard-pressed chip
makers sold on to booming
phone and gaming firms.
The affected car makers
– which fit between 50
and 1000 chips to each car,
depending on its complexity
– are aggrieved. They had
long-standing contracts that
were suspended through
force majeure. But what they
failed to predict was that
global demand for chips
would, despite everything,
grow 15% last year.
The chip makers therefore
say the car industry must
get back in line, although
that’s not helped by the fact
Autocar Business is our industry-focused brand, delving
deeper into the business of the automotive world. Sign up
for our regular bulletin at autocar.co.uk/business-signup.
NEWS
that they’re relatively small
customers, accounting
for less than 10% of the
collective £250 billion of
global chip sales each year.
The scale of the issue is
becoming evident: Ford
has revealed it will make 1.1
million fewer cars this year
as a result of the challenge,
and reports are coming in
of some new cars having
bells-and-whistles digital
dashboards de-specced
on all but the highest-end
models. While car makers
say the issue will run to the
autumn, chip makers say
building a new production
line takes 40-100 weeks.
As furlough schemes
round the world run down,
the knock-on effects of
running factories that
can’t complete cars must
be increasingly alarming.
Reports suggest many car
makers are prioritising
their most profitable (SUVs
in general) and greenest
(electric and hybrid) models.
The trouble is, our research
suggests that a hybrid uses
up to 10 times more chips
than a base petrol model.
To some degree, retailers
can ride the storm, buoyed
by a move to nearly new
and used sales. For car
makers, the headaches keep
coming – and this one could
rival the pandemic for its
global impact. Customers,
meanwhile, must decide
how patient they’re willing
to be. Eager buyers need to
move fast – but with supply
low and demand strong,
don’t expect to haggle.
19 MAY 2021 AUTOCAR.CO.UK 17

Steve Cropley
MONDAY
When Enzo Ferrari launched the 250 Short
Wheelbase in 1959, he can’t have known what
legendary status it would have achieved 62 years
later. Nowadays, apart from the originals worth
£8 million, there are three other cars inspired
by the 250 SWB, all made in this country.
Berkshire-based GTO Engineering does two, the
250 SWB Revival, which has a lesser 250 model
underneath, and the all-new Squalo that uses
GTO’s own bits, albeit Ferrari inspired.
Now Northants engineering consultancy RML
has moved into the 250 SWB arena, too, planning
30 lookalikes based on the 550 Maranello at
£1 million-plus each. These and the profusion
of ‘continuation’ or ‘nut and bolt’ models that
currently reprise icons from Alvis, Aston Martin,
AC, Healey, Porsche and Jaguar suddenly look
to me like a desperate reaction to the onrush
of electrification. I was thinking the other day
that they must also cause distress to modern car
designers, for whom the task of doing something
to match the magnificently unconstrained icons
of yesteryear must be tough.
TUESDAY
It’s so fascinating, watching cars age. There’s a
village near us where the Steering Committee
and I go for a coffee, and we often walk past a
neat 04-plate 3.2 Audi TT quattro. No idea of
the mileage, but it looks healthy and modern, on
new wheels. Point is, I find it far more desirable
now than I did back in the day and don’t know
why. Perhaps it’s because this model was more
different from its peers than versions that came
later. The online classifieds have four like it as I
write: three at £4000 with 100,000 miles; one
with half the miles at twice the price. The sight
of this car makes me think (for a minute) that I
should park my ever-present desire for new cars
MY WEEK IN CARS
`
Such cars must cause
distress to modern designers
a Has the original TT
WEDNESDAY
Great to hear from Gordon Murray that new
life beckons for iStream, his brilliantly simple
way of giving a car a rigid, space-efficient
chassis while avoiding what he scathingly
dismisses as the “stamped steel” structures
beloved of big industry.
Before the pandemic, the major manufacturers
in his sights couldn’t bring themselves to
abandon their love of the 100-tonne press. But
times have changed, says the inventor. There
are now many more start-up EV companies
with fresh names and ideas, open to a process
that’s highly flexible and requires low
investment. Onward…
THURSDAY
Wondering whether autonomous cars will work
for you? To help find the answers, we’ve invited a
AND ANOTHER THING…
Post-lockdown present to self is this 1913 350cc
Douglas, alleged to have been a practice bike for a
pre-WW1 TT rider. It’s
crude (heart-in-mouth
brakes, two-speed ’box,
no clutch) but effective.
Oh yes, and it delivers
exactly half the fuel
consumption of the
Ford Mondeo Hybrid
COMMENT
GTO Engineering Squalo
is one of three 250
SWB-inspired UK cars
got better with age?
couple of big-time experts in the field – Matthew
Avery from Thatcham and Jürgen Müller from
Bosch – to lead our Autocar Business Live
webinar on 26 May at 2.30pm. Joining details
can be found at tiny.cc/pcgxtz. We’re calling
it ‘The truth about autonomous cars’, which, I
admit, sounds a shade overconfident. Why not
come and see if we can deliver?
FRIDAY
An absorbing morning at JCB’s Derbyshire
engine plant at the invitation of its chairman,
Lord Anthony Bamford. He was keen to show me
(and you; see news story on p11) an experimental
zero-CO2 piston engine that his brilliant
engineers have built to run on hydrogen. An
ideas man all his life, Lord Bamford has become
increasingly concerned that we’re about to chuck
away a century of engine knowledge because
we’re “mesmerised by Musk”.
It’s a thoroughly convincing project, about
which you’ll hear much more. On the way home, I
found myself wondering whether, if I were sitting
atop a massively successful private company
whose half-century of progress I’d built myself,
I’d still be fretting about changing the world the
way Lord B does. Guess the restlessness got him
there in the first place.
GET IN TOUCH
and fish in this enticing pool. I drove last week.  steve.cropley@haymarket.com @stvcr

19 MAY 2021 AUTOCAR.CO.UK 19

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 11.5.21, BALOCCO, ITALY ON SALE SUMMER PRICE £156,000

ALFA ROMEO GTAm Turin turned its superb Giulia into a Ferrari-blooded AMG-beater, the
Quadrifoglio. Now it has taken it a step further – and then another

20 AUTOCAR.CO.UK 19 MAY 2021

 he new GTA is the most
T powerful road car Alfa Romeo
has made and, at a projected
£152,000 – or an even steeper
£156,000 for the stripped-out,
track-focused GTAm tested here –
its most expensive, too.
Production is limited to just 500
of both, so don’t expect to see many
about. Which is a shame, because
it’s arguably Alfa Romeo’s finest
road car to date: an exclusive and
very special performance saloon
that proves Turin can still turn out
world-beaters if its accountants
permit, despite dwindling sales
from a threadbare model line-up.
The GTA’s starting point is the
brilliant Giulia Quadrifoglio, but
the modifications run deep. In
fact, the extent of them is glaringly
obvious from the very moment
that you first clap eyes on it.
For starters, the GTA receives
a comprehensively reworked
aerodynamic package with lots of
new carbonfibre parts, giving it
a highly functional, race-car-like
look that screams ‘performance’
louder than rivals from Audi Sport,
BMW M and Mercedes-AMG.
Then there’s an intricate and
rather expensive-looking front
splitter that adjusts by 40mm, a
heavily reworked front bumper,
an altered grille, larger air ducts
behind the front wheel arches,
beefed-up door sills, new rear-
wheel-arch flares, a sizeable boot-
deck spoiler and a revised diffuser.
A series of tests in the Alfa
Romeo Formula 1 team’s wind
tunnel during development
also led to the GTA receiving trick
underbody fins to help accelerate
air underneath it towards the
rear. The result? An additional
300kg of downforce over the
Quadrifoglio, according to its
chief development engineer.
It’s not all about pure downforce,
either. Alfa says many of the new
GTA’s exterior parts are aimed at
providing more air to an upgraded
cooling system, which is claimed
to have a 10% increase in capacity
compared with the Quadrifoglio’s.
A new GTA wouldn’t be true
to its name (an Italian initialism
for ‘lightened grand touring’)
without some exotic weight-saving
measures, and indeed they’re ◊
19 MAY 2021 AUTOCAR.CO.UK 21
 TESTER’S NOTE
As well as making use
of the Alfa Romeo F1
team’s wind tunnel,
the GTA’s engineers
also had its racers,
Kimi Räikkönen and
Antonio Giovinazzi,
sorting the chassis
in the final phases
of development. GK
Despite even better handling, its ride is more mature than the Quadrifoglio’s
Δ present in abundance here. Along
with most of the additional body
parts, the bonnet, front wings and
roof are all made of carbonfibre.
The overall saving isn’t quite as
significant as you might expect, at
100kg. But still, at 1580kg, the GTA is
lighter than the Audi RS5 Sportback
(by 142kg), BMW M3 Competition
(by 170kg) and Mercedes-AMG C63 S
4Matic+ saloon (also by 170kg).
The GTAm takes the savings a
step further with lightweight plastic
rear door panels, polycarbonate rear
windows, Sabelt carbonfibre-shell
front seats, nylon door pulls in place
Weight reduction is evident everywhere; rear doors open to only a roll-cage
22 AUTOCAR.CO.UK 19 MAY 2021
of the standard handles and the
removal of the rear bench. Even with
the addition of a rear roll-cage, these
measures trim off a further 40kg.
The GTA and GTAm use the same
Ferrari-designed 2.9-litre twin-turbo
V6 as the Quadrifoglio. Power is up
by 30bhp to 533bhp through the
adoption of new conrods, additional
oil injectors, a revised oil cooler,
tweaks to the software controlling
the turbochargers and, most obvious
of all, an Akrapovic titanium exhaust
system that features twin centrally
mounted tailpipes. Torque, however,
remains the same, at 443lb ft.
than any previous Alfa
Drive is sent to the rear wheels via
a ZF-produced eight-speed automatic
gearbox and an electronically
controlled differential, both of which
receive model-specific mapping.
Further changes are focused on
the chassis. It receives tracks that are
25mm wider at the front and 50mm
wider at the rear, new mapping for
the electromechanical steering,
lowered double-wishbone front and
multi-link rear suspension, firmer
springs and dampers, beefed-up anti-
roll bars and other detailed changes.
Bespoke 20in forged alloy wheels
with centre-locking nuts wear
Michelin Pilot Sport Cup 2 tyres
that are 265/30 ZR20 up front
and 285/30 ZR20 at the rear.
Does all of this upgrading bear out
on the move? Undoubtedly it does:
the GTAm is brilliantly involving. It
delivers a vastly different experience
to the Quadrifoglio, engaging you
in a way that few cars at any price
manage. But while it majors on
performance, it doesn’t demand
compromises in the way that
some high-powered competitors
do. Rather, it’s a car that could
confidently be used every day.
It certainly feels right from
the heavily contoured driver’s
seat. The interior comes from the
Quadrifoglio but gains a liberal layer
of Alcantara across the dashboard,
headlining and other parts of the
cabin, among other small alterations.
`
It connects with you
to a stronger degree
or, dare I say it, any
four-door rival
a
The start button is integrated into
the steering wheel, like in a Ferrari.
Press it and you will soon discover
arguably the best performance
saloon on sale right now.
The changes to the engine aren’t
extensive enough to alter its intrinsic
character in any great way. However,
they provide the GTAm with a more
energetic feel. It always feels quicker
than the Quadrifoglio when given
room to move out on the open road.
Mild mannered and perhaps a
little disappointing at low revs in
more relaxed driving modes, the
V6’s torque builds rapidly to provide
the GTAm with enough mid-range
punch that it won’t be left behind by
larger-capacity rivals when hooked
up in its more sporting settings.
It doesn’t shy away from hard work,
either. Keep your foot planted and
the longitudinally mounted motor
smoothly extends to its 7200rpm
cut-out with great enthusiasm.
The silken and speedy operation
of the torque-converter gearbox
contributes as much to the
performance as the engine, thanks
to crisp upshifts and determined
downshifts interspersed with
rev-matching blips of the throttle.
It’s just a pity that the metal shift
paddles, fixed to the steering column
rather than to the steering wheel, are
so clumsy. They’re simply too large,
often inhibiting your operation of the
stalks for the indicators and wipers.

Cabin is truly superb. It even features physical controls for the infotainment
At 3.6sec, the GTAm is 0.3sec
faster from rest to 62mph than the
Quadrifoglio. Top speed is dependent
on the setting of the adjustable rear
wing. Alfa claims that, with the least
downforce dialled in, it won’t max out
until it hits 191mph.
Even more memorable than the
sprint speed is the sound delivered
by the exhaust. Raspy at lower revs,
it builds in volume and character,
eventually emitting a full-blooded
growl at the business end of the dial.
You also get some rather entertaining
pops and crackles on the overrun in
the more sporting driving modes.
GTAm-specific seats get carbonfibre bases and six-point harnesses
Flashy, fast and loud it may be,
but the root of the GTAm’s driving
appeal lays in the response and
overall consistency of its handling.
There’s a lovely fluid feel and
true engagement to its dynamic
qualities, whether you’re tooling
around town or charging along
deserted back roads. It connects
with you to a stronger degree than
any previous Alfa or, dare I say it,
any four-door rival, building your
confidence with each mile.
It’s not demanding when pushed
hard, either. Instead, it rises to
the occasion with a stunning
combination of sharpness and
precision from the steering and
the sheer composure of the chassis,
which makes it highly predictable as
you work your way towards the limits.
There is a small degree of body roll
on turn-in as weight transfers to the
outside wheel, but the car telegraphs
any movement well, with a highly
progressive action quickly checked
by superbly matched damping.
Despite strong front-end grip,
the GTAm ultimately understeers
when you carry too much speed into
tighter corners, but it’s wonderfully
adjustable and accommodating on
FIRST DRIVES
the throttle. A sharp lift instantly
tightens the line without any white-
knuckle excitement from the rear
end. Switching off the electronic
stability control opens up a whole
new dimension to the handling,
with lurid oversteer on offer if you’re
willing to chase it on a race circuit.
The brakes are no less impressive.
The standard-fit carbon-ceramic
Brembo system mates 390mm discs
with six-pot calipers up front and
360mm discs with four-pot calipers
at the rear. There’s some initial slack
at the top of the pedal before they
really begin to bite, but once they
do, the GTAm wipes off speed with
all the intent of a proper race car.
As a reflection of the car’s abilities,
Alfa says that the GTA has lapped its
3.6-mile Balocco test track 4.07sec
faster than the Quadrifoglio.
However, the real achievement
is Alfa’s success at matching the
heightened handling to a level of
ride that offers genuine compliance.
One look at the GTAm’s tyres –
essentially semi-slicks developed
for the track – suggests a far less
comfortable driving experience than
that provided by the Quadrifoglio.
However, there’s evidence that the
GTAm actually delivers a more
controlled ride than its standard
sibling over certain roads. There’s
some harshness over smaller high-
frequency bumps at lower speeds,
but it copes exceptionally well
with larger potholes at speed.
The only real shortcoming is that
it can’t hide road roar, which tends
to build quite appreciably on less
than smooth surfaces.
It’s not often that Alfa takes on the
might of Audi, BMW and Mercedes
with its own style of performance car.
In this case, we’re delighted it has,
because the GTA is a car to savour.
It builds handsomely on the
already-fantastic Quadrifoglio with
a dramatic appearance, greater
performance, a terrific exhaust
note and wonderfully engaging
handling – all in combination with
the sort of ride quality that allows
you to use it every day. It’s the most
thrilling Alfa road car in years.
GREG KABLE
ALFA ROMEO GTAm
With invigorating performance and
an incredibly engaging chassis, this
looks like being the best of the breed
AAAAA
Price  £156,000
Engine  V6, 2891cc, twin-
turbocharged, petrol
Power  533bhp at 6500rpm
Torque 443lb ft at 2500rpm
Gearbox 8-spd automatic
Kerb weight 1580kg
0-62mph 3.6sec
Top speed 191mph
Economy 26.2mpg
CO2, tax band 244g/km, 37%
RIVALS Audi RS5 Sportback, BMW
M3, Mercedes-AMG C63 S 
19 MAY 2021 AUTOCAR.CO.UK 23

TESTER’S NOTE
Next to today’s
invasion of gigantic
SUVs, it’s amazing
how road-hugging
the S-Max is in real
life. Even someone of
average height can
see over the top
of it. PW
FORD S-MAX 2.5 DURATEC FHEV
Seven-seater swings lower than SUV chariots and now has a hybrid powertrain
t’s an MPV! Although Ford
won’t thank you for calling it
one. It prefers to label the S-Max
as a ‘sports activity vehicle’, on
account of the Galaxy fulfilling the
people-mover role. But still, a car that
seats seven that’s not an SUV: that’s
reason enough to get excited.
Now offered with a traditional,
rather than plug-in, hybrid, the
S-Max produces 187bhp and 148lb ft
from the combined Atkinson-cycle
petrol engine and AC synchronous
motor, channelling the power
through a CVT gearbox to the front
wheels. These are hardly revelatory
figures so it’s not surprising to see
the 9.9sec 0-62mph time, given the
car’s near 2.0-tonne kerb weight.
But this car isn’t about outright
pace. It’s more about the potential
tax savings the hybrid offers. At
43.5mpg, fuel economy is similar to
the diesel S-Max’s, but the CO2 is a
handy couple of tax brackets lower
(depending on engine). That’s where
this hybrid starts to make sense.
If you’re wondering why Ford
Dynamic ability remains a core strength and the cabin is roomy, if a little dated in places
TESTED 6.5.21, NORTHAMPTONSHIRE ON SALE NOW
hasn’t bothered with a plug-in
hybrid option, given the extra
tax savings it would offer, look
towards the S-Max’s sibling, the
Galaxy. Most Galaxy customers
are taxi drivers and Ford reasons
they don’t want to be sat idle while
the PHEV charges, so no plug-in for
the big MPV means no plug-in for
the sleeker SAV.
Inside, it’s business as usual, with
slightly dated infotainment graphics
but an enormous and practical
interior. Ford has carefully rerouted
the exhaust around the hybrid’s
additional battery pack, so the boot
space (maxed out at 2020 litres and
comparable to something as vast as
a Land Rover Discovery) is the same
as in the ICE car. All the seats fold flat
easily, and even with seven in place
the boot is still a decent size, certainly
large enough for a reasonable
supermarket shop.
Push the dash-mounted starter
button and the S-Max starts on
electric only, but as ever with a ‘self-
charging’ hybrid, the petrol engine
kicks in pretty soon afterwards.
Electric-only is really only possible
for manoeuvring around a car park,
but the transition to ICE is smooth.
The performance figures aren’t
exactly… ahem… electric and the
S-Max is happier keeping up with
the flow of traffic rather than setting
its own agenda at the head of the
queue. The kickdown is quick and
it’ll happily accelerate from 50mph to
70mph with a reasonable burst, but
this is no hot MPV.
Apart from anything else, any
overtaking requests call the CVT
gearbox into action, and that’s not
something you want to be doing
frequently. Like all such systems, it
makes the engine drone annoyingly
if you’re trying to push on, but it’s
fine for pottering.
All of which means the S-Max’s
trump card remains as it ever was:
its dynamic abilities. The ride quality
is the standout, with the sort of
controlled damping that beautifully
rounds off bumps’ edges. Sharp
lumps, longer undulations, even
FIRST DRIVES
cross-axle lumps taken at speed –
the S-Max absorbs them all with
the sort of control that doesn’t come
easily to taller-sprung SUVs. We
sadly lost former Ford engineering
guru Richard Parry-Jones recently,
but his spirit lives on here: it’s a fine
accomplishment.
Ford has doggedly stuck with this
sector despite most rivals quitting.
By adding a hybrid option, the S-Max
becomes even more of a one-car
niche: neither the BMW 2 Series
Gran Tourer nor the Volkswagen
Sharan offers it. If that gives the
S-Max a reason to survive for longer,
that’s no bad thing in our book.
PIERS WARD
@piers_ward
FORD S-MAX 2.5 DURATEC
FHEV ST-LINE
Diesel S-Max remains the more
sensible choice, but this hybrid
offers useful CO2 savings
AAAAC
Price  £38,640
Engine  4 cyls, 2488cc, petrol,
plus electric motor
Power  187bhp at 5500rpm
Torque 148lb ft
Gearbox CVT
Kerb weight 1947kg
0-62mph 9.9sec
Top speed 115mph
Economy 43.5mpg
CO2, tax band 148g/km, 34%
RIVALS BMW 220i M Sport Gran
Tourer, Volkswagen Sharan
1.4 TSI SE Nav
19 MAY 2021 AUTOCAR.CO.UK 25
 AL M U SI C
M O RE RE
WAN T D AY ?
R W O R K
I N Y OU

NO REPEAT
GUA R AN T E E
YOU WON’T HEAR THE
SAME SONG TWICE,
9AM-5PM WEEKDAYS
DIGITAL RADIO, APP & SMART SPEAKER

LAND ROVER DISCOVERY SPORT P300E
Plug-in hybrid gains useful infotainment upgrades as part of its refresh
here was little call for Land
T Rover to bring the well-received
Discovery Sport P300e in for
an early refresh, but still it has
done, so here we are, reacquainting
ourselves with the latest addition to
Whitley’s electrified family.
The PHEV’s new Ingenium
1.5-litre turbo triple is paired with
an electric motor on the rear axle for
combined outputs of 305bhp and
398lb ft, and there’s a 15kWh battery
pack for a claimed EV range of 43
miles. It’s a very easy powertrain
to get on with. The charmingly
thrummy combustion element is
more than gutsy enough in its own
right and quiet at a cruise, its electric
team-mate having whisked you out
of the cul-de-sac and through the
suburbs before passing the baton
once up to speed.
That EV range, segment leading
though it may be, is the reason you
can spec a P300e with only five seats.
The EV components are under the
boot floor and there simply isn’t
room for even a diddly third row. But
one lofty passenger called the back
bench one of the roomiest rear seats
VOLKSWAGEN GOLF ESTATE
Latest version of family car is now available with extra 231 litres of boot space
he Golf Estate is one of those cars
T
that people forget exists. Only
when the R version brings the
almost irresistible reality of an
extra-spacious but still manageably
sized hatch with 300bhp and four-
wheel drive do most remember it.
The larger Passat Estate is much
more popular, and while you can find
alternatives in the Golf’s class (Ford,
Seat, Skoda and Toyota all make one),
premium offerings are non-existent.
TESTED 10.5.21, SURREY ON SALE NOW
he’d ever sat in, so unless you have
a particularly sizeable brood, the
compromise on utility is minimal.
Indeed, the cabin in its entirety
is a remarkably comfortable and
convincingly premium proposition.
The slick touch-panel control
stack still feels brand new, and all
materials feel what you might call
‘reassuringly expensive’ (as they
should on this £53,565 R-Dynamic
car), which brings us to the main
change for 2021.
Land Rover’s new Pivi Pro
infotainment system is now standard
TESTED 13.5.21, WARWICKSHIRE ON SALE NOW
So what does the Golf Estate buyer
get that the Golf hatchback owner
does not? Much more boot space, of
course: 611 litres compared with 380.
That beats the Focus (575 litres) and
the Corolla (598) but not the Leon
(620) or the cavernous Octavia (640),
which precisely matches the capacity
of the Mercedes-Benz E-Class.
The Golf Estate also has a height-
adjustable boot floor, which can be
lined up with the low, fairly flat lip
FIRST DRIVES
LAND ROVER DISCOVERY SPORT
P300E R-DYNAMIC HSE
Upgraded infotainment improves
what was already an extremely
well-rounded plug-in proposition
AAAAC
Price  £53,565
Engine  3 cyls, 1498cc, turbo,
petrol, plus 48V ISG
and electric motor
Power  305bhp
Torque 398lb ft
Gearbox 8-spd automatic
fitment from Urban Edition upwards, Kerb weight 1850kg
bringing quicker start-up times, 0-62mph 6.6sec
over-the-air update functionality, Top speed 130mph
real-time sat-nav and a customisable Battery 15kWh, lithium ion
home screen that gives quick access to Economy 143.3-175.5mpg
your most commonly used functions. Electric range 43 miles
It’s a well-rounded and stylishly CO2, tax band 36-44g/km, 7%
rendered platform that is intuitive RIVALS BMW X3 xDrive30e,
to use. You can pinch, swipe and Volvo XC60 T6 Recharge
shout at it like you would with your
smartphone and you gel with it
within minutes, rather than days. costs and weighty steering, solidifies
That infotainment system, the P300e as a front-runner in the
combined with a whisper-quiet and burgeoning plug-in hybrid SUV class.
well-cushioned chassis, low running FELIX PAGE
for easy loading, and under that floor
you will find extra space in the vacant
spare-wheel well. The rear seatbacks
then fold almost perfectly flat via
pulls near the tailgate, swelling the
cargo bay to more than 1640 litres.
You might not need to go that far,
though. With the longer rear, the ski Touch controls are a let-down
hatch means this car could genuinely
take a set of Matti Nykänen’s planks
(if you could tolerate having their tips VW GOLF ESTATE 2.0 TDI 150 STYLE DSG
hovering over the DSG gear selector).
Elsewhere, it’s standard Golf. Spacious estate costs less than
The cabin is pleasant, barring the £1500 more than the regular Golf,
poor touchscreen infotainment but broadens its remit considerably
system, and the driving experience is
inoffensive but some way short of the AAAAC
quietly satisfying feel of the Focus. Price £29,600
Unless you go for the four-wheel- Engine 4 cyls in line, 1968cc,
drive, raised-up Alltrack, the most turbocharged, diesel
powerful engines are the 1.5-litre Power 148bhp at 3500-4000rpm
turbo petrol and 2.0-litre diesel Torque 266lb ft at 1600-2750rpm
tested here (both make 148bhp). Gearbox 7-spd dual-clutch automatic
And if it’s long-distance economy and Kerb weight 1520kg
load carrying you seek, the 60mpg- 0-62mph 8.7sec
rated diesel is still the way to go. Top speed 139mph
It remains a forgettable car, the Economy 60.0mpg
Golf Estate, but owners will find CO2, tax band 124g/km, 28%
it to be a versatile and, in fairness, RIVALS Ford Focus Estate, Toyota
reasonably luxurious tool. Corolla Touring Sports
RICHARD LANE
19 MAY 2021 AUTOCAR.CO.UK 27
 ROAD TEST

No 5524

Mini Convertible
PHOTOGRAPHY OLGUN KORDAL

Second nip and tuck for third-generation Mini brings new tech and a sleeker look
M O D E L T E S T E D C O O P E R S S P O R T AU T O M AT I C
Price £29,225 Power 176bhp Torque 207lb ft 0-60mph 6.7sec 30-70mph in fourth 9.0sec Fuel economy 39.1mpg CO2 emissions 143g/km 70-0mph 50.1m

28 AUTOCAR.CO.UK 19 MAY 2021


We like
z Still a really simple, effective
driver’s car, even as a convertible
z Powertrain has punch, efficiency
and a little combustive charm
We don’t like
z The price, after the de rigueur
options, might smart a bit
z Rearward visibility isn’t great
roof down, and it’s poor roof up
ver almost exactly 20
O years of production, we
have seen approaching
three full model
generations of the modern-era, BMW
Group Mini. There will be one more
full model generation of the Mini
along in another couple of years, as
part of which petrol options will be
sold alongside the electric versions
that already account for one in five
cars built at the firm’s UK production
base in Cowley. After that, Mini will
be a fully electric car brand.
As for now, it has given what
is effectively the Mk3 modern
Mini a second major mid-life
facelift. Mini’s three- and five-door
hatchbacks (the all-electric three-
door model included) have received
refreshed styling inside and out;
new equipment, in-car technology
and driver assistance systems; new
colour treatments and wheel designs;
and a handful of mechanical updates
aimed at keeping the car compliant
with European emissions laws, and
at refining its dynamic character.
The Mini Convertible gets the
same updates. The continued
existence of this cloth-topped
derivative (the one UK-market ‘little
Mini’ not built over here, but rather
under contract by the VDL Group
in the Netherlands) is proof of how
exhaustively the brand has explored
any potentially productive market
niche over the past two decades. The
better part of a decade ago, this car
would have had convertible rivals
from Peugeot, Citroën, Renault,
Vauxhall, Nissan, Daihatsu and Fiat,
but very few now survive.
Why, then, has Mini’s take on
downsized cloth-top motoring so
successfully stood the test of time?
Let’s try to find out.
DESIGN AND ENGINEERING
AAAAC
Those who have carefully followed
the evolution of the current-
generation Mini since its launch in
2014 will have noted the changes
that, over both major updates and
minor model-year tweaks, have led
the car most of the way to this point.
Many of them were wrought on the
car some time ago.
The car’s first mid-life facelift,
announced in late 2017, brought its
Union flag motif rear lights, and
the replacement of its optional six-
speed torque-converter gearbox
with a seven-speed dual-clutch unit.
More quietly towards the end of
2020, peak power for the 2.0-litre
turbocharged petrol engine of
the Cooper S dropped a little from
189bhp to 176bhp (which is where it
remains). Peak torque wasn’t affected
and, according to Mini, neither was
driving performance. The latest
version of that engine is Euro 6d
emissions compliant and comes with
a petrol particulate trap; and it’s a
Cooper S Convertible, with a dual-
clutch automatic gearbox, that’s now
in our road test cross hairs.
The car’s styling revisions, its
designers claim, feed into a sleeker
ROAD TEST
Range at a glance
ENGINES POWER FROM
1.5 Cooper Classic
Convertible 134bhp £21,500
2.0 Cooper S
Classic Convertible 176bhp £25,275
2.0 John Cooper
Works Convertible 228bhp £30,700
TRANSMISSIONS
6-spd manual
7-spd dual-clutch automatic z Mini adopted gloss black body trim,
(£1400 option) in place of chrome, as an option three
8-spd automatic years ago. Now it’s standard fit on mid-
(JCW only, £1700 option) spec cars. There’s a lot of it, and some
testers weren’t sold on much of it – not
Mini UK’s range of convertibles omits least the all-black Mini badge.
the entry-level, 101bhp One-spec
engine on offer in other markets, and
yet the sub-£22k entry price for the
Cooper model still looks temptingly
affordable. The car comes in Classic,
Sport and Exclusive trims, with
John Cooper Works models topping
the range. Extended black body trim
and JCW bodykit are features of
Sport cars only.
and more ‘reductionist’ appearance.
As approaches go, that may sound
suspiciously on-trend, but it’s z Another standard feature of Sport-
intended to lend the Mini Mk3 spec cars is Mini’s John Cooper Works
a more refined and sophisticated aerodynamic bodystyling, which adds
visual character as it negotiates its bigger air scoops and a large rear
later years. diffuser. Fair enough, if you like it – but
The grille and front bumper should the car really be badged a JCW?
have been redesigned, the former
swelling to stretch all the way from
the bonnet to near ground level and
incorporating the lower air intakes.
The latter, meanwhile, casts off
entirely the Mini’s old positioning
of lights at the lateral extremes of
its width. Some subtly recontoured
wheel arches, new front-wing
indicator repeater units, new wheel
designs and new door mirrors
complete the look at the front. At the
rear, the Mini gets what its maker
claims is the slimmest rear foglight
you’ll find anywhere in automotive
industry production (it’s integrated z These black 17in alloys were standard
into the rear bumper panel just on our test car. A shinier 18in alternative
above the central exhausts). is offered, but only in tandem with
For now, Mini’s core models come a run-flat tyre. Exclusive-spec cars
in 101bhp One, 134bhp Cooper, offer a wider choice of rim designs
176bhp Cooper S, 181bhp Mini of both 17in and 18in.
Electric and 228bhp John Cooper
Works forms. There are three-door
hatchback, five-door hatchback
and two-door Convertible bodies
– although if you want to select
from all five of the aforementioned
powerplants, you’ll need to stick with
the three-door shell (Mini does offer
an entry-level One Convertible but ◊
z Roof can be half-opened almost as
a stand-in sunroof, then folds away
automatically and neatly in several
stacked pieces. The mechanism takes
about 15 seconds to cycle and works
with the car moving at up to 18mph.
Mini Convertible was introduced in 2004
19 MAY 2021 AUTOCAR.CO.UK 29
 Weights and measures
DIMENSIONS

x
m ma
0.36

m
940m
980m
160-

1415mm
215 litres
x
ma

m
0m
0mm

62
109

Kerb weight: 1325kg

771mm 2495mm 610mm
3876mm
z Front seats offer a low, straight-legged driving position but plenty of adjustability
PA R K I N G and great support. Rearward visibility is quite compromised with the roof in place.
Typical garage height

Typical parking space width (2400mm)

1960mm

Typical leg room

620mm

1950mm (with mirrors) z Rear bench is a narrow two-seater, and suitable for children only. It will take a
3780mm couple of child seats, and it’s much easier to fit them with the roof down.

W H E E L A N D P E DA L
ALI G N M E NT
Pedals are a good size,
well located, comfortable to 40mm
use and grippy under foot.
The breadth of the brake 170mm
pedal makes it easy to reach
with either foot. Width 720-850mm

H E AD LI G HTS Height 400-600mm Length 500-1200mm

LED headlights are standard,
with matrix adaptive beam
functionality an option (not
fitted). There was plenty of
outright brightness, and a
well-set dip level.
Centre z Boot is small – 215 litres with the roof up and partition set high. Expanding the
access hatch is fiddly, but it will admit bulkier items if you fold the back seats.

Δ not in the UK, while the Mini
Electric powertrain is reserved
for the three-door car always
and everywhere).
All versions of the car are
front-wheel drive, and all retain
the steel monocoque chassis and
fully independent suspension
arrangements they had previously.
The one departure is a new passive,
frequency-selective damping system
that was fitted as standard to our
mid-level Sport-spec Cooper S test
car. These replace the Mini’s old
optional Dynamic Damper Control
electronic adaptive dampers and,
through a simpler secondary bypass
valve, are intended to allow closer
body control over smoother surfaces
without risking unyieldingness at
other times.
INTERIOR
AAAAC
A great many Mini owners can
probably count on their fingers the
number of times the back seats of
their cars have been sat in. But in a
convertible market in which those
seats are very often so small as to be
rendered unusable, having a pair of
rear chairs for occasional use, or even
on which to throw a couple of soft
bags, could make a big difference.
The Mini Convertible doesn’t
really get close to matching the
carrying space or versatility of even
the three-door version – but, thanks
to rear seatbacks that fold and a
clever (if slightly fiddly) expanding
load bay opening, it does allow you to
access and use what space it affords
very obligingly. The boot opening
drops down like a tailgate rather than
swinging upwards, while the trailing
edge of the car’s cloth hood can be
unlatched and then propped up on its
handles to make for an access space
that’s just about big enough to admit
buggies and flight cases.
The rear bench is narrower than it
would be in a regular Mini. Two kids
in child seats fill it with absolutely
no room to spare, but they will be
comfortable enough and adequately
sheltered from the wind on shorter,
slower trips so long as you’re prepared
to offer them a little communal leg
room from the forward quarters.
Up front, the Mini’s cabin shows
evidence of change mostly in what
is immediately ahead of the driver:
a new nappa leather steering wheel
gets redesigned button consoles
on its lateral spokes, while behind
that our test car featured a new set
of digital instruments and a pop-
up head-up display. The rim of the
wheel seems a bit overly girthy for
a car of this size, but it’s pleasant to
the touch. The simplified design of
the new button consoles make for
intuitive operation, meanwhile, and
because the buttons themselves are
flush-fitting, you can feed the wheel
through your hands without fear of
catching one by mistake.
The driving position is first rate:
low, well supported and surprisingly
roomy, but also adjustable for
those who don’t want to be quite so
recumbent. Our test car’s JCW sports
seats were comfortable despite their
slightly racy appearance. ◊

30 AUTOCAR.CO.UK 19 MAY 2021

 ROAD TEST

z Mini has introduced piano black trim where once the z Digital instrument display from the Mini Electric z New steering wheel has these sleeker-looking,
dashboard had a metallic look. New outer air vents has been repurposed as an option on the wider model flush-fitting button consoles on its spokes instead
have a darker, more sophisticated appearance. range. Hierarchy of the layout is a bit odd, but it’s clear. of the old prouder-sitting buttons.

Multimedia system AAABC

There’s good and bad news to report here. The good is that
no Mini comes without a touchscreen infotainment system,
nor without a separate rotary input device for those who don’t
like finger smudges. It’s a new system with a rethought menu
architecture whose home screen can be customised to your
own liking, and it’s responsive and clear.
The bad news is that you have to pay extra for smartphone
mirroring, and that Mini only supports Apple CarPlay (although
networked services are available for other handsets via a USB
connection and the Mini Connected app). The same option pack
that gets you CarPlay support also gets you factory nav anyway
– and if you want wireless device charging as well, you’ll need to
go the whole hog with the Navigation Plus package (£2400).
The car’s factory navigation system is very good, and can be
voice-programmed consistently easily; and the Harman Kardon
premium audio system (another £600) is equally impressive.
But, for the money, so should they be.

