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the road
F I R S T F O R N E W S A N D R E V I E W S E V E RY W E E K
(just)
Est. 1895 | autocar.co.uk | 6 April 2022
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NEW ROLLS COUPE

We join top-secret test of jaw-dropping electric flagship
It’s set to be the
quietest, comfiest
Rolls-Royce ever

6 – 13 April 2022 £4.50

DRIVEN MASERATI’S MACAN

D
C A R LT O N I S B AC K ! DA C I A A R O U N D T H E W O R L

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6 April 2022 | Mercedes-Benz S-Class

Why motoring
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 THIS WEEK
‘It’s a diva that just happens to sound like Janis Joplin’
30

Issue 6509 | Volume 312 | No 2

NEWS COMMENT
Rolls-Royce Spectre Luxury EV coupé due next year 6
Nissan sports cars Reports of death exaggerated 10
BMW Alpina B4 It’s quicker than an M4 Competition 12
Lotus saloon 2023 Taycan rival to nudge 600bhp 14
NO END TO THE DRIVING
JLR’s SVO division MD explains where its future lies 16
Concern over EV switch Makers seek clarity in UK 18
COST CRUNCH IN SIGHT
TESTED DACIA SANDERO: 800 MILES, NO REFUELLING 42 WE’RE ALL FEELING
Maserati Grecale Trofeo SUV with a supercar heart 24 the pinch from the rising
BMW i7 Early access to EV version of new 7 Series 28
Bizzarrini 5300 GT Revival 1965 GT racer returns 30 costs of not only the cars we
Lamborghini Aventador Ultimae Mighty swansong 31 buy but also the fuel to run
Genesis GV60 Kia EV6 tech twin guns for Q4 E-tron 32
Porsche Macan T GTS-lite; plus updated Ford Fiesta 33
them. As our alarming investigation
Mercedes-Benz S580e L ROAD TEST 34 reveals (p48), no aspect of motoring
FEATURES is immune from sharply rising costs.
Dacia Sandero road trip Globetrotting epic – in UK 42 A recent measure from the Treasury
Cost of motoring Analysis of what’s rising and why 48 designed to ease the burden was a 5p
MG’s renaissance How the brand got its mojo back 52
Lotus lifestyle EVs Inside the UK HQ creating them 54 cut in fuel duty. But as this was applied
to wholesale costs, rather than the end
OUR CARS MOTORING BILLS: THE ONLY WAY IS UP 48
Alfa Romeo Stelvio Quadrifoglio SUV sets out stall 62
user, the predictable outcome is that
Peugeot 508 PSE Fresh perspective in a busy week 63 fuel prices haven’t fallen that much
Audi Q4 E-tron Sportback Range anxiety is history 64 (more profits being creamed off the
Land Rover Defender Its size is not an issue. Really 65
public? Surely not), and the volatility
EVERY WEEK in oil prices has the potential to nullify
Jesse Crosse What to do with tired old EV batteries? 13
Matt Prior Makers that choose who buys their cars 15
any benefits before they reach us.
Jim Holder Let’s cut CO2 yet make more plush SUVs 19 The RAC has argued that a cut in
Subscribe Save money and get exclusive benefits 20 fuel VAT would be more effective, as
Steve Cropley Robocabs; Ineos Grenadier critique 21
Damien Smith Cottage industry that keeps F1 racing 22 a measure that could immediately be
Your Views Polestar’s O2; VW Group infotainment 58 passed onto consumers by retailers at
On this day Urban electric car subscription – in 1901 61
Slideshow Icons that survived decades in production 82 NEW MERCEDES-BENZ S-CLASS: ROAD TEST 34 the point of sale. This sounds a much
better solution, but given that the
DEALS `
James Ruppert Mazda 6; Soul; Infiniti G37 Coupé
Cult hero Naughty noughties Maser Quattroporte
66
68
IT LACKS BOTH THE chancellor has already patted himself
on the back by filling ‘his’ Kia Rio with
As good as new Latest-shape Nissan Micra, £8500
Take it or leave it Fiat Coupé; Stinger; Range Rover
70
71
DYNAMIC POLISH OF £30.01 of not-any-cheaper petrol in a
toe-curling PR stunt, don’t count on it.
New cars A-Z Key car stats, from Abarth to Zenos
Road test index Track down that road test here
72
81 THE MACAN AND Sadly, there doesn’t seem to be an
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6 APRIL 2022 AUTOCAR.CO.UK 5

N E WS G O T A S T O RY ?
Email our news editor
felix.page@haymarket.com
Electric Rolls Spectre to be
new-age Phantom coupé
Autocar gets exclusive access to luxury firm’s first EV ahead of 2023 launch
T
he Rolls-Royce Spectre
will be positioned as the
spiritual successor to the
Phantom coupé in the
luxury marque’s range when
the new electric model goes
on sale at the end of 2023.
The engineering parameters
for the Spectre are now being
set as the Goodwood firm
begins the almost two-year
testing programme, which
Autocar has been granted
unprecedented early access
to as the car undergoes winter
testing near the Arctic Circle
at the start of its development.
6 AUTOCAR.CO.UK 6 APRIL 2022
This included an early ride in
a development mule, just the
sixth Spectre development
car to have been created.
The positioning of the
Spectre within the firm’s
range has now become clear,
too, beyond simply being ‘the
electric Rolls-Royce’. The
company has decided against
replacements for the Wraith
coupé and Dawn convertible.
No more orders are being
taken for the pair, and the last
cars will be built in early 2023.
As a result, Rolls-Royce has
made space for the Spectre
to fulfil the role of a two-door
model in the range, albeit at
a larger size than either the
Wraith or Dawn and more
in line with the 5.6m-long
Phantom coupé that was
withdrawn from sale in 2016.
Rolls-Royce boss Torsten
Müller-Ötvös said it was
important that the Spectre
had a role simply beyond being
an electric car. He added that,
while technically possible,
simply making one of its
existing models electric was
never seriously considered
Last Wraiths will be built in 2023, leaving space for the Spectre
as this would not add as much

to the brand as a bespoke
bodystyle would. “It is first
a Rolls-Royce, and then it is
electric,” he said.
Underpinning the Spectre
is the firm’s Architecture of
Luxury modular aluminium
spaceframe but beyond that it
is a very different proposition
from the Phantom, Ghost and
Cullinan models that also use
the platform. Sited between
the axles is a 700kg battery
pack, a joint development
between Rolls-Royce and
parent firm BMW that uses
cobalt and lithium mined from
certified sources in Australia
and Morocco. Beyond the
weight of the battery, no other
technical details of the model
have yet been confirmed.
However, Rolls-Royce
director of engineering Mihiar
Ayoubi offered lots of insight
into the wider technical
development of the Spectre
and its early progress. The
battery, for example, plays a
key role in the overall package.
It is completely flat underneath
to allow for a smooth floor
to improve aerodynamic
efficiency. The battery’s
Spectre is set to fill void left by discontinued Phantom coupé
Focus on aerodynamic
efficiency extends even to a
redesign of the firm’s 111-year-
old Spirit of Ecstasy mascot.
The new version, appearing
first on the Spectre, is
shorter, sleeker and more
obviously focused
on speed.
IMAGE
mounting also enables better
weight distribution front to
rear for improved ride comfort
and handling, and a low centre
of gravity. In addition, it has
acoustic benefits, allowing
Rolls-Royce to use less than
the 120kg of soundproofing
found in the Phantom.
Rolls-Royce has confirmed
that the car will ride on 23in
wheels in production, the
largest fitted to a coupé since
the 1926 Bugatti Royale, and
that it will adopt a twin-motor
set-up with one sited on each
Early Spectre mules are testing basic components in Sweden
axle for four-wheel drive. ◊
6 APRIL 2022 AUTOCAR.CO.UK 7
 Rolls-Royce will sell only
electric cars from 2030,
but CEO Torsten Müller-Ötvös
is adamant that EV tech won’t
necessarily prompt an increase
in retail prices. “We never
price ‘cost driven’. We price
‘segment driven’,”
he said.
WE RIDE IN A SPECTRE TEST CAR
That Rolls-Royce says
development of the Spectre
is only 25% complete is
testament to how high its
standards are for comfort and
isolation, because it already
has a level of ride comfort
and noise isolation that many
Wunder (left) tells Tisshaw: “The car’s good for the early stages”
8 AUTOCAR.CO.UK 6 APRIL 2022
premium saloon makers would
be proud of after only a few
short weeks of road testing.
This much is clear from the
passenger seat of Spectre
test mule number six, where
we are sat alongside Jörg
Wunder, head of projects at
Rolls-Royce, for a short drive
on some of the icy roads on the
outskirts of Arjeplog, Sweden,
on the edge of the Arctic Circle.
Wunder is happy with
progress so far. “It’s been a
successful season, absolutely,”
he says. “The car is good for
Spectre test car already has excellent ride comfort and is quiet
the early stages with the right
DNA.” From the passenger
seat, that DNA seems to be
carried over from any other
Rolls-Royce. The marque’s
cars are the quietest and
most comfortable out there.
It’s a tick in that box based
on this early progress.
There is also effortless
on-demand torque, as well as
safe, predictable handling,
judging from the way Wunder
calmly steers around the
most slippery of corners,
the car feeling confident
and stable throughout.
Is there a temptation to dial
up the Spectre’s handling,
given how much performance
is likely to be offered by the
electric drivetrain, and the
sophistication of its chassis
systems, I ask him. “It’s a
coupé, so we want it to handle,
but it needs to be comfortable.
Extremely sporty is not for
our clients. We need to lean
on comfort, we need to make
the steering extremely precise,
and you should feel safe
by driving the car, not the
car driving you.”
Testing is, of course, much