19 MAY 2021 AUTOCAR.CO.UK 31


togetherness about the way it moves
Forward visibility is great despite
sitting so low, but it’s compromised
to the rear, and especially so with the
roof in place: emerging safely from
offset-angled junctions can make for
a lot of neck-craning.
PERFORMANCE
AAAAB
Over the years, many manufacturers
have avoided putting powerful
engines into convertibles like this
for fear, you suspect, of the failings
in chassis integrity and handling
sophistication that those units might
lay bare. Those that have taken the
risk have often had their boldness
undermined by the spiralling weight
of reinforced body structures.
Well, the Cooper S Convertible
does not feel like an undernourished
car, nor a particularly heavy or
structurally compromised one. Given
that it is not even the most powerful
z You feel like you’re driving a Mini first and a convertible second, the dynamic compromises common to the category really only being revealed beyond eight-tenths.
32 AUTOCAR.CO.UK 19 MAY 2021
`
There is a reassuring sense of
a
version of the car you can buy, that
says plenty about Mini’s philosophy
on how much fun can be had at the
wheel of a tin-opened hatchback.
The short answer is ‘plenty’.
This car doesn’t have the urgency,
integrity, punch, body control or
handling tenacity of an equivalent
£30,000 hot hatch, and neither would
we expect it to. Up to reasonably
high effort levels and lateral loads,
however, it’s impressive how keenly
and robustly it takes to exercise.
The 6.7sec needed to hit 60mph
from rest tallies exactly with Mini’s
6.9sec claim for 0-62mph. The
dual-clutch Sport DTC gearbox
is governed by electronic launch
control if you leave the traction
control electronics in Dynamic mode
and, though it keeps both revs and
wheel speed under a pretty tight rein
to prevent the car’s clutches from
overheating, it produced near-perfect
standing starts time after time in
testing. Turn the electronics off and
the car has the torque to spin up its
17in front wheels fairly freely in the
dry once drive is fully engaged, and
yet the delivery of that torque to the
road doesn’t feel as rushed or brusque
as it can in some dual-clutch ’boxes
when they’re working hard, which
bodes well for controllability in
slippery conditions. Meanwhile, the
car’s 30-70mph acceleration through
the gears is, at 5.8sec, only a tenth
slower than that of a Ford Fiesta ST.
The Mini doesn’t have the potent
feel of the Ford through the higher
intermediate gears, when you may
wonder if it could do with a little more
torque; and it can sound a bit digitally
synthesised with the roof in place.
The latter issue, at least, is easily
fixed, and you get a pleasing amount
of turbo whistle and flutter from the
exhaust when the roof is down.
H A N D L I N G A N D S TA B I L I T Y
AAAAC
While the greater size and weight of
Mini’s bigger models can undermine
‘go-kart handling’ claims, the smaller
ones (even those missing a roof)
still stand up to scrutiny remarkably
well. While wheels bigger than our
standard 17s are available, that you
can only have them in tandem with
run-flat tyres (which have never
worked well on Minis) would have
been enough to convince us to stick
with the smaller rims in any case.
By and large, our test car’s
relatively agile, grippy, flat and
generally engaging handling
rewarded that instinct. Up to the sort
of eight-tenths effort level you would
rarely exceed on the road, it felt direct
and precise, and changed direction
with plenty of zip and balance. There
is a little more body roll than you

Track notes
There is adhesion, body control and
handling poise about the Mini Cooper
S Convertible when it takes to a
circuit, although not an unburstable
amount of any of them, so if you are
looking for the last word in fun that
the car may supply, you are more
likely to find a bit of body roll and
scrabbling, untidy understeer.
Stay within the car’s comfort zone,
though, and it can carry more than
enough speed to entertain you, and
will handle keenly and with a lively,
moderately adjustable sense of
front-driven, on- and off-throttle
balance, too. The front axle grips
pretty keenly to turn in, and stays
stuck even as the car begins to roll,
until you get more ambitious with
your entry speed. The rear one follows
it closely, but is gently sensitive to
mid-corner weight transfer. The car’s
stability control is fully switchable,
and its chassis is certainly stable
enough that you can disable the
former in plenty of confidence.
would get in an equivalent Cooper
S hatchback, but it mostly only
materialises when you’re pushing the
car beyond the point that even a keen
driver would on the road.
Those conventional tyres no doubt
do a little to soften the ride, which
we’ll come to shortly, but on this
car they probably make a greater
improvement to the connected feel of
the steering. While the stiff sidewalls
of run-flats tend to numb the steering
of these cars just off-centre, making
it hard to feel for that critical moment
when the front sidewalls are taking
some lateral strain, our Mini had
more progressive initial steering
response and took a cornering line
as instinctively as you would hope.
C O M F O R T A N D I S O L AT I O N
AAABC
Sportier Minis were always
firm-riding cars, but while this one
AC C E L E R AT I O N
Mini Convertible Cooper S Sport Automatic (11deg C, dry)
Standing quarter mile 15.3sec at 95.2mph, standing km 27.6sec at 119.9mph, 30-70mph 5.8sec, 30-70mph in fourth 9.0sec
30mph 40mph 50mph 60mph
2.8s 3.9s 5.2s 6.7s
0 10s
Abarth 124 Spider (2017, 6deg C, dry)
Standing quarter mile 15.2sec at 91.9mph, standing km 27.9sec at 116.4mph, 30-70mph 6.5sec, 30-70mph in fourth 8.3sec
30mph 40mph 50mph 60mph
2.3s 3.5s 4.8s 6.8s
0 10s
B R A K I N G 60-0mph: 2.95sec
Mini Convertible Cooper S Sport Automatic (11deg C, dry)
30mph-0
9.5m
0 10m
Abarth 124 Spider (2017, 6deg C, dry)
30mph-0
8.8m
0 10m
z In manual mode,
gearbox will hold a higher
selected gear on the
steeper climbs even at T4
full power – as you’d want
it to. Mid-range torque
could be a bit stronger.
T6
T7
conforms to type, it isn’t punishingly
firm or hyperactive, nor is it so
rigidly suspended as to challenge the
integrity of the chassis, or to make
any noticeable body flex or scuttle
shake present.
The car can be driven pretty
briskly along uneven country
roads with the roof down. While it
maintains Mini’s trademark level,
road-hugging body control fairly
well, you won’t notice the rear-view
mirror wobbling over bumps, nor the
car’s rear headrests wobbling away
to their own beat within it. There is
a reassuring sense of togetherness
about the way the car moves that isn’t
common to all compact convertibles.
Sharper bumps hit on the loaded
side of the axles when cornering hard
will thump through into the cabin
a bit; likewise transverse ridges
crossed when the car is pitching
forwards under braking. But those
70mph 80mph 90mph
8.6s 10.8s 13.6s
70mph 80mph
8.8s 11.6s
20m
20m
z You’ll pick up the apex of T2 easily,
provided you don’t charge in too quickly.
T3
T1
z Transmission bumps around T1 kick up
much more of a thwack when you hit them
with the loaded side of the axles, but they
don’t destabilise the car.
T5
FINISH
are the only occasions when the ride
becomes in any way harsh or skittish,
and it doesn’t happen often.
The cabin’s slightly noisier
than that of a regular Mini when
cruising, albeit only by a decibel at
70mph compared with the Cooper
S hatchback we tested back in 2014.
Drop the roof, put the wind deflector
in place across the back seats, raise
the side windows and you’ll find
the car is a wind-rustled but pretty
well-sheltered place in which to
travel, even at motorway speeds.
BUYING AND OWNING
AAAAC
Anyone who remembers buying
a Mini a decade or more ago will
probably be quite pleased at how
much more simple the car’s ordering
process has become. Once you’ve
decided on the engine and trim
level, there are some optional
100mph 110mph
16.9s 21.2s
20s
90mph 100mph
14.6s 18.6s
20s
50mph-0
25.8m
30m
50mph-0
24.7m
30m
ROAD TEST
T2
START
equipment packages that are more
helpfully named than they used to be
(Comfort, Navigation Plus etc). You
can still pay a monthly sum to cover
servicing costs, although Mini’s
warranty is capped at three years.
Our mid-level Cooper S Sport
model came with leather sports
seats, a JCW bodykit and an 8.8in
infotainment system with some
connected services as standard. If
you want factory navigation or Apple
CarPlay, though, it costs extra – and
other smartphone mirroring systems
aren’t supported. On a premium-
brand car, it could certainly do a
little better there, although judged in
broader focus, the car’s overall value
for money and residual values are
both fairly convincing.
Our car demonstrated itself
capable of closing in on 50mpg –
very impressive for something
with such a decent turn of pace. ◊
120mph
27.3s
110mph 120mph
24.0s 30.7s
30s
70mph-0
50.1m
40m 50m
70mph-0
49.1m
40m
19 MAY 2021 AUTOCAR.CO.UK 33
 Data log
MINI CONVERTIBLE
COOPER S SPORT
AU T O M AT I C
On-the-road price £29,225
Price as tested £35,850
Value after 3yrs/36k miles £12,625
Contract hire pcm na
Cost per mile na
Insurance 31/ £835
44 litres
TYPICAL PCP QUOTE
Three years/36k miles, 10% deposit £397.61
The Mini Select personal finance scheme is
a typical PCP arrangement. It currently has
an interest rate of 3.9% APR, and Mini will
contribute £1250 to your initial deposit. This
quote is for a standard car without an auto ’box.

EQUIPMENT CHECKLIST
17in ‘track spoke’ alloy wheels T E C H N I C A L L AYO U T
Front and side airbags Four-cylinder turbocharged petrol engine is installed transversely in the front of
Active roll-over protection the car, and drives the front wheels through a seven-speed dual-clutch automatic
Wind deflector gearbox. Suspension is all-independent, via struts at the front and multiple links at
John Cooper Works bodystyling the rear. The Convertible is a claimed 100kg heavier than the equivalent three-door
John Cooper Works sports seats hatchback, with weight on the scales split 61:39, front to rear.
Cruise control with brake function
8.8in infotainment system ENGINE ECONOMY
Navigation Plus Pack (head-up Installation Front, transverse, TEST MPG Track 19.0mpg
display, Apple CarPlay preparation, front-wheel drive Touring 49.8mpg
Mini Connected XL, digital Type 4 cyls in line, 1998cc, Average 39.1mpg
instruments, wireless charging £2400 turbocharged, petrol
Comfort Plus Pack (electric folding Made of Aluminium block and head CLAIMED Low 32.5-32.8mpg
door mirrors, rear-view camera, front Bore/stroke 82.0mm/94.6mm Mid 45.6-47.1mpg
centre armrest, heated front seats, Compression ratio 11.0:1 High 52.3-54.3mpg
front and rear parking sensors) £1400 Valve gear 4 per cyl Extra high 42.8-45.6mpg
Driving Assistant Pack (active Power 176bhp at 5000-5500rpm Combined 44.1-45.6mpg
cruise control) £800 Torque 207lb ft at 1350-4200rpm
Heated steering wheel £250 Redline 6000rpm Tank size 44 litres
Mini Yours Union Jack soft top £650 Power to weight 133bhp per tonne Test range 378 miles
Harman Kardon premium audio £600 Torque to weight 156lb ft per tonne
Island Blue paint £525 Specific output 88bhp per litre E M I S S I O N S & TA X
Options in bold fitted to test car CO2 emissions 143g/km
= Standard na = not available Tax at 20/40% pcm £156/£312

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

Construction Steel monocoque Type 7-spd dual-clutch automatic Front 307mm ventilated discs DSC, ABS, EBD, Brake Assist
Weight/as tested 1325kg/1356kg Ratios/mph per 1000rpm Rear 259mm solid discs Euro NCAP crash rating Not tested
Drag coefficient 0.36 1st 4.15/5.0 2nd 2.45/8.5 3rd 1.56/13.3 Anti-lock Standard, with brake assist
Wheels 7.0Jx17in 4th 1.09/19.1 5th 0.84/24.7 6th 0.68/30.5 Handbrake type Electric, switch
Tyres 205/45 R17 88W, 7th 0.55/37.8 Handbrake location Middle of centre console
Goodyear Eagle F1 Final drive ratio 3.47:1 CABIN NOISE
Asymmetric 3 STEERING Idle 42dB Max revs in 4th gear 81dB
Spare None (mobility kit) SUSPENSION Type Electromechanical, rack and pinion 30mph 59dB 50mph 65dB 70mph 70dB
Front MacPherson struts, coil springs, Turns lock to lock 2.5
anti-roll bar Turning circle 10.8m
Rear Multi-link, coil springs, anti-roll bar

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 35

0-30 2.8 20-40 2.1 3.2 – – – – 1 30mph 6000rpm Mini Convertible Cooper S Sport Automatic
30
0-40
0-50
3.9
5.2
30-50
40-60
2.3
–
3.1
3.1
4.4
4.6
6.1
5.8
–
7.9
–
–
2 51mph 6000rpm 25
Mazda MX-5 2.0 Sport Tech
0-60 6.7 50-70 – 3.4 4.7 6.2 8.5 11.5 3 80mph 6000rpm
Value (£1000s)

20
0-70 8.6 60-80 – 4.1 4.9 6.5 9.4 13.2
0-80 10.8 70-90 – – 5.2 7.0 10.5 15.8 4 114mph 6000rpm 15

0-90 13.6 80-100 – – 6.0 7.7 12.1 – 10

0-100 16.9 90-110 – – 7.7 8.7 – – 5 143mph 5783rpm Abarth 595C 1.4T 180
Competizione Automatic
5
0-110 21.2 100-120 – – 10.4 10.7 – –
0-120 27.3 110-130 – – – – – – 6 143mph 4681rpm 0
New 1 year 2 years 3 years 4 years
0-130 – 120-140 – – – – – –
0-140 – 130-150 – – – – – – 7 143mph* 3786rpm z Residual values, while a far cry from
* claimed
0-150 – 140-160 – – – – – – the pillar of strength they once were for
0-160 – RPM in 7th at 70/80mph = 1853/2118 Mini, remain a relative selling point.
THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2021,
Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the Mini
Convertible, contact Mini Support Centre, Summit One, Summit Avenue, Farnborough, Hampshire, GU14 0FB (01252 920800, R OA D T E S T N o 5 52 4
mini.co.uk). Cost-per-mile figures calculated over three years/36,000 miles, including depreciation and maintenance but not insurance;
Lex Autolease (0800 389 3690). Insurance quote covers 35-year-old professional male with clean licence and full no-claims bonus
living in Swindon; quote from Liverpool Victoria (0800 066 5161, lv.com). Contract hire figure based on a three-year lease/36,000-mile
contract including maintenance; Wessex Fleet Solutions (01722 322888). Read all of our road tests autocar.co.uk
34 AUTOCAR.CO.UK 19 MAY 2021
 ROAD TEST
Testers’
notes
MATT
SAUNDERS
I tend to sit
as low as I can
in most Minis, but the
Convertible is the one
exception, because
raising your backside off
the deck by a couple of
inches allows you a better
rear-mirror view over
that furled-up cloth roof.

RICHARD LANE
As good as
our test car’s
gearbox was,
I’d still choose a
manual rather than dual-
clutch automatic in such a
simple driver’s car as this.
I imagine plenty of owners
will feel differently,
though, and Mini’s
VERDICT certainly offering them

AAAAC something very slick.

Spec advice
The core Mini has still got it – even in convertible form A Cooper S is definitely
the right engine for this
he retreat of so many of the Mini Convertible’s affordable, cloth-topped car, and Sport trim gives
you the uprated damper
T cabriolet rivals may be a sign of troubled times for the car industry –
but, in truth, the exodus from this market niche started some time ago.
that makes it handle.
Stick with a manual ’box
and 17in wheels. Add
the Comfort (£700) and
When times are tight, there is always so much less appetite for good-time cars like this. Navigation (£1100) packs.
However, it is also hard for any manufacturer to develop a really desirable and dynamically
convincing open-top conversion of any mainstream model, and harder still to find the Jobs for
production capacity to make it, and then to sell it profitably. Most have given up trying. the facelift
z Give buyers of Sport-
That Mini is still doing all of the above so successfully is testament to the thoroughness spec cars the option to
avoid all the piano black
of its engineering prowess, the strength of its brand and the intuitive understanding it has exterior trim. It’s divisive.
of its customers. It has updated its core models with a laudable lightness of touch here, but z Bundle in the
Navigation Pack offering
has prepared them to remain both competitive and utterly distinctive for some time yet. as standard equipment.
You shouldn’t have to pay
A zippy, alert-feeling, intelligently equipped three-door Cooper S has long been extra for Apple CarPlay.
z Find a way to tease on-
Autocar’s nominated sweet spot in the Mini range, but here’s proof that a cabrio can be paper power back to pre-
2020 levels, so nobody
just as sweet in its own summer-enriching, life-affirming way. feels short-changed.

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

MAZDA MX-5 2.0 SPORT TECH
Verdicts Still unmatched for simple, open-
on every air driving engagement, and still
new car, compelling value. Not as usable
p74 as the Mini, but more absorbing.
MINI CONVERTIBLE COOPER S
SPORT AUTOMATIC
Great fun when the sun’s
out. Shows very few signs of
compromise in other areas.
AUDI TT ROADSTER 40 TFSI
S TRONIC SPORT
A hefty chunk pricier than the
Mini, but polished and desirable.
Consider if budget allows.
ABARTH 595C COMPETIZIONE
MTA AUTO
Has even more cutesy charm
than the Mini, but isn’t nearly as
dynamically ‘together’.
VOLKSWAGEN T-ROC
CABRIOLET 1.5 TSI DESIGN DSG
A shade more practicality than
the Mini. Miles off the pace for
desirability and driver appeal.

AAAAB AAAAC AAAAC AAABC AAACC

Price £28,670 £29,225 £34,970 £27,075 £31,010
Power, torque 181bhp, 151lb ft 176bhp, 207lb ft 194bhp, 236lb ft 177bhp, 184lb ft 148bhp, 184lb ft
0-62mph, top speed 6.5sec, 136mph 6.9sec, 143mph 6.9sec, 151mph 6.7sec, 140mph 9.6sec, 127mph
CO2, economy 155g/km, 40.9mpg 143g/km, 44.1-45.6mpg 157g/km, 40.9mpg 163g/km, 39.2mpg 153g/km, 41.9mpg

19 MAY 2021 AUTOCAR.CO.UK 35

 LAN D S LI D E
V E C TO R Y
Torque vectoring is a fascinating te ch no lo gy th at en ab le
ic
s
ha
to
rd
da
L
y’s
an
4W D
e heads
e pr op er sp or ts ca rs . R
hot hatches to power oversteer lik ds and outcomes
n to in ve st igate th e va riou s m et ho
to a sk idpa
PHOTOGRA PH Y LUC LACEY

36 AUTOCAR.CO.UK 19 MAY 2021


s ever, the headlines
mislead. Pointlessly
A powerful mega-EVs
and SUVs propelled
by supercar-grade
engines aren’t the only ‘exciting’
things happening on planet car
in 2021. At best they’re ephemeral
(and at worst absurd), and more
heartening, worthwhile signs of this
industry’s ability to elevate its game
can be found closer to home. Possibly
as close as your own driveway.
We’re talking about hot hatches.
Specifically, the more sophisticated
ones, with four-wheel drive and do-
it-all remits. These are the machines
currently leading the genre down an
unexpected path that starts with a
signpost that dryly reads ‘active rear-
axle torque vectoring’ but ends up
in a paradoxical realm where family
hatchbacks can do power oversteer.
Brewing over the past half-decade
and now found on several big players,
torque-vectoring technology in this
humble bit of the market is a genuine
double-take development. The Audi
RS6 and its ilk will inevitably become
quicker, you can bet that Rolls-Royce
will somehow make the Phantom
yet more soporific and the next Land
Rover Defender will probably be able
to wade the Mariana Trench. But a
Volkswagen Golf that can do the full
Ari Vatanen? Hold the front page.
TORQUE VECTORING INSIGHT
It’s why we’ve gathered a trio of
these torque-vectoring hot hatches
(plus one very special Japanese guest)
at Thruxton Circuit’s skidpan. We
want to explore how the tail-happy
drivelines work and see whether
the effects are as convincing as the
fevered marketing bumf makes out.
Time on both dry roads and slick-wet
track ought to clear things up.
As for why hot hatch vendors are
pursuing torque vectoring, the more
you think about it, the more sense it
makes. The super-saloon power wars
were fierce (20 years ago, BMW’s M5
made 400bhp; the current one touts
more than 600bhp), but they were
mere skirmishes compared with ◊
19 MAY 2021 AUTOCAR.CO.UK 37

Mighty 345bhp Mk3 Ford Focus RS is genesis for torque-vectoring 4WD hot hatches
Δ what has unfolded in the hot hatch
playpen. Consider this: in 2002, the
212bhp of the Mk1 Ford Focus RS was
deemed borderline unhinged, but the
Mercedes-AMG A45 S we have here
makes no less than 416bhp. That’s
more than the Porsche 911 Turbo
touted back when the Ford was new.
With horsepower levels becoming
so high as to seem academic and
emissions rules making it harder to
claw redundant performance from
downsized four-pot turbo engines,
the industry’s solution has been to
move the emphasis away from speed
and towards handling. It looks like
an intelligent solution, too. Nobody
needs a sub-4.0sec sprint time from
their hatchback, but some rear-led
flare in the handling department?
Torque vectoring in road cars
can be traced back to the 1990s. It’s
the ability to manipulate the flow
of torque so that individual wheels
experience different levels of drive
depending on the situation. So much
like any old limited-slip differential?
Well, yes, but with far more flexibility.
While LSDs can split torque between
two wheels, their behaviour is
natural: drive is directed towards
the wheel with more grip, and then
only to a predetermined and limited
extent. Active (rather than brake-
based) vectoring systems can go to
much greater extremes. They act
pre-emptively rather than reactively,
and they can induce behaviours that
aren’t necessarily organic to the car
but enhance the dynamic package.
On these new-wave 4WD hot
hatches, the tech is found at the
back of the car. It allows them to
proactively sling available rear-axle
torque to either side, in some cases
with up to 100% delivered to one
wheel. It’s that potential that leads
us to the most salient point in all of
this: if the outside rear wheel can
be supplied with considerably more
drive than any other wheel during
cornering, you have the foundation
for rear-biased handling traits –
something of a magic trick for
transverse-engined hatchbacks.
As for the how, the manufacturers
have several techniques to play with,
most of which are in attendance here.
38 AUTOCAR.CO.UK 19 MAY 2021
A45 prizes neutrality
but can be provoked
to spectacular effect
In strict terms, the
A45 and Golf R can
deliver only half of the
engine’s torque to the rear
axle (assuming both axles have
similar grip levels). They can do
so because rear-axle torque is
then almost fully biased to
the outside rear wheel.
Golf R’s Drift mode primes its rear for slip
Focus can send most torque to one wheel
We have the new Golf R (with
the £2000 Performance Pack), the
canard-adorned A45 S, the Toyota GR
Yaris (with the £3500 Circuit Pack)
and, although it’s no longer on sale,
the Mk3 Focus RS. Because it would
be rude not to invite the beefcake
Ford that kick-started the trend.
This quartet differs dramatically
in price, power and character, but
they all share that ability to deliver
more torque to the rear axle than
the front axle. Or, at least, to fool
the synapses in your backside into
believing that is what’s happening.
The system in the Golf R works
like this. Torque flows through the
gearbox and into an open differential
on the front axle. From that sprouts
an output shaft that runs to the rear
axle. Previously on the Golf R, that
shaft fed into a clutch pack that,
once engaged, allowed 50% of total
engine torque to drive the rear axle
through another open differential,
with the torque split equally between
the wheels. The Mk7’s ‘Gen 5’ Haldex
clutch pack worked rapidly, too,
being electronically governed and
preloaded with hydraulic pressure.
However, in the Mk8, there’s no
clutch pack before the back axle. The
propshaft that unifies each end of
the car instead takes drive into the ◊ GR Yaris engineers were inspired by old Subaru Impreza WRX – and you can feel that

`
They can deliver more torque to the rear than the front – or at
least fool the synapses in your backside into believing so
a
V E C T O R I N G F R O M 19 9 6 T O T O DAY
Torque vectoring is one of those
technologies that sidled into the
motoring vocabulary almost unnoticed
and now, well, any car with an ounce
or two of grunt is likely to have it in
some form or another. It’s arrived
partly through design and partly by
accident, and there are a number of
ways of achieving the same result,
some more complicated than others.
At the beginning, it was by design.
Mitsubishi used a combination of a
conventional differential, an additional
gearset and clutch packs in the Mk4
Lancer Evolution’s rear axle to push
more torque to one wheel or the other.
The first BMW X6 used a similar idea
but executed in a different way with
two planetary gearsets, two clutch
packs and a differential gear. It was the
brainchild of GKN, based on a concept
by Prodrive and executed by ZF.
The common thread with these is
a conventional differential in the mix
to allow drive to both wheels while
allowing the outside wheel to rotate
faster than the inside wheel. For
torque to be increased to one wheel
on the same axle in preference to the
other, the extra gearsets are added
to ‘overspeed’ the outside wheel in a
corner and ease the car into oversteer.
The GKN system does this by
using the clutches to divert torque
via one of the planetary gearsets
rather than directly to the wheel.
The only other way is to allow
the differential to brake one
wheel to force torque to the
other (vectoring by braking).
So far so good, but then came the
CO2 panic. Manufacturers scrambled
to achieve any fractional increase in
efficiency, and part-time four-wheel
drive was one way of doing that.
Then GKN realised that two clutch
packs in the rear axle slipped under
electronic control could do the same
job, plus it would let the rear wheels be
disconnected to cut fuel consumption
or vector torque one way simply by
slipping just one of the clutches.
TORQUE VECTORING INSIGHT
The Twinster concept was applied
first in the Ford Focus RS, and then
a version was used by Land Rover in
the Evoque. Labelled Active Driveline,
it went a step further with a simple
clutch at the front to disconnect the
entire rear driveline behind the engine
and save another increment of fuel.
So much for vectoring across
the axle, but what about front-rear
torque split? A 50:50 split is achieved
by adding a clutch in the centre and
slipping it a little. Increasing it to the
rear is done by overspeeding the rear
axle in relation to the front, with a
fractionally higher gear ratio. If the
gearing is set to achieve, say, 30%
front and 70% rear by default, 60:40
can also be achieved just by letting the
centre clutch slip a little. JC
19 MAY 2021 AUTOCAR.CO.UK 39
 `
The sweet spot is where the car rotates just a touch, to the extent
that the driver can feel it but onlookers can’t see it
a

D R I V E L I N E S C O M PA R E D
V O L K S WAG E N G O L F R MERCEDES -AMG A45 S

Up to 50% torque Can Up to 50% torque Can

bias bias
100:0 100:0

Golf R uses rear clutch packs to siphon precise amounts of torque to each wheel A45 also uses Magna system but with more clutch plates, due to its huge output
   Bevel gears     Torsen diff Open diff

40 AUTOCAR.CO.UK 19 MAY 2021


GR Yaris can’t vector, Δ rear axle via a pair of simple bevel
strictly speaking, but gears; and it’s the electromechanical
still can get sideways clutch packs that sit either side of
those bevel gears that control and
manipulate the amount of torque
that ends up at each wheel. If the
left-hand pack is completely open
and the right-pack fully engaged, as
is sometimes the case in Drift mode,
all available torque (again, only up
to half of what the engine is making)
will surge to the right-hand wheel
– and vice versa. But any ratio is
possible, because that’s what clutch-
based vectoring permits. It’s up to the
development engineers to devise how
the torque splitter should behave,
depending not only on driving mode
but, within that broad parameter,
also the throttle position, steering
angle, cornering g-forces, what the
electronic stability programme
(ESP) is saying… and on it goes.
“Drift mode is an over-the-top
application,” says Jonas Thielebein,
the engineer who oversaw the Mk8
Golf R project, “because normally
you don’t want your car to slip.”
He says the sweet spot is generally
to have a less extreme calibration,
where the car rotates just a touch,
to the extent that the driver can feel
it but onlookers can’t actually see
it. “That’s the way to drive fast, and
that’s what we try to do,” he says,
before explaining that if you do ever
explore the car’s Drift mode, one
of the rear clutch packs really does
remain “nearly permanently open”.
Volkswagen developed this system
with Magna – the engineering jack
of all trades that contract-builds the
Mercedes-Benz G-Class and Jaguar
I-Pace. Magna is also behind the
A45’s hardware, which is in broad
terms identical to that of the Golf R,
albeit with more clutch plates,
to cope with the hand-built
engine’s huge output.
According to Lars Henzler,
a long-standing AMG man
who worked on the SLS,
the system ate up two years
of application work, with
the goal being intuitive
response and stability, given
the performance potential.
“We want a very neutral
car,” he says, explaining that
AMG doesn’t exaggerate Try
FORD FOCUS RS T OYO TA G R YA R I S
Up to 70% torque Can
bias
100:0
Ford pioneered vectoring in hot hatches in 2015 with GKN’s hydraulic clutch packs GR Yaris can bias its torque by 30:70, front to rear, but can’t vector side to side
TORQUE VECTORING INSIGHT
too greatly the level of the torque
discharged into the outside wheel.
‘‘Even in Drift mode, it makes no
sense to move absolutely all the
torque to the outer wheel, because the
car becomes too aggressive to drive.”
He’s alluding to the other side of
the vectoring equation: while you
can bias the outside rear wheel for
oversteer, during cornering you can
also accelerate the inside rear wheel
for precise yaw damping without
having to rely on the ESP. Far from it
being a gimmick, Henzler believes
that this technology is a potent tool
for refining a transverse-engined
hatch’s handling balance and upping
both pace and driver confidence.
The pioneering Focus RS, which
landed three years before the A45
and five before the Golf R, works in
much the same way. GKN’s Twinster
module siphons torque using clutch
packs either side of the rear bevel
gears, with one key difference: the
rear axle is geared to ‘overspeed’
compared with the front, by roughly
2%. It can therefore deliver not 50%
but up to 70% of the available drive to
the back axle, all of which can then be
channelled to the outside wheel. Yes,
it’s a brilliantly ambitious set-up.
Finally, the GR Yaris. Frankly, it
has more in common with 1990s
Group A rally cars than any of the
others, and it doesn’t in strict terms
have the ability to vector torque. In
Circuit Pack form, instead of open
diffs at each end, the little Toyota
uses traditional, ‘passive’ torque-
sensing diffs, which bias torque to
the wheel with most grip, once the
other loses traction. However, as
with the Ford, the rear axle is geared
to overspeed relative to the front,
meaning that when the Haldex-
style clutch pack that sits along ◊
active rear-axle torque vectoring in cha
rades
Up to 70% torque Can
bias
70:30
19 MAY 2021 AUTOCAR.CO.UK 41
Δ the propshaft is fully engaged and
the axles are locked tightly together,
you have a 30:70 front-to-rear torque
bias. The result is an oversteer
handling balance, and one that
should in theory feel entirely natural.
And so to the big question: are
these systems worth the trouble? It’s a
subtly different question to: ‘Do they
actually work?’ To that, the answer is
they absolutely do. On the Thruxton
skidpan, which is so slippery that it
essentially rules out weight transfer
in the process of initiating oversteer
and thus isolates the driveline,
the A45 and Golf R understeer
momentarily then flick their snubby
tails out as the outside rear
wheel is overloaded. You’re
required to turn back into
the slide often to feed the
slip angle (as you would in
an old Mitsubishi Lancer Evolution
or Subaru Impreza WRX) and yaw
moments are just that: moments.
You can’t develop or shape slides, à
la BMW M2, although nobody would
expect that. Yet there it is: genuine
power oversteer. The Focus RS is the
same, albeit a little snatchier when
it lets go, and interesting to note is
that the GR Yaris is by far the most
resistant to provocation. Its more
mechanically organic set-up craves
grip and neutrality, and the lack of
programmable clutch packs means
engineers can’t simply command it
to showboat on a whim. It’s a hard-
nosed homologation operator.
Of course, what happens on the
road matters more. Much more. Here
the vectoring effects are less obvious
but all the more satisfying. It’s what
Thielebein was getting at: that it’s
more important for these systems
to enhance and enliven the car’s
handling balance within the limit
of grip, and in an everyday setting,
than perform silly tricks on track.
Duly, the Golf R will at times
tighten its line under throttle, as if
it’s possessed some demonically tight
LSD in the back axle, only without
the spikiness at all other times. It’s
artificial, but a good imitation and
pretty enjoyable. Meanwhile, the A45
prizes composure, mainly
because it needs to, and its
engineers have clearly tuned
the rear axle to help deliver
unflappable neutrality.
Naturally, the Focus RS has the
wildest temperament. It seems to
positively invite instability, possibly
because the hydraulic vectoring
set-up is slower to react but then
does with more vigour, and the
tuning is less deft. Back in 2015,
this car really was on the frontier.
What’s clear is that, despite the
similar hardware, there are real
differences in application. That’s
the most intriguing bit about these
clever axles. Their tunability lets the
personalities of their engineers come
through more. After all, every car is
to some extent a reflection of those
who built it. So yes, vectoring makes
4WD hot hatches more agile and
capable than ever, but it makes them
more expressive and interesting, too.
In a class predicated on practicality,
you really do have to welcome that. L

rea r axle
Golf R propshaft heads directly into the

Toyota GR Yaris Ford Focus RS Mercedes-AMG Volkswagen Golf R

Circuit Pack A45 S 4Matic+ Performance Pack
Price  £33,495 £32,795 (2018) £55,235 £41,295
Engine  3 cyls in line, 1618cc, 4 cyls in line, 2261cc, 4 cyls in line, 1991cc, 4 cyls in line, 1984cc,
turbocharged, petrol turbocharged, petrol turbocharged, petrol turbocharged, petrol
Power  257bhp at 6500rpm 345bhp at 6000rpm 416bhp at 6750rpm 316bhp at 5200-6600rpm
Torque  266lb ft at 3000-4600rpm 347lb ft at 2000-4500rpm 369lb ft at 5000-5250rpm 310lb ft at 2100-5350rpm
Gearbox 6-spd manual 6-spd manual 8-spd dual-clutch automatic 7-spd dual-clutch automatic
Kerb weight  1310kg 1526kg 1560kg 1476kg
0-62mph  5.5sec 4.7sec 3.9sec 4.7sec
Top speed   143mph 165mph 168mph 155mph
Economy  34.3mpg 36.7mpg (NEDC) 31.0mpg 36.2mpg
CO2, tax band 186g/km, 37% 175g/km (NEDC), 37% 192g/km, 37% 177g/km, 37%

42 AUTOCAR.CO.UK 19 MAY 2021

 TORQUE VECTORING INSIGHT
WHERE NEXT? TORQUE VECTORING
I N T H E E R A O F E L E C T R I F I C AT I O N
For hot hatches, the immediate next rear-axle package, offers engineers
step with torque-vectoring drivelines considerable freedom for tuning,
is probably to integrate a limited-slip yet it’s also comparatively cheap.
differential into the front axle for GKN says that car makers already
even greater all-round dynamism. see the eTwinster as an attractive
In broader terms, the frontier for option for future hybrid hot hatches.
the tech involves the use of electric
motors. GKN, which developed the
dual-clutch Twinster system in the
Ford Focus RS, is already testing
an eTwinster. This has a motor that
runs through a two-speed gearbox
(one gear for low-speed response,
another for efficiency at high speed).
It’s potentially hugely powerful, gives
great performance on ‘split-friction’
surfaces and, as a self-contained
Lane inspects the GR Yaris, noting the chunky clutch pack ahead of the rear axle

19 MAY 2021 AUTOCAR.CO.UK 43

 WELCOME
TO Q BRANCH
Quartermaster Steve Cropley challenged
up-and-coming automotive designers
to create a Bond car for 2030.
Did they pay attention?

44 AUTOCAR.CO.UK 19 MAY 2021

 JAMES BOND’S 2030 CAR GALLERY
ost film-goers will tell you
that James Bond drives an
M Aston Martin, and he usually
does. Over the years, the various
owners of the quintessentially
British GT marque have been prepared to invest
enough in product placement to ensure that the
situation has been maintained.
However, the harsh truth is that 007’s first
car was a 1931 Blower Bentley (vividly described
during a high-speed chase in the 1951 novel Casino
Royale), and if you take the trouble to search all the
books and films, you will find that Bond has driven
no fewer than two dozen different vehicles, from
Lotuses, Fords and BMWs to a yellow Citroën 2CV
and, back in the day, a 1960s Sunbeam Alpine.
All of which makes it legitimate to search widely
for inspiration about what the secret agent will be
driving in a decade’s time – when electrification,
autonomy and even an ability to fly will be
important in the new age of car manufacture,
along with an ongoing desire to utilise new
materials and technology and to control pollution.
Just one familiar theme must always remain:
Bond’s car must continue to be extremely quick,
hugely versatile and very, very cool.
Understandably, there’s no emerging answer
as yet to the burning 2030 question from Eon
Productions, which makes the Bond films, so we
thought we would tackle the question on their
behalf. Such exercises need minds unfettered by
the conventions of the past, so we invited a group of
postgraduate students from Coventry University’s
renowned automotive and transport design course
to take part in an Autocar competition, the best
results of which we’ve published here.
As course director Aysar Ghassan explains, over
the years, Coventry has been vital to the careers of
dozens of the automotive world’s best car designers
– which makes it likely that some of the proposals
you see here will be the work of people who design
our production cars of tomorrow. We hope so.
Getting started on the next Bond car wasn’t easy.
Many of Coventry’s 40 postgrad transport design
students are from outside the UK, and while the
creative process was running, many were locked
down at home. We elected to run a competition for
all 40, beginning with several remote meetings
and leading to a final judging at which we chose
a winner, two runners-up and three whose work
won commendations. Here’s how it went. ◊

IS IT TOUGH TO BE
A C A R D E S I G N E R?
There’s a powerful argument that says car
designers will be in strong future demand,

` because world car production continues to grow

rapidly (80 million per year now; 100 million

Electrification, autonomy
tipped). It’s also well known that as electrification
arrives, democratising performance and making
cars sound much the same whether expensive
or cheap, designers will have to redouble their

and even an ability to fly ingenuity to maintain brand strength, especially

of badges like Porsche, Ferrari and Alfa Romeo.
But it’s not that simple. As Coventry

will be important in the new University’s Aysar Ghassan explains,

competition is extremely keen for new design
jobs. And Coventry, on a level with half a dozen

age of car manufacture distinguished institutions around the world,

currently has 400 people on its undergraduate
course, and 40 chasing postgrad qualifications,

a
like the budding designers whose work you see
here. So as befits one of the best jobs in the world,
it’s tough to enter. You need lots of talent, a
strong work ethic and probably a sprinkle of
good luck. Which is fine for future car buyers,
because it promises us some wonderful products.

19 MAY 2021 AUTOCAR.CO.UK 45


ls laser-guided cannons
Prominent face isn’t for show: it concea
COMMENDED
LEXUS SF (SUPERFAST)
DESIGNER: FRANCIS JOHN
Francis John proposes a plot into which
his new-era Lexus supercar fits perfectly.
Bond is in Japan chasing down Hideaki
Heger, an international criminal intent on
infiltrating MI6 with a strain of humanoid robots.
Using “futurised” Lexus design cues, this
special Superfast coupé is specially built and
provided for Bond by a regional ally, Shiro
Nagawe. It’s powered by a permanent-magnet
Goldfinger’s Phantom III
would struggle to pursue
rocket-powered Maserati
46 AUTOCAR.CO.UK 19 MAY 2021
electric motor whose 1200bhp is matched by
1200lb ft of torque. The car’s performance is
immense – possibly a mite too great for Kyoto,
the ancient Japanese city in which the designer
suggests much of the action should take place.
Spectacular though it all may sound, John’s
best on-paper achievement is to power the car
with an ultra-rapid-charging, 1360kWh solid-state
battery that he reckons can yield a 600-mile range.
Naturally, the armaments and defences smack of
This is one electric
car you can be sure
won’t run silently
the future: a sentinel-protected, sealed and isolated
cabin shields occupants against everything from
old-fashioned bullets to biochemical exposure.
The Lexus’s primary assault weapon is a pair
of laser-guided cannons, but the car can also drop
novel pneumatic air canisters the size of cricket
balls from a rear compartment. They instantly
expand to many times their original size either
to create roadblocks for pursuers or to explode
under chasing cars and throw them off the road.
COMMENDED
ASTON MARTIN CONCEPT
DESIGNER: TONGLIAN XIA
Here’s a designer deliberately making life
hard for himself by bidding to out-design
Aston Martin – by far the most frequent
provider of Bond cars. But he succeeds admirably.
Tonglian Xia presents several alternatives here,
the most arresting of which is a blue-sided design
with a superb-looking flat-plane surface below the
windows that effortlessly assumes a curvature as
it runs forward to the front wheel arch. It’s quite
different from current Astons, yet the provenance
is unmistakable. There’s also a massive, muscular
Xia’s inspirations were
Astons of old, origami
and 007’s tuxedos
JAMES BOND’S 2030 CAR GALLERY
haunch over the rear wheel – an obvious Aston What about armaments? It has plenty,
reference but a copy of nothing. but its details are secret, and the designer has
“The side surfacing of the body is deliberately decided not to reveal exactly how Bond will defend
flat ahead of the door shutline,” explains Xia. himself in 2030. “He’s a gentleman,” says Xia.
“To me, it’s inspired by the suits James Bond “He’s not the type to show off his weaponry.”
wears. He’s an English gentleman, so the car
needs to be very clean and elegant, too.”
One spectacular feature is the confident,
egg-crate design of Aston’s grille, whose design
takes inspiration from origami, the Japanese art
of paper-folding. Again, the Aston reference is
fresh but unmistakable.
COMMENDED
MASERATI BOND CONCEPT
DESIGNER: TIANYU ZHANG of style and cool. The body is ultra low, for
Now we move to Italy, because designer spectacularly good stability and aerodynamics,
Tianyu Zhang believes that its capital, and also to present a small target to pursuers.
Rome, provides some of the world’s most The Bond Concept’s main form of motive
spectacular opportunities for a plot comprising power is battery-electric motors on all wheels,
both romantic locations and all-out action. but also there’s a bank of nitrogen-powered
Zhang likes the juxtaposition of Bond’s ultra- rocket boosters in reserve at the rear for when 007
modern supercar escaping his enemies with strikes trouble and needs a really rapid getaway.
the Colosseum in the background. He bases his
design on the atmosphere created in the Fast
and Furious productions, with a helping of
Transformers thrown in, because this car has
active body components that can configure it
radically for extreme stability at high speed.
Maserati is the marque that Zhang has chosen
for Bond (the first time Britain’s greatest secret
agent has taken the wheel of such a car), because
the designer believes it has the right components Slippery design also makes it harder to sho
ot at
19 MAY 2021 AUTOCAR.CO.UK 47
 RUNNER-UP
ASTON MARTIN OFF-ROADER
DESIGNER: YUTENG MA
Reckon the new DBX is all the off-
roader Aston Martin needs? Try this
all-terrain assault vehicle for 2030
from designer Yuteng Ma, designed to help 007
beat his enemies whatever the road conditions.
“Villains always seem to chase James Bond over
complex terrain in Land Rovers or other familiar
off-roaders,” says Ma. “That inspired me to create
a much more dramatic Aston off-roader that can
D ES I G N E R : TANAY NAN DANWAR
Basing his design on James Bond’s
own character (“unpredictable, classy,
stealthy”), designer Tanay Nandanwar
introduces the 007 franchise to Genesis, a
marque new to the UK car market as well.
Nandanwar reckons the next Bond movie is
likely to be based in South-East Asia, which is his
reason for choosing a brand from that region.
He believes the class and cost of the cars,
48 AUTOCAR.CO.UK 19 MAY 2021
cope with any surface and leap over any obstacle,
from the deserts of the Middle East to the
grasslands of Africa.”
The Off-Roader is electrically powered, with
hydrogen fuel cells on board. There’s a forward-
facing driver’s seat and a rearward-facing seat for
operating the car’s variety of weapons. Among
them, missiles are hidden in the front bumper,
while smoke canisters can be released from the
rear to disguise the Off-Roader’s departure route.
RUNNER-UP
GENESIS X 007
especially, match Bond’s persona very well.
The proportions of the X 007 also reflect the
power and dominance of Bond’s character, says
the designer. The car is sleek, but its compact
proportions imply agility, while the innovative
intersecting lines and surfaces on the sides inject
a satisfactory helping of complexity and style.
In contrast to some other proposals, this one
is proposed as capable of autonomous driving
(perhaps freeing Bond to engage in other life-
It can cope with sand, snow and even Brit
ish roads
The armaments seat has a selection of good
old-fashioned hand weapons (machine gun,
sniper rifle), because when he’s in escape mode
and on his own, 007 can simply stick the car
in autonomous drive, swap seats to where the
weapons are and set about defending himself.
We’re keen to see this one in the movies…
Drone escape pod is
an intriguing modern
take on the ejector seat
preserving activities on the move). The
defence-cum-assault weapons are plasma
cannons accompanied by electromagnetic-
pulse grenade-launchers.
However, this design’s most spectacular
feature is a drone-like escape pod carried on
exploding mountings that provide occupants
with an abrupt means of departure from the
bulk of its surface-borne mother vehicle if it were
to get into trouble and need to evacuate the scene.

WINNER
POLESTAR 007
D E S I G N E R : J O A O N E I VA
For proposed 2030 movie action
in a snowy region near Sweden’s
Kebnekaise mountain, Bond naturally
drives a Polestar 007. At least that’s how João
Neiva, our winning student designer, sees it.
He proposes a coupé that makes good use of
Polestar’s distinctive design cues while adding
even more geometric surfaces: flat shoulders
at the sides plus big front air intakes covered by
aggressive-looking, long, straight headlights.
The effect is cool and powerful. The name is a
bit obvious, but Neiva reckons it matches Polestar’s
own basic nomenclature. This isn’t the most
powerful Bond car going (it has one 107bhp
electric motor per wheel), but it can definitely fight
back, with forward-facing rocket launchers and
dual rear-facing “fully integrated” machine guns.
The Polestar 007’s game-changer is that it can
fly: the individually electrically powered wheels
(whose spokes become impeller blades) can be
configured horizontally to provide drone-like
lift and stability, despite the weight of its ultra-
rapid-charged 320kWh solid-state battery.
Neiva, whose excellent draughtsmanship and
bold proposal make the scenario he proposes
JAMES BOND’S 2030 CAR GALLERY
Pussy Galore would have been thrilled to
pilot this
launched Polestar brand definitely needs the
exposure his Bond concept can bring to it – and
that his actual vehicle perfectly suits the Swedish
location where the major action takes place.
It’s certainly slicker
than Scaramanga’s
flying AMC Matador
19 MAY 2021 AUTOCAR.CO.UK 49
 AN EPIDEMIC OF
FALSE NEGATIVES
Thousands of used cars are being advertised as never having been written off
when the opposite is true, due to inconsistencies within insurance databases.
John Evans identifies the flaw in the system and asks how it will be fi xed
loophole in a database used by Failings in the scope of the MIAFTR database doesn’t record every write-off. A spokesman
insurers means that, each year, became clear when, in 2019, Motorcheck, a vehicle said: “At present, it’s not possible for MIAFTR
A thousands of people are buying
used cars not knowing that they
have previously been written off.
check company with access to additional vehicle
databases including councils, rental fleets and
salvage auctions, investigated every car recorded
to be a complete solution, because some vehicles,
including self-insured large fleets, currently sit
outside insurance processes and therefore won’t
The Motor Insurance Anti-Fraud Theft Register as being clear on the MIAFTR and found that be uploaded to it. Like insurers, we’re keen to see
(MIAFTR) is used by insurers to record the details 12,000 of them – worth a combined £86 million – changes to policy to help tackle the issue.”
of cars they have written off and by vehicle-check were recorded as write-offs on its own registers. Shane Teskey, co-founder of Motorcheck,
companies when establishing a used car’s status. Many such cars are repaired and advertised says there has been much talk of improving the
However, MIAFTR is a voluntary scheme, and not for sale to the public, as Adrian Mierzwinski, reporting system but little action. “We reckon that
all of the UK’s 200 insurers have signed up to it, founder and CEO of Vcheck, another vehicle check at any time, more than 2000 cars advertised for
meaning not all write-offs are being recorded. company with access to multiple databases, has sale with a clean history have serious question
Among those insurers that do subscribe to the discovered. “In 2019, we monitored a leading marks concerning that history, since the majority
database, delays or errors in uploading vehicles classified website and found that 4000 cars being have been shown to be undocumented write-offs,”
can also result in write-offs not being recorded. offered for sale on it were unrecorded write-offs,” he says. “Everyone is passing the buck, but the
Cars that are insured third party only or are self- he says. “We estimate that each year, 15,000 cars problem has become so serious that
insured by their owners (organisations including that should have been declared as write-offs go today, a trader can’t solely rely
the police and local councils) are also not recorded back on the road unrecorded, which is one in 50 on a MIAFTR-clear result as
on MIAFTR. Although insurers must by law notify of all vehicles written off by insurance companies.” a guarantee that the vehicle
the DVLA of a write-off, they do so using MIAFTR, MIAFTR is controlled by the Motor Insurers hasn’t been written off.
which the DVLA uses as its primary source. Bureau (MIB), which admits that the database “When discovered and
700,000
Approximate number of
new claims added to
AL AN AN D N I CK Y M E AH
MIAFTR every year
2018 Citroën C3 Aircross, 57 miles
This almost-new C3 Aircross seemed perfect
when Alan and Nicky Meah bought it from their
local Citroën dealer in 2018; the Citroën Select
approved-used scheme checked it with HPI,
which declared it ‘write-off clear’. However,
when the couple took their car to a bodyshop
for repairs after a parking scrape 12 months
later, their confidence in that label evaporated.
“The bodyshop could tell from previous
repairs that the car had been in a serious
crash, consistent with falling nose first from a
transporter,” says Nicky. “So I contacted the
dealer, who arranged to have it inspected. The
report was a whitewash, so we commissioned
an independent inspection, which found
extensive evidence of poor-quality repairs.” It
transpired the dealer had bought it from a site
owned by the UK’s largest car salvage dealer.
The dealer says the Meahs caused the
damage, but the independent report casts
serious doubt on this claim. Citroën’s customer
care team told them to address their queries
to the dealer. With the help of Rejectmycar,
a dispute resolution service, the Meahs have Meahs’ nearly new
rejected the C3 and are seeking a full refund. C3 showed signs of
major crash damage

50 AUTOCAR.CO.UK 19 MAY 2021


AMG’s pedigree lured
Benson, but it turned out
to be an absolute dog
brought to the dealer’s attention, evidence of a
MIAFTR-clear history check can’t be considered
a suitable defence. Saying that a car is clear on a
write-off history check isn’t the same as saying
that it has never been declared a write-off.”
The MIB claims it is working with the insurance
industry to improve data quality. The spokesman
said: “In November, we introduced a new field to
help us measure how quickly the database is being
updated by insurers after the salvage category
has been applied. The new field will enable us to
identify errors and outliers more effectively and
work with the industry to address them quickly.”
Until write-off reporting methods improve,
the consequence of an incomplete and inaccurate
MIAFTR database is that people will, unwittingly,
continue to buy write-offs they were told were clear
by sellers and by some vehicle check companies.
People such as Alan and Nicky Meah and Dan
Benson (see left and above)… L
W H AT D O E S H P I H AV E T O S AY?
Autocar asked HPI to explain why it had incorrectly
flagged the Meahs’ Citroën C3 Aircross and Dan
Benson’s Mercedes-AMG A45 as ‘write-off clear’.
In a statement, it said: “We can’t disclose to you
information regarding specific vehicles or VRM
[vehicle registration mark] or any investigations
relating thereto, due to relevant privacy legislations
and the need to protect customer information and
certain confidential information.
“Alongside every history check provider in the
UK, HPI uses the MIAFTR database to retrieve
details of vehicles that have been registered as
a write-off. In a very small number of cases,
there may be a delay in the timing of insurance
companies adding this information to MIAFTR.
“Where such issues arise, our customers are
UNDISCLOSED WRITE-OFFS INSIGHT
DAN B E N SO N
2018 Mercedes-AMG A45, 1950 miles
When Dan Benson saw the low-mileage
Mercedes-AMG A45 on the forecourt of a
prestige used car dealer in January last year,
he was smitten. He bought it, paying £650
per month on a PCP finance agreement.
However, some months later, changes arising
from the impact of the pandemic meant he
no longer needed the car. He tried to sell it,
but the process revealed that it had had five
previous keepers – a popular way of masking
a vehicle’s origins.
He contacted Rejectmycar for advice. The
firm ran the A45’s details past Motorcheck,
which reported that it had been written off
after 654 miles, when it had been stolen and
driven over the stump of a lamp post.
“I was shocked,” says Benson. “I didn’t
expect to find that it was a write-off, especially
since it was flagged as clear by HPI.” Happily,
the dealer took immediate responsibility and
gave him a full refund for the car, which will now
be registered with the MIAFTR as a write-off.
Joyride had mangled A45, unbeknown to Benson
protected by a money-back guarantee, providing
the customer has chosen the warranty options
and adhered to the terms of the warranty.”
HPI’s statement lays bare the shortcomings of
the MIAFTR database, which expose drivers to the
risk of buying an undeclared write-off. The firm’s
money-back guarantee provides some comfort
but, compared with the consequences of buying a
potentially unsafe car, its benefit is questionable.
For peace of mind, when you’re buying a used
car, and despite its condition status having already
been checked by the seller, Autocar’s advice is
to confirm the car’s status with vehicle-check
companies that use multiple databases in
addition to MIAFTR and to make the checks
yourself, rather than rely on a third party.
19 MAY 2021 AUTOCAR.CO.UK 51
 Damien Smith
Six pages of news, insight and opinion from the world of motor racing
M OTO R S P O RT R AC I N G L I N E S
Juffali will drive for
the Douglas team in
British F3 this year

A PIONEER AND AN INSPIRATION

How Saudi Arabia’s first female racing driver reached British F3
he BRDC British was ostracised from her just Formula 1 and that men in London, but it took time

T Formula 3
Championship
will begin this
weekend at Brands Hatch
and, as usual, the class is
brimming with ambition,
expectation and blind hope
that this will be another step
on the road to a professional
life in motorsport.
Among the young men
is a 29-year-old woman.
There’s nothing particularly
remarkable about that –
except she’s from Saudi
Arabia, a place that not only
lacks an established motor-
racing culture but also, far
more significantly, banned
women from even driving
on the road until 2018.
That makes Reema Juffali
singularly special – and so is
the story of how she got here.
passion, purely due to her
gender. “There was definitely
a sense of frustration: ‘I
want this, but I can’t have
it,’” she says. “I don’t want
to give a rosy image. It’s
why I appreciate it now.”
Saudi Arabia finally lifted
its ban on women driving in
2018, a year after Juffali had
returned home after seven
years of study and work in
the US and the UK, during
which time she was free
to fully explore her love of
motorsport. “It wasn’t until I
was at university [in Boston,
US] and had left Saudi that I
was exposed to racing,” she
says. “When I was there, I
gained an understanding
that there was more to it than
` when I’d be able to drive in
and women could compete
at different levels. I thought
it was done and dusted as
something I couldn’t even
think about. Now I saw there
was an opportunity for me.”
R AC I N G F R O M A
S TA N D I N G S TA R T
Beyond the ban in her
home country, what’s really
impressive about Juffali is
how she worked her way into
motorsport from a starting
point of zero. “I didn’t know
anyone who raced,” she says.
“It involved a lot of research
and asking people questions,
and everyone came back
with different answers.”
The seed properly took
root during her time working
to bloom – and no wonder.
“I started doing track days
and being around the scene,”
she says. “That’s when
I started looking into
getting my race licence.
It was a lot simpler than
I initially thought.
“I decided to gift myself a
three-day course at a racing
school as an opportunity
to figure out how a racing
car would feel. But then life
happened, and I ended up
taking a professional route
into finance, doing the nine-
to-five in London and New
York. When I finally moved
back to Saudi in 2017, there
was still this itching desire
to give racing a go.
“In the back of my mind,
I knew the day would come

BAN DIDN’T STOP HER

“It all started from a young
age,” says Juffali. My love for
things to be a little more relaxed.
cars was pretty clear. That’s
where I was happiest.” But
growing up in Jeddah, she
I grew up hoping for change, for Saudi,” she says on the lifting
of the ban. “In summer 2017,
they announced that it would
happen in a year, and when
All of a sudden, it has happened it came it was a momentous
occasion. I’d learned to drive
a abroad, so when I got in a car

for the first time in Saudi, it
didn’t feel so foreign – but it
was definitely strange.”
Juffali began racing in
October 2018, becoming
the first Saudi woman to
do so, in the UAE-based
Toyota Racing Developments
86 Cup. She had returned
home to further her career
in finance, but “I made this
complete shift in my mid-
twenties and decided to
scratch that: I’m not going
to sit in an office; I want to
get in a racing car”.
I N AT T H E D E E P E N D
Lacking karting experience
and being far older than her
competitors, Juffali took the
advice of experienced racing
coaches to dive into single-
seaters. Her learning curve
has been incredibly steep,
but after two years in the
cut and thrust of Formula 4
she has signed for Douglas
Motorsport in British F3.
She knows the UK tracks
and has been testing through
the winter but is sensibly
keeping an open mind
on Brands this weekend.
She’s up against it: racing
is super-intense at this level.
But just getting on the British
F3 grid is an achievement
that she’s rightly proud of.
Juffali has a long-term
dream of racing at Le Mans,
but for now she’s focused on
the task at hand, sacrificing
her home, her career and her
Juffali made her own
way into racing with
no real guidance
Best race finish
so far is fifth in
UAE Formula 4
social life to chase something
she clearly loves. Big respect.
R E AC T I O N B AC K H O M E
It wasn’t her intention, but
Juffali is learning to embrace
her role as a pioneer and an
inspiration for Saudi women:
“I didn’t grow up having role
models or mentors, but today
we see them in all sports
and fields. There are women
who are taking centre stage
and are there to be looked
up to. That’s very important,
especially in the Middle East.
“Saudi was so ready for
change, to hear new stories.
Motorsport for many is still
a scary topic; they don’t
understand it yet. There’s
an apprehension: ‘Is it not
dangerous? Are you sure?’
But the story of being able
to race is an inspiration for
them. I didn’t realise how
personally people would
take it. It’s very humbling.”
She insists that life is
genuinely changing in her
homeland: “It definitely is,
and so fast that every time
I go back I’m surprised by
what’s new. It has taken a
long time. I grew up hoping
for change, for things to be a
little more relaxed. And all of
a sudden, it has happened in
the past three or four years. I
knew what it was like before
and how much Saudis had
in them to give back and be
a part of society. Now we’re
there, and it’s very exciting.”
MOTORSPORT
N E WS R O U N D - U P
Hamilton took 100th
pole and charged to
98th win in Spain
Hamilton arrives Formula E gave us
a thrilling race on
at yet another Monte Carlo streets
major milestone
Mercedes-AMG racer Sir Lewis
Hamilton scored a milestone
100th Formula 1 career pole
position at the recent Spanish
Grand Prix – and followed it up
with his 98th victory after a
close fight with Red Bull-Honda
title rival Max Verstappen. Only
five teams in F1 history have
achieved 100 or more poles, and
the next-best driver – Michael have signed new multi-year elements, was developed by
Schumacher – took only 68. deals to stay at Hyundai. Both Irish company P1 Racing Fuels.
will play a role in developing
Cook serves up double the firm’s new-for-2022 car. British youngster wins
BTC Racing Honda Civic Type R Hyundai has also bolstered its in international F3
driver Josh Cook took a pair backroom staff, signing long- Prema driver Olli Caldwell was
of victories in the opening time M-Sport Ford technical among the victors in the three
Kwik Fit British Touring Car chief Christian Loriaux. FIA Formula 3 Championship
Championship event of the races at Circuit de Catalunya.
season at Thruxton. Reigning WRC to use sustainable The 18-year-old Brit won the
champion Ash Sutton was fuel in new hybrid cars second race after a pair of
spun out at the first turn after The WRC will switch to a “100% incidents involving drivers
putting his Infiniti Q50 on pole sustainable” fuel in 2022, battling for the lead ahead of
but bounced back to win the when its new hybridised cars him. Russian Alex Smolyar
third race. Ford Focus ST man are introduced. The fossil-free won the opening race and Red
Jake Hill leads the points after hydrocarbon-based liquid, Bull-backed Norwegian Dennis
a trio of third-place finishes. which blends synthetic and bio Hauger dominated the finale.
Félix da Costa takes Cook won two of three
dramatic Monaco win races at first BTCC
DS driver António Félix da meeting this year
Costa battled past Jaguar’s
Mitch Evans on the final lap
of a thrilling Formula E race
in Monaco to take victory. It
was the first time the electric
single-seater series had used
an expanded layout in the
principality that was close in
length to the famous F1 circuit.
New multi-year deals
for Hyundai WRC pair
World Rally Championship stars
Ott Tänak and Thierry Neuville
19 MAY 2021 AUTOCAR.CO.UK 53
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 MOTORSPORT
WRC SCENE E S TA B L I S H E D 1 8 9 5

Grand prix on ice

10 March 1933
THE GRAND PRIX circus
Ogier put crash visited some remarkable
behind him to win venues in its early years,
for Toyota in Croatia and among the most was
Rämen, home of the 1930s
Swedish Winter Grand

Even the best have accidents

Prix – because it covered
30 miles in thick snow, one
of them on a frozen lake.
Thirty-two men faced
eight laps of the course in
Sébastien Ogier is far from the first rallyist to crash with road traffic 1933, among them some
of Scandinavia’s best, in
the 2011 Rally GB despite

R
ally stars are essentially
driving gods, so it’s a
shock whenever they
get involved in road
accidents, like Zeus coming
down from Mount Olympus.
Sébastien Ogier reminded us
of that when he had a coming
together with a BMW at a bus
stop in Croatia – before winning
the rally a few hours later.
This wasn’t the first time
that WRC victory was rescued
from the jaws of road traffic
disaster. Henri Toivonen
was leading the 1986 Monte
Carlo Rally when he met a
Ford Taunus head-on during
a road section near Aubenas,
sustaining the sort of damage
that makes Ogier’s (pictured,
above) look like a car-park ding.
Back then, service crews
could intervene at any point,
and Lancia’s mechanics
performed a miracle to
HOW
IT BRDC British
cobble the Delta S4
back together, despite
a chassis that was
irreversibly bent.
The rest was achieved
by Toivonen himself, as
he not only covered the
remaining 31-mile road
section fast enough to
cancel out the 40 minutes
that had been taken up
in repairs – just think
about that for a moment – but
also was quick enough on the
following stage to hang onto his
overall lead. That was despite
him not having had enough
time to even change tyres.
Similarly, Colin McRae was
on course for his first WRC win
on the 1992 RAC Rally when
he collided with a spectator’s
car in Grizedale Forest. From
there things unravelled, and he
eventually brought his battered
Subaru Legacy home in sixth.
Lancia won despite 40min delay
Britain’s round of the world
championship actually has
an unfortunate history of
road-traffic collisions. Armin
Schwarz remembers being
wiped out by an old lady at a
T-junction in 1989, despite the
fact that he was driving an Audi
200 Quattro – surely the most
barge-like rally car ever made.
Sébastien Loeb also had
the surreal experience of being
crowned world champion on
MOTORSPORT
GREATS
having been eliminated
near Llandovery by a hire
car driven by a Spanish
spectator who had
forgotten which side
of the road we keep to.
Three years earlier,
Loeb took crashing on a
road section to a whole
new level by colliding with
a fellow competitor on the
Jordan Rally – embarrassingly,
another Citroën. As he was
heading out of a stage, he
met Conrad Rautenbach
heading towards it – and
the inevitable happened.
And therein lies the irony.
The better a driver you are
on the stages, the more
vulnerable you perhaps
become to mishaps in everyday
motoring. There’s a lot to be
said for a lack of talent.
ANTHONY PEACOCK
a mix of racing machinery
and upgraded road cars.
Sweden’s finest pre-
war driver, Per-Viktor
Widengren, led away in
his Alfa Romeo 8C Monza,
chased by the Bugatti
Type 35B of compatriot
Karl-Gustav Sundstedt.
Half an hour later, the
blue Alfa emerged far into
the lead to start lap two,
having averaged a record-
breaking 56.8mph.
The intrigue was to be
found behind, as second
place changed hands three
times in the first six laps.
Now Karl Ebb, the pre-
eminent Finn of the era,
looked set for silver. But
“he tried to suck sugar
water from a little bottle,
his Mercedes-Benz SSK
skidded, crashed into a
ditch and shot in among
the trees, the driver being
knocked out by his wheel”.
The dash to the finish
was quite the spectacle,

WORKS Formula 3 MICHELE MOUTON

with drivers sliding all over
the place as their tyre
spikes and chains wore.
Widengren wisely took
The top tier of Britain’s national single-seater scene is host Michèle Mouton should be remembered things a tad slower, yet
to the carbonfibre Tatuus BF3-020 chassis, which is powered not just as a fast female rally driver but still came in four minutes
by a 230bhp 2.0-litre Mountune Ford engine, driving through simply as one of the brightest stars ahead of the next car.
a six-speed sequential gearbox on Pirelli tyres. The MSVR- of the glorious Group B era. She rose to prominence in the “This race stands out
run series features 24 races at eight events, running at 1970s, diversifying to race in the Le Mans 24 Hours, winning above all others as a
Brands Hatch, Silverstone (twice), Donington Park (twice), the second-tier class. Mouton joined Audi in 1981, conquering genuine test of driving
Snetterton, Oulton Park and Spa-Francorchamps in Belgium. the Sanremo Rally in a Quattro, and reached her pinnacle in skill,” we concluded.
There are three races per weekend. The grid for race one 1982, winning in Portugal, Brazil and Greece to finish a close The Winter GP went on
is set from qualifying; race two features a fully reversed grid second in the WRC to Walter Röhrl. She won the Pikes Peak hiatus until 1936, but the
from the race one finishing order; and race three is set from hillclimb in 1985, became German Rally champion in 1986 big crowd didn’t return. A
the drivers’ second-fastest lap times in qualifying. (the first woman to take a major rally title) and, after retiring 1947 revival in Rommehed
GETTY IMAGES

The teams that complete include Britain’s finest from driving, founded the Race of Champions. Now 69, the was a fiasco, as the ship
single-seater specialists: Carlin, Arden, Fortec and Hitech. president of the FIA Women In Motorsport Commission is the bringing all but four of the
The 2021 action will start this weekend at Brands Hatch. prime example to all of why gender shouldn’t count in racing. cars didn’t arrive on time.

19 MAY 2021 AUTOCAR.CO.UK 55


 
  
 
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Broadening horizons
Before his endurance debut with Praga, Jimmy Broadbent had barely even raced
a car – at least not a real one. Kris Culmer meets the internet’s favourite sim racer
oungsters today don’t
idolise entertainers
Y and sportsmen in the
way that previous
generations did. The
unprecedented expansion of the
internet into every aspect of life
has given them many more ways to
entertain themselves and find their
heroes. Car lovers who grew up in the
1980s, for instance, would have to
wait to be presented, once a week and
for but an hour, Top Gear or World of
Sport. People growing up now can
effortlessly find practically endless
content on any subject that interests
them, and at literally any time.
The main thing was getting my head around the
fact that I was actually driving a car
Hundreds of people today make
a full-time living by attracting an
online audience, and such is their
popularity that they’re now making
the transition into what one might call
reality. Among the most prominent is
Olajide ‘KSI’ Olatunji, who has gone
from making videos about football
video games to smashing the viewing
record for a white-collar boxing
match and scoring a string of top 40
pop hits. Heck, you can now even go
to watch Hashtag United, a football
team founded for online exhibition
matches, play in England’s ninth tier.
The total accessibility of the
internet means that fame can be
`
a
found from anywhere, which is why
the biggest online idol for those of a
motorsport persuasion is a 29-year-
old from Hastings who broadcasts
from a glorified shed in his mum’s
garden. “I’ve been playing racing
games since I can remember,” Jimmy
Broadbent tells us. “Then when I got
a job, I discovered that I could spend
all my money on toy steering wheels.
I bought my first proper set-up in
2012, and it was absolutely my jam.”
He soon started uploading footage
of his hobby to YouTube. “Back
then, it was just really fun to meet
other people with the same hobby,”
he explains, “because there wasn’t
MOTORSPORT
really anyone to talk to outside online
forums.” And after a few years of
honing his skills, ‘Sheddie Irvine’
started to live-stream his fun as well.
It remained a hobby as his following
grew slowly – before exploding.
After reaching 10,000 YouTube
subscribers in 2017, Broadbent can
now count almost 700,000, having
welcomed more than half of them
since March last year. “People were
getting more interested in sim racing
even before the pandemic; we saw
Formula 1 drivers use simulators,
which gave it real credibility,” he says.
“Then when Covid hit, it became
really popular, because it was ◊
2021 B R I T C A R
C A L E N DA R
12 June Oulton Park
3 July Silverstone
31 July Brands Hatch
23 October Donington Park
Δ a way for drivers to keep sharp
and for people to be entertained.”
When anyone can try to become an
online star – and oh so many do try
– what is it that has made Broadbent
the most popular sim racer? Well,
he’s a genuine and humble type
(“I still feel guilty about getting
opportunities just because I’m a
YouTuber, when there are people
out there who are more talented
than me”) and, perhaps even more
importantly, he’s naturally funny.
We’ve all seen companies try to
harness memes (basically in-jokes)
in their marketing, but invariably to
cringeworthy effect. Authenticity
is the key, as Broadbent knows well.
“I always just try to be myself and
do things that I think are fun,” he
says. “It’s not because I’m trying to
get a certain demographic to watch.”
The memes help to create a sense
of community among Broadbent’s
viewers, and they range from the
truly obscure (saying ‘F’ if something
unfortunate happens) to the classic
(him being dubbed ‘The Pride of
Somalia’ after he pranked esports
TV commentators into thinking he
really was from the African nation).
Highlighting this when Autocar met
a press car delivery driver recently,
talk of our Broadbent interview was
met with a knowing smile and one of
his catchphrases: “No punterino!”
As Broadbent knows, openness to
having a laugh is hugely endearing
in an industry that often takes itself
too seriously. He points to McLaren
F1 duo Lando Norris and Daniel
Ricciardo as examples. “They’re
among the most popular drivers
because they aren’t just drivers:
they show distinct personalities,” he
says. “And the really fun thing about
Broadbent co-drives with Jem Hepworth
58 AUTOCAR.CO.UK 19 MAY 2021
sim racing is that you can have that
personality while you drive. Fans
can watch drivers work things out
as they’re going round, and that’s
fascinating. I much prefer that to
watching a sim broadcast where the
visuals and commentators emulate
a real-life race – because then why
wouldn’t I just watch a real-life race?”
It’s exciting for fans when ‘real’
drivers film themselves sim racing,
and even more so when they go up
against famous sim racers. Last year,
Broadbent took on all manner of star
names – and even beat some of them.
He came fourth, just ahead of Norris,
in F1’s Virtual Bahrain Grand Prix;
won the iRacing Indianapolis 500;
and raced in the Virtual Le Mans
24 Hours, which was won by veteran
Porsche factory driver Nick Tandy.
“You soon realise that racing
drivers are just people: people like
us who love racing,” says Broadbent.
Even so, he readily admits that he
still gets starstruck. “I once overtook
Frank Biela in a race, who to me is an
icon,” he says. “It was surreal. And I
once got hit by Rubens Barrichello!”
His best anecdote, though, comes
from a legends event last summer.
“Do not hit Emerson Fittipaldi,”
Broadbent implored himself –
seconds before giving the 1970s icon
a ‘punterino’ into the gravel. “That
night, I got a call from an unknown
number,” he says. “It was Emerson:
he actually wanted to apologise,
because he thought he had been too
slow! I was sitting in my dressing
gown with an F1 legend apologising
to me. It was absolutely crazy. There
have been lots of moments like that
when I’ve thought, ‘Is this really
happening?’, because beneath it all
I’m still just a massive racing fan.”
Such has been this fan’s rise
to prominence, though, that this
month he began a campaign in
Britcar, the UK’s top endurance
championship, with the works
team of Czech firm Praga.
“Praga’s UK MD called me,
and I thought he wanted me to
advertise it,” says Broadbent.
“When he asked about racing,
H I S (R E A L) C A R S
You might expect Broadbent to
be content with having digital
recreations of pretty much any
car imaginable at his disposal, but
he’s as much of a petrolhead as
any of us. So much so that since
the money started to come in, he
has bought a squad of Japanese
exotica to sit outside his luxo-
shed before only now investing
in a house. “Having been a Gran
Turismo guy all my life, I’ve just
loved anything JDM,” he enthuses.
“I have a couple of cars to leave
behind, but they’re dream cars, so
I might as well enjoy them while I
can.” And enjoy them he definitely
will, given that they’re two Mazda
MX-5s, a Nissan 350Z, an R32
Nissan Skyline GT-R (which he has
had bored out and upgraded to
make 560bhp), an R35 GT-R and a
Subaru Impreza WRX Type-RA.
I asked if he was winding me up!”
Broadbent is by no means the first
sim racer to transition to the track.
From 2009, Nissan trained several
top players of Gran Turismo; and, this
year, World’s Fastest Gamer contest
winner James Baldwin triumphed
on his debut in the British GT
Championship. However, Broadbent
dubs himself “the first sim racer who
got into racing without having been
a racer before”. He explains: “I did no
racing until I was 26, in a kart race;
my first car race was about a month
ago, and only in a 130bhp BMW 116i.”
Thus he had to take preparation for
the Britcar campaign very seriously.
“The main thing is getting myself
fit,” he says. “I’ve lost about 10kg.
The interesting thing is that my arms
are actually okay, because of using a
direct-drive gaming wheel, which is
so strong.” Indeed, the best of these
can generate up to 22lb ft of torque.
Broadbent also ramped up his sim
efforts, learning the 380bhp Praga
R1T and Britcar tracks the way all top
drivers do these days. With help from
sponsors, he built a rig worth £7000.
“We actually made a car from scratch
in the sim to try to emulate the Praga
as closely as possible using real data,
which was really cool,” he enthuses.
“It sounds stupid, but the main
thing in pre-season testing was just
getting my head around the fact that
I was actually driving a race car. It
Praga R1T is a sports car was about confidence and trying to
with a Formula Renault- overcome that fear. I had to teach my
derived turbo engine brain that the downforce and brakes
actually work. It was like seeing snow

`
Playing Fifa doesn’t teach you how to kick a ball, but in
sim racing you’re doing things you would in a real car
a
for the first time: ‘What the hell is
this?’ Also, of course, in sim racing,
you don’t feel the g-forces or braking
forces, and when you’re shifting
through gears, you get these shoves.
But I improved my time by about 14
seconds from the first to the last lap,
so I was pretty happy with that.”
His eight rival pairings in Britcar’s
new Praga class (the others host GT3,
Cup and GT4 and TCR machinery)
include other ‘influencers’. But there
are plenty of experienced racers, too
– not least Broadbent’s #87 co-driver,
Jem Hepworth, who took the title
on her debut last year, aged just 19.
Has being put with her bestowed
on Broadbent fantasies of greatness?
If so, he’s too humble to admit it. He
says: “I just want to get through the
season without making any massive
mistakes. I’d like not to be last! I want
to be competitive; be at a similar pace
to Jem. Wins probably won’t happen,
Broadbent is eager to persuade
them. “Sim racing is the main
gateway to motorsport now,”
he says. “Even for karting at a
The view that Broadbent fans are used to high level, you need a million
pounds a year. I guarantee you
the most naturally talented
but I’d love to be sure of podiums. driver in the world has never sat in
“I’m just focusing on enjoying it, a racing car, because they’ve never
because who the hell gets the chance had the chance. And that’s where sim
to go and drive a race car like this? racing comes in, because while it can
Not many people, and I’m very lucky be very pricey, it can also be just a
to be one of them. So I want to go cheap wheel clamped to a desk. And
out there, have fun and hopefully you’re directly doing things that you
learn a thing or two along the way.” would be doing in a real car: learning
The learning process seems to be steering, throttle application, how
going well. At the first meeting, at to control oversteer and understeer.
Silverstone, #87 finished both races It’s not like other sports; playing Fifa
fourth; and recently at Snetterton, doesn’t teach you how to kick a ball.”
they recovered to fifth in the second What’s more, as is being proved
race after heavy rain sent Hepworth by every top team spending millions
spinning out of the first. of dollars and thousands of hours on
Many enthusiasts remain sceptical sims, it’s just as valuable a tool for
about sim racing but, unsurprisingly, those who are fortunate enough to
MOTORSPORT
Broadbent finished
fourth in both races
on Silverstone debut
be able to go racing for real. “In 2019,
I went to Assen to do a couple of days
in a BMW 130i,” Broadbent gives as
an example. “The night before, I went
and learned them in a sim. So then
I knew exactly where everything
was, when to brake and what gears I
should be in, and my lap time was just
a second faster in real life: that’s how
close it was. So I had a running start.
“Sim racing won’t prepare you for
hopping in a race car for the first time
and feeling all the g-forces and the
fear, but once that novelty subsides,
PAUL CHERRY / JIMMY BROADBENT
all that stuff is in your head that
wouldn’t have been otherwise.”
And even if you’re still doubtful,
you can’t deny that it’s beneficial for
motorsport: whereas Britcar races
usually get a few hundred viewers
online, Broadbent’s Silverstone debut
has drawn 80,000 and counting.
There’s that next generation of car
enthusiasts we’ve fretted about. L
19 MAY 2021 AUTOCAR.CO.UK 59
 YO U R V I E WS
Not what we want
While manufacturers claim they’re
making cars that drivers want, it
seems that Autocar readers don’t
agree with some of their so-called
advances. This is illustrated clearly
by the letters in the 21 April edition.
Iain MacDonald hated his car’s
touchscreen and highlighted the
problems of electronic handbrakes,
keyless entry and the lack of spare
wheels; Ed Gibson drew attention
to the poor design of the Land Rover
Discovery 5 resulting in poor sales;
Ian Helm asked about a problem with
charging EVs; Chris Norrish was
saddened by the withdrawal of the
Skoda Yeti; and P Bainbridge was
unhappy about Volvo not giving pre-
purchase test drives of its new C40.
What’s more, Autocar’s own
James Attwood said of his new
Volkswagen Golf’s touchscreen and
touch controls: “It’s still not as easy
to operate while driving as it would
be using old-fashioned switchgear.”
Amen to that. What’s wrong with
old-fashioned if it’s functional and,
more importantly, inherently safer?
I drive a Volvo V40 that has knob and
switches and, like Iain, will avoid any
car with only touchscreen controls.
Isn’t it about time manufacturers
asked us drivers what we want from
a car, rather than impose things that
they think are improvements and
fashionable, particularly if there
are issues concerning safety? Or
perhaps they should look at the Your
Views pages in Autocar more often!
Barry Gregson-Allcott
Menai Bridge, Anglesey
Enthusiasts like us doubtless have
different views to ‘normal’ motorists,
many of whom prioritise tech – KC
Let’s be honest
I notice that one of the online, bring-
it-to-your-door used car retailers
is claiming that its vehicles are
reconditioned. So they’re dismantled,
measured and returned to original
specification? I don’t think so!
Inspected, serviced and valeted
would be a more honest description.
Angus Shapland
Via email
Is Jazz greener than big electric SUV?
60 AUTOCAR.CO.UK 19 MAY 2021
WRITE TO
autocar@haymarket.com
LETTER OF THE WEEK
Previous S3 interior is perfect for Bob
Pay later? No thanks
“Like it or not, this is the future of
car buying,” said James Attwood
about Volkswagen’s planned new
sales model (News, 14 April). How
depressing. It’s time that motorists
started to push back: first cars got
bigger and heavier, so that nobody
could use their garage for their car
any more; then digital screens took
over; and now greed comes to the
WIN fore. Upgrades are one thing, but
BTCC racer in the garage Letter of the week
wins this ValetPRO
exterior protection
expensive options introduced down
the line? No, thank you. I might well
You recently asked if anyone had news of the have purchased my last new car!
and maintenance kit
whereabouts of cars previously featured in In 2018, I purchased an Audi S3
worth £48
the magazine. Then, after seeing articles Black Edition with physical controls.
at autocar.co.uk on Barrie ‘Whizzo’ Williams Today’s offering is all screens, with
and John Cleland, I thought I would tell you very little of any benefit in other
about a car I own that links all three threads. areas, so again: no, thank you.
E851 CVS was the pre-production Astra GTE I wonder how many others will
16v featured in your 4 May 1988 road test, and be more than reluctant to replace.
it was then campaigned as a Group N saloon Bob Bull
racer by London Vauxhall dealer Monorep. Its Portishead, Somerset
regular driver was Tony Lanfranchi, and in a
couple of longer races he shared it with Whizzo. No burnouts
The link to Cleland in the BTCC is that in the pre- I enjoyed Matt Prior’s Tester’s
Super Touring multi-class structure, there had to be Notes on tyre wear (21 April). In
a minimum number of cars in each class for full championship points to about 2003, I attended a Drift Day
be scored. To ensure full points for Cleland in the 1989 season, E851 CVS at Silverstone that was organised
was entered into the final three races, to be driven by Lanfranchi. by Autocar in conjunction with
I bought the car in 1994, with its original Group N-spec Swindon Caterham. I remember Chris Harris
Racing Engines Cosworth red-top engine, then raced it in the 1995 saying that one of the reasons
Slick 50 Road Saloon championship, finishing second in my class. Caterhams were being used was
It has lived in my garage ever since. It still has the original interior and because of the relatively low rear tyre
original exterior paint – in fact, even the original factory numberplates! wear relative to heavier cars, such as
The ultimate dream is to get it out onto the grid for a something like the
Silverstone Classic, but funds haven’t yet permitted.
David Davies
Via email
Clean or cleaner? Too good to be true
BMW claims its new iX electric SUV Great road test as usual (21 April);
has just 55% of a similar-sized diesel the new Dacia Sandero is extremely
SUV’s global warming potential good value for money and deserved
over 125,000 miles (News, 17 April). its position at number one in the
That’s far from zero: I wonder how Road Test Rivals panel. Except for
the iX will compare with the current one thing: I’m afraid, as a petrolhead,
Honda Jazz hybrid or indeed the I would have to choose the Suzuki
2022 petrol-powered Toyota Aygo Ignis. I mean, where else can you
reported on the same week? Drivers get 0-62mph in 3.9sec and a 180mph
switching to smaller cars would top speed for less than £15,000!?
bring about an immediate reduction Tony Sketcher There’s nothing
in global warming for much less cost. Via email quite like an old
Mark Facer I hate to break this to you, Tony, but we Alfa, says Paul
Christchurch, Dorset should’ve put 12.7sec and 103mph – KC

the BMW M3, which went through
rubber at a frightening rate. We were
able to enjoy a full day’s drifting
around a car park with no need to
change tyres, as far as I can recall.
Mark Gilbert
Portishead, Somerset
Alfa mail
As a committed Alfista, I was
delighted to learn that Steve
Cropley looks back on the
Alfasud Ti as vividly and fondly
as me (My Week in Cars, 24 March).
With the launch of the new BMW
M3, I suspect your correspondent
who felt so let down by both his Giulia
Quadrifoglio and Alfa Romeo dealer
(10 March) will replace it with that.
Everyone has different priorities
and aspirations for their choice of car
and, from all the feedback I’ve seen,
it’s abundantly clear that any Giulia
meets and exceeds expectations.
Having had an opportunity
to drive a Giulia QV, I can say
unreservedly that no other car has
felt as captivating, as comfortable
or more beguiling (and I’ve driven
Bentleys, Ferraris, Jaguars, Porsches,
Mercedes and even Ariel Atoms). In
decades to come, it will be revered
for the timeless purity of styling and
perfect blend of performance and
engineering, much as the numerous
Alfas that I’ve owned are today.
How I wish that I still had my 1965
Giulia Sprint GT 1600; Alfasud Sprint
Veloce; various other Alfasuds; 1978
Giulietta 1600; 75 2.5 V6 (I couldn’t
run to the GTV6 but was instantly
hooked on that Busso engine);
various 164s V6s, including a QV;
166 3.0 V6; GTV V6; and GT 3.2 V6.
While some didn’t fare too well
in the eyes of road testers, I enjoyed
all of them enormously, and they
now have enthusiastic followings.
Even the oft-maligned Mito has
become sought after (especially the
Cloverleaf version, which I now run).
So let’s hope that, under Stellantis
ownership, Alfa Romeo will give
us many more wonderful cars, a
better dealership experience and the
level of sales that are both deserved
and needed for the most iconic yet
undervalued brand in years ahead.
Paul Carter
Taunton, Somerset
LETTERS
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BENTLEY BENTAYGA CITROEN C5 AIRCROSS
MERCEDES EQC
Did Benz hit the ground running with the
first of its EQ family? Here’s our verdict
FINAL REPORT MILEAGE 3756
WHY WE R AN IT
It won our electric SUV mega-test but
is it a Tesla-beater in everyday life?
he Mercedes-Benz EQC’s
T Autocar journey started
with an extremely
complimentary review;
moved on to a group test win against
the obvious rivals from Audi, Jaguar
and Tesla; and then – six months and
a host of updates from the opposition
later – retained its crown when put
under the microscope again, this time
on video, by our expert road test team.
In the midst of this winning streak,
along came KV20 YCE, on paper an
electric GLC carrying a near-£75,000
price tag but in reality so much
more. I remember its arrival well,
because the sun was shining and
lockdown was easing. My teenage
son had some friends over for a game
62 AUTOCAR.CO.UK 19 MAY 2021
O U R CA RS F E AT U R E D T H I S W E E K
FORD FOCUS ST MERCEDES-BENZ EQC
of cricket, and even this hard-to-
impress audience stood and nodded
approvingly, drawn in by the story of
electrification and left gawping by
the giant wheels, oversized Mercedes
badge and shimmering paint work.
What those comparison tests
revealed was that the EQC was
the best all-rounder in its class,
delivering a balance of comfort,
capability and – crucially – range
that the opposition could pick
off in isolation but not in totality.
Expressed in negative terms, the
Audi is marginally plusher, the
Jaguar better to drive and the
Tesla boosted immeasurably by
its range and access to a charging
infrastructure you can rely on. All
three, however, have weaknesses that
undermine their overall packages.
The Mercedes has none.
What this longer-term test
(supposedly daily, although Tier 4
and National Lockdown 2 put paid to
SUZUKI ACROSS
some of that ambition) layered on top
of those winning verdicts was a very
real sense of just how special the EQC
is. While you can perhaps assume
that a family-sized SUV engineered
by an established premium brand
will have a decent baseline of
capability, what you may not get
a sense of immediately through
snapshot reviews is the almost
intangible sense of feeling good that
comes with this car. You might argue
that at this price it should deliver
something extra. I can assure you
that this isn’t always the case.
It took a few weeks for it to sink
in, but the realisation clicked when
I walked out the door to do the
school run, a five-mile-each-way
run on sometimes busy roads, one
HYUNDAI KONA ELECTRIC VOLKSWAGEN GOLF
Few cars can
imbue a sense of
calm on the school run
afternoon. As I hurried towards the
Mercedes, late again, it dawned on
me: I was relishing the opportunity
to climb into its luxurious embrace,
to glide, gently and silently along,
and to just unwind a bit. On those
terms, think of the EQC less as an
expensive family SUV and more as a
cut-price luxury car. It’s that special.
Now, you might argue that
circumstances played a part in my
emotions; we’ve all been through
the mental mill these past months.
But it was notable that the warm,
fuzzy feeling never diminished and
is still going strong as I wave a teary
farewell. The combination of the
best of electric travel, packaged in
an alluring bodystyle and filled with
 Awkward pedal TEST DATA L OV E I T
layout proved
a rare demerit MERCEDES-BENZ EQC
4 0 0 4 M AT I C A M G L I N E
PREMIUM PLUS
MILEAGE
At start 676
At end 3756
PRICES
List price new £74,610
List price now £74,610
Price as tested £77,200
OPTIONS
Driving Assistance Pack £1695, Designo
Hyacinth Red metallic paint £895
DIGITAL DISPLAY
I’m no fan of vast touchscreens,
FUEL CONSUMPTION AND RANGE
but the EQC’s is visually impressive
Official range 232 miles
and mostly easy to navigate.
Test average 202 miles
Test best 232 miles
It’s as spacious as
Test worst 176 miles
a beach hut and far
Battery capacity 80kWh
better appointed
TECH HIGHLIGHTS
Range plunged to a low of 0-62mph 5.1sec
176 miles during the winter Top speed 112mph
Engine Two AC synchronous
electric motors
Max power 402bhp
Max torque 561lb ft
Gearbox 1-spd automatic
Boot 500 litres STYLISH AIR VENTS
Wheels 21in, alloy It’s daft, but I love the copper-
Tyres 235/45 R21 (f), coloured design – a nod to electric
255/40 R21 (r) circuits and the car’s powertrain.
Kerb weight 2495kg
SERVICE AND RUNNING COSTS
Contract hire rate £588.56 pcm
CO2 0g/km
Service costs None
Other costs None
Electricity costs £85
Running costs inc. el. £85
` Cost per mile 2.8 pence