The new Spectre will
have a 700kg battery
mounted in a flat floor
more than dynamic set-up:
it is about making sure the
car’s complex systems work
as they should in all conditions
and environments. “We have
a feeling and prognosis of how
it will work in hot conditions as
well, but we now need to get
there and test it,” says Wunder.
A key part of the test team
is Martin Christie, a senior
engineer at Rolls-Royce
who has been involved in
the development and set-up
of every car to come from
Goodwood.
He says he is “like a child
with lots of new toys” now the
firm is making the switch to
electric, and the possibilities
this opens up for Rolls-Royce
to push the boundaries even
further in terms of comfort,
quietness and refinement.
“It’s almost ludicrous what
you can do,” he says.
INSIDE THE SPECTRE, ABSOLUTE SILENCE IS POSSIBLE – BUT NOT DESIRABLE
Ayoubi on suppliers: “We’re demanding”
One of the aspects still up for
discussion in the development Ayoubi. “This does without
of the Spectre is exactly what
noise the EV will emit on the
outside to alert pedestrians
to its presence, and just how
quiet the firm will make the
car inside.
Rolls-Royce models are
famed for their quiet, calming
Architecture of Luxury platform will be modified for the Spectre
Familiar chassis technology
from other Rolls-Royce models,
including the rear-wheel
steering and active anti-roll
systems, are carried over,
too. In terms of styling,
the split headlight design
of the Phantom coupé will
return on the Spectre.
Ayoubi said the initial
development at the firm’s test
site in Arjeplog, Sweden, was
to first ensure the prototypes
function as expected and then
set the parameters for the
tests to come. “The car has only
just learned to walk,” he said.
In this early development
(the Spectre mule we saw was
just 25% representative of a
finished production example),
`
There are 7000 metres of cabling in
the Spectre, compared with 2000
metres for a regular premium car
a
operation, but
the absence of
an engine and an
exhaust system in
the Spectre should
help to take that
to the next level.
Indeed, absolute
silence inside
the cabin was a
possibility but
not a totally
desirable option.
“Contributing
to noise are the
exhaust, engine,
wind and the
tyres,” said
director of engineering Mihiar
the first two of them. We could
give the customer the option
of a noise, or silence. We could
even get real silence. But the
problem with absolute silence
is that people cannot stand it
forever. You need a minimum
amount of noise.”
much of the work is ensuring
the basic components – such
as the windows, doors, heating
and cooling, and rubber seals
– work as they should in an
extreme environment. But
“as silence is luxury”, said
Ayoubi, “they need to not only
perform in these conditions
but perform silently”.
Also ongoing was the start
of the development of the car’s
new “electric backbone”, said
Ayoubi, which contributes to
the Spectre being “the most
connected Rolls-Royce ever”.
Although there are fewer
mechanical parts than in one
of the firm’s V12 models, there
is a huge increase in intelligent
electrical systems that are
Of the two remaining types
of noise, the firm is already
developing an aerodynamic
package to help reduce wind
noise as much as possible
and discussing options
with tyre suppliers.
Ayoubi joked that Rolls-
Royce’s requirements led to
“our suppliers not liking to
No exhaust, no engine: the Spectre could deliver ‘real silence’
interconnected and controlled
by this electric backbone.
In total, there are 7000 metres
of cabling in the car, whereas a
regular premium car will have
around 2000 metres.
“We have highly integrated
hardware with software
intelligence,” said Ayoubi.
“The systems are intelligent
now. We have multi-channel,
multi-control systems and we
have developed algorithms to
harmonise the work of these
competing systems.
“We have 25 times more
algorithms in this car. There are
1000 high-level functions with
up to 25,000 sub-functions.
There are 141,200 send and
receive functions in this car,
each with a tolerance of 25
milliseconds and they should
not fail.” This is known as ‘Rolls-
Royce 3.0’ and refers to the
firm’s new way of developing
cars in its upcoming electric era.
Development will soon end in
Arjeplog and move on to high-
speed testing at the Miramas
Rolls first publicly sought customer views of EVs with the 102EX
NEWS
work with us any more!”
He added: “We’re
demanding. Tyres are the
only connection point to the
road. They have to do a huge
amount: efficiency, acoustic,
safety, braking, driving
dynamics. And then Rolls-
Royce comes along and says:
they’re not perfect enough.”
test facility in France and hot
weather testing in Dubai and
southern Europe, as well as at
the firm’s engineering base
in Munich and its Goodwood
headquarters. Testing will
return to Arjeplog at the end
of the year “to see how much
the prototypes have learned”,
said Ayoubi.
In total, some 2.5 million
kilometres (about 1.55 million
miles) of testing will be done
and more than 30 prototypes
will be built.
As for early sales success,
Müller-Ötvös said Rolls-Royce
is already taking orders and
deposits for the Spectre,
including from people who
are new to the brand. The firm
forges close relationships
with its customers and has
consulted with them on its
plans to make an electric
car since as far back as the
102EX concept of 2010, an
all-electric Phantom that
customers were able to test.
MARK TISSHAW
6 APRIL 2022 AUTOCAR.CO.UK 9
 Solid-state batteries
will enable production
version of Max-Out

New Z won’t be sold

in Europe due to
emissions regs

Nissan: sports cars still viable

Japanese firm will continue to make enthusiast cars thanks to solid-state batteries

P
erformance and Chill-Out compact crossover the Max-Out sports car. When what is the next phase?” the Patrol. Bailly told Autocar
enthusiast cars are is the closest to production, asked how realistic those were, Two of those 15 EVs are that the solid-state battery
still part of the plan for as it previews a replacement François Bailly, senior vice- the Leaf replacement and technology Nissan is working
Nissan and solid-state for the Leaf. It will be an electric president and chief planning a successor for the Micra on is likely to make these cars
batteries are key to making crossover based on the same officer for the AMIEO region supermini, and the suggestion possible by giving them the
them viable in Europe in CMF-EV architecture as the (Middle East, India, Europe and is there is room in that product range they need without
the EV era, according to Nissan Ariya coupé-SUV and Oceania), said: “We announced plan for enthusiast cars. adding excessive weight.
company executives. will be built in Sunderland. 23 new electrified models, 15 of As well as for the GT-R and Bailly even went so far as to
As the Nissan GT-R supercar The concepts also included them EVs, and we’ve revealed Z, there is a lot of enthusiasm – confirm internal discussions
bows out after a lengthy 13 the Surf-Out pick-up truck and five so far. The question is: especially outside Europe – for are under way on a potential
years in production with no
replacement lined up, and with
tight emissions rules keeping
the new Z sports coupé out of
Europe, the Japanese brand
looked set to continue without
an enthusiast offering in this
market. However, Nissan
executives have confirmed
to Autocar that, thanks to
advancing battery technology,
performance cars are
definitely “on the table”.
Nissan recently unveiled a Surf-Out concept is a futuristic pick-up truck for the electric era Chill-Out previews an electric crossover replacement for the Leaf
quartet of concept cars. The

NEW BMW i3 IS 3 SERIES EV FOR CHINA GOODWOOD TO HOST 1233BHP CZINGER

The BMW i3 name has returned for a second
generation, but this time it’s an electric version of
the 3 Series long-wheelbase saloon. Exclusively
for China, it uses a 287bhp motor at the rear and
a 66.1kWh battery to offer a range of 327 miles.
New US firm Czinger will bring its 1233bhp 21C
to the Goodwood Festival of Speed in June and
has appointed HR Owen to handle UK sales. Its
electrified V12 has won it the best lap at Laguna
Seca, and the hillclimb record might now beckon.

10 AUTOCAR.CO.UK 6 APRIL 2022

 NEWS
Hopes are high for ZED’S NOT DEAD, BABY
an electric-powered IMAGE
GT-R successor F E L I X PA G E

Nissan’s transformation of jumped clear of an R33

its pioneering Leaf EV into a
high-riding crossover for its
IMAGE third outing should come as
no surprise, given how much
success the firm has had in
this sphere with the Juke
and Qashqai.
Indeed, until recently,
CROSSOVER CUES FOR MICRA EV with the GT-R and Z bowing
At the other end of the spectrum, Nissan remains out of Europe, it seemed
committed to smaller, more affordable cars. “It’s super- Nissan was to go all-out on
important,” said François Bailly. “In Europe, it’s a key accessible SUVs, drawing a
segment, and having those younger customers going to line under several decades
EV, so you’re building the new generation, is essential.” of sublime sports cars.
The Micra replacement won’t be a traditional hatchback, Not a particularly enticing
though. Based on the CMF-BEV platform, it will be a ideal for anyone who’s ever
compact electric crossover built alongside the revived seen a 350Z take a corner
Renault 5 in Douai. Bailly said: “The EV market is clearly at 100mph and 90deg or
moving towards crossovers, for good or bad reasons. You
have the stance, the perceived safety, the cargo space.
Crossover is a key strategic axis.”
GT-R’s flaming exhausts.
But with solid-state
battery technology throwing
a lightweight lifeline to niche
sports cars, Nissan looks
primed to come back to
the segment with its arms
swinging. It’ll need to: Toyota
recently showed off a new
EV sports car in the vein of
the MR2, Porsche’s 718 duo
will go electric by 2025 and
Lotus and Alpine are working
on nimble two-seat EVs
of their own. The sporting
renaissance is on, for sure,
and the more brands taking
part the merrier.

Cars like the 350Z have helped forge Nissan’s sporting cred

electric follow-up to the

GT-R: “In the end, it will be a
prioritisation so, yes, we’re
looking at it. We’re all car
people, right?”
However, he added that
more mainstream models will
come first: “I would love to have
an EV sports car, but we need
to organise. We’re not ready to
announce the sequence, but
it’s clearly on the table.”
Nissan’s timetable for solid-
state batteries gives clues to
when enthusiast-oriented EVs
could arrive. Research is in a
relatively advanced phase and
a pilot factory is due to come
online in 2024. The technology
is expected to be ready by
2026 and the first production
cars using it should be on the
road by 2028.
This new technology ought
to markedly increase energy
density and speed up price
parity between electric and
petrol and hybrid cars. Nissan
estimates an initial cost of $75
(£57) per kWh, compared with
the current cost of around
£100 per kWh.
ILLYA VERPRAET
Q&A GUILLAUME CARTIER, AMIEO REGION CHAIRMAN, NISSAN
Why is Nissan only now
launching its second EV?
“Today, we have a vision until
2030 and that’s something
which is new in Nissan. Until
recently, we were more acting
on MTP [medium-term plans],
so a kind of three- to five-year
cycle. Now we look 10 years
ahead. The second point
is that not only do we have
vision but we have a clear view
of electrification. Today, you
have to decide: do I invest
in EV or in EV and ICE? We
will not invest in Euro 7
[for non-hybrid cars].”
What’s the plan for Nissan’s the Alliance, there are many But I’m optimistic. I think it
Sunderland operations? things that aren’t necessarily will definitely be better in
“Nissan is recognised as a visible but really important.” 2022 than it was in 2021.
Japanese company, of course, “In Ukraine, we’re taking
but the decision has been How is Nissan affected by care of our people. We have
made that we invest and we the chip crisis and the war more than 40 families [there],
manufacture in Europe, in the in Ukraine? and the first thing that we’ve
UK. That’s a big statement, “It’s better than it was. So put in place is to make sure we
because the company has we’re planning to increase keep them safe. And for the
more than 40 plants. So why [car production] dramatically, moment, we aren’t keeping
in the UK? Because there is but this year, globally and in any cars over there. [In terms
the know-how and we have Europe, the demand isn’t yet of parts supply] we’ve looked
built the full ecosystem, which at the level that we want. So at it but we don’t have a major
is of course to build cars there little by little, we’re growing. single sourcing in Ukraine.”
but also to be in a position to
have the battery production
– the gigafactory for 9MW –
next to the plant.”
How will the Renault-
Nissan-Mitsubishi Alliance
differentiate EVs on the
same platforms?
“Even if you look at some of
the platforms that are used
for cars in the same segment,
the cars are really different,
because the way we design Nissan is investing in its UK plant because it has the ‘know-how’
cars is totally different. In

EXTRA POWER FOR ELECTRIC HOT HATCH
The Cupra Born has gained two e-Boost variants
with the motor uprated from 210bhp to 228bhp.
The 58kWh car (from £37,445) gets 264 miles
of range and a 6.6sec 0-62mph time, the 77kWh
car (from £41,795) 340 miles and 7.0sec.
AN ASTON MARTIN FOR REAL-LIFE SPIES
Aston Martin Vantage owners in the US can now
pay $32,500 to armour their car, and they don’t
even have to visit MI6’s basement. AddArmor’s B4
package brings strengthened doors, an armoured
firewall, bulletproof windows and run-flat tyres.

6 APRIL 2022 AUTOCAR.CO.UK 11


Cabin reflects B4’s remit to
be refined and comfortable
OFFICIAL PICTURES
Alpina B4 outpaces M4 Comp
New BMW-badged B4 arrives as Gran Coupé with M4 Competition-crunching stats
A
lpina has filled the
gap between the BMW
4 Series and BMW M4
Competition with the
second-generation B4, which
has gained a pair of rear
doors for the first time.
Based on the 4 Series Gran
Coupé, the reborn Audi RS5
rival arrives just weeks after
the Buchloe-based tuning
brand was acquired by BMW
and the car is thus officially
Niro raises game for Mk2 trio
THE SECOND-GENERATION
Kia Niro has been “redesigned
from the ground up” to
meet growing competition,
according to the firm’s bosses,
who have given full details
of the car ahead of UK sales
opening later this month.
Although the Niro builds
on its predecessor’s styling,
it uses a new Hyundai Motor
Cabin is now slightly roomier
12 AUTOCAR.CO.UK 6 APRIL 2022
named the BMW Alpina B4.
As with the 3 Series-based
Alpina B3, the new B4 uses
a tuned version of the S58
twin-turbocharged 3.0-litre
straight-six petrol engine, but
with outputs boosted slightly
to 488bhp and 538lb ft. That’s
only slightly less power and
59lb ft more torque than the
503bhp M4 Competition.
Despite the power deficit and
weighing 240kg more than the
Group platform for electrified
vehicles, the K3 architecture,
and has grown slightly. It
is 65mm longer, with the
wheelbase increased by
20mm, for a mild boost in
interior space.
The hybrid version will use
a 1.6-litre petrol engine mated
to a 43bhp electric motor,
giving total outputs of
139bhp and 199lb ft.
The 180bhp plug-in hybrid
features the same engine
and a 111bhp electric motor,
which is powered by an 11.1kWh
battery – up from 8.9kWh
in the old model – giving an
extended EV-only range
B4 key stats: 488bhp,
538lb ft, 0-62mph in
3.7sec, 187mph max
more hardcore two-door car,
the B4 is actually 0.1sec quicker
across 0-62mph, needing only
3.7sec for the sprint. It also
pips the M4 Competition for top
speed, achieving 187mph.
The B4 manages 28.0mpg
on the WLTP cycle and emits
229g/km of CO2 .
Modifications to the engine
include bespoke turbine
housings that “convert BMW Alpina B4 is priced from £80,663 and hits UK roads in July
exhaust gas energy into
of 40.3 miles. The PHEV
Similar-style
design sits on
a new platform
model also features a built-in
5.5kWh Positive Temperature
Coefficient heater, which
helps to extend the driving
range in colder conditions
and means that owners can
utilise a pre-heating system.
The hybrid and PHEV
are powered by a six-speed
automatic, with reverse gear a 10-80% charging time of 43 car’s front grille and the
now solely electric powered. minutes using a DC charger. electric model has gained a
The Niro EV, due in August, It also gains a vehicle-to- 20-litre ‘frunk’, which houses
retains the same 201bhp load output function similar the charging cables. The Niro
electric motor as the previous to that of the EV6, with the has a total luggage capacity
model. A 64.8kWh battery will ability to power devices at of 495 litres in EV form,
be the only option in the UK, speeds of up to 3kWh. compared with a 451-litre
offering a range of around 287 The charging socket has boot in the HEV and 348
miles, 0-62mph in 7.8sec and moved to the centre of the litres for the PHEV.

boost pressure” at low engine
speeds, a larger intercooler, an
upsized air filter system and
an optimised cooling system.
The gearbox has been
reinforced, too, to cope with
the substantially boosted
torque output and is configured
to send the bulk of the engine’s
power rearwards, “as befits the
athletic character” of the car.
Unlike the M4, the B4 is
geared towards providing
not only “high-level driving
dynamics but also lots of
comfort for relaxed touring”.
The chassis has therefore
been extensively modified
in keeping with this billing.
Alpina lists upgrades
including new bulkhead
reinforcement struts, stiffer
bushings and mounts, bespoke
front anti-roll bars and a
unique spring and damper
configuration among the
hardware changes that give
the B4 a distinct character.
Variable dampers are said to
give “noticeable differentiation
between the various driving
modes”, while three different
modes of steering response
are available.
The brakes have been
upgraded, too, with four-piston
calipers gripping 395mm
discs at the front and floating
calipers paired with 345mm
discs at the rear. Drilled,
lightweight composite discs
are optionally available.
As is customary for an Alpina
car, the styling differences over
the standard 4 Series are much
more subtle than those of the
M4. Unique bumpers, spoilers,
exhaust exits, side skirts
and badging are the obvious
telltales, plus there’s a new
interpretation of the brand’s
hallmark 20-spoke alloy wheel
design. Alpina says a new
manufacturing process means
300bhp for GR Corolla
TOYOTA IS GOING after
the Honda Civic Type R and
Volkswagen Golf R with a new
entry to the fearsome hot
hatchback segment: the
long-awaited GR Corolla.
The latest entry to the Gazoo
Racing performance division’s
family of sports cars uses a
turbocharged 1.6-litre three-
pot engine familiar from the
acclaimed GR Yaris, but with
Toyota’s latest hot hatch should crack 0-62mph in around 5.0sec
HOW B4 FITS IN
BMW M440i xDrive
Gran Coupé
Power 369bhp
Torque 369lb ft
Kerb weight 1825kg
0-62mph 4.7sec
Top speed 155mph
Price £55,695
BMW Alpina B4
Gran Coupé
Power 488bhp
Torque 538lb ft
Kerb weight 1965kg
0-62mph 3.7sec
Top speed 187mph
Price £80,663
BMW M4 Competition
Power 503bhp
Torque 479lb ft
Kerb weight 1725kg
0-62mph 3.8sec
Top speed 180mph
Price £76,990
these 20in wheels tip the scales
at just 12kg each.
The B4 is now available to
order, priced from £80,663,
with deliveries starting in July.
FELIX PAGE
power hiked up substantially
to 300bhp and torque boosted
slightly to 273lb ft. The brand
has yet to confirm performance
figures, but expect a 0-62mph
time nudging 5.0sec.
It joins a quickly expanding
line-up of GR-badged hot
Toyotas, alongside the GR
Yaris, GR Supra and GR86. This
one, however, is not destined
for sale in the UK or Europe.
UNDER OLD BATTERIES NEVER DIE. THEY
THE SKIN SIMPLY FADE AWAY – AS STORAGE
JESSE CROSSE
THE IDEA OF giving EV batteries a second
life when their capacity drops to 80% or
less seemed written into some imaginary
EV plan even before the Nissan Leaf was
launched in 2010. That gradual decline in
the capacity of a lithium ion battery could
begin after eight years and 100,000 miles
or so, although Nissan has said in the past
it has examples of Leafs that have clocked
up almost 200,000 miles with minimal
reduction in capacity.
When the time does come for
retirement from a car, batteries can
be used as stationary energy storage
systems, something that makes a good
fit for balancing the peaks and troughs of
electricity grid power generation, storing
renewable electricity locally, or for portable
power. A McKinsey report predicts demand
for used EV battery storage could exceed
200GWh (200 billion watt-hours of storage)
per year by 2030 in a market worth almost
£23 billion by then.
It’s already happening and Jaguar Land
Rover is one of the latest manufacturers to
reuse batteries, from I-Pace development
cars in partnership with energy storage
systems specialist Pramac. Some 85% of
the original packs, including modules and
wiring, are used to make Pramac Off Grid
Energy Storage Systems, with the rest being
recycled. The first example has a capacity
of 125kWh, which, JLR estimates, would be
enough to power the average family home
for a week, or fully charge an I-Pace with
power to spare.
Elsewhere, Audi announced at the
end of last year that it had partnered
power generation company RWE on
an energy storage system built using
decommissioned lithium ion batteries
taken from development Audi E-trons.
In total, 60 batteries were combined to
provide temporary storage amounting to
4.5MWh (4.5 million watt-hours) of energy.
The system stores renewable hydroelectric
energy generated by the Hengstey reservoir
at Herdecke, North Rhine-Westphalia.
The batteries have been installed in a
purpose-built 160-square-metre hall at the
reservoir’s pumped-storage plant.
Nissan, meanwhile, set up the 4R Energy
Corp in partnership with the Sumito Corp
NEWS
It’s predicted
that EV batteries
will have a decent
even before the Leaf second life of 10 to 15
went on sale. Because years when used for
the Leaf has been in stationary energy
production for 12 years storage.
now, decommissioned
batteries are becoming
available for other uses. The battery
components are graded when they come
into the plant and those getting an ‘A’ grade
can be reused as an EV high-performance
battery. Those with a ‘B’ grade are good
enough for industrial machinery such as
forklifts or large-scale stationary energy
storage in both industrial and domestic
applications, where they are ideal for storing
energy from solar cells in classic ‘make hay
while the sun shines’ scenarios.
Skoda also began a project last year
in conjunction with Czech technology
company IBG Cesko to repurpose used
13kWh batteries from the Superb iV and
Octavia iV plug-in hybrids and the 82kWh
Enyaq iV EV. The resulting storage units
are destined for Skoda dealers, each with a
capacity of 328kWh and a power output of
150kW. The energy storage systems can be
scaled up or down and their use effectively
reduces the carbon footprint of each battery.
VORSPRUNG DURCH VR FUN
From this summer, Audis equipped with
the MIB 3 infotainment system will have
an inbuilt virtual reality entertainment
system for rear passengers who are over
1.5 metres tall and sitting in the outer seats.
The system will support the use of Holoride
VR headsets, which produce virtual reality
content linked to the car’s movement,
journey time and route taken.
6 APRIL 2022 AUTOCAR.CO.UK 13