Its rivals have weaknesses that undermine Faults None

DEPRECIATION

their overall packages. The EQC has none 90

80 £74,610
VOICE CONTROL
70 Praise be, one that works. Talking to
a a car might never feel natural, but it
Value (£1000s)

SECOND OPINION
I initially judged the EQC
on its awkward design and
surprisingly cosy cabin,
but it won me over with its capacity
to blend class-leading refinement
with impressive efficiency and
manoeuvrability. Above all, the EQC
gives serious reason to be excited
about the lower-slung EQS. FP
clever tech and luxurious flourishes,
was good for my soul. I discovered –
to my surprise, given the paucity
of EQCs on the south-west London
roads I frequent, yet which seem
to carry a disproportionately high
number of electric cars – a range of
EQC-owning Autocar readers, living
everywhere from the tip of Scotland
to the edges of the south coast, who
had pledged their money and wrote
to tell me how delighted they were.
Inevitably, though, it wasn’t
all joy and sunshine. It would be
remiss of me not to mention that
the vast majority of my travels were
short hops, constricted under the
circumstances and rarely causing
me to pause for thought on range.
However, there were occasional
alarm bells, such as the 20-mile
winter’s day run on roads with a top
speed of 50mph (so well within the
most efficient parameters) that used
up more than 70 miles of indicated
range, due to our plentiful use of the
heated seats and heater systems. Or
the 150-mile round trip on a wet and
windy day for fish and chips on the
Sussex coast (yes, we were desperate
for a day out) when the headwind on
the way down meant that, despite
leaving with 220 miles of range, we
restricted ourselves to 60mph just
to make sure we could get home
without having to stop and go
for a quick electron top-up.
As always, it’s down to fitness
of purpose for your needs, but I’d
suggest the 250-ish real-world
miles offered by the Kia e-Niro or
Hyundai Kona Electric for nigh-on
half the price add a disproportionate
amount of extra capability.
There was reader criticism, too,
that a 2.5-tonne SUV could ever
be considered environmentally
worthy. It’s a moot point that needs
grappling with in a world that wants
to get people into electric cars. To
me, it seems obvious that doing so
by selling the drivetrain in the most
popular – and naturally fitting,
given the battery in the floorpan –
bodystyle will fast-track adoption,
60
50 helps if you only have to do it once.
40 £31,225
30
20 L OAT H E I T
10
0
New 1 year 2 years 3 years 4 years
PREVIOUS REPORTS
23 Sep 2020, 7 Oct, 28 Oct, 11 Nov, 25 Nov,
23/30 Dec, 20 Jan 2021, 10 Feb, 17 Feb,
10 Mar, 24 Mar, 28 Apr
but to the not-so-friendly reader
calling me names on social media,
whose underlying point was valid,
it was the wrong approach. It’s an METALLIC SIDE SILLS
interesting debate. They look good until the
There’s just one more caveat. countryside attached to your
Best of its breed the EQC may be, clothes rubs against them.
but even then it’s a moot point as
to how far the car moves the game
on – something the soon-to-launch
EQS saloon rather lays bare. Buy
it confident in the knowledge
that you’re getting a good car, but
don’t lose sight of the fact that it’s
just a taster of what the journey to
electrification will offer. It’s a great
all-rounder, but there will in short
order surely also be much better.
JIM HOLDER EERIE SILENCE
Pedestrians seem to be unusually
unaware of when the EQC is passing,
OWN ONE? SHARE YOUR EXPERIENCE which can make town driving tense.
jim.holder@haymarket.com

19 MAY 2021 AUTOCAR.CO.UK 63

 HYUNDAI KONA ELECTRIC
Au revoir DS, annyeong Hyundai: we make a switch to our monthly subscription
MILEAGE 221
WHY WE ’ R E RU N N I N G IT
To see if app-based subscription
services can replace ownership
as the future of motoring
wapping between
S different cars may be an
everyday occurrence
for Autocar staffers, but
it doesn’t happen all that often for
most people. Could subscription
motoring be a way to expand your
horizons and drive lots of different
models in quick succession – without
having to buy the things outright?
Onto’s monthly plan effectively lets
subscribers exchange for a different
model every 30 days, so long as you
don’t mind paying extra if stepping
up to a more premium brand, and
the £50 handover charge. Before the
pandemic, there was an option for
in-person return, though it’s unclear
if that will be back as lockdown
restrictions continue to lift.
LOVE IT
N O M O R E CO LD BACKS I D E
The Kona Electric gets both
heated and ventilated seats –
a big step up from the DS.
LOATHE IT
BAD TI M I N G
We missed out on getting
the facelifted version of the
new Kona, which has just been
added to the Onto fleet.
64 AUTOCAR.CO.UK 19 MAY 2021
Trading away our DS 3 should yield
more than 100 extra miles of range
For less than the £529 that
we were paying for a month of DS
3 Crossback E-Tense ‘ownership’, you
could instead run a BMW i3, Peugeot
e-208, Renault Zoe, Nissan Leaf or
Hyundai Ioniq Electric. That’s some
decent variety. Extend your budget
to £799 and you can become a Tesla
Model 3 driver for a calendar page.
We opted to switch into a
Hyundai Kona Electric for £559.
It’s the pre-facelift model, although
by the time you read this, Onto will
have upgraded its fleet to the newer,
smoother 2021 version, which is
available for £589 per month.
What does the extra cash buy
you? Significantly more range, for a
start. The DS’s 50kWh battery pack
promises 190 miles, which translates
to more like 140 in our experience,
and takes a major hit from motorway
driving. It’s also wildly inconsistent
with range estimates at times,
using significantly more juice than
expected for the miles travelled.
The Kona’s larger 64kWh battery
is rated for 300 miles on the WLTP
cycle, and so far seems impressively
accurate in its range estimates. When
an 80-mile journey uses exactly
80 miles of range, it gives you the
confidence to run the battery down
that little bit further before seeking
out a charging point. It’s efficient,
too, so while I don’t plan on making
any 300-mile trips in one stint, it’s
not far off what you can expect
from a fully charged battery.
The Kona is considerably more
potent, too. Though it weighs 200kg
more than the DS, it has a 70bhp
advantage that helps it achieve
the 0-60mph sprint more than a
second faster. In Sport mode, full
throttle will easily spin up the front
tyres while driving at town and
city speeds – and remember that
Onto’s maintenance doesn’t cover
premature tyre wear and tear.
The handover was all done on my
driveway, with an Onto rep delivering
the Kona and driving the DS away,
after a thorough photography session
documented virtually every angle
of each car and I had signed for the
collection. The Kona also came with
a physical key, which was handy, as
it took a few hours for it to replace
the DS within the smartphone app.
A part of me was sad to see the
DS leave, as I had grown used
to its quirky centre console and
funky digital dashboard filled with
geometric patterns. The Kona’s
semi-analogue cluster simply isn’t
as flashy. A more upright driving
position suits the Kona because it
rides higher than the DS, but I still
prefer that car’s low-slung seats.
Will that mean I’ll regret the trade?
Maybe – but knowing how easy
it would be to swap back certainly
helps mitigate any renter’s remorse.
TOM MORGAN
TEST DATA
HYU N DAI KO NA E LEC TRI C
64 K WH PR E M I U M S E
Price £37,145 (post-facelift) Price as tested
£559 per month Options None Faults None
Expenses None Economy 300 miles (WLTP)
OWN ONE? SHARE YOUR EXPERIENCE
tom.morgan@haymarket.com

CITROEN C5 AIRCROSS
This PHEV has 222 horses, but it’s better if you hold them
MILEAGE 4502
WHY WE ’ R E RU N N I N G IT
To see if there’s more to this funky plug-
in SUV than a tax-friendly CO2 rating
IT WAS ANXIOUSLY that I received
our Citroën C5 Aircross long-termer
as a parting gift from Simon Davis.
You see, a few years ago, I ran a
C4 Cactus, and we liked one another
no better than Donald Trump and
Joe Biden. It was a car predicated on
comfort, yet there was no payoff for
The C5 is generally
pretty pleasant but
dislikes being rushed
FORD FOCUS ST
Ecoboost rudely awakens our man from his electric dreams
MILEAGE 8556
WHY WE ’ R E RU N N I N G IT
To find out if it’s good enough to be a
credible fast Ford hatchback flagship
THE SURPRISE EARLY arrival
of the Focus ST’s replacement
warranted an impromptu
custodian change this week. I’ll
leave it to Andrew Frankel to reveal
exactly what usurped his Ford in
a forthcoming issue, but suffice to
say there’s now a brightly coloured
hot hatch parked alongside the
monthly subscription Hyundai
Kona Electric outside my flat.
Considering I’ve been running
a string of EVs for the past six
months, it’s a timely reminder of
the appeal of internal combustion
– and the perfect example of how a
burbling exhaust note can transform
how you feel about a car.
The Kona with which the Focus
ST will be sharing driving duties for
the next week is only 0.5sec slower
to 60mph. With no clutch to worry
about, I suspect it would be quicker to
30mph at a set of traffic lights – but it
gets you there in silence, save for the
whine from its electric motor.
its sloppy chassis or hateful manual
gearbox. Even its ride wasn’t good.
So I was delighted to discover that
the C5 Aircross drives far better. And
interestingly, not because it just feels
like the Peugeot 3008. Actually, it’s
what can only be called Citroëny –
in a mature way, and with far fewer
irritations than the old C4 Cactus.
The ride is comfortable, even if it
could still do with some finessing
over broken surfaces at low speeds,
and the body control doesn’t imitate
blancmange. The handling is tidy,
The Ford’s 2.3-litre petrol engine is
so much more evocative, especially in
Sport mode, where it happily sounds
like a shooting range on the overrun.
Yes, it’s childish, and no, I don’t care.
I’m also loving just how low
slung Recaro bucket seats can
be when there are no batteries
to accommodate underneath.
TOM MORGAN
too. But it does tell you to chill out.
Take a roundabout swiftly and the
tyres protest loudly; brake sharply
and firmly and you’re made to feel
like a kestrel that has spied a vole.
This made it very surprising when
I floored it for an uphill slip road, as
this languid Citroën can go some.
The combined 222bhp of its engine
and motor feels quite incongruous;
I bet the 296bhp four-wheel-drive
version of this powertrain offered by
Peugeot would feel ridiculous here.
Mind you, that’s only after the auto
’box has remembered that, yes, it is
indeed a gearbox and so, yes, it should
select a gear – a thought process that
it has to perform annoyingly often if
you’re not inclined to plod around.
KRIS CULMER
TEST DATA
CITRO E N C5 AI RCROSS PH E V
PU R E TECH 180 FL AI R PLUS
Price £36,845 Price as tested £37,865
Faults None Expenses None
Economy 52.5mpg Last seen 5.5.21
OWN ONE? SHARE YOUR EXPERIENCE
kris.culmer@haymarket.com
Kona Electric offers
similar pace but not
the adrenaline rush
TEST DATA
FO R D FOCUS ECO BOOST ST
Price £32,510 Price as tested £33,660 Faults
Bent wheel Expenses Wheel £283, Tyre £263
Economy 32.3mpg Last seen 5.5.21
OWN ONE? SHARE YOUR EXPERIENCE
tom.morgan@haymarket.com
OUR CARS
Bentley Bentayga
MILEAGE 2605 LAST SEEN 12.5.21
I’m so glad the sun has finally come
out, as it has transformed the way
the Bentayga catches light. Even the
brilliance of its elegant Silver Frost
paint can be lost in dull conditions,
but the combination of sunshine
and clever sculpting along the side
panels make it stand out, size apart,
in any crowd. Sadly, such benefits
of a brilliant summer are soon to be
enjoyed by a new owner. SC
Suzuki Across
MILEAGE 8023 LAST SEEN 12.5.21
The M1 looked like it was on a rolling
boil, but the Across cut through
the rain and standing water like
a kingfisher. Indeed, my partner
slept peacefully the whole way to
Birmingham. The rear wiper got a
good workout; it did its thing very
smoothly and quietly, and the fact
that I noticed that reveals a lot about
how well the rest of the car did. OK
Volkswagen Golf
MILEAGE 1782 LAST SEEN 5.5.21
Murky weather has resulted in the
Golf getting mucky, which is really
highlighted by its Lime Metallic
Yellow paint. Still, I guess spotting
where grime builds up – in particular
the outside edge of the rear doors –
gives an interesting lesson on the
aerodynamics of all those creases.
Or, in reality, it just means I need to
get out my mop and bucket. JA
19 MAY 2021 AUTOCAR.CO.UK 65
USED CARS What to buy, where to buy it and how much to pay
James Ruppert
THE HIGH PRIEST OF BANGERNOMICS

One seller was

asking £6500 for a
2013 Fiesta 1.6 TDCi

NOW WE’RE SUCKING DIESEL

Small diesel cars can be astonishingly cheap – to buy and run
iesel isn’t everyone’s in particular a Polo. A 2008 1.4 TDI When it comes to teeny tiny

D cup of tea, but it is

hard to argue with the
benefits when it comes
to economy and a long journey to
demolish. But what about if you do
only short hops? Would you be mad to
consider burning oil? Maybe, but I’ve
been chatting to a reader who, for all
sorts of complicated reasons, has to
stick with diesel. Indeed, a decade or
so back, I knew someone who always
bought basic Ford Fiesta Ds for the
Match with around 130k miles is
just £895. The one I saw was a five-
owner five-door, which will do over
60mpg combined. It may seem like
a good first car but I have found that
youngsters get punished for diesel, so
the petrol version is better for a debut
driver. Otherwise, what a spare, back-
up or second car to have.
` these, as is the 80mpg potential.
diesels, it has to be a Smart. They can
be loved or loathed, but quite often
this is all the runabout that most of
us will ever need. Provided the ECU
is not on the blink and the history
checks out, these are fun little buys.
A mega mileage can be a worry, but a
2009 Pulse with five previous owners
and less than 50k miles is £1900.
Zero road tax is another plus point on
Indeed, the more you look at these

W H A T WS TE
local runs. These days, there are DPFs
to contend with, but actually teeny
A 2008 Polo 1.4 TDI micro-diesels, the more you realise
that it is all about the low road tax
ALMO T
B O U G HE E K
diesels are excellent at what they
do and, because they may not be
Match with around and reassuringly solid MPG. With an
Alfa Romeo Mito, a 2010 1.3 JTDm
THIS W ULEZ-friendly, great value.
Let’s start with a Fiesta and not the
130k miles is £895 with just over 100k miles adds some
proper pint-sized style for £1950.
ancient commercial-grade Ds. We
can fast forward to quite a groovy-
a Long live little diesels.

looking 2013 1.6 TDCi Zetec with 50k Diesel 2009 Smart
miles, yours for £6500. A three-door with less than 50k
with four previous owners, it has miles was £1900
low-profile alloy wheels and certainly
B MW 728 i looks the part, plus it can return
Old Sevens get more interesting well over 70mpg overall, which is
with age. Take this E38-gen remarkably good news. There are
728i. With its clean and cheaper Fiesta-shaped options, of
purposeful lines, it couldn’t be course, and a 2007 1.4 TD Climate
anything but a BMW. Registered Style with five useful doors and 110k
in 2000, the 150,000-miler miles is still a £30-a-year-road-tax
has a solid service history and car. Plus it should give you around
has been sensibly refurbished 60mpg. Oh, yes, and the price is £795
(new suspension and brake with a fresh MOT and good recent
parts, expansion tank, fan and service history.
radiator). Ours for £2395. It is almost impossible to go
wrong with any Volkswagen and
 TA L E S F R O M R U P P E R T ’ S GA R AG E

QUESTIONby a 2018-plate VW
Scirocco 2.0 TSI
R-Line DSG with 17,000 miles
for £17,750. What should I
MILE AGE 85,337
look for and is it a good deal?
BMW 320 Jack Carewe, via email

Its fresh looks disguise a car that’s

The Baby Shark has been very busy over the past few weeks. based on the Mk5 Golf, launched as
ANSWER long ago as 2003 – so it’s old and
We’ve been doing some long runs for work. There are a few feels it. The interior looks old, too,
and the doors are awkwardly long.
things that need doing before the MOT in June, though. I’m not The six-speed DSG is responsive, but to keep it
quite sure whether it should spend some quality time with a that way it needs its oil changed regularly. On the
flip side, the car is built like a tank, is well equipped
specialist or carry on as a keeping-it-real retro runner. and has the whiff of a future classic about it. The
price looks competitive so take it for a spin. JE
The warmer weather is better for starting, but you have to
concentrate on keeping up the revs until it is lukewarm and
ready to go. I’ll show you some bubbling rust soon and the tyre
pressure monitors have given up recently, but I tell you what:
the boot is huge. I got a big window in there with room to spare.

READER’S RIDE

I’m buying a new

QUESTION car on a PCP. The
salesman says that
to get the best price for it
at the end of the contract,
I must have it serviced by a
main agent. Is this true?
Monika Nowak, via email

Your car should be serviced to

Audi A4
Thanks to Paul and his very interesting short story:
“Last summer, my son announced he was moving back
to Cheshire from London and would need a car. His
maximum budget was £1000. I found him this 2000,
120k-mile Audi A4 1.8 being sold privately. It had had
just two owners (the last for 16 years), a new set of
Michelin tyres and 18 stamps in the service book, all
for £690. All electrics work perfectly, the air-con is ice
cold and it sailed through its MOT. It’s a joy to drive – as
smooth and comfortable as many much newer cars.”
secure the best resale price but it
ANSWER doesn’t have to be at a main agent.
So long as it’s done when required
and the correct parts are used,
any garage can do the work and the value of your
car won’t be affected. However, some premium
makes (BMWs, Mercedes etc) are best serviced by
a main dealer because future buyers expect it. JE

SEND YOUR USED CAR TALES TO  james@bangernomics.com AND READERS' QUESTIONS TO  autocar@haymarket.com
19 MAY 2021 AUTOCAR.CO.UK 67
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 AS GOOD AS NEW USED CARS

BMW 7 SERIES
Prices look low now but, as John Evans explains, even lower ones are on the way
NEED TO KNOW
Since 2019, a proximity disabling
system prevents the key’s signal
from being boosted by thieves.
Until their sixth birthdays,
7 Series registered after 2017
attract a hefty (currently £335)
road tax premium.
Check a car’s extremities for
parking scrapes and that all the
electrical features work.
Automatic gearbox is standard.
iPerformance cars (badged
eDrive) have a charging socket on
the nearside front wing and can
travel for up to 36 miles on electric
power alone.
Check the year-old 7 Series
you’re considering isn’t available
new for the same price.

OUR TOP SPEC

uxury car bargain
L hunters take note: next
year’s all-new BMW
7 Series is sure to have
a depressing effect on prices of the
outgoing model, launched in 2015.
Pre-reg and nearly new cars will
suffer most, but the shockwaves will
surely be felt among older examples.
Even today, four-year-old Sevens, in
particular, look cheap. How about
£21,000 for a 2017-reg 730d with
36,000 miles? New, it cost £64,000.
Powered by a 3.0-litre straight-six
diesel producing 261bhp, the 730d
is the most plentiful. With 315bhp
from the same 3.0-litre diesel engine,
the 740d xDrive is quicker but less
economical, returning a claimed
39.8mpg compared with the 730d’s
43.5mpg. Both are smooth and
whisper quiet. In 2017, they were
joined by a third diesel engine in the
725d. The 2.0-litre six-cylinder motor
makes just 228bhp. It didn’t sell in
any numbers and was axed in 2019.
In view of the high running costs
associated with cars such as the
BEST LEASE DEALS: SMALL,
STYLISH ELECTRIC CARS
M S PO RT
B M W 73 0 d
This most popular trim
OUR Quiet, smooth, flexible
choice gives the 7 Series a
7 Series, you’d have to being an automatic PICK and powerful, this
sportier look, with its 19in
be brave to take on one
of the petrol models.
The range opens with
alloy wheels, side skirts
and more aggressively
gearbox, powered
bootlid opening, soft-
close doors, memory
diesel engine is all
the more amazing for being the
entry-level unit. There’s no need
styled bumpers.
the 740i, powered by a seats and BMW’s top to waste your money on the more
321bhp 3.0-litre straight- infotainment system. expensive 740d.
six engine, followed by the Options to look out for include
750i with a 444bhp 4.4-litre V8 and the Executive and Rear Seat Comfort M 76 0 L i x D R I V E
the M760Li xDrive with a 602bhp packages. Regarding trims, M WILD At launch and with
6.6-litre V12. They are less common Sport looks the best and Exclusive CAR D 602bhp from its
than the diesels but their mileages is the most luxurious. All versions 6.6-litre V12, this was
tend to be much lower. A 2017-reg are available in long- (badged L) BMW’s most powerful production
740Li with 23,000 miles is £23,500. and standard-wheelbase form. model. Air suspension and active
If you don’t like diesel but the Four-wheel drive (called xDrive) is steering are standard. The new
running costs of a luxury petrol car standard on the more powerful cars price is £135,000 but 2018-reg
give you nightmares, check out the but an unnecessary option on a 730d. cars can be had from £45,000.
rare plug-in hybrid 740e. Its 2.0-litre The facelift came in 2019. (Spot
petrol engine and 111bhp electric the huge grille.) The 730d and 740d
motor together produce 322bhp and gained mild-hybrid technology and ONES WE FOUND
it has four-wheel drive. It returns a the 740e was replaced by the 745e, 2015 730d xDrive M Sport,
claimed 117mpg, although 55mpg this time with a six-cylinder 3.0-litre 50,000 miles, £21,995
in mixed conditions with some pure engine for a combined 389bhp and 2017 740d xDrive Exclusive,
EV running is more likely. It’s no an improved electric range of 36 51,000 miles, £25,400
bargain. The cheapest we found was miles. Reliable, handsome, good to 2019 740Ld xDrive M Sport,
a 2017-reg 740e Exclusive with a solid drive, spacious and comfortable, 33,000 miles, £32,500
102,000 miles for £21,250. a used 7 Series is hard to resist, but 2020 740i M Sport,
Even in standard trim, a 7 Series given the wide array of options and 11,000 miles, £44,000
is richly appointed, highlights specs out there, choose carefully.

PEUGEOT E-208 100KW M IN I 135KW COOPER S VAUXHALL CORSA- E 100KW SE BMW i3s 5KW 42KWH 5DR
For more lease deals, visit whatcar.com

ALLURE 50KWH 5DR
£1846 deposit, £308 per month,
48 months, 8000 miles per year
If you’re unclear, kW is the motor’s
power output and kWh the battery’s
capacity. The 208 is one of the best-
looking and most accomplished small
EVs. Performance is strong, the ride
supple and the range impressive.
ELECTRIC LEVEL 1 33KWH 3DR
£1686 deposit, £281 per month,
48 months, 8000 miles per year
The electric Cooper S shares its
powertrain with the BMW i3s (right) so
is no slouch. It’s grippy and darty, too,
and that lease figure is competitive. It’s
the journey range where it falls flat, with
100-120 miles being your best hope.
NAV PREM IUM 50KWH 5DR
£2168 deposit, £361 per month,
48 months, 8000 miles per year
The e-208’s sibling shares its powertrain
so performance and range (around 180
miles) are decent. It’s not as stylish but
still attractive. The handling is secure,
the ride comfortable and 100kW DC
rapid charging compatibility is standard.
£1939 deposit, £323 per month,
48 months, 8000 miles per year
The i3 is a little old in the tooth
as electric cars go but it still
impresses with its standout styling,
sophisticated interior and refinement.
The S model is fun but, given its price,
it could use a little more range, which
is officially 188 miles.

19 MAY 2021 AUTOCAR.CO.UK 69


THE
FULL
WORKS
Mini John Cooper Works GP £12,995
ook beneath the
L surface and there
are some devilishly
interesting hot hatches
with classic potential out there.
First we have the Mini John Cooper
Works GP. Launched in 2012 as the
second-generation Mini was being
pensioned off, just 2000 examples
were made, 459 of them earmarked
for the UK. At first glance, it looks
like another expensive (£29,000)
MORE
POWER
TO YOU
SCOOP
THE
LOOP
70 AUTOCAR.CO.UK 19 MAY 2021
BUY THEM
BEFORE WE DO
limited edition of even more limited
interest. But that’s wrong: it has
an uprated 215bhp version of the
JCW’s 1.6-litre turbocharged engine,
sits lower, has adjustable coilover
suspension (a first for a production
Mini) from Bilstein, more powerful
six-piston brakes, bespoke road-legal
track-day tyres and an aero bodykit
that actually makes a difference.
Inside, it has front Recaro seats
wrapped in Alcantara and behind
Ford Fiesta ST200
£12,200
Drivers of the standard Fiesta ST
could get 197bhp in overboost, but
the ST200 made this as standard,
with overboost taking it to 212bhp.
Combined with a shortened top ratio,
it’s of more than passing interest.
This 2016 car has done 58,000 miles.
Volkswagen Lupo GTI
£5995
The Lupo was a harmless city car, but
in GTI form it grew horns. Its 1.6-litre
engine made just 125bhp but had only
960kg to lug around, so it was able
to outsprint the larger Polo GTI. The
seller of this cherished 2001 example
with 69,000 miles knows its value.
them a strut brace in place of a bench.
Our find is a 2012 car that has
done 64,000 miles. That’s a little
higher than average, but at least that
means it hasn’t been sitting around.
It has only partial service history,
although the vendor claims to have
recently treated it to uprated brake
discs and pads. It’s being privately
sold so is cheaper than dealer ones.
Even so, the price is low enough for
us to want to take it for an extended
100 TO
ONE LONG
SHOT
WILD CARD
test drive and to examine it carefully
from head to toe. After all, its track-
day tyres and lowerable suspension
might well have been used in anger
on a track (note: it has had uprated
front and rear springs fitted). Never
been raced or rallied? Look the seller
in the eye as they answer that one.
Reassuringly, though, it has had a
regular diet of high-quality oil and
is claimed to have proved reliable.
JOHN EVANS
Toyota Yaris GRMN
£17,995
You need to join a queue for a new
GR Yaris so, while you’re waiting,
why not spend some time with its
GRMN predecessor? It’s powered
by a 209bhp supercharged 1.8-litre
engine and only 100 came to the UK.
This is a 2018 car with 11,000 miles.
Abarth Punto Evo
£9000
A Punto with classic potential? Our
find is a 2011-reg with 56,000 miles,
plus a perky and flexible 165bhp
1.4-litre Multiair motor. Where this
Punto really shines is in its grip,
thanks to the understeer-limiting
Torque Transfer Control system.
 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

Could you find me something

multi-coloured for £8000?

TVR SAGARIS Honda Beat £6999

The definition of courage is buying a TVR Sagaris for
£60,000 in an online auction. Of course, the buyer
might have arranged to view the car prior to the sale,
but we know enough about this model’s unreliable
mechanicals to believe they still had their heart in their
mouth when the hammer fell. The Sagaris was the last
car TVR produced, but it was one hell of a finale. Prices
typically start around £65,000, so this bright-looking
example, with its rebuilt (and improved) engine, was,
fingers crossed, a bit of a steal. The odometer showed Morris Oxford £8000
45,000 miles as proof its previous owner enjoyed it. FELIX PAGE Well, James, you can’t say we make it easy for you.
Max looks to have stolen an exhibit from the British Museum,
while I’ve kept things funky with this pint-sized 1990s roadster,
last seen on these pages over a year ago and still inexplicably

FUTURE
for sale. This Honda Beat’s… erm… striking livery lends the
760kg two-seater a welcome degree of extra visibility.

CLASSIC
MAX ADAMS Beating up my choice already, I see. Who could
have a mean thing to say about a lovely pea-over-olive 1959
Morris? Nostalgia is big in the classic car scene, and many of its
members will have fond memories of family trips in an Oxford.
FP Let’s just hope its chassis isn’t so multi-coloured, eh? You’re
right about nostalgia: I can see James haring around in a Beat
wearing his Kappa tracksuit with Blur turned all the way up.
MA I doubt any of Blur’s albums contain a song that would
impress James, whereas my multi-tone Morris will. Plus, it
has a patina that denotes the honest originality that all good
collectors look for.
FP It hardly screams fun, though. Whatever your thoughts on
the Honda’s cartoonish livery, you can be sure that it will get the
phone cameras snapping on your way down the high street.
MA The current owner of this Morris used it as a wedding car,
and everyone takes pictures of that sort of thing.
Plus, all of that chrome is sure to catch some
admiring glances.
Alfa Romeo Giulia Quadrifoglio £36,255 VERDICT
We judged the hot version of the Giulia as one of the most magnificent driver’s saloons in
a decade back in 2016. Its 503bhp twin-turbocharged 2.9-litre V6 engine had plenty to do
with that, of course, but what really impressed us was its all-round ability. “It’s everything Colour me sold on that
you would want a fast Alfa Romeo to be,” we concluded. Our test car cost at least £61,000
when new, but we’ve found a 2017 example with 36,000 miles for a good deal less. There comical Honda.
are others for sale, and we reckon the best will always fetch strong money from the Alfisti. JAMES RUPPERT

19 MAY 2021 AUTOCAR.CO.UK 71


C70’s roll-over
protection
structure (ROPS)
features two
pyrotechnically
charged pop-up
roll hoops.
HANDY DANDY SCANDI
Volvo’s C70 is an eye-catching and useful year-round motor with a hard roof that
folds neatly away and four usable seats – all from just £1500. John Evans reports
oday’s Volvos are a
T good-looking bunch but
previous generations
have had their Greta
Garbos and Ingrid Bergmans, too.
Models such as the C70 of 2006-13.
Well, less Greta perhaps and more
Benny or Björn… Anyway, the fact
remains that the C70 is a handsome
car with a clever folding roof that,
up or down, is well integrated. It
replaced the original C70, launched
in 1996. That car came in coupé
and convertible guises, whereas its
successor is both, plus a full four-
seater, too. (It’s based on a stretched
version of the Ford Focus platform.)
The roof is a three-piece affair
designed by Pininfarina. When
raised, it stiffens the car’s body
considerably. It’s activated by a press
72 AUTOCAR.CO.UK 19 MAY 2021
HOW TO BUY A
VOLVO
C70
of a button on the centre console and
should take around 30 seconds to do
its thing. It looks cool but a downside
is that the boot shrinks from 404 to
200 litres when the roof is folded.
There are two petrol and four
diesel engines in the range. The most
exciting is the 2.5-litre five-cylinder
20-valve turbocharged petrol engine
in the T5. It’s the same as the one in
the Ford Focus ST, albeit detuned to
227bhp. Peak torque of 236lb ft spans
1500rpm to 5000rpm, so it’s flexible,
too. Don’t expect fireworks, though.
The C70’s 1700kg kerb weight sees
to that. The other petrol is a 168bhp
non-turbocharged 2.4 five-cylinder.
It’s much more plentiful than the
T5 and is a sedate and more refined
alternative to the many diesels out
there. Sadly, it was dropped in 2009.
From launch, two oil-burners
were offered: a 134bhp 2.0-litre
four-cylinder and a 177bhp 2.4-litre
five-cylinder, badged D5. In 2009,
the underpowered and unrefined
2.0-litre diesel was replaced by two
turbocharged engines of the same
capacity but with five cylinders. They
are the 148bhp D3 and 174bhp D4.
With 295lb ft of torque, the D4 is as
muscly as the D5.
The diesels are powerful and
economical and outnumber the
petrols by around three to one but
they’re old technology, can suffer
DPF problems and aren’t as nice to
listen to as the petrols when the roof
is down. Most engines are available
with a choice of smooth six-speed
manual or sluggish five-speed
Geartronic automatic gearboxes.
The 2.0-litre diesel engine had
Ford’s more impressive six-speed
Powershift dual-clutch gearbox.
The C70’s interior looks classy but
pared down but is actually very well
equipped, with climate and cruise
control, power windows and high-
end stereo all standard. The 16in and
17in alloy wheels result in a more
comfortable ride than the sportier 18s
on top-spec versions and owners have
been known to replace their larger
alloys with them. Sport trim has
electronic stability control, while SE
has power seats and SE Lux leather
ones. From 2012, LED headlights
became standard. Regarding options
to look out for, the best is the wind
deflector for the rear cabin. Your
passengers will thank you as you
waft along the Torbay Riviera.
 USED CARS
H O W T O G E T O N E I N YO U R GA R AG E

Despite a slightly
minimalist look, An expert’s view
GREG CARPENTER,
rams for oil leaks and that the seals
aren’t perished.
it’s well equipped
CAR PE NTE RS AUTOCAR E
“The Ford C70 I call it. I mean it’s Q I N T E R I O R
closely related to the Ford Focus CC. Make sure the air-con blows cold
The Volvo looks much better, though, because the condensers can be
and it’s certainly classier. I’d buy a troublesome. Check the windows work.
petrol and not one of the diesels. You
don’t want to hear a diesel engine
chugging away when you’ve got the
roof down. The T5 is a very strong
Also worth knowing
The Volvo Owners’ Club (visit
engine but you must keep your eye volvoclub.org.uk) is a good source of
on the belt change intervals. All advice and discounted insurance and
folding roofs can be a pain from time servicing. You have to join to enjoy the
to time but the C70’s is particularly full experience but browsing the public
problematic and can take hours and forums can yield useful information.
lots of money to diagnose and fix.”

Buyer beware… How much to spend

Q E N G I N E
On T5 engines, check for oil-filler
mayonnaise or white smoke, both
suggesting split cylinder liners. Check
the condition of the ancillary belts and
listen for them squeaking, because if
one of them fails, it can take out the
timing belt and wreck the T5 engine.
Diesel engines can suffer fuel pump
and injector problems, resulting
in poor performance and high fuel
consumption. Again on diesels, a high
It looks classy with oil level may indicate regen problems
the roof down but with the DPF. On all engines, check
check it works okay fluid levels, service history and, where
required, evidence of belt and water
pump changes.
Q S U S P E N S I O N , B R A K E S
£ 1 5 0 0 - £2 4 9 9
Choice of early diesels and some 2.4
petrols with high mileages, including
a one-owner 2008 D5 auto with 150k
miles and full service history for £2395.
£2 5 0 0 - £ 4 9 9 9
Mainly 2008-09 diesels with around
80,000 miles.
£5 0 0 0 - £74 9 9
Expect 2010-12 diesels with reasonable
mileages and in good condition.
£75 0 0 - £ 1 0 , 9 9 9
More 2011-2013 D3 and D4 cars here
with mileages around 50,000.
£ 1 1 , 0 0 0 - £ 13 , 0 0 0

Thanks to Greg Carpenter (carpenters.co.uk) and Volvo Owners’ Club (volvoclub.org.uk)

The very best, late, low-mileage cars.
AND WHEELS
The C70 is a heavy car that punishes
the suspension so check that no
springs are broken and listen out for
rattly drop-links. Expect the dampers
to give up at around 90,000 miles.
Under braking, if the discs aren’t
warped, a distinct wobble through the
car is likely to be worn rear bushes in
the front wishbones.