IMAGE
Lotus primes hot Taycan rival
Electric saloon will arrive next year as a driver-focused car with 4WD and 592bhp
H
aving unveiled its crucial
Eletre SUV, Lotus will now
shift focus to readying
its second Chinese-built
‘lifestyle’ EV, the Type 133
saloon, for launch in 2023.
The Type 133, which will
follow Lotus convention in
getting a name beginning
with ‘E’ in production guise,
will provide the brand with a
more direct rival to the hugely
popular Porsche Taycan, which
company bosses confirmed as
one of the main benchmarking
influences while developing the
Eletre, despite the two cars’
different positionings.
Gavan Kershaw, Lotus’s
director of attributes and
product integrity, said dynamic
development of the Eletre was
“really, benchmarking the
platform”, rather than the car
14 AUTOCAR.CO.UK 6 APRIL 2022
Lotus benchmarked
Taycan in developing
its EV architecture
itself, with a view to then rolling
it out to the Type 133 and a
future Type 134 crossover.
Kershaw referenced the
suspension technologies
– “active roll control, CDC
[continuous damping control],
air-sprung independent active
rear steer and active aero” – as
features that most obviously
mark the aluminium Electric
Premium Architecture out as
the more dynamically oriented
platform in the Geely Group
stable. He also said they have
been ‘package-protected’
for “everything we want to
do” with future electric cars,
suggesting the Type 133 will
follow suit with a similar set-up.
“Our type of car – that we
want to drive as well as it looks
– requires all that technology,”
he said, hinting that the
‘lifestyle’ positioning of EVs
built by Lotus Technology in
Wuhan, China, will not come
at the expense of driver
engagement.
Further details of the Type
133 remain under wraps, but
using the 592bhp twin-motor
drivetrain from the launch-spec
Eletre would line the saloon
neatly up against the Porsche
Taycan GTS, leaving ample
room above and below for
both softer and more hardcore
additions to the line-up.
Indeed, Lotus managing
director Matt Windle confirmed
that 592bhp is “where we’re
starting at – there’s more to
come” from Lotus EVs.
Design work on the Type
133 is understood to be
approaching the sign-off
stage in line with Lotus’s
Lotus launched
the Eletre SUV
on 29 March
plan to accelerate product
development time frames, but
it will not simply take the form
of a lower-slung Eletre. Lotus
senior vice-president of design
Peter Horbury was keen to
emphasise that while “there
has to be some continuity and
family identity” across the
range of Lotus EVs, “families
aren’t made up entirely of
triplets or quadruplets. Every
LOTUS’S ‘PERFECT’ THREE-CAR GARAGE
Emira sports car and Evija hypercar now joined by Eletre SUV
With three radically different
models now on sale, Lotus
provides the “perfect
garage”, according to
managing director Matt
Windle, who envisions that
diversification will play a key
role in attracting conquest
customers to the brand.
Windle said: “You can own
a Lotus for every stage of
your life. That’s something
that hasn’t been there
The Eterne saloon was
one of six aborted Lotus
concepts shown at the 2010
Paris motor show. Planned for
launch in 2015, it was set to rival
the Aston Martin Rapide with
a supercharged 5.0-litre
V8 and a £120k
list price.
Type 133 saloon will draw
on tech used by Eletre SUV
member of a family can have
their own character.” The Type
133, then, can be expected to
borrow cues from the Eletre
but adopt a distinct overall
design, albeit one that is
still heavily influenced by
Lotus’s preoccupation with
aerodynamic efficiency.
FELIX PAGE
» INSIDE LOTUS EV DESIGN HQ P54
before, and we hope that
people buy into the brand
and understand what we’re
trying to do.”
The Emira is now rolling
down production lines ahead
of summer deliveries, the
Evija will follow a few months
behind and deliveries of the
Eletre – for which 20% of the
deposit target had been met
even before the reveal – will
begin next year.

NOTEBOOK
THE
AN UNDEAD MONSTER
Alfa Romeo has brought
back the SZ – or at least an
SZ. To advertise the new
FCA Heritage division’s
capabilities, technicians
at the Officine Classiche
workshop have completely
dismantled and refurbished
an early example of the
strikingly styled coupé that
was used in early tests at
Balocco and starred in the
original press pictures.
Alfa is offering the same
treatment to SZ owners.
CURRY IN A HURRY
Former Jaguar and Aston
Martin designer Ian Callum
has turned to the world
of two-wheelers for his
latest creation. The new
Rena Max, designed for
Dubai-based mobility outfit
Barq by the Callum agency,
is a delivery scooter with
storage areas in the front,
middle and rear. It has a
9bhp electric motor and
gets a 93-mile range from a
5.6kWh battery that can be
taken out “to avoid lengthy
idle charging times”.
AUDI DITCHES DIESELS
Audi will launch its final new
internal-combustion car
in 2026, but it has already
pulled diesel cars from sale
in EV-obsessed Norway. As
of this month, only petrol,
plug-in hybrid and electric
Audis are available to order
in the country, where just
1% of Audi customers
had been choosing a
TDI variant, according to
Dutch website Autoblog.
Matt Prior
Some buy a special
Porsche GT to drive,
others to make money
’m not sure that too many
parties have come out well
I from last week’s launch
of the MoonSwatch, the
Swatch/Omega mash-up that looks
like the Omega watch that Apollo
astronauts used to wear but costs
a more Swatch-like £207.
The new range of watches – and very
nice they look, too – aren’t a limited
edition, but early examples were limited
in number, and for the few that Swatch
sent to selected shops, it anticipated
high demand. Although apparently
not quite such high demand.
Queues started outside the shops
the night before the Saturday morning
release and in London on the day grew
into crowds so large and unruly that
they necessitated police presence and
shops being shut for the day. Some of
the few watches that made it out are
now being resold at big premiums.
Daft, really. “It is not a time-limited
edition and will soon be available
again,” says Swatch.
Just look at the
queue for the new
TESTER’S NOTES
The idea of being forced to wait to hand over my
cash or prove it’s worthy of reception riles me
You could put the blame solely on
people who thought it would be a good
idea to swamp these stores: the worst
kind of Black Friday consumerism at
work. But the hype was deliberately
created by Swatch’s marketing, and you
would think it could have anticipated
something like this happening.
By not allowing online ordering
(you still can’t order a MoonSwatch
over the web, although it’s reported
that you will be able to soon) and by
sending out only a limited amount of
watches, it clearly wanted to create a
hubbub. Just not quite the one it got.
I live near Bicester Village, where
they anticipate queues like this, most
notably in the run-up to Christmas,
and rope off areas outside shops. So you
can stand outside in winter and dream
of being allowed inside to part with
money you’ve worked hard to earn.
I mention this because there are
parallels to the car world – only you
don’t see people queuing to buy the
Porsche Cayman GT4 RS, because it’s
£108k. But the lines exist; the hype and
the demand and the flipping (buying
then reselling for a profit) is all real.
There are horrible bits of capitalism
and consumerism, and people and
projects and products that trade
NEWS
`
a
‘right’ and some get it wrong. Buyers
of limited-edition Ferraris seem very
happy about things. Those who buy a
lot of Porsches but still find themselves
left off a list are generally less so.
Either way, I find it cringeworthy. I
prefer my consumerism to be a bit more
straightforward and transparent.
I work long hours to earn my money
and would therefore prefer to give it to
companies that are grateful to have it.
The idea of being forced to wait to hand
over my cash or prove that it’s worthy
of a corporation receiving it riles me.
There are a few words to describe my
feelings, and one of them is usually ‘off’.
Meanwhile, I’m happy to work in an
industry that makes buying its products
as simple as possible. We print as many
magazines as you want and we put
them in as many shops as we can, and
we’re very grateful if you choose to buy
one. There are no entry requirements.
Of course, I’m still waiting for the
Skoda/Porsche collaboration: a set
of Citigo mechanicals that look and
behave like a 1973 911 RSR and sell
for £11k. You will find me in the tent
outside a Skoda dealer the night before.
GET IN TOUCH
on all of them.  matt.prior@haymarket.com
Porsche Citigo RSR
Some car makers get the approach @matty_prior
6 APRIL 2022 AUTOCAR.CO.UK 15
 Extreme Jaguar XE SV
11m
Increase in the number of
people with $1 million of
Project 8 demonstrated disposable income from
scope of SVO’s remit 2003 to 2022
(Source: Credit Suisse)

The JLR arm ‘dialling it up to 11’

Going upmarket and electrification are opening more doors for SVO, its boss tells us

M
ichael van der Sande
became managing
director of Jaguar Land
Rover’s Special Vehicle
Operations in 2018, having
previously held senior positions
at Alpine, Renault, Aston
Martin, Tesla, Harley-Davidson,
Bentley and Nissan.
Here, he talks to us about
how SVO sits within the wider
JLR business, its main areas of
operations and his excitement
for the future as the firm moves
to an even higher-end position
and the industry transitions
towards electrification.
Could you explain Special
Vehicle Operations for us?
“We tend to do the cool
stuff that doesn’t fit into a
large, more volume-based
manufacturing process,
and that really leverages the
emotional connection between
the customer and the car to do
something even more special.
“We have four activities
within that.
“The first is SV-badged
cars, which are the high-
performance and high-luxury
Land Rovers and Jaguars.
“Then there’s our vehicle
personalisation business,
which basically does anything
to add more content and value
to an existing model, from
accessories to armoured cars.
“Then there’s our Classic
division, where we restore cars
and buy and sell very high-
quality examples of classic
cars. We have more than 70
years of history in both brands,
so there’s a lot of cars on the
road that we try to support
with parts, expertise, technical
knowledge and so on. And we
build continuation cars in very
low volumes, like the Jaguar
C-Type, D-Type, XKSS and so on.
“And finally, we purchased
Bowler back in 2019, and in a
few weeks’ time we’re starting
our Bowler Defender Challenge
race series, initially in the UK.
“We’re a business within
a business, and we tend
to look at the more niche,
really high-end, really sporty,
really off-road activities that
you wouldn’t put through a
mainstream development
or manufacturing process.”
How do you take a modern
Jaguar or Land Rover and
make it into an SVO car?
“We have a slightly different
strategy than most of our
competition in that we dial up
the content of the car to nine,
10 or even 11. But rather than
making everything sporty,
we try to remain faithful to the
car’s underlying character.
“We’ve just launched the new
Range Rover SV, which adds a
lot more luxury into an already
luxury SUV. The Range Rover
is already fantastic, of course,
but there’s always a customer
who wants that little bit more
content, more personalisation,
more materials, technology,
more performance – whatever.
What we do is basically dial that
up as far as we possibly can,
and the Range Rover SV is
a perfect example of that.
SVO boss Michael van der Sande
“Interestingly, technology is
enabling merging of segments,
so these days you can have a
luxury car that’s also sporty or
a sporty car that’s also luxury.”
Could you describe the
essence of JLR Classic?
“Ultimately, no luxury
or premium or sports car
brands live in isolation. It’s an
amalgamation of your stories
from the past, whether it’s
Land Rover creating a segment
or Jaguar winning the Le Mans
24 Hours in the 1950s. There’s
a backstory that creates
context and authenticity to
what we do in the future. So
it’s a really good way of telling
stories about the brand.
“That doesn’t mean we’re
looking over our shoulder or
looking in the rear-view mirror.
We’re not retro. However, in
those stories from the past,

16 AUTOCAR.CO.UK 6 APRIL 2022


there’s a lot of opportunity for
us to provide context, provide
relevance and, frankly, for
customers to enjoy those old
cars. And that’s why we treat
it as a business activity, not
just as a marketing activity.
“So we source the best
cars and sell them with
good warranties. It’s really a
business within the business
that curates the stories of the
past and supports owners of
existing classic cars, helping
to keep those cars on the
road with knowledge, parts,
servicing and so on. We’re
custodians of the past acting
in the service of the future.”
Can electrification give SVO
new avenues to explore
with modern vehicles?
“We absolutely are in
the process of electrifying
everything. I think that’s the
right thing to do. So it’s up
to us to define what a great
electric vehicle looks like.
“I see opportunities in
electrification: it makes
it even more feasible to
combine different attributes,
because an electric car is
both comfortable and fast
in a way that a V8 car, for
example, can’t be. There
are opportunities to merge
segments and have attributes
that are very attractive on
multiple axes.
“Then dynamics offers
lots of opportunities to
differentiate ourselves from
the competition and from our
own main business, through
things like multi-motor
solutions, tuning, torque
vectoring and so
on. There are
many technical
solutions that
allow us to do
special things. £147,441
Cost of the new Range
Rover SV Autobiography
Ultimate Dynamic
LE T ’S SEE JUST W H AT IT CA N DO
M AT T P R I O R
I’m glad the first question
was “could you explain SVO
for us?”, because I’m never
entirely sure that it has the
clarity of some alternatives.
I understand Mercedes-
AMG, BMW M and even Q by
Aston Martin. But is SVO a
classic division, a developer
of high-performance niche
models, a coachbuilder,
a restorer, a competition
department or something
else? Apparently, yes.
Maybe that’s all fine,
although I think you have to
work quite hard to get into
“Clearly, when we bring out
our first SV electric car, we
want it to be as emotionally
attractive as a current internal
combustion engine car, and
we’re on that path.”
What kind of possibilities
does electrification open
up for SVO?
“It opens huge opportunities
for segment-busting
cars combining different
technologies seamlessly.
“Take off-road capability
as just one example. One of
the facts is that an electric car
can be much more precise in
powering individual wheels
than an internal combustion
engine. That’s one way
electric will open up that
we’re looking into. It has huge
advantages in some areas.
“I’m excited, and I
believe people will
still be excited by
cars long into
the future
as a result.”
SV is for Range Rover
customers who want
that ‘little bit more’
it to understand everything
that SVO does.
When it comes to bespoke
SVO cars in future, though
(currently badged SV,
SVR, Project ‘x’ and maybe
even SVX at some stage),
I wonder how that will work.
I get that I would want an
SV Jaguar or Land Rover
with a 5.0-litre V8 and
turned up to eleventy. Will
an SV EV be the same but
with stronger motors and
more torque vectoring?
And would that be enough?
I’m intrigued to find out.
Where does Bowler fit in?
“Many of us who have been
around the car business have
seen, admired and enjoyed
the various exploits of Bowler
over the years. It’s a very small
company: when we acquired
it, it was only 23 people in a
small facility in Derbyshire,
but they did fantastic things
through their conversions
of Land Rover Defenders.
“From a capability and
brand point of view, they’ve
always punched beyond their
weight, but for various reasons
since Drew Bowler, the founder,
died six years ago, it never was
able to scale up.
“We’ve focused our efforts
on creating a new version of
the Defender Challenge. Seven
or eight years ago, Bowler
and Land Rover launched the
original Defender Challenge
with the old Defender.
“What we’re creating this
year, with the new Defender,
is an entry-level off-road race
programme. Our intent really
is to rekindle that spirit of
grassroots racing, then decide
whether they’re happy with
that or go to more competitive
classes higher up in time.”
JLR’s Reimagine strategy
centres on cars becoming even
more luxurious. Does that fit
in neatly with SVO’s purpose?
“We defined the strategy for
SV ahead of the Reimagine
strategy, but I was very pleased
to see what [JLR CEO] Thierry
Bolloré is doing, as the broader
company strategy aligns
perfectly with our mission at
SVO. My view is that when Land
Rover and Jaguar move further
upmarket, there will always be
a super-premium or super-
luxury customer wanting that
little bit more personalisation,
performance, luxury, off-road
capability, whatever it is. So
it plays right into our hands.”
JIM HOLDER
Councils threaten to end
free workplace parking
COMMUTERS COULD SOON be has among the highest public
forced to pay to park at work,
as authorities are considering
implementing workplace
parking levies (WPLs).
Currently, only businesses
in Nottingham are charged
a yearly fee (£458 per space
for car parks with more than 10
spaces) and have been for the
past decade or so. However,
other areas are now looking
to introduce similar schemes.
Earlier this month, the
Scottish government approved in the knowledge that they may
legislation allowing councils
to bring in the charge, with
Glasgow City Council among
the authorities that have
expressed an early interest.
Meanwhile, Leicester City
Council has been seeking views to be convinced that WPLs can
on a WPL in the city.
According to deputy mayor
Adam Clarke, responsible for
the environment and transport drivers before they have a
in Leicester, there are three
main reasons why the council
is pursuing the scheme.
“We’ve got a huge
challenge in terms of
city growth, there’s
the health impact
that comes
from pollution
and there’s
the climate
50%
Proportion of
emergency and households
our obligations without access to a
to decarbonise private car
transport,” he said.
“We’re not anti-car.
It’s about choosing the
right mode for each journey
and also reducing congestion
so that those who do need to
use cars have an easy trip.”
If a WPL is introduced, all
revenue has to be ring-fenced
for improvements to public
transport services.
Nottingham’s tram system
has been extended using the
money generated by its WPL.
Rosemary Healy, portfolio
holder for transport, extolled
the benefits: “Nottingham
BUSINESS
transport use in the country
outside London. The WPL has
had a 47% constraining effect
on congestion growth that’s
saving businesses £5.5m per
year and the council £11m per
year, as well as saving 7840
tonnes of carbon emissions to
the benefit of the environment
and residents’ health.
“No businesses have left
Nottingham due to the WPL
and many have invested here
have to pay it. There was early
resistance from some in the
business community, but we’ve
had 100% compliance from
day one.”
However, businesses remain
ease congestion in cities, with
concerns about the chicken-
and-egg situation of taxing
realistic alternative.
Glasgow Chamber of
Commerce chief Stuart Patrick
said that although firms
support moves to
cut pollution,
“there’s a lack
of evidence to
suggest this tax
will encourage
modal shift
in Glasgow in our city,
as there’s
inadequate public
transport provision
and end users don’t
automatically bear the cost”.
He warned that if the council
pushes on with a WPL, “it would
damage the competitiveness
of Glasgow in attracting jobs
and investment”.
“Taxing businesses that
offer car-parking spaces
for their employees simply
ignores the major barriers that
workers face when looking to
use public transport: the lack of
availability and affordability of
these services,” he concluded.
DANIEL PUDDICOMBE
6 APRIL 2022 AUTOCAR.CO.UK 17
 UK’s electric strategy ‘doesn’t fit’
Concerned car makers call on the government for greater clarity on future laws
T
he UK government’s
recent announcement
that it will help to fund
an increase in public EV
chargers to reach a total of
300,000 by 2030 has been
cautiously welcomed by car
makers, but many are still
concerned that they remain
in the dark about imminent
legislation surrounding the
switch to EVs that will hurt
them and their customers.
Westminster has put the
burden of responsibility on
car makers to accelerate
EV sales by announcing a
ban on new petrol and diesel
car and van sales by 2030.
But that hasn’t been helped
by successive cuts in its
purchase grant for EVs.
“Whether or not you agree
with the cap [on EV grants],
the message it sends out
after COP26 [the UN climate
summit] doesn’t fit,” said
Stellantis UK boss Alison
Jones at the recent SMMT
Electrified conference.
We’re missing a similar end date
and glide paths for infrastructure,
for clean energy, for everything
18 AUTOCAR.CO.UK 6 APRIL 2022
The government is
simultaneously pushing
through ambitious plans to
cut CO2 emissions while also
having to redraw legislation
following the UK’s exit from
the European Union, and car
companies are worried that
timings are slipping.
“We haven’t got that
clarity,” Jones told Autocar.
“2030 isn’t that far off in
terms of cycle change.”
The UK’s patchy charging
infrastructure is a big concern,
hence the welcome for the
network expansion plan,
which includes support for
local authorities and a push
to get 6000 rapid chargers
onto motorways and other
main roads by 2035.
Yet it lacks ambition in the
view of some manufacturers.
Ford of Britain chairman Tim
Slatter said “300,000 charging
points by 2030 will not close
the gap with EU competitors,
particularly as the UK is already
starting at the back of the pack”.
` aren’t the government’s
a NICK GIBBS
Another big worry for car
makers is the so-called ZEV
Mandate – the rule that, from
2024, manufacturers in the
UK will have to ensure a
certain percentage of
their sales are of EVs.
The idea is that the ZEV
Mandate will run alongside
the need to reduce average CO2
emissions, giving car makers
a further nudge to sell EVs
(and, for fewer credits, plug-in
hybrids) to help them avoid
reaching a cliff edge in 2030.
Consultations about the
details will begin this year,
but manufacturers argue that
time is running out, especially
because they feel there’s no
concurrent push on the other
side of the equation.
“What’s missing is
that similar end date and
glide paths for infrastructure,
clean energy, for everything,”
said Ford of Britain managing
director Lisa Brankin at the
SMMT event.
Manufacturers aren’t blind
to the fact that their anxieties
biggest concern in an era of
geopolitical upheaval, however.
“Hopefully, if we see some
resolution soon, we will get
back to better engagement,”
said SMMT CEO Mike Hawes.
THE UK’S ELECTRIFICATION PL AN
Here’s what the British 2025
government has pledged z “Favourable company
in its race to slash CO2 . car tax rates” for electric
vehicles continue until
2022 “at least March”.
z EV Homecharge grant
scheme for home owners 2027
stopped last month but z EVs must have 55%
not for leaseholders, flat local content to qualify
dwellers and renters. for tariff-free EU trade.
z All new homes must z Government’s car and
have EV chargers. van fleet will be 100%
zero-emissions.
2023
z New regulations to 2030
improve consumer z All new cars and vans to
experience on public deliver “significant zero-
charging network. emissions capability”
z At least six “high- from 2030 to 2035.
powered” chargers z At least 2500 high-
at every motorway powered chargers
service area. across the strategic
z New regulations road network by 2030.
to improve consumer
experience on the public 2035
charging network. z All new cars and vans
sold must be 100% zero-
2024 emissions at the tailpipe.
z Workplace Charging z At least 6000 high-
Scheme funded until
at least 2024/25.
powered chargers along
motorways and A-roads.
z Car makers must
ensure a proportion of
z UK’s power system to
be fully decarbonised
their sales are electric
(the ZEV Mandate).
“subject to security
of supply”.
Can the UK meet
the demand for a
rapid rise in EVs?