` Q H O O D
The T5 has the same engine as the one in
the Ford Focus ST, albeit detuned to 227bhp
a
Q B O DY
Examine the boot for signs of water
ingress caused by perished roof seals
or those around the rear light clusters.
Ensure door locks are well lubricated.
On the test drive, be sure you can
tolerate the rattles and squeaks from
the roof. Operate it several times,
ensuring it works smoothly. Check the
One we found
V O LV O C 70 T 5 S E , 2 0 0 8 -
R EG, 114 K M I LES , £4 495
A two-owner manual car with some
Polestar performance tweaks and a full
Volvo service history. Its private seller
claims it’s fault-free. As an alternative,
there’s a 2007-reg T5 auto with
87,000 miles for £3200 but it has five
former owners and a faulty roof.
19 MAY 2021 AUTOCAR.CO.UK 73
For full reviews of every car listed here, visit our website, autocar.co.uk
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2.9 BiTurbo Quadrifoglio 503 191 3.9 28.5 230 A4 4dr saloon £30,835–£58,025 AAAAC 3.0 TFSIe quattro 449 155 4.9 100.9-113.0 57-64
Between the various figures produced on the High quality and competent but leaves the dynamic finesse to its 4.0 S8 quattro 571 155 3.8 24.1-24.4 263-265
old-style NEDC, transitional NEDC Correlated Stelvio 5dr SUV £41,255–£73,995 AAAAB rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg 3.0 50 TDI quattro 282 155 5.9 38.7-40.9 180-192
and new-style WLTP laboratory emissions and Alfa’s first SUV is a solid effort. Choosing the petrol version gives it 2.0 35 TFSI 148 139 8.6 40.9-46.3 140-157 3.0 50 TDI quattro LWB 282 155 5.9 38.2-40.4 182-193
fuel economy tests, it has become tricky to charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg 2.0 40 TFSI 187 155 7.3 40.9-44.8 143-187
2.2 Turbo Diesel 190 187 130 7.6 45.6 159 2.0 45 TFSI quattro 242 155 5.6 34.9-35.3 181-184 E-tron 5dr SUV £60,600–£93,500 AAAAB
compare manufacturers’ claimed efficiency 2.2 Turbo Diesel 190 Q4 AWD 187 130 7.6 43.5 169-170 3.0 30 TDI 132 133 9.5 50.4-55.4 133-146 A rounded, uber-luxurious addition to the premium EV niche.
on the latest new cars. When you see a fuel 2.2 Turbo Diesel 210 Q4 AWD 207 134 6.6 42.8 168 2.0 35 TDI 148 136 8.9 50.4-55.4 133-146 LxWxH 4901x1935x1629 Kerb weight 2490kg
economy and CO2 figure reference elsewhere, 2.0 Turbo 200 Q4 AWD 197 134 7.2 30.1 206-209 2.0 40 TDI quattro 187 146 7.4 50.4-54.3 137-148 50 quattro 71kWh 308 118 6.8 190 0
it’s often without explanation. 2.0 Turbo 280 Q4 AWD 276 143 5.7 30.4 208 3.0 S4 TDI 342 155 4.8 40.4-40.9 181-183 55 quattro 95kWh 403 124 5.4 237 0
So, to provide as fair and clear a basis for 2.9 BiTurbo Quadrifoglio 503 197 3.8 24.6 261 S quattro 95kWh 503 130 4.5 223 0
comparison as possible, you’ll only ever read A4 Avant 5dr estate £32,235–£83,170 AAAAC
ALPINA Classy and demure estate lacks the dynamic sparkle of rivals. E-tron Sportback 5dr SUV £69,100–£95,100 AAAAB
WLTP combined fuel economy and CO2 figures B3 4dr saloon/5dr touring £66,665–£68,165 AAAAA LxWxH 4725x1842x1434 Kerb weight 1370kg Quick and classy EV builds on the solid foundations of its more
in Autocar’s first drive reviews, features and Buchloe’s take on 3 Series makes a case for being all the car you 2.0 35 TFSI 148 136 8.9 39.8-44.8 143-162 upright sibling. LxWxH 4901x1935x1616 Kerb weight 2480kg
comparison tests – and on these data pages. could ever need. LxWxH 4620x1811x1430 Kerb weight 1865kg 2.0 40 TFSI 187 148 7.5 39.8-43.5 147-162 50 quattro 71kWH 308 118 6.8 192 0
Those are the aggregated results of four lab 3.0 BiTurbo 462 186-188 3.8-3.9 2.0 45 TFSI quattro 25.9
242 247 155 6.0 33.6-34.4 187-191 55 quattro 95kWh 403 124 5.7 242 0
tests carried out across as many different 3.0 V6 TFSI RS4 Avant 448 155 4.1 28.1-28.2 220-226 S quattro 95kWh 503 130 4.5 224 0
cruising speed ranges – although they’re B5 4dr saloon/5dr touring £95,000–£97,500 AAAAC 2.0 30 TDI 132 131 9.8 49.6-54.3 137-150
Is it the best alternative to an M5? Yes, at least from a practicality 2.0 35 TDI 148 132 9.2 49.6-54.3 137-150 Q2 5dr SUV £23,640–£45,635 AAAAC
sometimes expressed as a range rather than as viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 2.0 40 TDI quattro 187 143-144 7.6-7.9 47.9-52.3 141-154 Audi’s smallest SUV is a decent stepping stone from the A3 to the
one specific figure to show the different results 4.4 V8 BiTurbo 599 200-205 3.5-3.7 23.5 272 3.0 50 TDI Allroad quattro 282 155 5.3 38.2 194 Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg
recorded by the heaviest and lightest available 3.0 S4 TDI quattro 342 155 4.9 1.0 30 TFSI 114 122
39.2-39.8 10.3 44.8-47.1 135-143
186-189
examples of the car in question (depending on B7 4dr saloon £121,850 AAAAC 1.5 35 TFSI 148 131 8.5 42.2-44.8 142-151
optional equipment). A 7 Series with a power boost gives BMW a worthy challenger to A5 2dr coupé £37,900–£87,725 AAAAC 2.0 40 TFSI quattro 187 141 6.5 34.0-34.9 184-187
In road tests, you’ll also see our own the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg Refreshed coupé gets a sharper look and a refreshed interior. Still 2.0 SQ2 TFSI 298 155 4.8 32.8-33.2 192-195
4.4 V8 BiTurbo 599 205 4.2 24.4 264 mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg 1.6 30 TDI 114 122 10.5 47.1-49.6 150-158
independently produced real-world fuel 2.0 35 TFSI 148 140 8.9 41.5-45.6 141-154 2.0 35 TDI quattro 148 131 8.1 45.6-47.9 155-163
economy test results for comparison with the D5 S 4dr saloon £64,355 AAAAC 2.0 40 TFSI 187 150 7.2 41.5-47.1 141-154
lab test claims. We produce an average, track The excellent 5 Series receives some Alpina tweaking to make it a 2.0 45 TFSI quattro 242 155 4.8 34.9-38.8 180-184 Q3 5dr SUV £30,310–£61,585 AAABC
and touring figure for each car we test, as often brilliant cruiser. LxWxH 4956x1868x1466 Kerb weight 1870kg 2.9 V6 TFSI RS5 quattro 443 155 3.9 29.4-30.4 211-218 Typically refined and competent but feels more like an A3 than an
as possible on a brim-to-brim test basis. 3.0 BiTurbo 345 171 4.9 38.2 192 2.0 35 TDI 163 162 8.2 51.4-55.4 133-144 Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg
While ‘average’ represents the overall 2.0 40 TDI quattro 187 146 7.4 50.4-54.3 135-146 1.5 35 TFSI 148 128-131 9.2-9.6 38.7-42.2 153-166
XD3 5dr SUV £57,925 AAAAC 3.0 V6 S4 TDI quattro 345 155 4.8 40.4-40.9 180-184 2.0 40 TFSI quattro 187 136 7.4 31.0-32.5 197-207
economy returned by a new car over a full road Pleasant BMW SUV impressively enhanced with the usual Alpina 2.0 45 TFSI quattro 227 144 6.3 31.0-31.7 201-205
test and ‘track’ is relevant only to intensive toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg A5 Sportback 5dr coupé £37,900–£87,725 AAAAC 2.5 RS Q3 quattro 396 155 4.5 27.7-28.8 222-230
performance testing (the length and conditions 3.0 BiTurbo 330 158 4.9 31.4 328 Refined, good-looking four-door coupé is sadly short on charm and 2.0 35 TDI 148 128 9.2 47.9-49.6 150-154
of which can vary slightly), ‘touring’ gives finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 2.0 35 TDI quattro 148 131 9.3 39.2-40.9 182-188
ALPINE 2.0 35 TFSI 148 139 9.1 40.9-44.8 144-158 2.0 40 TDI quattro 188 137 8.0 37.7-40.4 84-195
the best guide of the kind of economy you
might see from a car at a steady 70mph A110 2dr coupé £48,990–£59,740 AAAAA 2.0 40 TFSI 187 150 7.5 40.9-44.8 143-158
A much, much greater car and achievement than the sum of its 2.0 45 TFSI quattro 242 155 5.8 34.4-35.3 183-187 Q3 Sportback 5dr SUV £33,035–£62,735 AAABC
motorway cruise. parts suggests. LxWxH 4180x1980x1252 Kerb weight 1080kg 2.9 V6 TFSI RS5 Quattro 448 155 3.9 28.8-29.7 215-222 A more sporting take on the compact SUV, with similarly stable
We do real-world efficiency and range 1.8 Turbo 248 155 4.5 39.2 162 2.0 35 TDI 148 135 9.1 50.4-54.3 135-147 handling. LxWxH 4500x1856x1567 Kerb weight 1460kg
testing on electric cars, too, expressing the 1.8 Turbo S 288 162 4.4 38.7 163 2.0 40 TDI quattro 187 146 7.6 49.6-54.3 137-149 1.5 35 TFSI 148 126 9.6 39.2-41.5 154–163
former in terms of miles per kilowatt hour, 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4 183-187 2.0 40 TFSI quattro 188 136 7.4 30.7-32.1 199-208
ARIEL 2.0 45 TFSI quattro 227 144 6.5 31.4-32.1 200-208
as manufacturers do increasingly widely
by convention. Atom 0dr open £39,950 AAAAB A5 Cabriolet 2dr open £42,015–£64,055 AAAAC 2.5 RS Q3 quattro 396 155 4.5 27.7-28.5 223-231
Simple, purist concept remains but everything else has changed… More practical than smaller options. Lower-powered, steel-sprung 2.0 35 TDI 148 126 9.3 48.7-51.4 145–152
S TA R R AT I N G S E X P L A I N E D
for the better. LxWxH 3520x1880x1122 Kerb weight 595kg trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 35 TDI quattro 148 126 9.3 40.4-44.8 166-183
2.0 turbo 320 162 2.8 NA NA 2.0 35 TFSI 150 136 9.8 38.7-40.4 160-165 2.0 40 TDI quattro 188 134 8.3 38.2-39.8 185-195
2.0 40 TFSI 187 150 7.9 38.7-40.4 160-165
CCCCC Inherently dangerous/unsafe. Tragically, Nomad 0dr open £38,000 AAAAA 2.0 45 TFSI quattro 242 155 6.5 32.8-33.2 192-196 Q5 5dr SUV £43,950–£71,750 AAAAC
irredeemably flawed. Well inside the top 10 list of our favourite cars. A revelation and a 2.0 40 TDI quattro 187 145 8.0 47.1-48.7 152-157 Appealing combination of Audi allure, affordable SUV practicality
BCCCC Appalling. Massively significant failings. riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg
ACCCC Very poor. Fails to meet any accepted 2.4 K24 i-VTEC 235 125 3.4 NA AAAAC 2.0 45 TFSI quattro
NA A6 4dr saloon £38,520–£79,375
242 147 6.4 31.0-33.6 191-206
Supremely well-constructed but a bit soulless to drive. A smart 2.0 50 TFSIe quattro 249 148 6.1 128.4 49
class boundaries. ASTON MARTIN office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg 2.0 55 TFSIe quattro 363 148 5.3 108.6 56
ABCCC Poor. Within acceptable class Vantage 2dr coupé/2dr open £122,805–£127,005 AAAAB 2.0 45 TFSI quattro 242 155 6.0 35.3-37.2 172-182 2.0 40 TDI quattro 187 136 8.1 41.5-44.8 165-179
boundaries in a few areas. Still not The faster, cleverer, more hardcore entry-level Aston tops its 2.0 50 TFSIe quattro 299 152 5.5 166.0-177.0 36-38 3.0 SQ5 TDI quattro 344 155 5.1 32.8-34.4 216-224
recommendable. class. LxWxH 4465x1942x1273 Kerb weight 1630kg 3.0 55 TFSI quattro 335 155 5.1 32.8-34.9 184-196
4.0 V8 503 190-195 3.6-3.8 11.6 236 2.0 40 TDI 201 152 8.1 47.9-51.4 145-155 Q5 Sportback 5dr SUV £44,145–£72,180 AAABC
AACCC Off the pace. Below average in nearly 2.0 40 TDI quattro 201 153 7.6 45.6-47.9 155-163 Reduced accommodation and practicality, but still a refined and
all areas. DB11 2dr coupé/2dr open £152,805–£165,130 AAAAA 2.0 45 TDI quattro Allroad 228 155 6.7 38.2 193 solid steer. LxWxH 4689x1893x1660 Kerb weight 2010-2150kg
AABCC Acceptable. About average in key areas, The stunning replacement for the already seductive DB9 is tyre- 3.0 50 TDI quattro 282 155 5.5 38.7-40.4 183-191 2.0 45 TFSI quattro 263 149 6.1 31.7-33.6 192-202
but disappoints. shreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg 3.0 S6 TDI quattro 344 155 5.0 36.2 203-205 2.0 50 TFSIe quattro 297 148 6.1 176.6-188.3 36-38
4.0 V8 503 187 4.0 10.8 230 2.0 55 TFSIe quattro 364 148 5.3 156.9-166.2 41-42
AAACC Competent. Above average in some 5.2 V12 AMR 630 208 3.7 13.4 265 A6 Avant 5dr estate £40,620–£112,840 AAAAC 2.0 40 TDI quattro 201 137 7.6 42.2-44.8 166-176
areas, average in others. Outstanding A capable and high-tech throwback that’s a timely reminder of 3.0 SQ5 TDI quattro 336 155 5.1 33.2-34.4 216-222
in none. DBS Superleggera 2dr coupé/open £231,730–£249,730 AAAAA what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg
AAABC Good. Competitive in key areas. Effortlessly fast, intoxicating to drive: the big Aston is better than 2.0 45 TFSI quattro 242 155 6.2 34-36.2 177-189 Q7 5dr SUV £56,935–£96,880 AAAAC
ever. LxWxH 4712x2146x1280 Kerb weight 1693kg 3.0 55 TFSI quattro 335 155 5.3 31.7-34.0 189-201 Unengaging to drive and light on feel, but the cabin is both huge
AAAAC Very good. Very competitive in key 5.2 V12 715 211 3.7 13.5 306 4.0 RS6 quattro 596 174 3.6 22.2-22.8 281-289 and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg
areas, competitive in secondary 2.0 40 TDI 201 149 8.3 45.6-49.6 150-162 3.0 V6 55 TFSI quattro 338 155 5.9 25.4-27.4 233-253
respects. DBX 5dr SUV £160,230 AAAAB 2.0 40 TDI quattro 201 150 7.8 44.1-46.3 159-167 3.0 V6 55 TFSIe quattro 376 149 5.9 TBC TBC
AAAAB Excellent. Near class-leading in key Doesn’t try to be the biggest, fastest SUV, and may be all the more 3.0 50 TDI quattro 282 155 5.7 38.2-39.8 187-195 4.0 SQ7 quattro 435 155 4.1 29.4-30.1 245-251
appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg 3.0 S6 TDI quattro 344 155 5.1 35.3 209 3.0 V6 45 TDI quattro 228 142 7.3 32.1-34.0 217-230
areas and in some ways outstanding. 4.0 V8 550 181 4.5 19.7 269 3.0 V6 50 TDI quattro 282 152 6.3 32.1-34.0 217-230
AAAAA Brilliant, unsurpassed. All but flawless. A7 Sportback 5dr coupé £48,085–£115,990 AAABC
AU D I Easy on the eye and to live with, but let down by stolid dynamics. Q8 5dr SUV £70,800–£123,100 AAAAC
A1 Sportback 5dr hatch £18,920–£31,760 AAABC LxWxH 4969x1908x1422 Kerb weight 1880kg Striking and effective coupé-SUV range-topper leaves us wanting
ABARTH Quite pricey, but a rounded car with plenty of rational appeal. 2.0 45 TFSI quattro 242 155 6.2 35.3-36.2 177-183 more. LxWxH 4986x1995x1705 Kerb weight 2145kg
595 3dr hatch/2dr open £17,310–£28,440 AAABC LxWxH 4029x1746x1418 Kerb weight 1105kg 2.0 50 TFSIe quattro 299 155 6.3 134.5-141.2 46-47 3.0 V6 55 TFSI quattro 335 155 5.9 25.9-26.4 243-248
The Fiat 500’s Abarth makeover makes it a true pocket rocket. 1.0 25 TFSI 94 118 10.8 48.7-50.4 128-133 3.0 55 TFSI quattro 335 155 5.3 32.1-34.0 189-199 4.0 SQ8 quattro 503 155 4.1 31.0-31.7 234-239
LxWxH 3657x1627x1485 Kerb weight 1070kg 1.0 30 TFSI 114 126 9.5 46.3-51.4 124-139 4.0 RS7 quattro 596 174 3.6 22.2-23.0 280-287 4.0 V8 RS Q8 quattro 592 155 3.8 20.2-20.5 314-318
1.4 T-jet 145 143 130 7.8 38.7-39.2 162-164 1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 2.0 40 TDI 201 152 8.3 47.9-49.6 150-156 3.0 V6 50 TDI quattro 282 152 6.3 32.8-33.2 222-226
1.4 T-jet 165 Turismo 162 135 7.3 37.7-38.2 161-166 2.0 40 TFSI 197 146 6.5 40.4 158 2.0 40 TDI quattro 201 155 7.0 45.6-47.1 158-163
1.4 T-jet 180 Competizione 177 140 6.9 36.7 171 3.0 50 TDI quattro 282 155 5.7 38.2-39.8 186-193 TT 2dr coupé £34,770–£66,080 AAAAC
1.4 T-jet 180 Essesse 177 140 6.7 36.7 171 A3 Sportback 5dr hatch £23,300–£50,310 AAAAC 3.0 S7 TDI quattro 344 155 5.1 35.3-35.8 205-208 Still serves up plenty of pace, style and usability for the money. It’s
All the above but with the added convenience of a usefully larger better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg
695 3dr hatch/2dr open £30,650 AAABC boot. LxWxH 4313x1785x1426 Kerb weight 1180kg A8 4dr saloon £73,330–£117,310 AAAAC 2.0 40 TFSI 194 155 6.6 40.4-41.5 154-158
A convincing track-day 500 with decent dynamic ability, but overly 1.0 30 TFSI 114 128 9.9 48.7-52.3 124-132 Technical tour de force benefits from Audi’s knack of making very 2.0 45 TFSI 242 155 5.8-5.9 38.7-39.2 162-167
firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg 1.5 35 TFSI 148 137 8.2 44.8-48.7 132-142 good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg 2.0 45 TFSI quattro 242 155 5.2 34.9-35.8 180-184
1.4 T-jet 180 Rivale 177 140 6.7 36.2-36.7 171 2.0 TFSI RS3 quattro 394 155 4.1 29.7 214-216 3.0 55 TFSI quattro 335 155 5.6 28.2-29.4 217-228 2.0 50 TFSI quattro TTS 302 155 4.5 34.9-35.3 180-183
1.6 30 TDI 114 126 10.4 61.4-68.7 111-119 3.0 55 TFSI quattro LWB 335 155 5.7 28.2-29.1 219-228 2.5 TT RS quattro 395 155 3.7 30.7 208-210
A L FA R O M E O 1.5 35 TDI 148 135 8.1 56.5-61.4 119-131
Giulietta 5dr hatch £22,495–£23,370 AAACC TT Roadster 2dr open £34,320–£67,830 AAAAC
Long in the tooth but still seductive, shame it’s not rounded or A3 Saloon 4dr saloon £25,265–£51,310 AAAAC Plenty of pace and driver reward, along with prestige and design-
lavish enough. LxWxH 4351x1798x1465 Kerb weight 1305kg Undercuts the case to own an A4. Upmarket interior and good to icon style. LxWxH 4191x1966x1355 Kerb weight 1455kg
1.4 TB 120 118 121 9.4 38.2 168-172 drive. LxWxH 4458x1796x1416 Kerb weight 1240kg 2.0 40 TFSI 194 155 6.9 39.2-40.4 159-163
1.6 JTDM-2 120 148 121 10.0 49.6 144-148
1.0 30 TFSI 114 131 9.9 50.4-52.3 123-128 2.0 45 TFSI 242 155 6.0-6.1 37.2-38.2 168-172
1.5 35 TFSI 148 139 8.2 46.3-48.7 132-139 2.0 45 TFSI quattro 242 155 5.5 33.6-34.4 185-190
Giulia 4dr saloon £34,995–£67,995 AAAAB 2.0 TFSI RS3 quattro 394 155 4.1 29.7-30.1 213-214 2.0 50 TFSI quattro TTS 302 155 4.8 34.0-34.4 185-188
Handsome and special dynamically but lacks finesse and comes 1.6 30 TDI 114 131 10.4 64.2-67.3 137-143 2.5 TT RS quattro 395 155 3.9 29.7-30.1 214-215
as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg 1.5 35 TDI 144 150 8.4 57.6-61.4 120-127
2.0 Turbo Petrol 200 197 146 6.6 36.2 176-184
2.0 Turbo Petrol 280 276 149 5.7 33.6 195
2.2 Turbo Diesel 160 158 137 8.2 53.3 135
2.2 Turbo Diesel 190 187 143 7.1 52.3 143

74 AUTOCAR.CO.UK 19 MAY 2021

 N E W CAR PR I CES
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2 Series Gran Tourer 5dr MPV £28,955–£39,475 AAAAB C3 Aircross 5dr hatchback £17,015–£22,145 AAABC
Brings a proper premium MPV to the table. Third-row seats aren’t Funky-looking C3 gets a jacked-up, rugged SUV look.
adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg LxWxH 4155x1765x1637 Kerb weight 1088kg
218i 134 127 9.5-9.8 42.2-42.8 150-152 1.2 PureTech 110 107 115 11.3 51.5 141-143
220i 181 137 7.8 40.4-40.9 157-158 1.2 PureTech 130 127 124 10.4 47.3 150
216d 114 119 11.8 55.4-56.5 132-133 1.5 BlueHDi 100 96 109 12.8 62.7 126-128
218d 148 127 9.6 53.3-54.3 137-138
220d 187 138 8.2 51.4-52.3 143-144 C4 5dr hatchback £20,990–£34,330 AAACC
220d xDrive 187 135 8.0 49.6 150 Interesting to look at but soft and unrewarding to drive. Electric
ë-C4 is better. LxWxH 4355x1800x1525 Kerb weight 1247kg
3 Series 4dr saloon £31,590–£74,755 AAAAA 1.2 PureTech 99 TBC TBC TBC 122
Latest 3 Series has a growth spurt, but size is no obstacle for an 1.2 PureTech 130 128 TBC TBC 54.7 120
engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg 1.2 PureTech 155 153 TBC TBC TBC 133
318i 152 138 8.4 44.1 145-146 1.5 BlueHDi 108 TBC TBC TBC 114-115
R8 2dr coupé £117,325–£157,030 AAAAC 320i 181 146 7.1 44.1 144-146 X1 5dr SUV £29,930–£40,580 AAAAC 1.5 BlueHDi 130 129 TBC TBC 64.9 119
Usable but no less involving or dramatic for it. V10 is deliciously 320i xDrive 181 142 7.6 41.5-42.2 153-154 Pick of the premium bunch but a tad unrefined and has ordinary ë-C4 50kWh 134 93 9.7 227 0
brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg 330i 254 155 5.8 40.9-42.8 150-156 handling. LxWxH 4439x1821x1598 Kerb weight 1395kg
5.2 V10 RWD 538 201 3.7 22.2 288 330e 288 143 5.9 188.3-201.8 37-38 sDrive18i 138 127 9.7 42.8 149-150 Grand C4 Spacetourer 5dr MPV £26,225–£32,320 AAAAC
5.2 V10 FSI quattro 567 201 3.4 21.9 294 330e xDrive 288 143 5.9 TBC TBC sDrive20i 189 138 7.4 40.9 156-157 Alternative MPV offers something fresh, comfy, spacious and
5.2 V10 Performance q’tro 610 205 3.1 21.7 295-296 M340i xDrive 369 155 4.4 34.9 185 xDrive20i 189 TBC 7.7 38.2-38.7 166-167 quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg
M3 Competition 503 155 3.9 28.2 229 xDrive25e 218 120 6.9 134.5-148.7 50-51 1.2 PureTech 130 126 125-128 10.8 46.9 143-145
R8 Spyder 2dr open £126,015–£165,720 AAAAC 318d 148 132 8.3-8.4 52.6-62.8 117-129 sDrive18d 148 126 9.3-9.4 55.4 133-134 1.5 BlueHDi 130 126 130 11.3 60.1 136-137
Taking the roof off the R8 enhances the drama tenfold. 320d 187 146 6.8-7.1 56.5-60.1 124-131 xDrive18d 148 126 9.3-9.4 50.4-51.4 145-146 2.0 BlueHDi 160 158 130 9.2 47.0 160-161
LxWxH 4426x1940x1245 Kerb weight 1680kg 320d xDrive 187 144 6.9 54.3-56.5 130-136 xDrive20d 187 136 7.8 49.6 148-149
5.2 V10 RWD 538 200 3.8 20.9 307 330d 263 155 5.5 47.1-49.6 150-156 C5 Aircross 5dr SUV £24,350–£35,850 AAABC
5.2 V10 quattro 567 200 3.5 20.5 313 330d xDrive 263 155 5.1 47.1 157-158 X2 5dr SUV £30,910–£46,775 AAAAC Smooth-riding SUV has an easy-going nature, but not the most
5.2 V10 Performance q’tro 610 204 3.2 20.3 315 M340d xDrive 338 155 4.6 46.3 160 Proves crossovers aren’t always worse than the hatchbacks on dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg
which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg 1.2 PureTech 130 129 117 10.5 44.2 149-151
BAC 3 Series Touring 5dr estate £33,415–£52,375 AAAAB sDrive18i 138 127 9.6 42.8-43.5 148-150 1.6 PureTech 225 PHEV 223 140 TBC 184.0 50
Mono 0dr open £165,125 AAAAB Towering everyday appeal. Arguably the best all-rounder sensible sDrive20i 189 141 7.7 40.9-41.5 154-156 1.5 BlueHDI 130 129 117 10.4 57.3 138-139
An F-22 Raptor for the road, only significantly better built. money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg xDrive20i 189 TBC 7.6 38.7-39.2 164-166 2.0 BlueHDI 180 174 131 9.4 47.3 163-165
LxWxH 3952x1836x1110 Kerb weight 580kg 318i 152 137 8.7 42.2 152-153 xDrive25e 220 121 6.8 156.9 40-41
2.5 VVT 305 170 2.8 NA NA 320i 181 143 7.5 42.2 152-153 M35i 302 155 4.9 34.4 187 Berlingo 5dr MPV £21,875–£28,880 AAAAB
330i 254 155 5.9 39.2-40.9 156-163 sDrive18d 148 129 9.3-9.8 55.4 132-134 Boxy, slightly quirky and immensely practical van-based car
BENTLEY 330e 292 143 5.9 176.6-201.8 32-37 xDrive18d 148 128 9.2 50.4-51.4 144-146 returns to top form. LxWxH 4403x1921x1849 Kerb weight 1398kg
Continental GT 2dr coupé £160,130–£209,230 AAAAC 330e xDrive 292 140 5.9 156.9-176.6 37-42 xDrive20d 185 137 7.7 49.6-50.4 147-149 1.2 PureTech 110 108 109 11.5 42.0-43.5 154-160
Refined and improved in every area, making the Conti a superb M340i xDrive 371 155 4.5 33.6 191 1.5 BlueHDI 100 101 109 12.3 55.6 141-148
grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg 318d 148 133 8.8 57.6-58.9 126-127 X3 5dr SUV £42,115–£80,225 AAAAC 1.5 BlueHDI 130 128 116 10.3 54.2 144-149
4.0 V8 542 198 3.9 23.9 268 320d 188 142 7.1-7.9 54.3-57.6 115-121 Continues where the last one left off. Dynamically good and more
6.0 W12 626 207 3.6 20.8 308 320d xDrive 188 142 7.4 51.4-54.3 136-143 luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg CUPRA
330d 263 140 5.6 45.6-47.1 158-163 xDrive20i 181 134 8.3 35.3-35.8 179-181 Leon 5dr hatch £34,495–£36,225 AAABC
Continental GTC 2dr open £175,930–£224,630 AAAAB 330d xDrive 261 155 5.4 43.5-44.8 166-171 xDrive30e 288 130 6.1 134.5 51-54 PHEV powertrain is effective but makes for a confused take on the
Immensely capable and refined open-top cruiser with effortless M340d xDrive 340 155 4.8 44.8 165 xDrive M40i 355 155 4.8 31.4 204 hot hatch formula. LxWxH 4398x1799x1467 Kerb weight 1596kg
performance. LxWxH 4850x2187x1399 Kerb weight 2414kg X3M Competition 503 155 4.1 24.8 261 1.4 eHybrid 241 140 6.7 TBC TBC
4.0 V8 542 198 4.0 23.3 275 4 Series 2dr coupé £40,060–£76,055 AAAAC xDrive20d 187 132 8.0 47.1-47.9 154-156
6.0 W12 626 207 3.7 20.2 336 A talented GT and brilliant B-road steer that’s very well equipped. xDrive30d 261 149 5.8 45.6 161-163 Leon Estate 5dr hatch £34,495–£36,225 AAABC
LxWxH 4768x1852x1383 Kerb weight 1475kg xDrive M40d 321 155 4.9 43.5 171 More practical version of the most potent Leon blows as hot and
Flying Spur 4dr saloon £156,130–£215,430 AAAAB 420i 181 149 7.5 42.2-44.1 146-151 cold as the hatch. LxWxH 4657x1799x1463 Kerb weight TBC
New from the ground up, with the looks and technology of a class 430i 254 155 5.8 40.4-42.2 153-159 X4 5dr SUV £45,775–£83,145 AAABC 1.4 eHybrid 241 140 7 TBC TBC
winner. LxWxH 5316x1879x1483 Kerb weight 2437kg M440i xDrive 369 155 4.5 36.7 175 Downsized X6 is respectable enough if not lovable, but the X3 is a
6.0 W12 632 207 3.8 19.1 337 M4 Competition 503 155 3.9 28.2 228 better option. LxWxH 4671x1881x1624 Kerb weight 1735kg Ateca 5dr hatch £39,050 AAABC
420d 187 143 7.1 58.9-61.4 121-126 xDrive M40i 336 155 4.9 31.7 203 First model from Seat’s stand-alone performance brand has decent
Bentayga 5dr SUV £151,830–£183,650 AAAAB 420d xDrive 187 148 7.4 55.4-57.6 129-135 X4M Competiton 503 155 4.1 24.8 259 pace and precision. LxWxH 4376x1841x1615 Kerb weight 1615kg
Crewe’s first attempt at an SUV remains ahead of most luxury xDrive20d 187 131 8.0 47.1-47.9 161-165 2.0 TSI 300 296 153 5.2 32.5 197
rivals. LxWxH 5140x1998x1742 Kerb weight 2505kg 4 Series Convertible 2dr open £45,785–£54,005 AAAAC xDrive30d 254 145 5.8 45.6-46.3 159-163
4.0 V8 542 171 4.5 21.7 302 Previous-gen grand tourer with the ability to remove the roof has xDrive M40d 322 155 4.9 43.5 169 Formentor 5dr SUV £27,395–£43,840 AAAAC
real talent. LxWxH 4640x1825x1384 Kerb weight 1700kg Bespoke SUV delivers a well-rounded, sure-footed and rewarding
BMW 420i 181 146 8.2-8.4 34.0-35.8 181-183 X5 5dr SUV £60,710–£113,045 AAAAC drive. LxWxH 4450x1839x1511 Kerb weight 1569kg
1 Series 5dr hatch £25,360–£37,685 AAAAB 430i 248 155 6.3-6.4 32.8-35.3 183 More capable, convenient, refined and classy SUV that’s a more 1.5 TSI 150 148 127 8.9 43.5-44.8 143-148
May not drive like a traditional BMW but delivers on upmarket hatch 440i 321 155 5.4 29.7-30.4 194 satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg 2.0 TSI 310 310 155 4.9 32.8-33.2 193-194
values. LxWxH 4319x1799x1434 Kerb weight 1365kg M4 Competition 444 155 4.3-4.5 26.9-28.0 229 xDrive40i 335 155 5.5 27.7-28.2 227-231
118i 138 132 8.5 46.3-47.1 130-134 420d 187 146 8.1-8.2 44.1-46.3 160 xDrive45e 282 155 5.6 188.3-235.4 31 DACIA
128ti 261 155 6.1 40.9 157 430d 254 155 5.9 39.2-39.8 180 M50i 523 155 4.3 27.3 276 Sandero 5dr hatch £7995–£11,995 AAABC
M135i xDrive 302 155 4.8 36.2 177 435d xDrive 308 155 5.2 37.7-38.2 189 X5M Competition 623 155 3.8 22.1 304 A clever budget prospect but its limitations are unavoidable, even
116d 114 TBC 10.1-10.3 60.1-62.8 119-123 xDrive30d 261 130 6.8 41.5-42.2 175-179 after a facelift. LxWxH 4088x1848x1499 Kerb weight 1009kg
118d 148 134 8.4-8.5 58.9-60.1 123-127 4 Series Gran Coupé 4dr coupé £36,660–£49,440 AAAAC xDrive40d 340 152 5.5 38.7-39.2 192-196 1.0 SCe 75 66 98 16.7 TBC 120
120d 187 144 7.3 55.4-57.6 129-133 Essentially a prettier 3 Series. Good, but not better than the 1.0 TCe 90 111 11.7 TBC 120
120d xDrive 187 TBC 7.0 52.3-53.3 139-142 regular saloon. LxWxH 4640x1825x1404 Kerb weight 1520kg X6 5dr SUV £62,410–£115,745 AAABC 1.0 TCe Bi-Fuel 99 114 11.6 TBC 123
420i 181 146 7.5-7.7 34.9-37.1 172-173 The world’s first off-road coupé, but appearances make it difficult
2 Series 2dr coupé £27,105–£75,355 AAAAB 420i xDrive 181 144 7.8-8.1 25.8-33.2 182-183 to love. LxWxH 4909x1989x1702 Kerb weight 2065kg Sandero Stepway 5dr hatch £10,995–£13,795 AAABC
A proper compact coupé now. Could be better equipped, however. 430i 248 155 5.9 34.4-37.2 174 xDrive40i 338 155 5.5 28.0-28.5 225-230 A more expensive and slightly more rugged cheap car – but still
LxWxH 4432x1774x1418 Kerb weight 1420kg 440i 321 155 5.1 30.7-31.7 188 M50i 523 155 4.3 23.5 272 limited. LxWxH 4099x1848x1535 Kerb weight 1040kg
218i 134 130 8.8-8.9 37.2-38.2 168-172 420d 187 146 7.4-7.6 46.3-51.4 151-152 X6M Competition 623 155 3.8 22.4 287 1.0 TCe 88 107 12 TBC 127
220i 181 143 7.2 37.2-37.7 170-174 420d xDrive 187 144 7.5 43.5-46.3 160 xDrive30d 254 143 6.7 42.2-42.8 172-176 1.0 TCe 100 Bi-Fuel 99 109 11.9 TBC 130-131
M240i 335 155 4.6-4.8 32.5 197 430d 254 155 5.6 40.9-41.5 174 xDrive40d 340 154 5.5 38.7-39.8 187-191
M2 Competition 404 155 4.2-4.4 28.5 225 430d xDrive 254 155 5.3 38.2-39.2 185 Logan MCV 5dr estate £10,745–£12,105 AAACC
M2 CS 448 174 4.0 28.5 226 435d xDrive 308 155 4.8 39.2-39.8 183 X7 5dr SUV £77,670–£95,745 AAAAC Lacks its stablemates’ charms but retains their cheapness.
BMW’s largest SUV yet crowns the line-up, but faces strong LxWxH 4501x1733x15212 Kerb weight 980kg
2 Series Convertible 2dr open £30,675–£45,385 AAABC AAAAB competition. LxWxH 5151x2000x1805 Kerb weight 2395kg
5 Series 4dr saloon £39,270–£102,325 0.9 TCe 90 89 109 11.1 47.1-47.9 131
Better than its 1 Series forebear but lacks truly distinguishing The perfect compromise between the comfy E-Class and dynamic xDrive40i 338 155 6.1 28.7 249-250 1.0 TCe 100 Bi-Fuel 99 114 11.6 46.2 116
premium qualities. LxWxH 4432x1774x1413 Kerb weight 1440kg XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg M50i 523 155 4.7 22.1 290
218i 134 130 9.4-9.6 35.3-36.2 177-181 520i 181 146 7.8 44.8-45.6 142-145 xDrive40d 340 152 6.1 36.2 203-204 Logan MCV Stepway 5dr estate £12,945–£13,745 AAABC
220i 181 143 7.7 34.9-35.8 180-184 530e 288 146 5.9 117.7-128.4 32-43 Given a rugged makeover but still lacks charm. Extremely
M240i 335 155 4.7-4.9 31.4 204 530e xDrive 288 146 5.9 TBC TBC i3 5dr hatch £39,690–£42,220 AAAAB practical, though. LxWxH 4528x1761x1559 Kerb weight 1090kg
M550i xDrive 528 155 3.8 25.9 247 Our favourite high-end small car happens to be an EV, and it could 0.9 TCe 90 89 104 12.4 44.3 138-139
2 Series Gran Coupé 4dr saloon £26,780–£38,525 AAACC M5 Competition 616 155 3.3 25.4 252 change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg 1.0 TCe 100 Bi-Fuel 99 108 TBC TBC 134
Blends 1 Series platform with rakish looks, but lacks the coupé’s 520d 187 147 7.5 57.6-58.9 126-129 120Ah 167 93 7.3 181 0
driver appeal. LxWxH 4526x1800x1420 Kerb weight 1350kg 520d xDrive 187 144 7.6 54.3-55.4 132-135 120Ah S 180 99 6.9 175 0 Duster 5dr SUV £11,245–£20,145 AAABC
218i 138 134 8.7 46.3-47.1 136-138 530d xDrive 261 155 5.4 51.4-52.3 143-145 A value champion. If cheap family transport is what you require,
M235i xDrive 302 155 4.9 37.2 172 iX3 5dr SUV £58,850–£61,850 AAAAC the Duster delivers. LxWxH 4341x1804x1633 Kerb weight 1147kg
218d 148 138 8.6 58.9-60.1 123-125 5 Series Touring 5dr estate £41,845–£62,455 AAAAB All-electric SUV is brisk, agile, refined and versatile. 1.0 TCe 90 89 103 13.5 46.3 139
220d 188 148 7.5 56.5-57.6 129-131 The excellent 5 Series made in more practical form. The 520d is LxWxH 4584x1852x1640 Kerb weight 2185kg 1.3 TCe 130 128 120 10.6 45.6 141
still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg 80kWh 282 112 6.8 TBC 0 1.3 TCe 150 148 125 9.7 44.8 143
2 Series Active Tourer 5dr hatch £27,040–£38,775 AAAAC 520i 181 139 8.2 40.4-42.2 152-160 1.0 TCe 100 Bi-Fuel 99 106 14.4 TBC 146
BMW’s FWD hatch is a proper contender but not as practical as 540i xDrive 335 155 5.1 34.9-35.8 179-185 Z4 2dr coupé £38,745–£51,270 AAAAC 1.5 dCi 115 113 113 10.3 57.7 128
some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg 520d 187 147 7.8 52.3-55.4 134-142 Better to drive than ever but makes a better open-top cruiser than 1.5 dCi 115 4x4 113 108 12.1 51.4 143
218i 134 127 9.3 44.1-44.8 143-145 520d xDrive 187 144 7.9 49.6-52.3 140-148 a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg
220i 181 142 7.4 42.2 151-153 530d 261 155 5.8 47.9 154 sDrive20i 195 155 6.6 39.8-40.4 160-161 DS
225xe 248 125 6.7 88.3-100.9 44 530d xDrive 261 155 5.6 46.3-47.9 160 sDrive30i 255 155 5.4 39.8 161-162 3 Crossback 5dr SUV £22,955–£38,600 AAABC
216d 114 121 11.1 58.9 125-126 sDrive M40i 338 155 4.6 35.8 181 First foray into compact SUVs comfortably competes with more
218d 148 129 9.0-9.1 56.5 130-132 7 Series 4dr saloon £71,725–£90,465 AAAAC established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg
220d 187 141 7.6 54.3 136-137 Rules on in-car entertainment and diesel sophistication; otherwise C AT E R H A M 1.2 PureTech 100 98 112 10.9 80.4 127
220d xDrive 187 138 7.5 51.4 144-145 too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg Seven 2dr open £26,490–£53,885 AAAAB 1.2 PureTech 130 128 124 9.2 47.1 141
740i 338 155 5.5 34-35.8 180-190 The 360 is the sweet spot, giving the Seven just the right hit of 1.2 PureTech 155 153 129 8.2 46.6-52.0 127-143
750i xDrive 527 155 4.0 26.4 243-245 performance. LxWxH 3100x1575x1090 Kerb weight 490kg 1.5 BlueHDI 100 98 112 11.4 62.7 123
745e 283 155 5.1-5.2 104.6-141.2 46 1.6 Sigma Ti-VCT 270 135 122 5.0 NA NA 50kWh E-Tense 132 93 8.7 191-206 0
730d 261 155 6.1 49.6-51.4 144-148 1.6 Sigma Ti-VCT 310 152 127 4.9 NA NA
730d xDrive 261 155 5.8 47.1-47.9 155-158 2.0 Duratec 360 180 130 4.8 NA NA 7 Crossback 5dr SUV £32,370–£46,550 AAABC
740d xDrive 315 155 5.2 46.3-47.1 158-159 2.0 Duratec 420 210 136 3.8 NA NA DS’s first premium SUV certainly has the right price tag, equipment
2.0 Supercharged 620S 310 145 3.4 NA NA and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg
8 Series 2dr coupé/2dr open £74,640–£133,380 AAAAC 2.0 Supercharged 620R 310 155 2.8 NA NA 1.2 PureTech 130 129 122 10.2 42.2-46.0 143-152
Has dynamism to spare but not quite the breadth of ability of the 1.6 PureTech 180 178 137 8.9 42.2 152
best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg CITROEN 1.6 E-Tense 295 149 5.9 176.6-201.8 32-40
840i 335 155 5.0 33.2-33.6 193-194 C1 3dr hatch/5dr hatch £10,330–£14,300 AAABC 1.5 BlueHDi 130 TBC 121 11.7 54.1-55.3 143
M850i xDrive 523 155 3.7 24.8-25.2 255-260 Slightly cheaper than its Toyota sibling but less visually charming. 2.0 BlueHDi 180 EAT8 171 134 9.9 48.2 162-69
M8 Competition 623 155 3.2-3.3 25.2-25.4 252-254 LxWxH 3455x1615x1460 Kerb weight 855kg
840d xDrive 316 155 4.9 40.4 183-184 1.0 VTI 72 71 99 12.6 58.9 109-110 FERRARI
Portofino 2dr open £166,295 AAAAC
8 Series Gran Coupé 4dr saloon £72,575–£123,880 AAAAC C3 5dr hatchback £13,995–£20,590 AAABC The entry-level Ferrari has the power, the looks and the touring
Four-door grand tourer offers greater practicality than its two-door Funky, fresh look gives a lease of life, shame that underneath isn’t ability. LxWxH 4586x1938x1318 Kerb weight 1664kg
siblings. LxWxH 5072x1932x1397 Kerb weight 1800kg the same. LxWxH 3996x1749x1474 Kerb weight 976kg 3.9T V8 591 199 3.5 14.7-28.0 230-436
840i 335 155 5.2 33.2 194 1.2 PureTech 82 79 107 12.8 51.3 130-131
M850i xDrive 523 155 3.9 24.6 260 1.2 PureTech 110 107 117 9.3 52.3 129-131
M8 Competition 623 155 3.2 25.4 254 1.5 BlueHDi 100 96 115 10.6 67.0 117-118
840d xDrive 316 155 5.1 39.8 187