Car firms recruit military veterans
IMAGINE A CLUSTER of
disciplined and skilled people
with expertise in high-tech
vehicles, aerospace systems,
high-voltage electrics, logistics
and management. Now know
that 14,500 of these highly
trained experts become
available to the UK workforce
every year, having left the
armed forces. That’s why the
British car industry gathered
at Silverstone last week for
the Mission Motorsport
National Transition Day.
Regular Autocar readers
will probably know Mission
Motorsport – founded 10
years ago by former Royal
Tank Regiment Major James
Cameron – as the forces
charity behind the brilliant
Race of Remembrance.
In 2019, it created Mission
Automotive in conjunction
with the SMMT, the Duke and
Duchess of Cambridge’s Royal
Foundation and the Ministry of
Defence to facilitate careers in
the car industry for veterans.
“There’s such an obvious
crossover between car makers
and SMMT members and the
THREE VETERANS WHO MADE THE SWITCH
Simon Vaughan, Lotus
Simon spent 22 years as an
RAF ground electrician. He’s
now an electrical engineer
installing test gear for high-
voltage powertrains. “I was
really lucky,” he says. “Lotus
was the first job I applied for
and is a great place to work.”
skills of ex-forces personnel,”
explained Cameron, “and the
Transition Day is a key part of
that, not just about recruitment
but also networking and seeing
what the private sector in
automotive can offer.”
Moving on post-pandemic,
Transition Day 2022 was an
important opportunity to add
new impetus for more than
30 automotive businesses –
including Caterham, Jaguar
Land Rover, Lotus, Morgan and
Stellantis, plus many smaller
players – that see ex-forces
personnel as a fine fit for
automotive careers.
In its broadest definition,
the UK car industry employs
680,000 people, 180,000 of
them in manufacturing alone.
JLR is described by Cameron
as the “exemplar”. Stirred by
involvement with the Invictus
Games for injured forces
personnel, JLR has found 1098
jobs for veterans globally, 730
of them in the UK, since 2014.
“We’ve filled jobs not just in
engineering but also in legal,
PR, manufacturing, logistics…
In fact, every single part of the
Ian Botham, Stellantis
Ian has used his experience in
the Royal Logistics Corps to
set up a new network of parts
warehouses. “Don’t be scared
of coming out of the forces,”
he says. “You’d be surprised
how much of your skills and
experience are transferable.”
Mission Automotive boss
James Cameron speaks
at 2022 Transition Day
organisation,” said Steve Lees,
who juggles running Mission
Automotive with his main role
as armed forces engagement
manager at JLR.
Cameron also sees
emerging opportunities
for forces expertise in high-
voltage electric and hybrid
car powertrains, especially as
800V systems go mainstream.
He explains: “Many forces
personnel are very familiar with
high voltage, even in the range
of up to 1100 volts, because
military equipment, like tank
turrets, jet aircraft ground-
handling units and radars,
already use those.”
Stellantis is also supporting
forces personnel, including
spouses and dependants over
16, by giving free e-learning
training courses at its Coventry
Performance Academy.
“We’re just starting
our journey with Mission
Automotive, finding our way,
but job opportunities are there,
and opening the academy is a
big step,” said Louise Gardner,
its UK human resources boss.
JULIAN RENDELL
Pa Njie, Stellantis
After losing both his
legs in Afghanistan at
just 19 years old, Pa is now
Stellantis’s armed forces
engagement manager. He’s
also studying for a degree
in business accountancy
from Aston University.
Jim Holder
I N S I D E I N F O R M AT I O N
Are electric SUVs
not paradoxical by
their very nature?
IS THERE A greater
contradiction than car
manufacturers desperately
trying to maximise profits
during the chip crisis by
prioritising high-end SUV
sales yet aiming to avoid CO2
emissions-related fines by
selling as many electrified
vehicles as possible?
How much profit varies
from vehicle to vehicle but
one glimpse as to just how
much margin can be in an
SUV came when Jaguar
Land Rover revealed it had
received £68,000 per car
sold in the final quarter of
last year after an extreme
focus on producing Range
Rover-badged cars. (Even
then, it made a £9 million
loss in the same period.)
But SUVs are, of course,
inherently heavier and less
aerodynamic, yet no more
spacious, than their hatch
equivalents. In turn, they’re
less efficient and more
polluting, be it from the
tailpipe or in terms of the
additional materials they
require to manufacture.
The demonisation of
diesel has also played a
part in rising CO2 from
them; petrol economy on
larger, heavier vehicles is
exponentially worse. Today,
data from Jato Dynamics
suggests only sports cars,
luxury saloons and vans
have worse average tailpipe
emissions than SUVs, hence
the need to sell electrified
models to offset them.
Car makers will argue
they are only giving people
what they want. Back in
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.
BUSINESS
2000, more data from Jato
suggests that 3.7% of all
European sales were SUVs.
In 2020, that figure was
40%, up from 22% in 2015,
so this is not a trend that has
run out of steam yet. We may
want to save the planet, but
it seems not at the expense
of our high-riding cars.
Some would argue the
SUV bodystyle plays a role
in reducing emissions. It
inherently suits an electric
vehicle, which typically sits
higher anyway as a result of
the battery fitting along the
floor of the car’s platform.
If giving people the style of
car they want encourages
them to go electric, perhaps
there’s a logic to pursuing
this slightly counterintuitive
route. Even so, anyone
driving a 2.5-tonne EV,
bluff body shape and all,
would do well to pause
before lecturing too
strongly about their
environmental credentials.
Yes, profits drive
investment, which in turn
drives the development
of low-emission vehicles.
This is an industry where
progress carries a high
price tag. But it also needs
to tread carefully. The use
of emissions credits from
selling electric cars to offset
the sales of highly polluting
ones may be perfectly within
the legislative framework,
but it once again leaves the
car industry walking a fine
line that an increasingly
environmentally conscious
world might one day wake
up and question.
6 APRIL 2022 AUTOCAR.CO.UK 19
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Steve Cropley
Kids will love Landy
and Friends almost
as much as Autocar
MONDAY
We’re in full swing preparing for this year’s
Autocar Awards next month. Everyone and his
mate gives out awards nowadays (as with the
road test in 1928, we pioneered them around 35
years ago), but in most cases, they’re shamelessly
exploited for advertising purposes. “You’ve won
our SUV With Shiniest Hubcaps award,” say the
circling advertising reps. “Now show us your
money.” However, we do it differently: our big
gongs go to people, because it’s our pleasure and
duty to recognise the world’s great car creators of
the year – and it was in pursuit of a pre-awards
interview with just such a car hero that I found
myself in a far-flung European capital today.
It turned out that by far the easiest means
of getting about was Uber. Photographer Max
Edleston and I spent the princely sum of £44
on five journeys, waiting less than five minutes
each time to be picked up.
For now, our Ubermobiles had drivers (all
pleasant, like every Uber driver I can remember),
but the experience made a powerful case for
driverless cars in city centres and for getting
back and forth to airports. I used to think the
so-called robocab threatened car ownership (still
dear to my heart), but it just doesn’t. Bring it on.
TUESDAY
We’ve done some preliminary testing of the Ineos
Grenadier and liked it a lot, so it was interesting
MY WEEK IN CARS
` WEDNESDAY
What does Sir Jim
know that we don’t?
a the discouraging name), the act of cooking a
engineer (far enough removed to maintain
anonymity) who along with several work pals
was recently offered access to a car. Here’s their
no-frills assessment…
“We weren’t allowed driving, but the ride felt
okay. Front seat room was good, rear seat room
not. Quite a long wheelbase, at 115in, and with
coil springs, the breakover angle might not
work too well in rutted conditions. The on-road
price of around £60,000 means it’s not a utility
vehicle and not a luxury SUV either, so it’s hard
to understand their market. No e-powertrain on
the horizon, either, although maybe they can get
a BMW e-motor. No other Ineos product on the
horizon, besides a pick-up version, so is this a
viable business? Sir Jim [Ratcliffe] is incredibly
successful; what does he know that we don’t?”
AND ANOTHER THING…
News that the Virage
6.3 is now 30 years old
brings much nostalgia.
This wasn’t a brilliant
car against what came
soon after, but it’s a
monument to those
whose determination
kept Aston Martin alive
when demand was down
COMMENT
Our ex-Land Rover
engineer pal is unsure
about Ineos Grenadier
Much nonsense falls into a car hack’s inbox,
but how’s this from today’s crop for a vintage
example? According to research for a website
called GoodbyeCar (a car-buying channel, despite
“good old” British roast dinner produces as much
CO2 as it takes to drive a petrol-powered car 123
miles. The question is, what am I supposed to
do with this info? Be impressed that a modern
petrol car emits so little CO2? Be horrified that a
modern petrol car emits so much CO2? Give up
roast dinners? Or just press the delete button?
THURSDAY
Have you heard of Landy and Fender? Neither
had I until today. They’re car characters based
on old Land Rovers, twin stars of a series of eight
kids’ books created by an enterprising lady from
Cornwall called Veronica Lamond.
We had a chat on the phone. It turns out that
as well as writing the stories, Lamond does the
illustrations and publishes the books herself.
She has already sold around 120,000 copies and
during lockdown came up with a popular series
of teaching resource packs to help kids benefit
from the maths and science content of her
Landy and Friends series.
On first contact, these strike me as kids’ books
with plenty of appeal to sentimental adults as
well, but you can discover that for yourself at
veronicalamond.com. Mailed paperback copies
(hand-stuffed by the author) come as cheaply as
£6.95, or it’s £10.95 for a hardback. There’s also a
special Factory edition for £14.99.
GET IN TOUCH
to chat to a friend and former top Land Rover to one or two a week.  steve.cropley@haymarket.com @stvcr

6 APRIL 2022 AUTOCAR.CO.UK 21

M OTO R S P O RT Damien Smith
BEHIND EVERY GOOD TEAM…
Unheralded small suppliers are the backbone of F1. We visit one
sense of joy
and celebration
A should mark
the return of
the Australian Grand Prix
this weekend as Melbourne
welcomes back Formula 1
for the first time since 2019.
Albert Park was sorely
missed during the pandemic,
and everyone will be excited
as they head for one of the
most popular F1 races.
Quite a contrast, then,
to the troubling and
uncomfortable Saudi
Arabian GP. Hopefully
the only missiles featuring
Down Under will be the
fast-in-a-straight-line
Red Bulls that will take
on the reborn Ferraris,
as we anticipate round
three of the increasingly
tasty duel developing
between Max Verstappen
and Charles Leclerc.
Around 10,000 miles away
back home, as the action
starts at 6am on Sunday
morning, the tight-knit
staff of a small family firm
based near Arundel in West
Sussex will be tuning in,
bursting with pride as they
are for every grand prix at
the thought that all 20 cars
R AC I N G L I N E S
launching off the grid
feature a little part of their
own contribution. They
work for FEV, a specialist
in fire-suppression systems
that’s responsible for the
on-board extinguishers
used by all 10 F1 teams.
This is the secret world
of F1: a key cottage industry
supplier that you never hear
about, trusted to provide an
essential service to keep the
wheels turning. They just
choose not to shout too loudly
about it – which is why we
paid a visit to find out more.
K E E P I T I N T H E FA M I LY
FEV was founded in 1990
by the late Derek Jones,
whose family, ahem, keep
the flame alive today
from a nondescript unit
on an industrial estate.
Grandaughter Anna
Tuppen looks after sales and
commercial interests and
gives us a warm welcome.
Her parents, uncle and
Our customer service is what we’re
known for as a family business
aunt own the business,
her brother Jack looks after
design and development and
her husband and cousin are
among the 11 employees, so
it’s a proper family concern.
“My grandfather was
originally an engineer
who made commercial
fire extinguishers, loved
motorsport and saw a
gap in the market,” says
Tuppen, adding that Niki
Lauda’s fiery accident at
the Nürburgring in 1976
was part of his inspiration.
The first F1 team deal was
done in 1999, with others
quickly following – and now
FEV covers the whole grid.
So what does FEV produce
and why is it so trusted?
S T R I C T LY
CONFIDENTIAL
The first part is a tricky
subject for FEV to answer,
because the confidential
nature of supplying multiple
F1 teams that are deeply and
` to Skoda in rallying and
a explains that a gas is the
F1 cars use both
team-made and
bought-in parts
intrinsically competitive
means the company is bound
to almost total silence.
What does become clear
is that while F1 teams are
increasingly autonomous
and keep as much in-house
as possible, even the best
resourced require specialist
suppliers to meet specific
demands. Fire-safety gear,
which is mandatory in the
FIA’s technical regulations,
is one of those key areas
that require a degree of
outsourcing. What FEV can
tell us is the extinguishers
are bespoke for each team,
which dictate their design,
shape, manufacture and
location on the car. No
surprise there, given how
every aspect of modern
F1 design is optimised
for shrink-wrapped,
lightweight packaging.
F1 is only one part of the
business. FEV also supplies
fire-suppression systems to
Porsche, for both its racing
and road car divisions,
to all manner of club and
national racers. At entry
level, extinguishant foam
is common, but Tuppen

solution preferred within
motorsport’s upper echelons:
“It has no risk of corrosion
and evaporates in about 10
seconds, whereas if you ever
see a foam extinguishant go
off, it makes a big mess. We
use a 3M Novec 1230 gas,
which is as environmentally
friendly as we can get. There
are nozzles directed on the
engine and in the cockpit,
and flow rates and cockpit
volumes are calculated so
that the amounts released
are safe for the driver.”
WHY SMALL IS BEST
So why FEV and not a larger
competitor? The F1 teams like
the direct communication
and can-do attitude that is
instilled in such a small, agile
firm, and word of mouth is
important this deep into
the motorsport business.
“Our customer service
is what we’re known for as
a family business, which is
always a key thing in this
industry,” says Tuppen. “The
teams are really good to work
with, and we hear ‘can you
do this now?’ a lot, which is
common in motorsport. We
offer a personal service, have
strong product development
and use high-quality parts
that we try to source locally
as often as possible.”
Our visit coincides with
F1’s pre-season tests at
the end of FEV’s busiest
four-month period as the
teams finalise and tune
their requirements for their
new cars. But the pandemic
flattened out the seasonal
nature to which the business
used to operate; and with
Porsche, Skoda and other
high-profile clients to
service, the days of FEV
shutting down for a couple
of weeks and all staff heading
FEV supplies racers and rallyists
FEV charges £1687 for FIA-approved gas fire-suppression system
MOTORSPORT
TOP Formula 2 in Saudi Arabia
STEP
GOOD WEEK
M A X V E R S TA P P E N
His Bahrain GP retirement
hurt, but F1’s reigning
champion bounced back
in style to defeat Charles
Leclerc in a great cat-and- TOP STEP
mouse duel in Saudi Arabia.
Now he just needs to quell
the increasingly tiresome
angry outbursts over
the team radio…
BAD WEEK
S E RG I O PE R EZ
The other Red Bull should
have won in Jeddah. ‘Checo’
scored a fantastic first
pole position (at the 217th Several came a
time of asking) and led cropper on tight
convincingly, only to lose high-speed track
out through an ill-timed
safety car period. The
Mexican deserved so much RACE DIRECTOR controversies field through the pit lane during dropped to 12th, then received
more than fourth place. aren’t limited to Formula 1. a safety car period, only for a 10sec stop-and-go penalty for
In Saudi Arabia, the Formula 2 the decision to be reversed. As his trouble and finished last…
sprint race was turned on usual, the teams were notified Prema protested, but the FIA
off on summer holidays at its head by confusion over via their timing screens, but dismissed it. What a mess.
the same time are gone. whether the pit lane was open Prema sought clarification Carlin’s Liam Lawson won
There are ambitions for or closed following a two-car with the director via radio and among the chaos, before MP
FEV to grow following collision at the final corner. was told to send Hauger down Motorsport’s Felipe Drugovich
a move from Jones’ very Reigning Formula 3 champion the pit lane. Which it did, only dominated the feature race to
tiny original premises. A Dennis Hauger had led from for the rest of the field to stay take the championship lead.
network of service agents pole position and looked set to out on the track, following the Imola in Italy will host the
and distributors at home follow an instruction to lead the order on the screen. Hauger next F2 races later this month.
and abroad have expanded
the scope to as far away Norwegian Hauger,
as Japan and hopefully 19, is rising fast with
to new markets in the US Red Bull backing
in the future. But you get
the impression that such a
company shouldn’t expand
too much or too fast, to avoid
compromising precisely
what makes it so special.
Before we depart, Tuppen
shows us a framed letter sent
to her grandfather by former
Ferrari president Luca di
Montezemolo, thanking
him for FEV’s contribution.
“Everyone here is
passionate and wants to
make FEV a success,” she
says. “It’s great watching the
grands prix knowing our M O T O R S P O R T G R E AT S
systems are on the cars.” MIKE THACKWELL
Formula 2 has a patchy history of sending top talent to Formula 1
greatness, but it has plenty of cult heroes, and Mike Thackwell is
high among them. Aged 19 in 1980, the New Zealander became
the youngest F1 starter, driving for Tyrrell at the Canadian GP,
only to be involved in a multi-car collision that stopped the race
and not take the restart, which muddied the record books.
He then became mired in F2, with injury and doubts about
his fitness plaguing his campaigns, before he shone in Casio-
backed Ralt-Hondas. Second to team-mate Jonathan Palmer
in 1983, he finally waltzed to the European F2 title in 1984. Too
unconventional and laid-back for F1, he never did get the break he deserved. After a brief spell in
GETTY IMAGES
Group C sports cars and cameos in F2 successor F3000, he turned his back on racing at 30. Now
brother-in-law to David Brabham, he has never returned. He subsequently worked as a teacher
and ran a surf shack. But to us, he will always be a mercurial talent whose absence was F1’s loss.
6 APRIL 2022 AUTOCAR.CO.UK 23
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 28.3.22, LOMBARDY, ITALY ON SALE SEPTEMBER PRICE £90,000 (EST)

MASERATI
GRECALE TROFEO
Can this supercar V6-powered SUV belatedly do for Maserati
what the Macan has done so successfully for Porsche?

24 AUTOCAR.CO.UK 6 APRIL 2022

Y
ou could be forgiven for
asking where Maserati has
been for the best part of the
past decade. It’s not so much
that the Italian brand has vanished
completely, rather that it has been
missing in action from vital areas
of the market. Nowhere has this
been more obvious than when it
comes to SUVs – cars that since the
turn of the century have been sure-
fire money-spinners for any brand
with more than a hint of premium
appeal and a desire to stay solvent.
No SUV has demonstrated this
more decisively than the Porsche
Macan, which over the past eight
years has been a staggering sales
success and proved to keen drivers
that high performance and a
high centre of gravity needn’t be
mutually exclusive. So it’s a surprise
that Maserati has waited so long
to try to steal a slice of the Macan’s
ultra-profitable D-segment SUV pie.
Of course, the Grecale isn’t the
first Maserati with a mud-plugging
vibe, but the larger Levante of
2016 managed to fall between two
stools, being neither as compact
nor as driver-focused as the Macan,
and failing to pack the presence
and overpowering muscle of
the Porsche Cayenne.
On paper, however, there
have been no such mistakes
with the Grecale, which, along
with the sensational new MC20
supercar, has been charged with
breathing much-needed new life
into a brand that has been largely
moribund over the past decade.
So while the newcomer is
no doubt late (very, very late) to
this particular party, Maserati
claims it will be the breath of
fresh air (Grecale is the name of a
Mediterranean wind, so there you
go) required to tempt customers
into one of its showrooms, many
of them for the first time.
For starters, it’s based on Alfa
Romeo’s Giorgio platform, which
also underpins the surprisingly
dynamic Stelvio Quadrifoglio,
although it has been extended
by 50mm between the axles (it’s
a touch over 4.8 metres long all in).
That means the Grecale is
roomier for rear passengers than
most, while at 570 litres it sticks the
boot into rivals for luggage space.
For the families at whom such cars
are aimed, these things matter.
Then there’s the availability of
resolutely ‘on message’ mild-hybrid
engines, plus the promise of a pure-
electric Grecale Folgore later this
year. Yet if you have unleaded ◊
6 APRIL 2022 AUTOCAR.CO.UK 25
Δ rather than electrons pumping
through your veins, it’s the flagship
Trofeo variant that will be getting
you hot under the collar. Packing a
detuned version of the MC20’s new,
Maserati-developed Nettuno V6, it’s
an SUV with the soul of a supercar.
Sounds promising, doesn’t it?
Before we get to that, however,
there are a few caveats. First off, our
time in the car was brief and limited
to mostly urban and suburban routes
around Milan – a realistic simulation
of the on-road environment that a
typical Grecale is likely to inhabit
but not one to truly delve deep into
a car’s dynamics. Also, all the cars
were fitted with winter tyres – not
ideal when the ambient temperature
was a balmy 24deg C…
First impressions count, and
visually the Grecale certainly does
enough to capture your attention.
It looks bigger than the Macan,
and while the shape itself is a little
generic, it’s stuffed with enough
Maserati cues to leave you in no
doubt as to this car’s heritage.
There’s the brand’s trademark
front grille and the trio of air vents in
the front wings plus, of course, more
trident logos than you can shake a
large, three-pronged stick at.
The Trofeo variant stands out
further with its quad-exit exhaust,
21in alloy wheels that cover larger,
cross-drilled discs clamped by vast
calipers (six-pot at the front and four-
pot at the rear) and a rear track that’s
stretched by 34mm to 1982mm.
`
The steering is quick, precise and
well weighted, the car rotating
surprisingly quickly in to corners
a
The faster the road, the more at home the Trofeo feels
26 AUTOCAR.CO.UK 6 APRIL 2022
Climb aboard (the flush exterior
door handles hide a touch-sensitive
button for access) and you find an
interior that oozes rich Italian luxury
in the finest tradition. Soft, finely
stitched leather covers almost every
surface, while the driving position
manages to be low-slung but still
deliver typical SUV elevation.
There are also wall-to-wall digital
screens, plus all the connectivity
that we’re told we need.
Sitting proudly atop the dashboard
is the trademark Maserati clock, but
now it’s a configurable digital item
that also hosts the “Hey, Maserati”
Boot is 570 litres, compared with 525 in the Stelvio and 488 in the Macan
virtual personal assistant.
On the whole, it looks great and
works well, but the execution isn’t
quite as good as it could be. The
touch-sensitive surfaces occasionally
require another stab for a response,
while some of the switchgear, such
as the push-button gear selector,
has a gritty quality that’s more
Fiat Panda than premium.
The two circular dials on the thick-
rimmed three-spoke steering wheel
will be familiar to MC20 owners.
One controls the driving modes (Off
Road, Comfort, GT and Sport, like in
the standard Grecale, plus hardcore
Corsa), while the other is the starter
button for that 523bhp 3.0-litre V6.
As in the MC20, the Nettuno
delivers plenty of low-down, lag-free
muscle, and it has no trouble hauling
the Grecale along at indecent speed
with very little effort, but aural
drama is in short supply.
Only when extended in Sport or
Corsa mode does it deliver the bark
and bite that you expect, finding
its snarling voice and razor-sharp
responses as it rips around to the
redline at just over 7000rpm.
Maserati claims a BMW M3-
beating 3.8sec for the emergency
start to 62mph, and it feels every
bit as fast as the numbers suggest.
It’s aided by an eight-speed
automatic gearbox that delivers
crisp and quick shifts (although
in Corsa it’s perhaps a little too
eager, sending gears home with
enough violence to throw your
head back against the headrest).
Talking of which, the brakes
are grabby at low speed but deliver
powerful and progressive stopping
when worked hard.
The steering is quick, precise
and well weighted, the car rotating
surprisingly quickly in to corners.
Any loss of turn-in bite from the
winter rubber at the front is offset by
the relative lack of grip at rear and
an aggressively eager electronically
controlled limited-slip differential,
the car eager to sidestep a few
subtle degrees at corner exit
if you’re in the mood.