19 MAY 2021 AUTOCAR.CO.UK 75

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S-Max 5dr MPV £31,320–£42,985 AAAAC i20 5dr hatch £18,605–£22,105 AAAAC
Better to drive and better looking than most but not quite the Combines decent performance with good practicality and running
class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg costs. LxWxH 4035x1734x1474 Kerb weight 980kg
2.0 TDCi EcoBlue 150 148 123 10.3 47.1 159-160 1.0 T-GDI 100 98 113-117 10.8-11.4 47.9-49.6 129-134
2.0 TDCi EcoBlue 190 188 129 9.5 43.5 170-171 1.0 T-GDI 120 118 118 10.2 47.1 137
2.0 TDCi EcoBlue 190 AWD 188 128 9.8 40.9 181 1.2 MPI 75 74 99 13.6 47.9 134
1.2 MPI 84 83 106 12.8 45.6-47.9 134-141
Galaxy 5dr MPV £33,720–£42,985 AAABC
Huge seven-seat MPV. Easy to place on the road but not cheap to i30 5dr hatch £20,705–£25,545 AAABC
buy. LxWxH 4848x1916x1747 Kerb weight 1708kg As good as we’ve come to expect from Hyundai, but not one inch
2.0 TDCi EcoBlue 150 148 122-123 10.9 46.3 160 better. LxWxH 4340x1795x1455 Kerb weight 1194kg
2.0 TDCi EcoBlue 190 188 129-131 9.6-9.8 43.5 1.0 T-GDi 120171 118 118 11.1 45.6 121-122
2.0 TDCi EcoBlue 190 AWD 188 128 10.6 40.4 1.5 T-GDi 184 157 130 8.6 42.2-46.3 142
2.0 T-GDi 275 N Performance 272 155 6.1 34.0 188
Roma 2dr coupé £175,000 AAAAB Ecosport 5dr SUV £20,845–£22,045 AAACC 1.6 CRDi 115 113 118 11.0-11.2 58.9-60.1 121-122 E-Pace 5dr SUV £30,490–£49,965 AAAAC
Gorgeous coupé is a proper grand tourer with a focus on usability. Facelifted version of the pumped-up Fiesta is okay, but developing- Jaguar’s second SUV looks enticing, but can it make an impact like
LxWxH 4656x1974x1301 Kerb weight 1570kg world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg i30 Fastback 4dr saloon £20,710–£30,310 AAABC the F-Pace’s? LxWxH 4411x1984x1649 Kerb weight 1775kg
3.9T V8 612 199 3.4 14.7-28.0 230-436 1.0T Ecoboost 100 98 105 11.9 48.7 133 Combines good looks with sensible practicalities and dynamic 2.0 P200 AWD 198 134 7.7 30.1 213
1.0T Ecoboost 125 123 111 11.0-11.6 47.1 135 charm. LxWxH 4455x1795x1425 Kerb weight 1287kg 2.0 P250 AWD 245 143 6.6 29.8 215
F8 Tributo 2dr coupé/open £203,476 AAAAA 1.0T Ecoboost 140 138 115 10.2 47.1 136 1.5 T-GDI 157 130 8.6 49.6-52.3 141-151 2.0 P300 AWD 295 151 5.9 28.3 226
The last hurrah for the pure internal combustion V8-powered 1.5 TDCi EcoBlue 100 99 105 13.6 56.5 128 2.0 T-GDI 275 N Performance 272 155 6.1 34.0 188 1.5 P300e 305 134 6.5 TBC TBC
mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg 1.5 TDCi EcoBlue 125 123 113 10.7 53.3 139 2.0 D150 148 124 9.5 42.7 174
3.9T V8 Tributo 710 211 2.9 21.9 292 i30 Tourer 5dr estate £21,455–£26,295 AAABC 2.0 D150 AWD 148 120 9.9-10.1 36.5-41.8 177-188
Puma 5dr SUV £23,640–£30,415 AAAAC Another solid car. Good value and practical but lacks excitement. 2.0 D180 AWD 177 127-128 8.7-9.4 39.5-41.2 180-188
GTC4 Lusso 2dr coupé £200,300–£240,537 AAAAB Compact crossover finally has a class leader capable of appealing LxWxH 4585x1795x1465 Kerb weight 1245kg 2.0 D240 AWD 236 139 7.0 37.1 200
Another four-wheel-drive grand tourer Ferrari that is more usable to petrolheads. LxWxH 4186x1805x1554 Kerb weight 1280kg 1.0 T-GDi 120 118 117 11.4 47.9-49.6 130-139
than the FF. LxWxH 4922x1980x1383 Kerb weight 1865kg 1.0T Ecoboost 125 123 119 10.0 46.3 138 1.6 CRDi 136 134 123 10.9 56.5-57.6 126-127 F-Pace 5dr SUV £40,860–£77,595 AAAAC
3.9T V8 592 198 3.5 13.5-25.2 253-477 1.0T Ecoboost MHEV 125 123 119 9.8 50.4 127 Credible first SUV effort is as refined and dynamic as a Jaguar
6.3 V12 670 208 3.4 9.9-21.0 308-648 1.0T Ecoboost MHEV 155 153 124 8.9 50.4 127 Ioniq 5dr hatch £23,840–£35,950 AAABC should be. LxWxH 4731x2071x1666 Kerb weight 1690kg
First attempt at electrification for the masses is a good effort. 2.0 P250 AWD 246 135 7.3 30.4 214-220
812 Superfast 2dr open £263,098 AAAAA Kuga 5dr SUV £26,765–£38,425 AAAAC LxWxH 4470x1820x1450 Kerb weight 1370kg 3.0 P400 AWD 394 155 5.4 28.8 222-230
More powerful than the F12, but with better road manners making All-new version of popular SUV mixes dynamism with practicality 1.6 Hybrid 141 139 115 10.8-11.1 61.4-62.8 102 2.0 P400e AWD 398 149 5.3 TBC TBC
it the star of the range. LxWxH 4657x1971x1276 Kerb weight and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg 1.6 Plug-in Hybrid 141 139 110 10.8 256.8 26 5.0 V8 SVR 550 AWD 548 178 4.0 23.1 275
1630kg 1.5T Ecoboost 120 117 115 11.6 42.2 152 Electric 132 110 10.6 194 0 2.0 D165 AWD 163 121 9.9 45.4 165-171
6.5 V12 777 211 2.9 11.2-20.0 320-572 1.5T Ecoboost 150 148 121 9.7 41.5-42.8 151 2.0 D200 AWD 197 130 8.0 45.4 165-171
2.5 Ecoboost PHEV 223 125 9.2 201.8 32 Kona 5dr hatch £21,060–£41,250 AAAAC 3.0 D300 AWD 296 143 6.4 38.1 195-202
SF90 Stradale 2dr coupé £400,000 AAAAA 1.5T EcoBlue 120 118 112 11.7 55.4 134 Hyundai’s first crossover is the perfect blend of practicality, value
Plug-in hybrid doesn’t do things conventionally. A 986bhp technical 2.0T EcoBlue 150 MHEV 148 121 9.6 56.5 132 and style. LxWxH 4165x1800x1550 Kerb weight 1233kg I-Pace 5dr SUV £64,495–£74,995 AAAAB
masterpiece. LxWxH 4710x1972x1186 Kerb weight 1570kg 2.0T EcoBlue 190 188 129 8.7 47.9 159 1.0 T-GDi 120 2WD 118 112 12.0 44.1-44.8 142-147 Fast, refined and the first of its kind from a European
4.0T V8 986 211 2.5 TBC TBC 1.6 T-GDi 177PS 4WD 175 127 7.9 34.0-33.6 189 manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg
Mustang Mach-E 4dr crossover £40,350–£58,080 AAAAC 1.6 GDi Hybrid 2WD 134 119 10.2 52.3 114-123 EV400 398 124 4.5 292 0
F I AT Likeable, practical high-rise EV has only a badge in common with Electric 39kWh 134 96 9.6 180 0
500 3dr hatch/2dr open £13,260–£32,995 AAABC its coupé namesake. LxWxH 4712x1881x1597 Kerb weight 1993kg Electric 64kWh 201 104 7.6 280 0 JEEP
Super-desirable, super-cute city car. Pleasant, if not involving to 68kWh 265 111 6.1 248 0 Compass 5dr SUV £27,100–£37,755 AAACC
drive. LxWxH 3571x1627x1488 Kerb weight 865kg 68kWh AWD 265 111 5.6 273 0 Nexo 5dr SUV £69,495 AAABC Wants to be a catch-all crossover but is beaten by more road-
1.2 69hp 68 99 12.9 47.1 136-141 88kWh 290 111 6.2 379 0 Impressive effort that heads in the right direction for fuel cell cars. focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg
1.0 Mild Hybrid 69 104 13.8 53.3 119-121 88kWh AWD 346 111 5.1 235 0 LxWxH 4670x2060x1640 Kerb weight 1814kg 1.4 Multiair II 140 138 119 9.9 37.7 172
Electric 21.3kWh TBC TBC TBC TBC 0 95kW fuel cell 161 130 9.6 42.0mpkg 0 1.4 Multiair II 170 4WD 167 124 9.5 32.5 209
Electric 37.8kWh 116 116 9.0 199 0 Mustang 2dr coupé/open £44,185–£55,185 AAAAC 1.6d MultiJet II 120 118 115 11.0 47.9 157
American muscle built for the UK, in coupé and convertible forms. Tucson 5dr SUV £28,495–£34,455 AAABC 2.0d MultiJet II 170 4WD 167 122 9.5 38.2 191
500L 5dr MPV £18,030–£21,330 AAACC What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg Classy, roomy cabin and predictable handling. A very competitive
A costly option but has some style to fill out some of its missing 5.0 V8 444 155 4.8 23.5-23.9 268-274 SUV. LxWxH 4475x1850x1650 Kerb weight 1379kg Renegade 5dr SUV £23,400–£36,500 AAABC
substance. LxWxH TBC Kerb weight TBC 5.0 V8 Bullitt 453 163 4.6 23.9 270 1.6 GDi 132PS 130 113 11.5 35.3 178-180 Middling compact crossover with chunky looks but no obvious
1.4 95hp 93 103-111 13.4 38.7-39.8 166-170 1.6 T-GDi 177PS 175 125-126 8.9-9.2 34.9-36.2 173-185 charm. LxWxH 4236x1805x1667 Kerb weight 1346kg
GT 2dr coupé £420,000 AAAAC 1.6 CRDi 115PS 113 109 13.7 48.7-49.6 135-137 1.0 GSE T3 120 118 115 11.2 38.2 151
500X 5dr hatch £19,460–£26,060 AAABC 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 45.6-47.1 146-153 1.3 GSE T4 150 148 122 9.4 38.2-39.8 151
Familiar styling works rather well as a crossover. Drives okay, too. LxWxH 4808x1928x1692 Kerb weight 1912kg 2.0 CRDi 185PS 182 125 9.5 40.9 172-180 1.3 Turbo 4xe 188 113 7.5 122.8-134.5 42-49
LxWxH 4248x1796x1600 Kerb weight TBC 3.5 V6 Ecoboost 650 216 3.0 TBC TBC 1.3 Turbo 4xe Trailhawk 238 124 7.1 117.7-128.4 51-53
1.0 Firefly Turbo 120hp 118 117 10.9 42.2-45.6 142-153 Santa Fe 5dr SUV £39,420–£44,465 AAABC
1.3 Firefly Turbo 150hp 148 124 9.1 40.9-42.2 152-153 Ranger 4dr pick-up £24,369–£47,889 AAAAC Another big Korean SUV with lots of space for not a lot of cash. Wrangler 2dr/4dr SUV £41,525–£51,850 AAAAC
Capable pick-up becomes off-road monster in Raptor spec but Slick and comfy. LxWxH 4700x1880x1675 Kerb weight 1939kg Heavy-duty off-roader goes anywhere but lacks on-road manners.
Panda 5dr hatch £12,025–£18,125 AAABC loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg 2.2 CRDi 200 AWD 197 127 9.4-9.5 38.7-40.4 179-191 LxWxH 4223x1873x1840 Kerb weight 1827kg
Hasn’t kept pace with its rivals, but sells robust, practical charm 2.0 EcoBlue 130 128 106 13.5 42.8 173 2.0 GME 265 110 7.3-7.6 25.4-26.4 248-254
better than most. LxWxH 3653x1643x1551 Kerb weight 940kg 2.0 EcoBlue 170 158 109 11.8 40.4-43.5 184-207 JAGUAR 2.2d MultiJet II 200 4WD 197 114 9.5 28.8-30.4 243-247
1.2 69hp 68 96-102 14.2-14.5 44.1 132 2.0 EcoBlue 213 210 106 10.5 30.7 201-233 XE 4dr saloon £29,635–£40,140 AAAAB
0.9 Twinair 85 83 103-110 11.2-12.1 37.2 166-168 Tops the pile thanks to outstanding driver appeal. Poised and
3.2 Duratorq TDCI 200 197 109 KIA
10.6 32.1-36.2 221-231
1.0 Mild Hybrid 69 96 14.7 50.4-52.3 126-132 engaging but refined. LxWxH 4678x1850x1416 Kerb weight 1450kg Picanto 5dr hatch £10,995–£15,795 AAACC
G I N E T TA 2.0 P250 246 150 6.7 34-35.5 179-187 Nice drive and cabin but now overshadowed by rivals.
Tipo 5dr hatch £17,690–£21,985 AAABC G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC 2.0 P300 AWD 296 155 5.9 30.8-32.4 197-207 LxWxH 3595x1406x1485 Kerb weight 935kg
A ’90s reboot that has been on a diet. Decent to drive and ample A balanced, affordable and fine-looking track-day car. Some of the 2.0 D200 198 146 7.3 54.0-57.7 128-137 1.0 MPi 65 100 13.8 49.6-50.4 117-122
interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg 1.25 MPi 82 100-107 11.6-13.2 42.2-49.6 128-131
1.4 95 93 115 12.1 36.2-36.7 TBC 1.8 Zetec 135 125 TBC NA NA XF 4dr saloon £33,925–£44,760 AAAAB 1.0 T-GDi 99 112 10.1 48.7 128-129
1.4 T-Jet 120 118 124 9.6 39.2 162-167 Outstandingly broad-batted dynamically, plus a pleasant cabin.
1.6 Multijet II 120 118 124 9.8-10.2 53.3 132 H O N DA LxWxH 4954x1880x1457 Kerb weight 1545kg Rio 5dr hatch £13,645–£20,145 AAABC
AAABC 2.0 P250 246 155 E 5dr hatch £30,160–£32,160
6.9 33.0-34.9 183-193 Looks great and is well-priced, but nowhere near its European
Tipo Station Wagon 5dr estate £16,990–£22,945 AAABC Eminently likeable, with good dynamics but a limited range and 2.0 P300 AWD 296 155 6.1 31.2-32.8 194-204 rivals. LxWxH 4065x1725x1445 Kerb weight 1155kg
Estate version is more practical, which mixes well with its driving ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg 2.0 D200 198 146 7.6 52.8-56.5 131-140 1.25 MPi 82 107 12.5 45.6-46.3 132-139
characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg 100kW 136 90 9.0 137 0 2.0 D200 AWD 198 143 7.8 48.9-51.3 128-137 1.0 T-GDi 99 98 115 10.3 48.7 132-134
1.4 95 93 115 12.3 41.5 158 113kW 154 90 8.3 136 0 1.0 T-GDi 118 116 118 9.8 44.8-47.1 139
1.4 T-Jet 120 118 124 9.8 39.2 162 XF Sportbrake 5dr estate £37,735–£46,610 AAAAB
1.6 Multijet II 120 118 124 10.1-10.4 52.3 134 Jazz 5dr hatch £18,985–£23,385 AAAAC Superb XF is now available in the more practical Sportbrake form. Ceed 5dr hatch £19,700–£29,020 AAAAC
FO Not the most compact or vivacious but has decent handling and is It’s a win-win. LxWxH 4955x1880x1494 Kerb weight 1660kg Third-generation hatchback can now compete for class honours.
FORD cleverly packaged. LxWxH 4044x1694x1526 Kerb weight 1300kg 2.0 P250 246 150 7.1 32-33.7 189-199 LxWxH 4310x1800x1447 Kerb weight 1315kg
Fiesta 3dr/5dr hatch £16,640–£26,700 AAAAB 1.5 i-MMD 109 108 9.4-9.9 62.8 2.0 P300 AWD 102-110 296 155 6.2 29.9-31.2 204-213 1.0 T-GDi 118 116 116 10.9 47.9-50.4 122-126
Dynamically superb and continues the Fiesta legacy. No longer the 2.0 D200 198 143 7.8 50.7-53.7 138-146 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 129-135
class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg Civic 5dr hatch £21,530–£39,995 AAAAC 2.0 D200 AWD 198 143 8.0 47.0-49.1 151-157 1.6 T-GDi 201 198 142 7.5 38.2 153
1.1 75 73 103 14.5 53.3 121 A fresh look while remaining practical, refined and upmarket. Lacks 1.6 CRDi 134 132 122 10.2 57.6 120
1.0 Ecoboost 95 93 105-113 10.6-13.8 55.4 116-120 some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg F-Type 2dr coupé £54,510–£97,315 AAAAB
1.0 Ecoboost MHEV 125 123 126 9.4 56.5 96-121 1.0 VTEC Turbo 126 124 125-126 10.2-11.2 47.9 124-141 A full-blooded assault on Porsche’s backyard, with noise, power Ceed Sportswagon 5dr estate £20,400–£30,540 AAAAC
1.0 Ecoboost MHEV 155 153 136 8.9 55.4 104-123 1.5 VTEC Turbo 182 179 125-136 8.2-8.5 46.3 137 and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg All of the above, but with cavernous, more practical load space.
1.5T Ecoboost 200 ST 197 144 6.5 42.8 149 2.0 VTEC Turbo Type R 315 169 5.8 33.2 191-193 2.0 P300 296 155 5.7 29.9 215 LxWxH 4600x1800x1465 Kerb weight 1389kg
5.0 P450 444 177 4.6 26.0-26.8 239-246 1.0 T-GDi 118 116 118 10.9 47.1 121-127
Focus 5dr hatch £22,210–£33,260 AAAAB HR-V 5dr SUV £20,735–£28,420 AAABC 5.0 P575 518 186 3.7 26.4 243 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131
Better to drive and look at than before, and impressively good Cleverly packaged and comfortable. Bland performance and 1.6 CRDi 134 132 122 10.2 57.6 121
value. LxWxH 4378x1825x1471 Kerb weight 1369kg forgettable, though. LxWxH 4294x1772x1605 Kerb weight 1241kg F-Type Convertible 2dr open £59,990–£102,405 AAAAB 1.6 GDi PHEV 137 106 10.5 118.3-217.2 33
1.0 Ecoboost 125 123 124 10.0 55.4 116 1.5 i-VTEC 130 128 116-119 10.2-11.4 42.2 148-153 Costs serious money, but you get a serious car with a likeable wild
1.0 Ecoboost MHEV 125 123 124 10.0-10.3 55.4 116 1.5 i-VTEC Turbo 182 180 134 7.8 47.1-47.9 151 side. LxWxH 4482x1923x1308 Kerb weight 1545kg Proceed 5dr hatch £24,335–£29,835 AAABC
1.0 Ecoboost MHEV 155 152 129-131 9.2-9.5 55.4 116 1.6 i-DTEC 120 119 10.0 54.3-56.5 132-136 2.0 P300 296 155 5.7 29.6 217 Alluring and interesting, but not quite as special to drive as it looks.
2.3T Ecoboost 280 ST 276 155 5.7 34.3 187 5.0 P450 444 177 4.6 26.0-26.6 241-247 LxWxH 4605x1800x1422 Kerb weight 1405kg
1.5 EcoBlue 120 118 117-122 10.0-10.8 62.8 119-127 CR-V 5dr SUV £30,810–£39,770 AAAAC 5.0 P575 518 186 3.7 26.4 243 1.4 T-GDi 138 136 127-130 8.8-9.1 42.8-45.6 141-146
2.0 EcoBlue 150 148 127-130 8.5-9.1 60.1 125 Tardis-like SUV stalwart has lots of space for five and a big boot. 1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131-136
2.0 EcoBlue 190 ST 188 137 7.6 50.4 148 LxWxH 4605x1820x1685 Kerb weight 1515kg 1.6 T-GDi 201 198 140 7.2 39.3 163
1.5 i-VTEC 130 128 119 10.2-10.7 TBC 148-153 1.6 CRDi 134 132 124 9.8-10.0 54.3-56.5 131
Focus Estate 5dr estate £23,370–£34,660 AAABC 1.5 i-VTEC 182 179 134 7.8 TBC 151
Almost as good to drive as the hatch, but a Skoda Octavia will 1.6 i-VDEC 182 118 134 10.0-10.5 TBC 132-136 Xceed 5dr hatch £21,050–£34,905 AAABC
carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 2.0 i-MMD hybrid 181 112 9.2 38.2 162 Crossover-styled hatch that drives well, but lacks practicality and
1.0T Ecoboost 125 123 123 10.3 55.4 116 polish. LxWxH 4395x1826x1483 Kerb weight 1332kg
1.0 Ecoboost MHEV 125 123 120-123 10.3-10.6 55.4 98-116 NSX 2dr coupé £149,975 AAAAB 1.0 T-GDi 118 116 115 10.9 45.6 140-146
1.0 Ecoboost MHEV 155 152 127-130 9.4-9.7 55.4 116 Honda’s supercar given a modern reboot, and it’s some piece of 1.4 T-GDi 138 136 124 9.1 42.8 150-151
2.3T Ecoboost 280 ST 276 155 5.8-6.0 35.3 183 engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 1.5 T-GDi 158 156 TBC TBC TBC 142-143
1.5 EcoBlue 120 118 118-120 10.3-11.1 62.8 119 3.5 V6 hybrid 573 191 2.9 26.4 242 1.5 CRDi 134 132 122 10.2 53.3 133
1.5 EcoBlue 150 148 127-129 8.7-9.3 60.1 125 1.6 GDi PHEV 137 99 10.6 TBC TBC
2.0 EcoBlue 190 ST 188 137 7.7 50.4 148 HYU N DAI
i10 5dr hatch £12,820–£15,620 AAAAC Soul EV 5dr hatch £37,545 AAAAC
Mondeo 5dr hatch/4dr saloon £25,565–£35,720 AAAAC Prioritises maturity over fun, resulting in a car that is practical and Electric-only hatch with looks that divide opinion, but competitive
Does what great Fords do, by over-delivering on practicality, well-priced. LxWxH 3665x1660x1500 Kerb weight 933kg range. LxWxH 4220x1825x1605 Kerb weight 1757kg
handling and value. LxWxH 4871x1852x1482 Kerb weight 1455kg 1.0 MPi 67 97 14.6 53.3 114-120 64kWh 201 104 7.6 280 0
2.0 TiVCT hybrid 187 184 116 9.2 50.4 134-142 1.0 T-GDI 99 115 10.5 52.3 123
2.0 TDCi EcoBlue 150 148 131-133 10.7-10.9 52.3-56.5 136-146 1.2 MPi 84 106 12.6 51.4 124 Stinger 4dr saloon £41,145 AAABC
2.0 TDCi EcoBlue 190 188 138 8.9 51.4 145-148 Sleek coupé-shaped saloon has the appeal and dynamics to rival
2.0 TDCi EcoBlue 190 AWD 188 137 9.1 47.9-48.7 155-158 Europe’s best. LxWxH 4830x1870x1400 Kerb weight 1717kg
3.3 V6 T-GDi 360 168 4.7 27.7 233

76 AUTOCAR.CO.UK 19 MAY 2021

 N E W CAR PR I CES
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Niro 5dr SUV £25,150–£39,395 AAABC 3 saloon 4dr saloon £24,800–£28,900 AAAAC A-Class Saloon 4dr saloon £26,190–£45,420 AAABC
Kia’s first full hybrid is a solid attempt but lacks the refinement of Refined and dynamically satisfying in a saloon bodystyle. Larger, more grown-up A-Class adds premium touch to smallest
better rivals. LxWxH 4355x1805x1545 Kerb weight 1500kg LxWxH 4460x1795x1440 Kerb weight 1405kg Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg
1.6 GDi Hybrid 137 101 11.1 TBC 110-120 2.0 e-Skyactiv-X 186 183 134 8.1
1.3 A180 134 134 TBC
8.9 42.8-48.7 133-137 114-117
1.6 GDi Hybrid PHEV 137 107 10.4 TBC TBC 1.3 A200 161 143 8.3 48.7 133-137
39kWh e-Niro 132 96 9.5 TBC 0 6 4dr saloon £24,975–£32,355 AAABC 2.0 A250 221 155 6.3 42.2 154-156
64kWh e-Niro 198 104 7.5 282 0 A compelling mix of size, economy and performance. Interior is a 2.0 A250e 215 149 6.7 256.8 25
let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 177-187
Stonic 5dr SUV £18,445–£22,505 AAABC 2.0 Skyactiv-G 143 129 9.9 TBC 152 1.5 A180d 114 128 10.2 56.5-64.2 126-129
Kia’s first crossover is striking and reasonably good considering 2.0 Skyactiv-G 163 134 9.4 TBC 152 2.0 A200d 148 141 8.2 58.9 127-131
the value. LxWxH 4140x1760x1520 Kerb weight 1160kg 2.0 Skyactiv-G GT 191 142 8.1 TBC 167
1.0 T-GDi 116 115 9.9 46.3-47.1 137 CLA Coupé 4dr saloon £31,690–£59,110 AAAAC
6 Tourer 5dr estate £25,975–£33,685 AAABC May use A-Class underpinnings, but engineered to be much
Sportage 5dr SUV £23,795–£33,680 AAABC Attractively styled but only average to drive. sportier to drive. LxWxH 4688x1830x1444 Kerb weight 1490kg
Good ride, handling and usability. Looks good and is decent value. Discovery 5dr SUV £53,090–£68,050 AAAAB LxWxH 4805x1840x1480 Kerb weight 1465kg 1.3 CLA 180 133 134 9.0 47.9 138-140
LxWxH 4480x1855x1635 Kerb weight 1454kg The country bumpkin given elocution lessons without losing its 2.0 Skyactiv-G 143 128 10.0 TBC 155 1.3 CLA 200 161 142 8.2 42.8-47.9 138-140
1.6 GDi 128 113 11.1 34.9-35.7 177-184 rugged capabilities. LxWxH 4956x2073x1888 Kerb weight 2115kg 2.0 Skyactiv-G 163 133 9.4 TBC 155 1.3 CLA 250e 215 149 6.8 TBC TBC
1.6 T-GDi 172 127 8.9 34.4-34.9 183-184 2.0 P300 296 125 7.3 24.9-25.1 254-256 2.0 Skyactiv-G GT 191 139 8.1 TBC 172 2.0 CLA 250 222 155 6.3 38.7-42.2 154-155
1.6 T-GDi AWD 172 125-126 8.8-9.2 31.7-32.5 192-201 3.0 P360 355 130 6.5 26.0-26.4 241-245 2.0 AMG CLA 35 4Matic 302 155 4.9 34.9-37.2 177-187
1.6 CRDi 134 48V AWD 132 112 11.6 42.8-43.5 141-161 3.0 D250 246 120 8.1 33.4-33.7 220-222 CX-30 5dr SUV £22,930–£30,490 AAAAC 2.0 AMG CLA 45 S 4Matic+ 415 168 4.0 33.2 200-202
3.0 D300 296 130 6.8 33.2-33.5 221-223 Dynamic qualities, a classy interior and a handsome look set it 2.0 CLA 220d 185 152 7.1 53.3-57.7 132
Sorento 5dr SUV £38,845–£48,895 AAAAC apart from rivals. LxWxH 4395x1795x1540 Kerb weight 1334kg
Kia moves upmarket with a smart, well-priced and nicely appointed LEXUS 2.0 e-Skyactiv-G 120 116 10.6 TBC 134 CLA Shooting Brake 5dr estate £32,690–£60,110 AAABC
seven-seater. LxWxH 4780x1890x1685 Kerb weight 1932kg CT 5dr hatch £26,275–£33,275 AAAAC 2.0 e-Skyactiv-X 186 183 127 8.3 TBC 127 The most practical of the A-Class range, but it suffers for its
1.6 T-GDi HEV 223 119 8.7 38.2-40.9 158-168 Hybrid-only hatch has a poky cabin and mismatched character challenging styling. LxWxH 4688x1830x1447 Kerb weight 1430kg
2.2 CRDi 197 127 9.1 42.2 176 traits. LxWxH 4350x1765x1445 Kerb weight 1465kg CX-5 5dr SUV £27,230–£37,185 AAAAC 1.3 CLA 180 133 130 9.2 35.8-40.9 140-141
1.8 VVT-i CT200h 134 112 10.3 53.2-54.3 118-119 Offers powerful diesel engines and strong performance, plus a 1.3 CLA 200 161 140 8.4 35.3-40.9 141-142
KTM welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg 2.0 CLA 250 222 155 6.4 37.7-40.9 157-159
X-Bow 0dr open £57,345–£70,717 AAAAC ES 4dr saloon £35,210–£45,690 AAABC 2.0 165 162 125 10.3 TBC 152-154 1.3 CLA 250e 215 146 6.9 TBC TBC
Eccentric looks and sharp handling but expensive. Gatecrashes the German-controlled saloon market in a way the GS 2.5 194 191 121 9.2 TBC 182 2.0 AMG CLA 35 4Matic 302 155 4.9 36.2 183-191
LxWxH 3738x1915x1202 Kerb weight 847kg could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg 2.2d 150 148 127 9.9 TBC 151-154 2.0 AMG CLA 45 S 4Matic+ 415 168 4.0 32.8 203-205
2.0 R 290 143 3.9 NA NA 2.5 VVT-i ES300h 218 112 8.9 53.2 119 2.2d 184 181 129 9.3 TBC 175 2.0 CLA 220d 185 147 7.2 43.5-48.7 135-136
2.0 GT 280 143 4.1 NA NA
LS 4dr saloon £76,910–£102,925 AAABC MX-30 5dr SUV £28,545–£32,845 AAAAC B-Class 5dr hatch £28,045–£38,245 AAABC
LAMBORGHINI Luxury saloon gets more tech and opulence but is let down by its Classy and affordable all-electric crossover marred only by its A slightly odd prospect, but practical and classy nonetheless.
Huracán 2dr coupé/open £167,110–£220,847 AAAAC hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg limited range. LxWxH 4395x1795x1555 Kerb weight 1645kg LxWxH 4393x1786x1557 Kerb weight 1395kg
Junior Lambo mixes usability and drama skilfully, in both coupé 3.5 V6 VVT-i LS500h 348 155 5.4 30.7-36.6 175-208 35.5kWh 143 87 9.7 124 0 1.3 B180 134 132 9.0 45.6 140-142
and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg 1.3 B200 159 139 8.2 46.3 140-142
5.2 V10 Evo RWD 608 202 3.3 20.5 330-335 RC 2dr coupé £40,245–£79,940 AAABC MX-5 2dr open £23,800–£29,995 AAAAA 2.0 B250 161 139 8.2 40.4 159
5.2 V10 Evo 631 201 2.9 20.3 332-338 An also-ran, but the V8 RC F packs plenty of character and handles Brilliantly packaged, priced and perfectly poised but more vibrant 1.3 B250e 215 146 6.8 TBC TBC
well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg 1.5 B180d 114 124 9.8 61.4 137-138
Aventador 2dr coupé/open £274,036–£482,412 AAAAC 5.0 V8 RC F 470 168 4.5 23.9 268 1.5 Skyactiv-G 132 129 127 8.3 44.1 142 2.0 B200d 148 136 8.3 57.7 134-144
Big, hairy V12 has astonishing visuals and performance. Handling 2.0 Skyactiv-G 184 181 136 6.5 40.4 153 2.0 B220d 187 145 7.2 56.5 136-137
could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg LC 2dr coupé/open £80,100–£90,950 AAAAC
6.5 V12 S 730 217 2.9 15.4 499 Superb-looking coupé shows flickers of what made the LFA great. MX-5 RF 2dr open £24,050–£30,155 AAAAA C-Class 4dr saloon £34,670–£80,017 AAAAC
6.5 V12 SVJ 759 217 2.8 15.8 486 LxWxH 4770x1920x1345 Kerb weight 1935kg Remains perfectly poised and vibrant, even with a folding metal Merc ramps up the richness, but the engines and dynamics aren’t
5.0 V8 LC500 457 168 4.7 34.8 184 roof. LxWxH 3915x1735x1230 Kerb weight 1090kg refined enough. LxWxH 4686x1810x1442 Kerb weight 1450kg
Urus 5dr SUV £174,641 AAAAC 3.5 V6 LC500h 354 155 5.0 24.3 262 1.5 Skyactiv-G 132 129 126 8.6 44.1 142 1.5 C200 181 149 7.7 37.7-43.5 153-171
Lambo’s second SUV is more alluring and aims to use the V8’s 2.0 Skyactiv-G 184 181 124-126 7.9-8.7 37.7-40.4 155 2.0 C300 254 155 6.0 35.3-39.8 162-171
power better. LxWxH 5112x2016x1638 Kerb weight 2200kg NX 5dr SUV £36,070–£47,820 AAACC 2.0 C300e 315 155 5.4 TBC TBC
4.0 V8 631 189 3.6 22.2 325 Some good ideas, but dramatically off the pace to drive. McLAREN 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 221-225
LxWxH 4630x1845x1645 Kerb weight 1905kg 540C 2dr coupé £137,230 AAAAC 4.0 V8 AMG C63 S 503 180 4.0 25.5-25.9 245-247
L AN D ROVE R 2.5 VVT-i NX300h 4WD 194 112 9.2 37.1-39.7 161-173 The affordable end of McLaren’s spectrum isn’t any less enthralling 2.0 C220d 191 149 6.9 45.6-53.3 131-145
Defender 90 5dr SUV £43,625–£98,505 AAAAB to drive. LxWxH 4530x2095x1202 Kerb weight 1449kg 2.0 C300d 241 155 5.9 43.5-49.6 145-157
Breadth of capability matches that of the five-door, with even RX 5dr SUV £51,575–£63,275 AAABC 3.8 V8 533 199 3.5 23.2 276 2.0 C300de 302 155 5.6 235.4 32
more kerb appeal. LxWxH 4583x2008x1974 Kerb weight 2190kg Low flexibility, but hybrid option makes a degree of economic
2.0 P300 298 119 7.1 24.6 259-260 sense. LxWxH 4890x1895x1690 Kerb weight 2100kg 570S 2dr coupé/open £150,905–£166,665 AAAAA C-Class Estate 5dr estate £37,520–£81,217 AAAAC
3.0 P400 398 119 6.0 25.6 256 3.5 V6 RX450h 308 124 7.7 34.4 185 Blisteringly fast and exciting supercar slayer with hugely appealing Decent practicality and fantastic interior. It’s a shame that it’s only
5.0 P525 518 119 5.2 TBC TBC handling. LxWxH 4530x2095x1202 Kerb weight 1440kg ordinary to drive. LxWxH 4702x1810x1457 Kerb weight 1495kg
3.0 D200 198 109 9.8 32.8 226 UX 5dr SUV £35,635–£43,900 AAABC 3.8 V8 562 204 3.1
1.5 C200 23.2 276 181 146 7.9 36.7-40.9 164-176
3.0 D250 246 117 8.0 32.8 226-227 Refreshingly different premium SUV is a credible, if not class- 2.0 C300 258 155 6.0 34.5-38.7 166-181
3.0 D300 296 119 6.7 32.7 226 leading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg 600LT 2dr coupé/open £187,730–£203,730 AAAAA 2.0 C300e 316 155 5.7 176.6 35
2.0 250h 181 110 8.5 50.4 126 Lighter, faster and more athletic than the 570S. McLaren at its very 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.8 226-230
Defender 110 5dr SUV £45,315–£101,150 AAAAB 2.0 250h E4 181 110 8.7 47.0 136 best. LxWxH 4604x2095x1191 Kerb weight 1356kg 4.0 V8 AMG C63 S 503 174 4.1 24.8-25.5 251-253
Promises, and delivers, unrivalled off-road performance with 300e 150kWh 201 100 7.5 TBC TBC 3.8 V8 592 204 2.9 23.2 276-277 2.0 C220d 192 145 7.0 44.8-51.4 147-149
on-road niceties. LxWxH 5018x2008x1967 Kerb weight 2209kg 2.0 C300d 241 155 6.0 42.8-47.9 149-168
2.0 P300 298 119 8.1 24.2 263 LOTUS 720S 2dr coupé/open £216,905–£249,220 AAAAA 2.0 C300de 302 155 5.7 217.3 34
2.0 P400e 398 119 5.6 TBC TBC Elise 2dr open £41,245–£49,145 AAAAC The start of an era for McLaren and what a way to begin it is.
5.0 P525 518 119 5.2 TBC TBC A delicate, vivid and unfettered drive; if you want a daily driver, LxWxH 4543x2059x1196 Kerb weight 1419kg C-Class Coupé 2dr coupé £40,105–£84,600 AAAAC
3.0 D200 198 109 10.3 32.2 230 shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg 4.0 V8 710 212 2.9 23.2 276 Outgoing two-door keeps a nice balance of style, usability and
3.0 D250 246 117 8.3 32.2 230 1.8 VVT-i 220 217 145 4.2 36.7 179 driver reward. LxWxH 4696x1810x1405 Kerb weight 1505kg
3.0 D300 296 119 7.0 32.2 230 1.8 VVT-i 246 242 151 3.8 36.2 177 GT 2dr coupé £165,230 AAAAB 1.5 C200 181 149 7.9 37.7-42.2 155-156
Woking’s most user-friendly car to date is still a McLaren first and 2.0 C300 258 155 6.1 35.8-39.8 161-175
Range Rover Evoque 5dr SUV £36,850–£55,580 AAAAC Exige 2dr coupé/open £61,925–£102,925 AAAAB foremost. LxWxH 4683x2095x1213 Kerb weight 1339kg 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 221-225
Refined, luxurious baby Range Rover has matured for its second Sharp, uncompromising track car. Unforgiving on the road. 4.0 V8 612 204 3.2 23.7 270 4.0 V8 AMG C63 S 503 180 3.9 25.0-25.5 250
generation. LxWxH 4371x1996x1649 Kerb weight 1891kg LxWxH 4084x1802x1129 Kerb weight 1125kg 2.0 C220d 192 149 7.0 46.3-52.3 133-145
2.0 P200 198 134 8.0 31.7 201 3.5 V6 VVT-i 350 345 162-170 3.8-3.9 225-230 765LT 2dr coupé £252,230 28.2 AAAAB 2.0 C300d 4Matic 241 155 6.0 42.8-48.7 151-164
2.0 P250 248 143 7.0 31.6 201 3.5 V6 VVT-i 410 407 180 3.4 230 Longtail treatment puts a deliciously sharp edge on the 720S.
28.7
2.0 P300 298 150 6.3 31.3 203 3.5 V6 VVT-i 430 428 180 3.2 230 LxWxH 4600x2161x1159 Kerb weight 1419kg
27.7 C-Class Cabriolet 2dr open £43,680–£87,430 AAAAC
1.5 P300e 298 132 6.4 166.2-193.5 33-38 4.0 V8 755 205 2.8 23.0 280 Take all the good bits about the coupé and add the ability to take
2.0 D200 201 120 8.5 43.8 169 Evora 2dr coupé £88,225–£95,725 AAAAC the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg
Dynamically it puts nearly everything else in the shade. Shame Senna 2dr coupé £750,000 AAAAA 1.5 C200 181 146 7.9 36.2-40.4 167-168
Range Rover Velar 5dr SUV £46,110–£71,020 AAAAC about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg Astounding circuit performance made superbly accessible. 2.0 C300 258 155 6.3 34.0-37.7 173-184
The most car-like Landie ever doesn’t disappoint. Expensive, 3.5 V6 VVT-i 410 404 174-190 4.1-4.2 25.7-26.7 248 LxWxH 4744x2155x1229 Kerb weight 1309kg 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 229-231
though. LxWxH 4804x1930x1685 Kerb weight 1829kg 4.0 V8 789 208 2.8 22.7 280 4.0 V8 AMG C63 S 503 174 4.1 24.4-24.8 258
2.0 P250 248 135 7.5 27.8-29.2 217-229 M A S E R AT I 2.0 C220d 191 145 7.5 44.8-49.6 141-153
3.0 P400 394 155 5.5 27.3-28.0 227-230 Ghibli 4dr saloon £58,220–£103,590 AAACC MERCEDES-BENZ 2.0 C300d 242 155 6.3 42.2-47.1 153-167
2.0 P400e 398 149 5.4 TBC TBC Maser’s compact exec has the allure but lacks power and is poorly A-Class 5dr hatch £24,095–£57,195 AAAAC
2.0 D200 201 130 8.2 41.6 168-178 finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg A little bit of luxury in a desirable, hatchback-sized package. CLS Coupé 4dr saloon £58,935–£78,700 AAAAC
3.0 D300 MHEV 296 143 6.5 36.1-37.2 199-205 2.0 Hybrid 325 158 5.7 33.2 192 LxWxH 4419x1992x1440 Kerb weight 1445kg Retains the sleek coupé style and has more tech – without losing
3.0 V6 345 166 5.5 25.2 254 1.3 A180 134 134 9.2 47.9 134-138 its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg
Range Rover Sport 5dr SUV £65,295–£114,915 AAAAB 3.0 V6 S 424 178 4.9 25.0 254 1.3 A200 161 140 8.2 47.9 135-145 3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 TBC 216
Bigger and better; a cut-price Range Rover rather than a jumped-up 3.8 V8 572 203 4.3 23.0 279 2.0 A250 221 155 6.2 41.5 155-165 3.0 CLS 300d 4Matic 261 155 6.4 TBC 168
Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 2.0 A250e 215 146 6.6 256.8 25 3.0 CLS 400d 4Matic 325 155 5.0 TBC 191
2.0 P300 298 125 7.3 26.1 245 Quattroporte 4dr saloon £81,285–£126,890 AAACC 2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 184-193
2.0 P400e PHEV 401 137 6.7 75.3-86.9 69 Now a full-sized executive limo, with some added flair. Off the pace 2.0 AMG A45 S 4Matic+ 415 168 3.9 33.6 204-207 E-Class 4dr saloon £39,745–£99,495 AAAAC
3.0 P400 398 140 6.2 27.4 234 in several key areas. LxWxH 5262x1948x1481 Kerb weight 1860kg 1.5 A180d 114 126 10.0 62.8 127-130 A wee bit pricey, and less sporting than its rivals, but still comfy
5.0 V8 P525 522 155 5.3 18.9-20.2 315 3.0 V6 345 168 5.5 25.0 257 2.0 A200d 148 137 8.1 58.9 129-139 and luxurious. LxWxH 4940x1852x1452 Kerb weight 1680kg
5.0 V8 P575 SVR 572 176 4.5 19.6 331 3.0 V6 S 424 179 5.0 24.8 257 2.0 A220d 187 146 7.0 57.6 141 2.0 E200 194 149 7.4 38.2 165-166
3.0 D300 298 130 7.3 34.1 220-247 3.8 V8 572 203 4.5 23.2 277 3.0 E450 363 155 5.0 31.7 204
2.0 E300e 315 155 5.8 188.3 41
Range Rover 5dr SUV £83,465–£179,715 AAAAB Levante 4dr SUV £64,635–£124,940 AAACC 3.0 AMG E53 4Matic+ 429 155 4.5 30.4 212-215
Wherever you are, the Rangie envelops you in a lavish, invincible Italian flair and good looks in abundance, but diesel not as 4.0 V8 AMG E63 S 4Matic+ 603 155 3.4 22.8-23.7 277
sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 2.0 E220d 191 146 7.4 53.3 139-157
3.0 P400 398 140 6.3 26.1-26.7 240 3.0 V6 339 156 6.0 22.6 283 2.0 E300d 261 155 6.3 47.9 153-167
2.0 P400e 399 137 6.8 75.7-85.1 75 3.0 V6 S 424 164 5.2 22.4 286 3.0 V6 E400d 325 155 5.1 42.2 176-188
5.0 V8 P525 522 155 5.4 19.7-20.0 318-322 3.8 V8 GTS 526 180 4.3 17.9 357 2.0 E300de 302 149 5.9 217.3 39
5.0 V8 P565 SVAD 562 155 5.4 18.9 342 3.8 V8 Trofeo 572 186 4.1 17.8 359
3.0 D300 298 130 7.4 33.0 228-238 E-Class Estate 5dr estate £41,680–£101,495 AAAAC
3.0 D350 348 140 7.1 30.5-30.9 240-256 MAZDA Far more practical than its rivals, but pricier and less sporty than
2 5dr hatch £15,940–£20,995 AAAAC those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg
Discovery Sport 5dr SUV £36,765–£51,630 AAAAB Grown up, well made and drives with charm and vigour; engines 2.0 E200 197 144 7.7 31.0-35.3 173-174
Seven seats, at home on road and off road, plus new-found aren’t brilliant. LxWxH 4060x1695x1515 Kerb weight 1141kg 3.0 V6 AMG E53 4Matic+ 429 155 4.6 29.7 216-219
desirability. LxWxH 4599x2069x1724 Kerb weight 1732kg 1.5 Skyactiv-G 75 74 106 12.1 49.6 121 4.0 V8 AMG E63 S 4Matic+ 603 180 3.5 22.6-23.3 282
2.0 P200 198 129 9.2 30.1 211 1.5 Skyactiv-G 90 88 110-114 9.4-12.0 49.6 120 2.0 E220d 191 142 7.8 50.4 148-161
2.0 P250 247 140 8.1 30.1 211 3.0 E300d 242 155 6.6 40.4-46.3 156-159
2.0 P290 288 144 7.5 29.7 214 3 5dr hatch £21,800–£28,900 AAAAC 3.0 V6 E400d 4Matic 325 155 5.3 40.9 181-192
1.5 P300e 298 130 6.6 143.4-158.6 40-44 Pleasing dynamism teamed with good practicality and punchy 2.0 E300de 302 146 6.0 188.3 41
2.0 D165 162 112 10.6 41.5 179 diesel engines. LxWxH 4460x1795x1435 Kerb weight 1411kg
2.0 D200 201 117 8.9 41.5 179 2.0 e-Skyactiv-G 120 122 10.4 TBC 124-127
2.0 e-Skyactiv-X 186 183 134 8.1 TBC 118-121

19 MAY 2021 AUTOCAR.CO.UK 77

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GLE Coupé 5dr SUV £72,725–£130,250 AAAAC Plus Four 2dr open £62,995 AAABC
May not be your idea of a desirable luxury car, but it’s certainly an Morgan’s four-cylinder lifeblood model gets 21st-century
effective one. LxWxH 4946x2014x1716 Kerb weight 2295kg underpinnings. LxWxH 3830x1500x1250 Kerb weight 1013kg
3.0 GLE 400d 4Matic 327 149 5.7 33.6 219 2.0 255 149 5.1 38.8 165
3.0 AMG GLE 53 4Matic 432 155 5.3 25.7 244
4.0 AMG GLE 63 S 4Matic 603 174 3.8 TBC 280 Plus Six 2dr open £82,920–£90,590 AAABC
Feels like progress in lots of ways, but not yet the driver’s car it
G-Class 5dr SUV £101,495–£171,645 AAABC might be. LxWxH 3890x1756x1220 Kerb weight 1075kg
Massively expensive and compromised, but with character in 3.0 335 166 4.2 38.2 180
abundance. LxWxH 4866x1984x1969 Kerb weight 2550kg
3.0 GLE 400d 4Matic 325 130 6.4 TBC 281-282 NISSAN
4.0 V8 AMG G63 4Matic 578 137 4.5 18.6-18.8 373 Micra 5dr hatch £13,995–£20,145 AAAAC
Refreshed look and better handling makes it an enticing choice.
GLS 5dr SUV £75,610–£128,285 AAABC Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg
E-Class Coupé 2dr coupé £45,520–£70,200 AAAAC The replacement for the massive GL can still seat seven in 1.0 IG-T 100 91 111 11.8 50.4 123-129 3008 5dr SUV £27,160–£47,210 AAAAC
Big, laid-back four-seat tourer. Borrows looks from the ravishing comfort. LxWxH 5216x2030x1823 Kerb weight 2415kg 1.0 IG-T 100 98 114 10.9 50.4 126 Cleverly packaged Peugeot offers just enough SUV DNA to make
S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg 3.0 GLS 400d 4Matic 327 148 6.3 32.8 227 1.0 DiG-T 117 115 121 9.9 47.9 133 the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg
2.0 E300 237 155 6.4 31.0 180-182 1.2 PureTech 130 126 117 10.5-10.8 37.2 146-149
3.0 E450 4Matic 362 155 5.0 29.1-31.4 201 MG AAAAC 1.6 PureTech 180 178 136 8.0 39.6 165-167 Leaf 5dr hatch £29,845–£37,710
3.0 AMG E53 4Matic+ 429 155 4.4 30.1-31.4 3 5dr hatch £12,195–£13,495
212-215 AAABC Better looks, better value and better range from this second-gen 1.6 Hybrid 223 146 5.9 157.2-222.3 29
2.0 E220d 189 145 7.6 43.5-50.4 Neatly tuned and nice sporty styling. Breaks the mould for budget electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg
154-155 1.6 Hybrid4 298 149 5.9 166.2-235.1 36
3.0 E300d 4Matic 242 155 6.4 42.2-47.9 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg
166-167 40kWh 147 90 7.9 168 0 1.5 BlueHDi 130 126 119 9.5 55.1 137-139
3.0 V6 E400d 4Matic 325 155 5.3 TBC 1.5 VTi-Tech 189 104 108 10.9 42.3 152 62kWh 214 98 6.9-7.3 239 0
5008 5dr SUV £29,585–£40,905 AAAAC
E-Class Cabriolet 2dr open £50,485–£73,750 AAAAC 5 SW EV 5dr estate £27,495–£29,995 AAABC Juke 5dr hatch £18,595–£25,095 AAABC Less MPV, more SUV, and shares its siblings’ good looks. Competent
Refined and sophisticated four-seater in the same mould as the Segment-first electric estate could be all the real-world EV you High-riding, funky hatch is a compelling package. High CO 2 figures, to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg
S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg need. LxWxH 4544x1729x1509 Kerb weight 1532kg though. LxWxH 4135x1765x1565 Kerb weight 1605kg 1.2 PureTech 130 126 117 10.4-10.9 46.0 150-153
2.0 E300 237 155 6.6 30.0 189-190 53kWh 154 115 7.7 214 0 1.0 DiG-T 117 113 112 10.4 46.3 1.6 PureTech 180 135-142 178 135 8.3 39.6 168-170
3.0 E450 4Matic 362 155 5.8 28.8-30.7 208 1.5 BlueHDi 130 129 119 10.7 57.3 139-142
3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 217-219 HS 5dr SUV £20,995–£32,495 AAACC Qashqai 5dr SUV £23,550–£30,070 AAAAB 2.0 BlueHDi 180 175 131 9.1 47.3 164-166
2.0 E220d 189 147 7.8 42.8-48.7 162-163 Goes big on metal for the money but covers its budget roots with The defining modern crossover. The Mk2 is better in all areas,
3.0 E300d 242 155 6.6 40.9-46.3 172 mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg hence its popularity. LxWxH 4394x1806x1590 Kerb weight 1331kg P O L E S TA R
3.0 V6 E400d 4Matic 325 155 5.4 TBC 193 1.5 T-GDI 162 118 9.9 36.2-37.2 168 1.3 DiG-T 140 138 120 10.5 42.1-45.0 143-153 1 2dr coupé £140,000 AAAAC
1.5 T-GDI PHEV 254 118 7.1 TBC TBC 1.3 DiG-T 160 156 123-124 8.9-9.9 42.9-43.9 146-152 Limited-run sports GT delivers petrol-electric performance and
S-Class 4dr saloon £78,705–£104,245 AAAAA Swedish styling. LxWxH 4586x2023x1352 Kerb weight 2345kg
Mercedes has given the S-Class a refresh and an added boost of ZS 5dr SUV £15,495–£30,995 AAACC X-Trail 5dr SUV £26,835–£34,745 AAABC 2.0 plug-in hybrid 596 155 4.2 353.1 29
tech. LxWxH 5141x1905x1498 Kerb weight 1970kg Much improved on previous MGs, but still lacks the sophistication There aren’t many cheaper ways of owning an SUV. Has a better
3.0 V6 S500 L 429 155 4.9 32.5-34.9 184-202 of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg range of engines, too. LxWxH 4640x1820x1710 Kerb weight 1505kg 2 5dr hatch £49,900 AAAAC
2.9 S350d 282 155 6.4 39.8-42.8 173-190 1.5 VTi-Tech 104 109 10.9 41.5 155 1.3 DiG-T 160 158 123 11.5 37.8-38.5 166-173 High-rise saloon takes the EV off in a development direction all of
2.9 S400d 325 155 5.4 38.2-38.7 192-196 1.0T GDi 109 112 12.4 38.6 166 1.7 dCi 150 148 121 10.7 44.5-47.5 155-171 its own. LxWxH 4607x1859x1478 Kerb weight 2048kg
44.5kWh EV 141 87 8.5 163 0 78kWh 402 127 4.2 292 0
SLC 2dr open £37,130–£54,101 AAABC GT-R 2dr coupé £86,095–£102,095 AAAAC
Another small convertible exhibiting all the charm that a Mercedes MINI Monstrously fast Nissan has been tweaked and sharpened. Still a PORSCHE
should. LxWxH 4143x1810x1301 Kerb weight 1435kg 3dr Hatch 3dr hatch £16,400–£35,215 AAAAB blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg 718 Boxster 2dr open £48,010–£68,245 AAAAB
2.0 SLC 200 178 147-149 6.9-7.0 40.4 167 Three-pot engines and cleverly designed interior make the Mini a 3.8 V6 562 196 2.9 20.2 316 Our idea of drop-top heaven. Exceptional to drive, whether cruising
2.0 SLC 300 237 155 5.8 35.3-37.2 178 superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg
3.0 V6 AMG SLC 43 356 155 4.7
1.5 One 101 31.7-32.5 199
121 10.1-10.2 49.6 130 NOBLE 2.0 290 170 4.9-5.1 32.5 198
1.5 Cooper 134 130 7.8-7.9 48.7-49.6 130-132 M600 2dr coupé £248,000–£287,600 AAABC 2.0 T 296 170 4.7-5.3 32.5 199
AMG GT 2dr coupé/open £108,320–£377,050 AAAAC 2.0 Cooper S 189 145-146 6.7-6.8 44.1 145 Deliciously natural and involving; a bit ergonomically flawed. 2.5 S 339 177 4.4-4.6 29.1 229
Million-dollar looks and a railgun V8, but extremely firm chassis 2.0 John Cooper Works 227 152 6.1-6.3 39.8 160 LxWxH TBC Kerb weight 1198kg 4.0 GTS 396 182 4.5 25.9 247
affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 2.0 John Cooper Works GP 302 164 5.2 34 189 4.4 V8 662 225 3.0 NA NA
4.0 V8 GT 522 193-194 3.7-3.8 21.9-22.1 289-290 718 Cayman 2dr coupé £46,150–£77,685 AAAAA
4.0 V8 GT R 577 198 3.6 22.1 289 5dr Hatch 5dr hatch £17,140–£24,850 AAAAB P E U G E O T Scalpel-blade incisiveness, supreme balance and outstanding
4.0 V8 GT Black Series 718 202 3.2 TBC 292 Mini charm in a more usable package, but still not as practical as 108 3dr/5dr hatch £12,785–£15,790 AAABC driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg
rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg Sister car to the Aygo – and a distant second to most city car 2.0 290 170 4.9-5.1 32.8 197
AMG GT 4-Door Coupé 4dr saloon £141,785–£146,785 AAAAB 1.5 One 101 119 10.6 49.6 130 rivals. LxWxH 3475x1615x1460 Kerb weight 840kg 2.0 T 296 170 4.9-5.3 35.5 198
Four-door, four-wheel-drive GT is confusing to contemplate but 1.5 Cooper 134 129 8.4 48.7-49.6 131-132 1.0 72 71 100 13.0 58.9 110 2.5 S 339 177 4.4-4.6 29.1 228
impressive to drive. LxWxH 5054x1953x1447 Kerb weight 2100kg 2.0 Cooper S 175 146 6.9 44.1-45.6 141-146 4.0 GTS 396 182 4.5 25.9 247
4.0 V8 GT63 S 4Matic+ 630 196 3.2 21.4-22.1 294-298 208 3dr/5dr hatch £17,575–£33,975 AAABC 4.0 GT4 414 188 4.4 25.7 251
Convertible 2dr open £20,830–£29,960 AAABC A big improvement for Peugeot, if not for the supermini class.
EQA 5dr SUV £43,495–£44,995 AAAAC A fun open-top car but compromised on practicality and dynamics. LxWxH 3475x1615x1460 Kerb weight 1065kg 911 2dr coupé £84,700–£158,200 AAAAB
Compact SUV marks the entry point to Mercedes’ all-electric EQ LxWxH 3821x1727x1415 Kerb weight 1280kg 1.2 PureTech 75 72 106 14.9 58.9 124 Wider, eighth-generation 911 is still eminently fast, and capable at
range. LxWxH 4463x1834x1624 Kerb weight 2040kg 1.5 Cooper 134 128 8.8 46.3 138-139 1.2 PureTech 100 98 117 9.9 53.0 124-126 all speeds. LxWxH 4519x1852x1300 Kerb weight 1565kg
67kWh 190 187 99 8.9 TBC 0 2.0 Cooper S 175 143 3.0 Carrera 7.2 380 182 4.0 42.2
27.4 233 151 1.2 PureTech 130 128 129 8.7 51.9 128
2.0 John Cooper Works 227 150 3.0 Carrera 4 6.6 380 180 4.0 39.2
26.9 238 165 50kWh e-208 136 93 8.1 194-217 0
EQC 5dr SUV £65,720–£74,610 AAAAB 3.0 Carrera S 444 191 3.5 27.4 234 1.5 BlueHDi 100 99 117 10.2 70 109-110
Brisk, tidy-handling electric SUV has everything needed to do well Clubman 5dr hatch £22,395–£36,100 AAAAC 3.0 Carrera 4S 444 190 3.4 26.9 239
on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg Cheery and alternative Mini ‘six-door’ takes the brand into new 308 5dr hatch £21,310–£31,985 AAAAB 3.0 Targa 380 179 4.4 26.9 239
80kWh 400 4Matic 402 112 5.1 232-259 0 territory. LxWxH 4253x1800x1441 Kerb weight 1375kg Classy all-round appeal makes it a serious contender, but rear 3.0 Targa S 444 189 3.8 26.4 244
1.5 Cooper 134 128 9.2 47.1 136-137 space is a little tight. LxWxH 4253x1804x1457 Kerb weight 1190kg 4.0 GT3 503 199 3.4 21.7-21.9 283-304
GLA 5dr SUV £31,785–£65,350 AAABC 2.0 Cooper S 175 142 7.3 42.2 152-153 1.2 PureTech 110 107 117 11.1 51.5 132 3.7 Turbo 572 199 2.8 23.5 271
Not the most practical crossover but good looking and very decent 2.0 John Cooper Works All4 302 155 4.9 38.2 169 1.2 PureTech 130 126 128-129 9.1-9.6 48.5-51.9 132-135 3.7 Turbo S 641 205 2.7 23.5 271
to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 1.6 Puretech 260 GTI 258 155 6.0 37.8 169
1.6 GLA 180 120 124 8.7-9.0 35.3-40.4 151-155 Countryman 5dr hatch £24,495–£37,650 AAABC 1.5 BlueHDi 130 126 127 9.8 62.1-62.7 120-121 911 Cabriolet 2dr open £94,500–£167,357 AAAAC
1.6 GLA 200 152 134 8.1-8.4 34.9-39.8 151-155 Bigger than before, but still more funky than useful. Still not all that Fewer compromises than ever, if rewarding only at full attack.
1.3 GLA 250e 135 137 7.1 TBC TBC pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg 308 SW 5dr estate £22,260–£29,530 AAAAC LxWxH 4519x1852x1297 Kerb weight 1585kg
2.0 GLA 250 4Matic 204 143 6.6 32.5-35.8 172-174 1.5 Cooper 136 124 9.7 44.8 143 Estate bodystyle enjoys the classy appeal of the hatchback. 3.0 Carrera 380 180 4.2 27.2 236
2.0 GLA 200d 150 127 8.6-8.9 TBC 140-150 1.5 Cooper All4 136 122 10.3 40.9 157-158 LxWxH 4585x1563x1472 Kerb weight 1190kg 3.0 Carrera 4S 444 188 3.6 26.6 241
2.0 GLA 220d 188 136 7.3 TBC 141-149 1.5 Cooper S E All4 PHEV 217 122 6.8 156.9 41 1.2 PureTech 110 107 117 11.6 51.5 134 3.7 Turbo 572 199 2.9 23.3 275
2.0 AMG GLA 35 4Matic 302 155 5.2 TBC 186-198 2.0 Cooper S 192 140 7.5-7.6 42.2-42.8 151-152 1.2 PureTech 130 126 127 9.5-10.0 48.5-51.9 134-140 3.7 Turbo S 641 205 2.8 23.3 275
2.0 AMG GLA 45 S 4Matic+ 415 155 4.3 TBC 215-224 2.0 Cooper S All4 192 138 7.6 40.4 158-159 1.5 BlueHDi 100 99 111 12.3 54.9-63.8 115
2.0 John Cooper Works All4 302 155 5.1 37.2 174 1.5 BlueHDi 130 126 126 10.0 62.1-62.7 122-125 Panamera 4dr saloon £71,765–£140,200 AAAAA
GLB 5dr SUV £36,905–£51,635 AAABC 2.0 Cooper D 150 129 9.1 56.5-57.6 129-130 Revamped big saloon is an absolute belter, making it almost the
Boxy SUV mixes rough-and-tumble styling cues and seven-seat 2.0 Cooper D All4 150 127 9.0 52.3 142-143 508 4dr saloon £27,460–£40,910 AAAAC perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg
versatility. LxWxH 4634x1834x1659 Kerb weight 2085kg Stylish and likeable but lacking the polish of more premium rivals. 2.9 V6 325 168 5.6 27.7 232
1.3 GLB 200 160 129 9.1 40.4 160-165 Electric 3dr hatch £28,100–£37,000 AAAAC LxWxH 4750x1859x1430 Kerb weight 1535kg 2.9 V6 4 325 167 5.3 27.2 235
2.0 AMG GLB 35 302 155 5.2 32.5 198 Won’t break records on range or usability, but has plenty of zip and 1.2 PureTech 130 126 127 8.1 49.1 129 2.9 V6 4S 434 183 4.3 27.4 234
2.0 GLB 200d 148 127 9.0 47.9 149-156 driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg 1.6 PureTech 180 178 143 7.9 44.0 146-147 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60
2.0 GLB 220d 188 135 7.6 47.9 156-158 33kWh 180 93 7.3 144 0 1.6 PureTech 225 223 155 7.1 42.2 156 2.9 V6 4S E-Hybrid 552 185 3.7 78.5-85.6 60
1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 4.0 V8 GTS 473 186 3.9 23.3 275
GLC 5dr SUV £44,530–£93,330 AAAAC MITSUBISHI 1.5 BlueHDi 130 126 126 10.0 62.0 124 4.0 V8 Turbo S 621 196 3.1 22.1 289
Not exactly exciting to drive, but does luxury and refinement Mirage 5dr hatch £10,575–£14,060 AAACC 4.0 V8 Turbo S E-Hybrid 690 196 3.2 TBC TBC
better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg A straightforward hatchback – but not for the likes of us. 508 SW 5dr estate £29,060–£42,760 AAACC
2.0 GLC 300 4Matic 255 149 6.2 34.4 187-198 LxWxH 3795x1665x1505 Kerb weight 845kg Bodystyle takes the edge off the 508’s style yet doesn’t fully Panamera Sport Turismo 5dr estate £76,942–£142,444 AAAAA
3.0 V6 AMG GLC 43 4Matic 388 155 4.9 27.4 233-245 1.2 Mi-VEC 79 107 11.7-12.8 47.9-55.4 113-121 address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg The Panamera in a more practical form, and now it’s a good-looking
4.0 V8 AMG GLC 63 4Matic+ 462 155 4.0 22.2 289-291 1.2 PureTech 130 126 127 8.3 49.1 129 beast. LxWxH 5049x1937x1428 Kerb weight 1880kg
4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.7 294-296 ASX 5dr SUV £21,035–£26,805 AAACC 1.6 PureTech 180 178 140 8.0 44.0 149-150 2.9 V6 4 325 163 5.3 26.4 242
2.0 GLC 220d 4Matic 191 134 7.9 47.9 154-167 Decent engines, but otherwise an unexceptional crossover. 1.6 PureTech 225 223 153 7.4 42.2 158 2.9 V6 4S 434 180 4.3 26.4 242
2.0 GLC 300d 4Matic 242 144 6.5 42.8 178-179 LxWxH 4355x1770x1640 Kerb weight 1260kg 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60
2.0 GLC 300de 4Matic 302 143 6.2 TBC TBC 2.0 MI-VEC 2WD 148 118 10.2 37.7 171 1.5 BlueHDi 130 126 129 10.1 62.0 127 2.9 V6 4S E-Hybrid 552 182 3.7 78.5-85.6 60
2.0 MI-VEC 4WD 148 118 12.5 34.4 185 4.0 V8 GTS 473 181 3.9 22.8 280
GLC Coupé 5dr SUV £47,405–£95,155 AAAAC 2008 5dr SUV £21,030–£39,630 AAAAC 4.0 V8 Turbo S 621 196 3.1 21.7 295
A coupé-shaped SUV destined to be outrun by the X4 – unless Eclipse Cross 5dr SUV £22,545–£27,055 AAACC Compact crossover has most rivals licked, but class is still waiting 4.0 V8 Turbo S E-Hybrid 690 196 3.2 TBC TBC
you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg Stylish, future-looking mid-sized SUV shows where Mitsubishi’s for a game-changer. LxWxH 4300x1770x1550 Kerb weight 1205kg
2.0 GLC 300 4Matic 255 149 6.3 32.8 195-202 destiny lies. LxWxH 4695x1810x1710 Kerb weight 1425kg 1.2 PureTech 100 98 115 10.9 52.0 125-127 Taycan 4dr saloon £83,635–£138,885 AAAAB
3.0 V6 AMG GLC 43 4Matic 388 155 4.9 27.7 232-242 1.5 Mi-VEC 2WD 160 127 9.7
1.2 PureTech 130 36.2-37.7 170-177 128 122 8.9 50.6 132 First all-electric Porsche shows the rest of the world how it should
4.0 V8 AMG GLC 63 4Matic+ 472 155 4.0 22.4-23.5 285 1.2 PureTech 155 153 129 8.2 46.6 141 be done. LxWxH 4963x1966x1381 Kerb weight 2305kg
4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.1 290-291 Outlander 5dr SUV £29,410–£44,225 AAABC 50kWh e-2008 136 93 8.5 TBC 0 79kWh 4S 527 155 4.0 252 0
2.0 GLC 220d 4Matic 191 135 7.9 44.1 167-173 Creditable effort, but still cheap in places: PHEV a boon for fleet 1.5 BlueHDi 98 115 11.4 62.7 118-120 93kWh 4S 563 155 4.0 287 0
2.0 GLC 300d 4Matic 242 145 6.6 40.9 182-184 users. LxWxH 4695x1810x1710 Kerb weight 1565kg 93kWh Turbo 670 161 3.2 280 0
2.0 GLC 300de 4Matic 302 143 6.2 TBC TBC 2.0 Mi-VEC 4WD 148 118 13.3 32.5 196 93kWh Turbo S 751 161 2.8 256 0
2.0 Mi-VEC PHEV 200 106 11.0 139.7 46
GLE 5dr SUV £62,210–£120,773 AAAAC
The ML replacement isn’t inspiring to drive but does come with a Shogun Sport 5dr SUV £31,880–£33,880 AAACC
classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg Has a fitness for purpose that could appeal to those who tow or
2.9 GLE 450 4Matic 362 155 5.7 32.5 229 haul big loads. LxWxH 4785x1815x1805 Kerb weight 2100kg
2.0 GLE 300d 4Matic 242 140 7.2 39.2 198-207 2.4 DI-DC 4WD 179 112 11.0 32.8 227
2.9 GLE 350d 4Matic 268 143 6.6 36.2 206-214
2.9 GLE 400d 4Matic 328 152 5.7 35.3 220 MORGAN
2.0 GLE 350de 4Matic 317 130 6.8 256.8 29 3 Wheeler 0dr open £40,846–£40,999 AAAAA
3.0 V6 AMG GLE 53 4Matic+ 432 155 5.3 26.7 246-248 The eccentric, characterful and brilliant Morgan is a testament to
4.0 V8 AMG GLE 63 S 4Matic+ 603 155 3.8 TBC 281 English creativity. LxWxH 3225x1720x1000 Kerb weight 525kg
2.0 V-twin 82 82 115 6.0 NA NA

78 AUTOCAR.CO.UK 19 MAY 2021

 N E W CAR PR I CES
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Macan 5dr SUV £48,965–£71,140 AAAAB Superb Estate 5dr estate £26,385–£42,780 AAAAC Swift 5dr hatch £14,999–£22,070 AAABC
Spookily good handling makes this a sports utility vehicle in the Even more commendable than above, primarily thanks to its Given mature looks, more equipment and a hybrid powertrain, but
purest sense. LxWxH 4692x1923x1624 Kerb weight 1770kg enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg
2.0 242 139 6.7 27.7 232 1.5 TSI 150 148 132 9.2 40.9-45.6 141-157 1.2 Dualjet 83 82 112 13.1 TBC 111
3.0 V6 S 349 157 5.3 26.4 243 2.0 TSI 190 188 143 7.7 39.8-40.9 162-168 1.2 Dualjet 83 Allgrip 82 106 13.8 TBC 123
3.0 GTS 375 162 4.9 25.0 255 2.0 TSI 280 4x4 276 155 5.3 33.2-34.0 188-194 1.4 Boosterjet Sport 138 130 9.1 47.0 127
3.0 V6 Turbo 434 167 4.3 24.8 259 1.4 iV PHEV 215 140 7.8 148.7-188.3 33-42
2.0 TDI 122 120 124 11.1 56.5 131-132 Swace 5dr estate £27,499–£29,299 AAABC
Cayenne 5dr SUV £61,380–£126,845 AAAAB 2.0 TDI 150 148 132-135 8.6-8.8 54.3-56.5 132-135 Rebadged Toyota Corolla Touring Sports serves is a useful addition
Refreshed look, improved engines and interior, and a better SUV 2.0 TDI 150 148 133 9.2 53.3-57.7 129-140 to Suzuki’s line-up. LxWxH 4655x1790x1460 Kerb weight 1420kg
overall. LxWxH 4918x1983x1696 Kerb weight 1985kg 2.0 TDI 200 197 145 7.9 49.6-51.4 140-144 1.8 Hybrid 120 112 11.1 TBC 99
3.0 V6 335 152 6.2 24.6 259 2.0 TDI 200 4x4 197 142 7.3 47.9 157
3.0 V6 E-Hybrid 456 157 5.0 60.1-72.4 74 Vitara 5dr SUV £22,249–£27,049 AAABC
2.9 V6 S 428 164 5.2 23.9 268 Kamiq 5dr SUV £18,370–£25,350 AAABC Utterly worthy addition to the class drives better than most.
3.0 V6 GTS 453 168 4.8 21.2 301 Ibiza 5dr hatch £16,445–£20,535 AAAAB Skoda’s supermini platform has birthed a practical but predictable LxWxH 4175x1775x1610 Kerb weight 1075kg
4.0 V8 Turbo 533 177 3.9 20.9 305 Reinvigorated Ibiza is more mature and takes the class honours compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg 1.4 Boosterjet 127 118 9.5 TBC 128
4.0 V8 S E-Hybrid 671 183 3.8 52.3-58.9 90 from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg 1.0 TSI 95 93 112 11.1 49.6 129 1.4 Boosterjet Allgrip 127 118 10.2 TBC 140
1.0 MPI 80 79 106 14.6 50.4-52.3 122-128 1.0 TSI 115 112 120 9.9 47.1-49.6 130-136
Cayenne Coupé 5dr SUV £66,320–£129,445 AAAAC 1.0 TSI 95 93 113 10.9 51.4 124-125 1.5 TSI 150 148 132 8.3 46.3-47.9 133-139 SX4 S-Cross 5dr SUV £21,249–£28,049 AAABC
Little different to drive than the standard car but certainly has an 1.0 TSI 115 113A worthy crossover if not a class leader. Refreshed looks give a
121 9.3 49.6 129-130
appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg Karoq 5dr SUV £23,200–£35,195 AAAAC lease of life. LxWxH 4300x1785x1585 Kerb weight 1160kg
3.0 V6 335 150 6.0 24.4 263 Leon 5dr hatch £20,400–£37,980 AAAAC Yeti replacement may not have its forebear’s quirkiness, but it’s 1.4 Boosterjet 127 118 9.5 TBC 127
3.0 V6 E-Hybrid 456 157 5.1 60.1-72.4 74 A creditable effort and a notable improvement in form, with plenty brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg 1.4 Boosterjet Allgrip 127 118 10.2 TBC 139
2.9 V6 S 428 163 5.0 23.5 271 of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg 1.0 TSI 115 113 118 10.6 43.5-45.6 141-147
3.0 V6 GTS 453 168 4.5
1.0 TSI 110 21.2 302 108 122 10.9 51.4-52.3 123-126 1.5 TSI 150 148 126 8.1-8.3 42.8-44.8 143-149 Across 5dr SUV £45,599 AAABC
4.0 V8 Turbo 533 178 3.9
1.0 eTSI 110 20.9 307 108 119 10.8 50.4-51.4 124-129 20 TSI 190 4x4 188 132 7.3 33.2 191 Rebadged Toyota PHEV plunges Suzuki convincingly into several
4.0 V8 S E-Hybrid 671 183 3.8
1.5 TSI EVO 130 52.3-58.9 90 128 129 9.4 49.6-51.4 124-128 2.0 TDI 150 148 127 9.0 50.4-52.3 142-148 new segments. LxWxH 4635x1855x1690 Kerb weight 1915kg
1.5 TSI EVO 150 148 135 8.7 48.7 133 2.0 TDI 150 4x4 148 121 8.8 42.8 172-174 2.5 PHEV 182 112 6.0 282.4 22
RADICAL 1.5 eTSI 150 148 135 8.5 47.9 130-132
Rapture 0dr open £110,000 AAABC 1.4 eHybrid PHEV 201 137 7.5 TBC TBC Kodiaq 5dr SUV £26,630–£42,175 AAAAC TESLA
Not as well mannered as some lightweights but spectacular in its 2.0 TDI 150 113 124 10.2 64.2-65.7 113-115 Skoda’s first seven-seat SUV is a viable alternative to a traditional Model S 5dr hatch £79,980–£94,980 AAAAB
track-day element. LxWxH 4100x1790x1130 Kerb weight 765kg MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg Large range makes it not only a standout EV but also the future of
2.2 Turbo 360 165 3.1 NA NA Leon ST 5dr estate £23,065–£37,470 AAAAC 1.5 TSI 150 148 123 9.3 37.2-39.2 164-172 luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg
Good-looking and responsive hatchback-turned-estate. 2.0 TSI 190 4x4 188 TBC TBC 32.1-32.5 196-200 Long Range 411 155 3.7 405 0
RXC GT 2dr open £145,000 AAABC LxWxH 4549x1816x1454 Kerb weight 1236kg 2.0 TDI 150 148 123 9.8 46.3-47.9 154-161 Performance 596 162 2.3 396 0
Designed for pounding around a track; out of its element on the 1.5 TSI EVO 130 128 130 9.7 49.6-51.4 125-128 2.0 TDI 150 4x4 148 120 9.6 44.8-47.9 155-165
road. LxWxH 4300x1960x1127 Kerb weight 1125kg 1.5 TSI EVO 150 148 135 8.9 47.9-48.7 132-133 2.0 TDI 200 4x4 197 131 7.8 41.5-42.5 175-178 Model 3 4dr saloon £43,490–£56,490 AAAAC
3.5 V6 400 400 179 2.8 NA NA 1.5 eTSI 150 148 135 8.7 48.7 131-132 Lowest-price, biggest-volume Tesla yet arrives in the UK after
3.5 V6 650 650 180 2.7 NA NA 1.4 eHybrid PHEV 201 137 7.5 TBC TBC SMART wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg
EQ Fortwo 3dr hatch/open £21,700–£25,270 AAACC Standard Plus 235 140 5.3 267 0
R E N A U LT Arona 5dr SUV £18,605–£24,770 AAAAC Pricey, EV-only two-seater has urban appeal but is short on Long Range 346 145 4.2 360 0
Twizy 2dr hatch £11,695–£12,395 AAABC Seat’s second SUV doesn’t disappoint, with it taking charge of the performance. LxWxH 2695x1663x1555 Kerb weight 1085kg Performance 449 162 3.1 352 0
Zany solution to personal mobility is suitably irreverent and class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg Electric Drive 79 81 11.6-11.9 81-84 0
impractical. LxWxH 2338x1381x1454 Kerb weight 474kg 1.0 TSI 95 93 107 11.2 51.4 124 Model X 5dr SUV £87,890–£102,980 AAAAB
MB L7e 17 50 NA 62 0 1.0 TSI 115 113 113 9.8-10.0 47.9-53.3 121-134 EQ Forfour 5dr hatch £22,295–£23,445 AAACC A genuine luxury seven-seat electric SUV that also has a large
1.5 TSI EVO 150 148 127 8.3 44.8-45.6 140-143 Four doors give the Smart more mainstream practicality. Still range. LxWxH 5036x2070x1684 Kerb weight 2459kg
Zoe 5dr hatch £29,995–£31,495 AAABC expensive, though. LxWxH 3495x1665x1554 Kerb weight 1200kg Long Range 411 155 4.4 348 0
A far more practical zero-emission solution. Attractive price, too. Ateca 5dr SUV £23,670–£35,355 AAAAB Electric Drive 79 81 12.7 84 0 Performance 596 163 2.6 340 0
LxWxH 4084x1730x1562 Kerb weight 1470kg Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater.
50kWh R110 107 84 11.4 233 0 LxWxH 4363x1841x1601 Kerb weight 1280kg S S A N G YO N G T OYO TA
50kWh R135 132 87 9.5
1.0 TSI 110 108 232
112 11.4 44.1-46.3 139-1460 Tivoli 5dr SUV £14,345–£20,345 AAABC Aygo 3dr hatch £12,690–£14,750 AAACC
1.5 TSI EVO 150 148 124 8.5 42.2-43.5 149-152 Trails the Duster as the best-value small crossover – but not by Impactful styling does a lot to recommend it, but not as refined nor
Clio 5dr hatch £15,895–£22,495 AAAAC 2.0 TDI 116 114 115 10.9 54.3-55.4 135-137 much. LxWxH 4195x1795x1590 Kerb weight 1270kg as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg
Plusher, smoother and much more mature. A car of substance as 2.0 TDI 150 148 126 9.3 55.4-58.9 141-166 1.2 128 126 112 TBC TBC 158 1.0 VVT-i 71 99 13.8 56.5 114
well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg 2.0 TDI 150 4Drive 148 122 8.7 47.1-48.7 141-166 1.5 163 160 112 TBC TBC 161-164
1.0 SCe 65 64 TBC TBC TBC 117 Yaris 5dr hatch £19,910–£24,005 AAABC
1.0 TCe 90 88 TBC TBC TBC 117 Tarraco 5dr SUV £29,140–£40,620 AAAAC Korando 5dr SUV £20,395–£32,445 AAACC Stylish interior but ultimately a scaled-down version of bigger
1.0 TCe 100 98 116 11.8 47.9-54.3 119 Seat’s largest SUV brings a hint of youthful exuberance to a Competitive towing capabilities and generous kit, but still lacks Toyotas. LxWxH 3495x1695x1510 Kerb weight 1310kg
1.6 E-Tech Hybrid 138 112 9.9 65.7 96 practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg 1.5 VVT-i Hybrid 114 109 9.7 65.7-68.9 92-98
1.5 TSI EVO 150 148 124 9.9 38.7-41.5 155-166 1.5 GDI-Turbo 160 119 12.0 TBC 172
Mégane 5dr hatch £21,455–£36,995 AAABC 2.0 TSI 4Drive 190 188 130 8.0 31.0-31.7 201-207 1.6 D 2WD 133 112 12.0 TBC 159-164 GR Yaris 5dr hatch £29,995–£33,495 AAAAA
Stylish and refined but bland. Trophy-R hot hatch an altogether 2.0 TDI 150 148 124 10.2 49.6-52.3 144-150 1.6 D 4WD 133 112 12.0 TBC 178 Focused, exhilarating all-wheel-drive hot hatch is the most exciting
different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg 2.0 TDI 200 4Drive 197 130 7.8 41.5-42.8 172-178 Toyota in ages. LxWxH 3995x1805x1455 Kerb weight 975kg
1.3 TCe 140 138 127 9.5 46.3 133-136 Musso 5dr SUV £25,131–£35,031 AAACC 1.6 AWD 253 143 5.5 TBC 186
1.8 RS 300 298 162-163 5.4-5.7 34.9 184 S KO DA Practical pick-up has a refined engine and direct steering, but ride
1.5 Blue dCi 115 113 118 11.1 62.8 117 Fabia 5dr hatch £14,365–£17,935 AAABC needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg C-HR 5dr SUV £26,885–£33,155 AAAAC
Comfortable, affordable, easy to drive and attractive, but no more 2.2d 181 178 115-121 12.2 TBC TBC Coupé-shaped crossover certainly turns heads and impresses on
Mégane Sport Tourer 5dr estate £22,995–£32,995 AAABC so than its rivals. LxWxH 3997x1732x1467 Kerb weight 1151kg the road. LxWxH 4360x1795x1565 Kerb weight 1320kg
Stylish and refined estate car is still bland like the hatch. Smaller 1.0 MPI 60 58 98 16.6 51.4-52.3 124-127 Rexton 5dr SUV £29,995–£39,895 AAABC 1.8 Hybrid 119 105 11.0 57.7-58.9 109-110
than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg 1.0 TSI 95 94 114 10.8 50.4-52.3 122-127 A vast improvement. Better on the road but without ditching its 2.0 Hybrid 181 112 8.2 53.3-54.3 119
1.3 TCe 140 138 127 9.8 47.9 132-133 argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg
1.6 E-Tech PHEV 153 111 TBC TBC TBC Fabia Estate 5dr estate £15,625–£18,825 AAAAC 2.2d 181 178 115 11.3-11.9 34.0 205-227 Camry 4dr saloon £31,635–£32,605 AAAAC
1.5 Blue dCi 115 113 129 11.4 64.2 121 Far more practical, majoring on boot space while doing what a Toyota’s biggest global seller returns to UK with ULEZ-friendly
good Skoda should. LxWxH 4262x1732x1467 Kerb weight 1182kg SUBARU hybrid power. LxWxH 4885x1840x1445 Kerb weight 1595kg
Captur 5dr SUV £19,095–£31,495 AAAAC 1.0 TSI 95 94 115 10.9 50.4-52.3 121-126 Levorg 5dr estate £34,770 AAACC 2.5 VVT-i Hybrid 215 112 8.3 53.3 120-126
Jacked-up Clio is among the better downsized options. Stylish and Impressively practical but only offered with an automatic gearbox
fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg Scala 5dr hatch £17,265–£24,410 AAAAC and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg Corolla 5dr hatch £24,480–£30,020 AAAAC
1.0 TCe 90 89 104 8.7 TBC 133-134 Undercuts rivals on price and ushers in a sharp new design 2.0i 148 121 11.7 32.6 196 Rebranded hatch has rolling refinement, interior ambience and
1.3 TCe 130 138 122 9.2 TBC 134-135 language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg
1.6 E-Tech PHEV 156 107 10.1 TBC 1.0 TSI 95 TBC 94 118 11.0 53.3 119-120 XV 5dr SUV £28,335–£33,665 AAACC 1.8 VVT-i Hybrid 122 111 10.9 57.6-62.8 102-112
1.0 TSI 110 108 123 10.1 51.4-53.3 120-124 No-nonsense crossover doesn’t quite make enough sense. 2.0 VVT-i Hybrid 180 111 7.9 53.3-57.6 111-120
Kadjar 5dr SUV £24,695–£27,695 AAAAC 1.5 TSI 150 148 137 8.2 50.4-51.4 125-128 LxWxH 4450x1780x1615 Kerb weight 1355kg
Fine value, practical, decent to drive and good-looking, but the 1.6i 112 109 13.9 TBC 180 Corolla Touring Sports 5dr estate £25,750–£31,955 AAAAC
Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg Octavia 5dr hatch £21,230–£33,745 AAAAC 2.0i 154 120 10.4 35.7 180 More practical estate bodystyle proves just as capable with hybrid
1.3 TCe 140 138 124 9.8 45.6 143-147 Does comfort and practicality like no other. Good, frugal engines 2.0i e-Boxer 148 120 10.4 35.7 180 power. LxWxH 4650x1790x1435 Kerb weight 1440kg
too. LxWxH 4689x1829x1470 Kerb weight 1225kg 1.8 VVT-i Hybrid 122 111 11.1 56.5-62.8 103-113
Koleos 5dr SUV £28,895–£34,295 AAABC 1.0 TSI 110 113 129 10.5-10.8 54.3-56.5 115-117 Forester 5dr estate £36,345–£39,335 AAACC 2.0 VVT-i Hybrid 180 111 8.1 53.3-56.5 112-121
Koleos name returns and is a vast improvement on before, but no 1.5 TSI 150 148 143 8.5 52.3-53.3 121-123 Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless.
class leader. LxWxH 4672x2063x1678 Kerb weight 1540kg 1.4 TSI iV PHEV 201 136 7.7 TBC TBC LxWxH 4610x1795x1735 Kerb weight 1488kg RAV4 5dr SUV £30,090–£50,895 AAACC
1.7 Blue dCi 150 148 118 11.8 45.6 161-162 1.4 TSI iV vRS PHEV 242 139 7.3 TBC TBC 2.0i e-Boxer 148 117 11.8 34.7 185 A solid option but ultimately outgunned by Korean competition.
2.0 Blue dCi 190 188 123 10.1 40.9 181-183 2.0 TSI vRS 242 155 6.8 40.9 157 LxWxH 4605x1845x1675 Kerb weight 1605kg
2.0 TDI 116 114 131 10.3 68.9 109 Outback 5dr estate £33,770–£36,770 AABCC 2.5 Hybrid 194 112 8.4 50.4-51.3 126-131
R O L L S - R OYC E 2.0 TDI 150 148 143 8.7 64.2-67.3 109-115 Acceptable in isolation but no class leader. 2.5 Hybrid AWD 194 112 8.1 47.9-48.7 131-134
Wraith 2dr coupé £262,230–£301,710 AAAAB 2.0 TDI 200 vRS 197 154 7.4 56.5 130 LxWxH 4815x1840x1605 Kerb weight 1612kg 2.5 PHEV 302 112 6.0 TBC TBC
An intimate and involving Rolls. Not as grand as some, but other 2.0 TDI 200 vRS 4x4 197 150 6.8 51.4 145 2.5i 172 130 10.2 33.0 193
traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg Land Cruiser 5dr SUV £42,345–£57,490 AAABC
6.6 V12 624 155 4.6 18.5-18.6 347-348 Octavia Estate 5dr estate £22,210–£34,975 AAAAC BRZ 2dr coupé £32,020 AAAAA A real go-anywhere vehicle. Totally rugged and available with
Class-leading amount of space and practicality. Comfortable, too. The GT86’s half-brother looks great in Subaru blue. Cheaper, too. seven seats. LxWxH 4335x1885x1875 Kerb weight 2010kg
Dawn 2dr open £286,230–£345,630 AAAAB LxWxH 4667x1814x1465 Kerb weight 1247kg LxWxH 4240x1775x1320 Kerb weight 1242kg 2.8 D-4D 177 201 109 12.7 29.1-31.0 239-250
Essentially as above, except with a detuned engine and in elegant 1.0 TSI 110 113 125 10.6-10.9 53.3-54.3 118-119 2.0i 197 140 7.6 33.3 191
convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 1.5 TSI 150 148 139 8.4 50.4-52.3 123-126 GR Supra 2dr coupé £47,395–£54,340 AAAAC
6.6 V12 563 155 5.0 16.8-17.4 367-380 1.4 TSI iV PHEV 201 136 7.8 TBC TBC SUZUKI Brings welcome muscle, fun and variety to the affordable sports
1.4 TSI iV vRS PHEV 242 139 7.3 TBC TBC Ignis 5dr hatch £13,289–£16,769 AAAAC car class. LxWxH 4379x1292x1854 Kerb weight 1541kg
Ghost 4dr saloon £253,830–£286,230 AAAAC 2.0 TSI vRS 242 155 6.8 40.4 159 Cute and rugged-looking 4x4 city car capable of tackling roads 2.0i 250 155 5.2 TBC 167
‘A ffordable’ Rolls is a more driver-focused car than the Phantom. 2.0 TDI 116 114 128 10.4 67.3 111 bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg 3.0i 335 155 4.3 34.5 188
Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg 2.0 TDI 150 148 139 8.8 62.8-65.7 112-118 1.2 Dualjet 87 106 11.8 52.9 126
6.6 V12 563 155 4.9-5.0 18.5-18.6 347-348 2.0 TDI 200 vRS 197 152 7.4 55.4 132 1.2 Dualjet SHVS 87 106 11.4 54.1 117 Prius 5dr hatch £24,875–£28,975 AAAAC
2.0 TDI 200 vRS 4x4 197 147 6.8 50.4 147 1.2 Dualjet SHVS 4x4 87 103 11.1 48.6 127 Better all round compared with its predecessors. Challenging
Phantom 4dr saloon £367,830–£439,830 AAAAA looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg
Phantom takes opulent luxury to a whole new level. Superb 5dr hatch £25,105–£41,500 AAAAC 1.8 VVT-i Hybrid 120 112 10.6 58.9-67.3 94-109
LxWxH 5762x2018x1646 Kerb weight 2560kg Another great Czech value option that’s big on quality and space if
6.75 TV12 563 155 5.1-5.2 18.6-18.8 341-344 not on price. LxWxH 4869x1864x1469 Kerb weight 1340kg Prius Plug-in Hybrid 5dr hatch £32,645–£34,745 AAAAC
1.5 TSI 150 148 137 9.0-9.2 40.4-44.8 142-157 Plug-in version is clever and appealing. Seems more comfortable in
Cullinan 4dr SUV £268,230–£309,030 AAAAC 2.0 TSI 190 188 148 7.7 38.2-39.2 162-168 its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg
Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TSI 280 4x4 276 155 5.5 32.2-34.0 188-193 1.8 VVT-i Hybrid 120 101 11.1 188.3-217.3 29-35
that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg 1.4 iV PHEV 215 138 7.7 148.7-188.3 33-42
6.75 TV12 563 155 5.2 17.3-18.1 355-370 2.0 TDI 122 120 129 11.0 57.7-58.9 127 Mirai 4dr saloon £66,000 AAAAC
2.0 TDI 150 148 138 9.1 54.3-58.9 125-136 Europe’s first ‘ownable’ hydrogen car, even if infrastructure isn’t
S E AT 2.0 TDI 200 197 151 7.9 51.4-53.3 140-145 quite mainstream. LxWxH 4890x1815x1535 Kerb weight 1850kg
Mii Electric 5dr hatch £22,800 AAABC 2.0 TDI 200 4x4 197 148 7.2 47.9 154 Hydrogen FCV 152 111 9.6 66.1mpkg 0
Not as desirable or plush as the e-Up but nearly as good to drive.
LxWxH 3557x1643x1474 Kerb weight 1160kg
37kWh electric 81 81 12.3 162 0

19 MAY 2021 AUTOCAR.CO.UK 79

 N E W CAR PR I CES
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Passat 4dr saloon £27,085–£39,480 AAAAC
Lands blows on rivals with its smart looks, civilised refinement,
quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg
1.5 TSI EVO 150 148 137 8.7 46.3-47.9 139-146
1.4 TSI GTE PHEV 215 138 7.4 217.3 30
2.0 TDI 122 120 127 11.3 58.91 125
2.0 TDI 150 148 139 8.9 58.9-60.1 124-127
2.0 TDI 200 197 147 7.4 53.3 138

Passat Estate 5dr estate £29,340–£41,450 AAAAC

All the Passat’s redeeming features in spacious, practical estate
form. LxWxH 4767x2083x1516 Kerb weight 1395kg
1.5 TSI EVO 150 148 133 8.9 44.8-45.6 144-151
1.4 TSI GTE PHEV 215 138 7.6 201.8 33
VA U X H A L L 2.0 TDI 122 120 123 11.5 57.6 129 V60 Cross Country 5dr estate £40,600–£40,775 AAAAC
Aston Martin Vantage F1 Edition Corsa 3dr/5dr hatch £16,440–£33,045 AAABC 2.0 TDI 150 148 130-132 9.1 56.5-57.6 128-132 Brings extra ride height, all-wheel drive and off-road body cladding.
On sale May, price £142,000 Refined, stylish and practical, but its engines aren’t so good. 2.0 TDI 200 197 145 7.6 52.3 143 LxWxH 4784x1916x1499 Kerb weight 1792kg
In celebration of its latest Vantage being LxWxH 4060x1765x1433 Kerb weight 1141kg 2.0 T5 248 140 6.8 35.8 180
1.2 75 72 108 13.2 53.3 125 Arteon 4dr saloon £31,965–£41,980 AAABC 2.0 D4 187 130 8.2 47.9 155
used as a safety car in Formula 1, Gaydon 1.2 100 97 121 9.9 48.7-52.3 126-134 VW’s flagship saloon is well-made and luxurious but rather bland to
has created a special edition for the road. 1.5 Turbo D 102 98 117 10.2 70.0 109-110 drive. LxWxH 4862x1871x1450 Kerb weight 1505kg S90 4dr saloon £56,025–£56,875 AAAAC
The Porsche 911 rival is upgraded with more 50kWh E 132 93 8.1 209 0 1.5 TSI 150 148 137 8.9 42.8-44.8 144-151 Volvo’s mid-sized exec majors on comfort, style and cruising
2.0 TSI 190 187 149 7.9 36.2-38.2 168-178 ability. LxWxH 4963x2019x1443 Kerb weight 1665kg
chassis reinforcement up front, upgraded Astra 5dr hatch £18,890–£26,430 AAAAC 2.0 TDI 150 148 137 9.5 55.4-58.9 126-134 2.0 T8 Recharge PHEV 384 112 5.1 TBC TBC
dampers, stiffer rear springs, tweaked Good handling and nice engines, but its working-class roots still 2.0 TDI 200 197 147 7.9 51.4-54.3 137-145
steering and snappier gearshifts, plus an show through. LxWxH 4370x1809x1485 Kerb weight 1244kg 2.0 TDI 200 4Motion 197 145 7.4 46.3 159 V90 5dr estate £39,835–£60,405 AAAAC
1.2 Turbo 110 108 124 10.2 54.3 119 Luxury estate takes on the 5 Series and the E-Class. Comfy and a
extra 25bhp and a wider peak torque band 1.2 Turbo 130 128 134 9.9 54.3 119 Arteon Shooting Brake 5dr estate £32,765–£42,780 AAABC good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg
for its V8. Offered as both a coupé and a 1.2 Turbo 145 143 137 9.7 54.3 121-124 Hybrid option and estate bodystyle’s extra versatility enhance the 2.0 B4 197 112 7.9 40.9 158
soft-top, the F1 Edition is marked out by 1.4 Turbo 145 143 130 9.3 50.4 129 Arteon’s appeal. LxWxH 4866x1871x1450 Kerb weight 1529kg 2.0 B5 246 112 6.9 36.6-40.4 159-175
1.5 Turbo D 105 102 124 10.2 65.7 113 1.5 TSI 150 148 135 8.9 42.2-43.5 145-153 2.0 B6 297 112 6.2 34.4-36.2 178-184
a downforce-boosting aero package, 21in 1.5 Turbo D 122 118 127-130 9.7-10.2 64.2 115 2.0 TSI 190 187 145 7.9 35.8-37.2 171-179 2.0 T6 Recharge PHEV 335 112 5.9 TBC TBC
wheels, a new grille and carbonfibre trim. 2.0 TDI 150 148 135 9.4 54.3-57.6 128-136 2.0 B4D 197 112 8.8 44.8-49.5 149-164
Astra Sports Tourer 5dr estate £20,340–£25,125 AAAAC 2.0 TDI 200 197 145 7.9 50.4-53.3 139-147 2.0 B5D 232 112 7.1 44.8-47.0 156-164
M AY More composed and practical than the hatchback. 2.0 TDI 200 4Motion 197 143 7.4 46.3 161
Alpina B8, Aston Martin Vantage F1 Edition, Audi E-tron GT, LxWxH 4702x1809x1510 Kerb weight 1273kg V90 Cross Country 5dr estate £46,985–£53,160 AAAAC
E-tron GT RS, Bentley Bentayga PHEV, Flying Spur PHEV, BMW 1.2 Turbo 110 108 124 10.0 54.3 119 Touran 5dr MPV £28,580–£35,495 AAAAC Volvo’s large comfy estate given a jacked-up, rugged makeover.
M5 CS, Cupra Formentor PHEV, Ferrari SF90 Spider, Fiat 500X 1.2 Turbo 130 128 134 9.5 53.3 119 Dull overall, but it’s a capable MPV, well-made and hugely refined. LxWxH 4936x2019x1543 Kerb weight 1826kg
update, Ford Galaxy Hybrid, S-Max Hybrid, Hyundai i20 N, 1.2 Turbo 145 142 137 9.0 54.3 119 LxWxH 4527x1829x1659 Kerb weight 1436kg 2.0 T5 AWD 250 140 7.4 32.5 196
Santa Fe update, Kia Ceed update, Land Rover Defender V8, 1.4 Turbo 145 142 130 9.2 49.6 129 1.5 TSI EVO 150 148 118 11.4 39.8-40.9 154-162 2.0 T6 AWD 310 140 6.3 32.5 196
Mercedes-AMG GT 73 4-Door Coupé, Mercedes-Benz C-Class, 1.5 Turbo D 105 102 124 10.2 65.7 113 2.0 TDI 150 148 128-129 9.3 50.4-52.3 142-147 2.0 D4 AWD 185 130 8.8 43.5 171
C-Class Estate, Nissan Qashqai, Porsche 911 GT3, Renault 1.5 Turbo D 122 118 130 9.8 55.4-64.2 116-113 2.0 D5 AWD 228 140 7.5 40.9 181
Captur PHEV, Skoda Enyaq iV, Tesla Model S Plaid, Toyota Sharan 5dr MPV £34,230–£35,595 AAAAB
Land Cruiser update, RAV4 PHEV, Yaris Cross, Volvo C40 Insignia Grand Sport 5dr hatch £23,765–£40,925 AAAAC Full-sized seven-seater offers versatility, space, VW desirability XC40 5dr SUV £25,275–£60,005 AAAAC
The good-looking and tech-filled Insignia makes an attractive and tidy handling. LxWxH 4854x1904x1720 Kerb weight 1703kg Volvo’s take on the crossover aims to rival BMW, Mercedes and
SUMMER
proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 1.4 TSI 150 148 122 10.7 37.2 180-189 Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg
Alfa Romeo Giulia GTA, Giulia GTAm, Alpina B4, Audi Q4 2.0 Turbo 200 197 146 7.2 37.7 171 1.5 T2 126 112 10.9 40.4 158
1.5 Turbo D 122 120 127 10.7 61.4 AAAAB 1.5 T3
121 T-Cross 5dr SUV £18,360–£27,785
160 112 9.3-9.6 38.7-40.4 158-166
E-tron, Q4 E-tron Sportback, Bentley Flying Spur update, 2.0 Turbo D 170 167 142 8.2 Compact crossover delivers a classy, substantial feel on UK roads. 2.0 B4
61.4 121 197 112 8.4 36.7-39.2 162-176
BMW iX3, Citroën C3 Aircross update, DS 4, 4 Crossback, 9, LxWxH 4108x1760x1584 Kerb weight 1270kg 2.0 B5 246 112 6.9 36.7 174-176
9 PHEV, Ferrari Portofino M, Genesis G80, GV80, Honda Civic, Crossland X 5dr SUV £19,330–£25,235 AAABC 1.0 TSI 95 93 112 11.5 47.9 132-133 1.5 T5 Recharge PHEV 258 112 7.3 117.7-141.1 45-55
Hyundai Bayon, i30 N update, Ioniq 5, Kona N, Lexus ES update, Vauxhall’s small SUV is competent enough but lacks any real 1.0 TSI 110 108 117 9.9-10.4 42.8-48.7 132-149 P8 Recharge 78kWh 402 112 4.9 249 0
Lotus Evija, Maserati MC20, McLaren Artura, Mercedes-AMG character. LxWxH 4212x1765x1605 Kerb weight 1245kg 1.5 TSI EVO 150 147 124 8.5 46.3-47.1 136-138
One, Mercedes-Benz C-Class PHEV, CLS update, Mercedes- 1.2i 83 81 105 14.0 47.1 142 XC60 5dr SUV £40,980–£64,090 AAABC
Maybach GLS, S-Class, Morgan Plus 8 GTR, Nissan Ariya, 1.2i Turbo 110 108 117 10.6 47.1 140 T-Roc 5dr SUV/open £21,440–£40,735 AAAAC Looks like a small XC90 and carries on where the old one left off. A
Pininfarina Battista, Polestar 2 RWD, Porsche 911 GT3 1.2i Turbo 130 128 128 9.1 44.1-48.0 136-146 VW’s junior SUV is beguiling and sophisticated. It drives rather well, good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg
Touring, 911 GTS, Renault Arkana, Rimac C_Two, Seat Arona 1.5 Turbo D 102 101 111 9.9 61.4 120 too. LxWxH 4234x1992x1573 Kerb weight 1270kg 2.0 B5D 246 112 6.9 36.7-38.1 168-176
update, Ibiza update, Tarraco PHEV, Subaru Outback, Toyota 1.5 Turbo D 120 116 114 10.8 55.4 137 1.0 TSI 110 108 115 10.8 43.5-46.3 133-146 2.0 B6D 296 112 6.2 34.0 190
Mirai, Volkswagen Polo GTI update, Tiguan Allspace update 1.5 TSI EVO 150 148 127 8.3-9.6 40.9-47.9 144-158 2.0 T6 Recharge PHEV 335 112 5.9 TBC TBC
Mokka 5dr SUV £20,735–£37,970 AAABC 2.0 TSI R 300 4Motion 298 155 4.9 31.7 201 2.0 T8 Recharge PHEV 384 112 5.5 TBC TBC
Radically overhauled crossover now comes with the option of 2.0 TDI 115 113 116 10.4 56.5-60.1 137-146 2.0 T8 R’ge Polestar PHEV 399 112 5.4 TBC TBC
battery-electric power. LxWxH 4151x1791x1531 Kerb weight 1750kg 2.0 TDI 150 148 124 8.8-10.8 50.4-53.3 140-146 2.0 B4D 194 112 8.3 44.8-45.5 161-166
1.2 100 99 115 10.6 51.4 124 2.0 B5D 232 112 7.1 44.1 167
1.2 130 128 125 9.1 47.1-50.4 126-137 ID 4 5dr SUV £40,800 AAAAC
1.5 Turbo D 110 108 118 10.8 64.2-65.7 114 Impressively refined and versatile SUV marks VW out as a maker of XC90 5dr SUV £55,095–£75,090 AAAAC
50kWh e 134 93 8.7 201 0 fine electric cars. LxWxH 4584x1852x1640 Kerb weight 2124kg Clever packaging, smart styling, good to drive: Volvo’s closest thing
82kWh 201 99 8.5 TBC 0 to a class leader. LxWxH 4950x2008x1776 Kerb weight 1961kg
Grandland X 5dr SUV £24,800–£44,370 AAACC 2.0 B5D 246 112 7.7 32.4 198
Does well to disguise its 3008 roots but too bland to stand out in a Tiguan 5dr SUV £24,915–£39,010 AAAAC 2.0 B6D 296 112 6.7 90.7 210
congested segment. LxWxH 4477x1811x1630 Kerb weight 1350kg An improvement on the previous model and will continue to sell by 2.0 T8 Recharge PHEV 384 112 5.8 TBC TBC
1.2 Turbo 130 128 117 10.9-11.1 45.6 141-147 the bucketload. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.0 B5D 232 112 7.6 41.5 178
1.6 Hybrid 223 140 8.6 192.0-210.0 34 1.5 TSI EVO 130 128 119 10.2 44.1-44.8 143-146
1.6 Hybrid4 298 146 5.9 204.0-225.0 32 1.5 TSI EVO 150 148 126 9.2-9.3 38.2-42.2 143-168 VUHL
1.5 Turbo D 130 128 119 10.2 54.3 136 2.0 TDI 150 148 125-127 9.3 47.1-50.4 146-157 05 0dr open £59,995–£89,995 AAAAC
Bayon is crossover relation of new i20 2.0 TDI 150 4Motion 148 124-125 9.3 43.5-45.6 163-171 Mexican track-day special has a pleasingly pragmatic and forgiving
Combo Life 5dr MPV £23,010–£25,545 AAABC 2.0 TDI 200 4Motion 197 134 7.5 42.8 172-177 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg
AU T U M N Van-based people carrier is usable, spacious and practical, if not 2.0 DOHC Turbo 285 152 3.7 NA NA
Alfa Romeo Giulia update, Tonale, Audi RS3 Saloon, very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg Tiguan Allspace 5dr SUV £32,195–£44,385 AAAAC 2.3 DOHC Turbo RR 385 158 2.7 NA NA
RS3 Sportback, BMW 4 Series Gran Coupé, i4, iX xDrive50, 1.2 Turbo 110 108 109 11.9 40.9 156 Has all the Tiguan’s sensibility and refinement, now with the bonus
M4 Cabriolet, X3 update, X4 update, Chevrolet Corvette, 1.2 Turbo 130 128 TBC TBC 40.3 157 of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg WESTFIELD
Citroën ë-Berlingo, Cupra Born, Ferrari 812 Competizione, 1.5 Turbo D 100 99 107 12.7 52.3 142-145 1.5 TSI EVO 150 148 123 9.5-10.0 37.2-39.2 164-176 Sport 2dr coupé £19,950–£35,800 AAAAC
812 Competizione Targa, 812 GTO, Jeep Compass PHEV, 1.5 Turbo D 130 128 115 10.6 51.3 144 2.0 TDI 150 148 126 9.7 44.8-47.1 164-165 Sport Turbo is very quick and fun but not a patch on the
Renegade update, Maserati Levante update, Levante Hybrid, 2.0 TDI 150 4Motion 148 123-124 9.8 41.5 177-179 Caterhams. LxWxH TBC Kerb weight TBC
Mercedes-AMG S63, Mercedes-Benz EQB, EQS, SL, Peugeot V O L K S WA G E N 2.0 TDI 200 4Motion 197 132 TBC 40.4-41.5 176-184 1.6 Sigma 135 TBC TBC NA NA
308, 308 SW, Rifter EV, Porsche 911 Carrera T, Macan update, Up 3dr/5dr hatch £12,705–£23,555 AAAAC 1.6 Sigma 155 TBC TBC NA NA
Renault Arkana PHEV, Rolls-Royce Ghost Black Badge, It’s no revolution, but VW’s hallmarks are in abundance. Touareg 5dr SUV £45,960–£63,415 AAAAC 2.0 Duratec 200 TBC TBC NA NA
Skoda Kodiaq update, Toyota GR 86, Vauxhall Combo-e Life, LxWxH 3600x1428x1504 Kerb weight 926kg Hints of ritziness and sportiness don’t impinge on this functional 2.0 Ecoboost 252 TBC TBC NA NA
Grandland X update, Volkswagen ID 4 GTX, Polo update 1.0 65 64 100 15.6 54.3 119 luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg
1.0 115 GTI 113 119 8.8 51.4 125-126 3.0 V6 TSI 340 335 155 5.9 25.2-25.7 249-252 Mega 2dr coupé £16,950 AAABC
WINTER e-Up 81 80 12.4 159 0 3.0 V6 TDI 231 228 135 7.5 33.6-34.4 214-219 Mega engine makes it rapid, but isn’t as fun as Caterham’s R range.
Alfa Romeo Stelvio update, BMW 2 Series Active Tourer, 3.0 V6 TDI 286 282 148 6.1 33.6-34.9 213-219 And you have to build it yourself. LxWxH TBC Kerb weight TBC
2 Series Coupé, Honda HR-V, Jeep Wrangler PHEV, Kia EV6,
xxxxxxxxx Polo 5dr hatch £17,125–£20,605 AAAAC 2.0 VTEC S2000 240 TBC TBC NA NA
Sportage, Mercedes-AMG S63e PHEV, MG electric supermini, A thorough going-over makes it more mature, but the Polo is still a V O LV O
E-Motion, Nissan X-Trail, Porsche Taycan GTS, Renault Kadjar, bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg S60 4dr saloon £39,680–£51,100 AAAAC ZENOS
Skoda Fabia, Vauxhall Astra, Astra Sports Tourer 1.0 80 78 106 15.4 51.4 125 Fresh-faced saloon now sits comfortably among the ranks of its E10 0dr coupé £26,995–£39,995 AAAAB
1.0 TSI 95 93 116 10.8 48.7-53.3 120-127 German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg The latest in a long line of mid-engined British marvels. Expect a
E A R LY 2 022 1.0 TSI 110 108 121 9.9 53.3-54.3 118-119 2.0 B5 246 112 6.7 41.5 153 dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg
Audi Q6 E-tron, Q9, BMW iX xDrive40, M2 Coupé, Ferrari 2.0 T8 Recharge PHEV 384 112 4.6 122.8-176.5 42 2.0 Ecoboost S 250 145 4.0 NA NA
Purosangue, Fiat 500X Cabriolet, Ford Fiesta update, Focus Golf 5dr hatch £23,355–£39,270 AAAAB 2.0 T8 R’ge PHEV Polestar 399 112 4.4 104.5 61 2.3 Ecoboost R 350 155 3.0 NA NA
update, Genesis G70, G70 Shooting Brake, GV70, GMA T50, Does exactly what everyone expects. Still the king of the family
car. LxWxH 4284x1789x1492 Kerb weight 1206kg V60 5dr estate £34,855–£52,200 AAAAB
Honda Civic Type R, Hyundai Ioniq 6, Ineos Grenadier, 1.0 TSI 110 108 126 10.2 53.3 121 Spacious and comfortable, with a characterful, Scandi-cool design.
Lamborghini Urus update, Urus PHEV, Land Rover Range 1.5 TSI EVO 130 128 130 9.1 51.4-53.3 121-124 LxWxH 4761x1916x1427 Kerb weight 1729kg
Rover, Range Rover Sport, Lexus NX update, Lotus Emira, 1.5 TSI EVO 150 148 139 8.9 50.4-51.4 124-128 2.0 B3 161 112 9.1 40.9 155
Maserati Grecale, Mercedes-AMG C53, C63e, Mercedes- 1.5 eTSI EVO 150 148 135 8.9 47.9-49.6 129-133 2.0 B4 197 112 8.0 41.5 152
All dates are approximate and subject to change

Benz EQT, T-Class, Renault Mégane E-Tech, Subaru Solterra, 1.4 TSI PHEV 242 140 6.7 TBC TBC 2.0 B5 246 112 6.8-6.9 37.7-40.4 157-170
Tesla Model Y, Toyota Aygo X, Volkswagen Golf R Estate, ID 5 2.0 TSI GTI 242 155 6.4 38.2 169 2.0 B6 297 112 6.0 36.2 175
2.0 TSI 300 GTI 296 155 5.6 38.2 167 2.0 T8 R’ge PHEV Polestar 399 112 4.9 TBC TBC
2.0 TSI 320 R 4Motion 296 155 4.7 36.2 177 2.0 T6 Recharge PHEV 335 112 4.6 TBC TBC
2.0 TDI 115 113 126 10.2 67.3-68.9 107-110 2.0 B4D 197 112 7.6 47.0-50.4 146-156
2.0 TDI 150 148 139 8.8 64.2 116-117
2.0 TDI 200 GTD 197 152 7.1 54.3 137
ID 3 5dr hatch £32,990–£42,290 AAAAC
A very mature electric car whose substance of engineering is
central to its appeal. LxWxH 4261x1809x1568 Kerb weight 1730kg
150kW 62kWh 201 99 7.3 261 0
150kW 82kWh 201 99 7.9 336 0

Electric BMW i4 will rival Tesla Model 3

80 AUTOCAR.CO.UK 19 MAY 2021

ROAD TEST
BMW Proceed 1.4 T-GDi AAABC 308 1.6 e-HDi 115 AAAAC SUZUKI

ROAD TEST
27.2.19 15.1.14
1 Series 118i M Sport AAAAC 30.10.19 Xceed 1.4 T-GDi AAABC 20.11.19 508 GT BlueHDi 180 AAAAC 24.10.18 Swift 1.0 SZ5 AAABC 17.5.17
2 Series 220d Convertible AAAAC 1.4.15 Niro 1.6 GDI DCT 2 AAABC 31.8.16 Hybrid 225 Allure SW AAAAC 8.7.20 SX4 S-Cross 1.6 DDiS SZ4 AAABC 30.10.13
M2 AAAAB 15.6.16 e-Niro First Edition AAAAB 1.5.19 PSE Hybrid4 SW AAAAC 5.5.21 Jimny 1.5 SZ5 Allgrip AAABC 28.11.18
ed rom
ph ef m M2 CS M-DCT AAAAB Sportage 1.7 CRDi ISG 2 AAABC 2008 e-2008 GT Line AAABC Vitara 1.6 SZ5 AAABC

INDEX
pe 19.8.20 2.3.16 30.9.20 29.4.15
s e r m u fro
T op P ow 0 -62 T orq CO 2 218d Active Tourer Luxury AAAAC 24.12.14 Sorento 1.6 HEV G-TDi 2 AAABC 20.1.21 3008 1.6 BlueHDi GT Line AAABC 18.1.17 Across 2.5 PHEV E-Four CVT AAAAB 7.4.21
218i Gran Coupé M Sport AAACC 8.4.20 5008 2.0 BlueHDi GT Line AAABC 1.11.17
3 Series 320d M Sport AAAAA 15.5.19 LAMBORGHINI TESLA
330d xDrive M Sport AAAAB 15.1.20 Huracán Performante AAAAB 11.10.17 P O L E S TA R Model 3 Standard Range Plus AAAAC4.9.19
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measure leg room, head room, boot space and certain 488 GTB AAAAA 25.5.16 Senna 4.0 V8 AAAAA 10.10.18 DSG Estate AAAAC 2.9.20 XC40 D4 AWD First Edition AAAAB 7.2.18
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week, so as to best assess and reflect the suitability GT S AAAAC 29.7.15 Tivoli XLV ELX auto AAACC 14.9.16 WESTFIELD
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includes modular sections describing in detail the ST-3 1.5 T Ecoboost AAAAB 15.8.18 13.3.19 XV 2.0i SE Lineartronic AAACC 28.2.18 ZENOS
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at the time so they don’t necessarily represent what Puma 1.0T 125 MHEV AAAAB 25.3.20 CLA 250 AAACC 21.8.19
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Nomad AAAAA 24.6.15 SQ5 quattro AAABC 21.6.17 Juke 1.0 DIG-T 117 AAABC 29.1.20 if lacking in pedal feel. with 202bhp, are highly sought-
Q7 SQ7 4.0 TDI AAAAC 26.10.16 J E E P Qashqai 1.5 dCi 2WD AAAAB 19.2.14 Variable-ratio steering was after VXR versions of the Corsa
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helpfully light in town but lacked D generation today. The Corsa E
Vantage V8 AAAAB 23.5.18 R8 V10 Plus AAAAC 30.12.15 Renegade 2.0 M’jet 4x4 L’d AAABC28.10.15 GT-R Recaro AAAAB 16.11.16
DB11 Launch Edition AAAAB 21.9.16 Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19 precision and weighting at pace. VXR raised the ante slightly, to
Rapide S AAAAC 20.3.13 B E N T L E Y NOBLE Mid-corner balance was 204bhp, for its 2015-2018 reign.
DBS Superleggera AAAAA 21.11.18 Continental GT W12 First Edition AAAAB KIA M600 AAAAB 14.10.09 good, especially at speed. The However, today’s Corsa F has no
DBX AAAAB 28.10.20 2.5.18 Stinger 2.0 T-GDI GT-L S AAABC 25.4.18 ride was surprisingly supple, VXR variant and nor are there
Flying Spur W12 AAAAB 15.7.20 Rio 1.0 T-GDI 3 Eco AAABC 1.3.17 P E U G E O T impressing even on motorway any signs that one is imminent.
Bentayga W12 AAAAB 18.5.16 Ceed 1.6 CRDi 115 2 AAABC 29.8.18 208 e-208 Allure Premium AAAAC 6.5.20

19 MAY 2021 AUTOCAR.CO.UK 81

 Matt Prior
otus would consider
L selling the tooling for the
soon-to-be-discontinued
Elise, it was reported by
Automotive News Europe last week.
It seems that as Lotus redevelops
Hethel for new models, it hasn’t room
to keep the relatively labour-intensive
Elise hardware, which spans a couple
of large warehouses as a production
line, and is apparently open-minded
about flogging the car’s tooling –
for which there is a precedent.
In 1973, it sold the rights to the
Lotus Seven to Caterham, which took
over manufacture of the little two-
seat roadster and quickly reverted the
ungainly Series 4 shape to the rather
more attractive Series 3. Caterham
has gradually been developing its
Seven, available fully built or as a
kit, but either way true to its original
ethos and appearance, ever since.
Caterham has had only a few
diversions in the intervening 48
years, such as the very pretty 21,
unfortunately launched around the
same time as the Elise; the SP/300.R,
a track car built in conjunction with
Diversification efforts
such as 21 have never
worked for Caterham
TESTER’S NOTES
` Enzo’s dream had always been
I’d focus on maintaining, modifying, racing
and restoring the Elises already in circulation
a independent, with 80% going to
Lola; and the abandoned A110 and
C120 joint venture with Alpine.
Reflecting the times, today there’s
a wide-bodied Seven and the CSR,
which meets more international
legislation, making it easier to export.
Otherwise, though, Caterham is as
Caterham does. Generally, the Seven
is built in small numbers, raced in
large numbers and loved, cherished
and known in a way that extends far
beyond the company’s modest size.
Caterham has tried expanding but,
in the end, always returns to its core.
If you were looking for a template
for what should happen to the Elise,
would it be similar? It just might
be. I don’t know how much Lotus
wants for the tooling or rights to
production; it’s not like Geely, its
owner, particularly needs the money.
Equally important, you would think,
is that it goes to the right owner with
the right plans. I’ve suggested on
Twitter going halves with somebody
but, alas, so far no co-conspirators.
It strikes me that modesty, though,
would be key. The car industry is full
of ambitious plans that amount to
nothing. With lofty goals, Caterham
raced in Formula 1 not so long ago, if
you remember. And it would be easy
for somebody to turn up and say they
E S TA B L I S H E D 1 8 95
29 June 1988
ENZO FERRARI WAS a famously
autocratic leader of his company,
so it’s no surprise that we had an
internal power struggle to detail as
‘Il Commendatore’ neared his end.
Fiat had bought a 50% stake in
Ferrari in 1969, and it still held this
come 1988, with Enzo holding 40%
and his son Piero the last 10%. And
to add complexity, Enzo owned the
racing arm’s facilities, including its
new wind tunnel and Fiorano track.
Previously, the two Ferraris and
Any takers? Lotus
Fiat could cancel out each other’s
is apparently open
votes, but now Enzo and Piero had
to selling Elise line
fallen out over the firm’s direction,
often giving Fiat the upper hand.
for his son to take control after he
died, but as it transpired, Fiat was
given first refusal of his 40% stake.
Ferrari thus remained under Fiat
control until 2015, when it became
developments of it in decent numbers FCA investors, 10% to the public.
in an effort to keep it ‘relevant’.
Now, it’s worth noting that I can
barely run a tap, let alone a car maker. G E T M O R E AU T O C A R
But given what’s going on in the
car world, I would start out more
circumspect and create a plan that
worked primarily around keeping old
Elises alive, so it would make money
even if it never built a new example.
The truth is, there’s little a new
Elise offers that a used one doesn’t; X
Lotus has made quite a lot over the
past quarter-century; and they don’t Andrew Frankel tests new
rot. So sure, build a few new cars, Porsche 911 GT3 on track
but always fewer than people want;
and mostly operate on the basis that
there’s a vast amount of work to
be had maintaining, modifying,
youtube.com/autocar
racing and restoring the tens of
thousands already in circulation.
There will come a point cars this facebook.com/autocarofficial
pure and light can’t be sold in any
number anyway – but never, we hope,
a time when people will stop driving twitter.com/autocar
them. The Elise has established itself
as the greatest sports car of the late
internal-combustion era. The next autocar_official
step is to make sure that, in 50 years’
time, it’s still treated that way.
SUBSCRIBE
GET IN TOUCH
 matt.prior@haymarket.com
autocar.co.uk/subscribe
would like to revitalise the Elise and For all our latest print and digital
keep pushing out new variants and @matty_prior subscription offers
82 AUTOCAR.CO.UK 19 MAY 2021
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colour and clear coat touch up paint and paint pens – NEW to the UK!
• Live vehicle tracking using GPS
• Remotely stop engine by phone Mixed to order from registration number. 100% colour match
• Easy installation by any garage guaranteed from 250,000+ colours available. Fast UK delivery.
*UK only 10% DISCOUNT OFFER CODE: Autocar10%
Key Features www.touchuppaintfactory.com
• Remote engine stop • Easy to install and transfer
• Geo fencing • Mileage reading
• Trip history • Low battery alert
• Device tampering alert • Unauthorised movement alert
• Live realtime mapping • No subscriptions

19 MAY 2021 AUTOCAR.CO.UK 83