Interior is mostly plush but let down by some incongruous switchgear
Grip would be way more tenacious
on summer tyres, but we sense the
car’s inherent inclination to have a
good time would be undimmed.
It certainly feels more playful
than the Macan, but it can’t match
the German’s cast-iron composure,
the initially taut body movement
on the air springs (usually optional,
standard on the Trofeo) and adaptive
dampers giving way to some float
and heave when it’s unsettled by mid-
corner bumps, at which point you
really feel its considerable mass.
Only in Corsa does the Trofeo feel
truly tied down, but the reduction in
Stiff suspension often makes the car slam and shudder
rock and roll comes with a brittleness
that makes you wince over even the
smallest imperfections and causes
the odd rattle and resonances from
the otherwise impeccably finished
interior as it’s shaken and stirred.
Slacken the dampers off and an
underlying firmness remains, but it
copes with bigger undulations in a
more relaxed manner, the easygoing
vibe matched by the impressive
isolation from road and wind noise.
Sunken manhole covers and
expansion joints are less adroitly
dealt with, however – the peace
shattered as shock waves are sent
TESTER’S NOTE
I’m not sure you would
ever want to head off
the beaten track in
your Grecale, but its
Off Road mode raises
the air suspension by
30mm and softens
gearbox and throttle
responses. JD
crashing through the car’s structure.
You sense that long-haul journeys
are right up the Grecale’s street, while
heavily pockmarked urban routes
most definitely aren’t.
Obviously, we will have to
wait until we try a Grecale on
representative rubber and decent
roads before delivering our definitive
verdict, but even after this first taste,
it’s clear that it lacks both the finely
honed and expensively developed
dynamic polish of the Macan and its
hewn-from-solid integrity. There’s
a good car in there somewhere, but
fine-tuning is still needed.
FIRST DRIVES
D O E S I T R E A L LY H AV E
THE MC20’S ENGINE?
While Maserati is keen to point out
that the Grecale Trofeo shares
its V6 with the MC20, there are
some subtle differences. Not only
is the SUV’s engine less powerful
(523bhp plays 621bhp), but it also
has a wet, rather than dry, sump.
A further concession to its more
workaday existence is its ability to
shut down the right cylinder bank
on light throttle openings to save
fuel. It sounds fairly simple, but
Maserati insists that it required
the design of a whole new head for
the engine, complete with revised
valve gear and oil pathways.
However, the novel, allegedly
Formula 1-inspired pre-combustion
system is retained. The two-stage
process, which boosts both power
and efficiency, requires a pair of
fuel-injection systems and double
spark plugs per cylinder.
Yet despite its obvious flaws, the
Grecale isn’t without appeal, and
for many the romance of the brand’s
history will be a serious tug on the
heart strings. Plus, it’s extremely
practical and, when you’re in the
mood, that engine can lift spirits and
deliver a truly crushing turn of speed.
And while the arrival of another
large SUV probably isn’t the answer
the world is looking for, you do end
up rooting for the Grecale, because
there’s no doubt that healthy sales
would make Maserati’s future less
laced with uncertainty.
JAMES DISDALE
MASERATI GRECALE TROFEO
For all its promise and character, this
supercar-hearted SUV needs work
before it can topple its talented rivals
AAABC
Price £90,000 (est)
Engine V6, 3000cc, twin-
turbocharged, petrol
Power 523bhp at 6500rpm
Torque 457lb ft at 3000-5500rpm
Gearbox 8-spd automatic, 4WD
Kerb weight 2027kg
0-62mph 3.8sec
Top speed 177mph
Economy 25.2mpg
CO2, tax band 254g/km, 37%
RIVALS Alfa Romeo Stelvio
Quadrifoglio, BMW
X3 M Competition,
Porsche Macan GTS
6 APRIL 2022 AUTOCAR.CO.UK 27
 TESTER’S NOTE
BMW’s Theatre
Screen entertainment
system is optional. It
comprises a 31in, 8K
display that deploys
automatically from
the rear headlining
and runs Amazon Fire
software, enabling
video streaming and
other services via an
embedded 5G SIM. GK
Electric version of the upcoming 7 Series gets an early outing in prototype form
T
he i7 is the technological
spearhead of the upcoming
Mk7 (G70) 7 Series and BMW’s
largest and most luxurious
electric car to date. Related models
are in the pipeline, including mild-
hybrid diesels and petrol-electric
plug-in hybrids. However, it is the
advanced i7, with a 500bhp-plus
dual-motor electric drivetrain in
the initial four-wheel-drive model,
that will kick off sales of BMW’s new
flagship four-door in November,
promising a range, we’re told, of close
to 400 miles on the WLTP test cycle.
To learn more about the upcoming
Mercedes-Benz EQS rival, Autocar
joined a round of i7 shakedown tests
with a team of BMW engineers in
Germany before the car’s unveiling
later this month.
As the photographs here show, the
prototype we drove on public roads
was fully camouflaged, so there is
not a lot we can tell you about the
detailing within the exterior, other
than at around 5400mm in length,
it is the largest BMW model to date.
It is over 100mm longer than today’s
sixth-generation LWB 7 Series.
The i7 prototype’s spacious interior
28 AUTOCAR.CO.UK 6 APRIL 2022
TESTED 28.3.22, MUNICH, GERMANY ON SALE NOVEMBER
BMW i7
was also covered up but it’s clear
certain elements are taken directly
from the iX, the electric SUV with
which the i7 also shares its drivelines
and lithium ion battery, among
other key components.
This is a big car, more presidential
limousine than your typical
European luxury saloon in terms
Kable drove i7 on public roads; cabin had hidden trim and housed test equipment
of visual boldness, with an upright
silhouette, traditional three-box
proportions, large framed doors that
open and close automatically and,
thanks to a wheelbase stretching
to over 3000mm, luxurious and
accommodating rear quarters.
Unlike the EQS, which is based on
a dedicated EV platform, the i7 builds
off the same CLAR structure used
by ICE-powered 7 Series models.
As a result, the interior floor is not
completely flat, with a transmission
tunnel running backwards through
the cabin. BMW has also modified
the floorpan to house the 111.5kWh
battery, which operates at 400V and
can be charged at up to 195kW.
The i7 still needs some
development work before a final
sign-off and a start to production.
The drivetrain of the prototype
driven here mirrors the iX’s, with one
electric motor up front and a larger,
more powerful motor at the rear.
Impressions are positive. This
initial i7 model is imbued with
effortless urgency despite a kerb
weight of well over 2000kg. The
official output has yet to be revealed,
but BMW says it extends beyond
the 516bhp and 564lb ft of the iX
xDrive50. As a point of reference, the
EQS 580 4Matic’s dual-motor system
develops 516bhp and 630lb ft.
As with the iX, there are three
main driving modes: Personal,
Sport and Efficiency. The instant-
on torque makes for rather rabid
response in any of them, especially

with the ability of the electric motors
to apportion power to the wheels
with the most traction. As with all
of BMW’s electric-powered models,
drive is sent through a single-speed
gearbox on each motor. We’ll have
to wait another few weeks before
official performance claims are
revealed, although you can expect
a 0-62mph time of under 4.5sec.
The strong performance is
combined with an ultra-smooth
driveline, making for brisk yet
inherently calm cruising out on the
open road. We achieved 150mph on
an autobahn, at which it felt very
resolved and terrifically stable.
BMW’s aim was to give the i7
similar dynamic properties to today’s
7 Series and it has mostly succeeded.
The front steering system, which
receives a variable-ratio rack, is nicely
weighted. It is not exactly overloaded
with feedback, but there are arguably
greater levels of communication than
in most rival upmarket saloons.
The rear steering system – or
Integral Active Steering, as BMW
calls it – operates in a traditional
manner, albeit at a greater angle
than the earlier system used by the
existing 7 Series, to boost low-speed
manoeuvrability and higher-speed
Stability in the prototype, even at 150mph, impressed, as did acceleration and ride comfort
The i7, like other new 7 Series models, will be available in just one wheelbase size
`
The rear steering works a treat. The i7 is a
very big and heavy car yet it feels agile
stability. It works a treat. The i7 is a
a The electrically operated anti-roll
very big and heavy car yet it feels as
agile, if not quite as fluid, as today’s
smaller and lighter 7 Series.
The i7 is eager to change direction.
It also develops plenty of grip on the
255/45 R21 front and 285/40 rear
Yokohama Advan Sport tyres worn
by the prototype. If there is a concern,
it is the car’s width, especially on
narrow country roads. We’ve yet to
see official figures but there is no
doubt it has grown quite appreciably
in this respect.
The air suspension, similar in
set-up to that used on the Rolls-
Royce Ghost, provides an agreeable
balance between ride comfort and
body control. It uses a combination of
double wishbones up front and multi-
links at the rear. The air springs and
variable dampers provide excellent
composure and comfort. Shock
absorption is particularly impressive.
bars, part of BMW’s Executive Drive
Pro, also do an admirable job of
countering lean.
There is nice progression to the
brake pedal but it does lack for feel.
Put this down to the i7’s sophisticated
energy recuperation system. It
offers three modes and is claimed to
contribute handsomely to the new
BMW’s overall range, which is said
to be better than the iX’s thanks to
superior aerodynamics, with overall
energy recuperation of up to 208kW
when you get hard on the stoppers.
BMW is not giving too much away
just yet, but a range of i7 models is
planned. Expect them to wear similar
designations to the iX’s, with an
xDrive40, xDrive50 and M60.
For those not ready to go electric,
BMW will continue to offer the new
7 Series with a range of ICE units in
the UK. These include a mild-hybrid
FIRST DRIVES
BMW i7 PROTOTYPE
Big EV saloon impresses with its
brisk performance, overall agility
and outstanding refinement
Price £120,000 (est)
Engine Two electric motors
Power 536bhp (est)
Torque 590lb ft (est)
Gearbox 1-spd, 4WD
Kerb weight 2300kg (est)
0-62mph 4.3sec (est)
Top speed 124mph (est)
Battery 111.5/105.0kWh
(total/usable)
Range, economy 400 miles (est),
3.8mpkWh
CO2, tax band 0g/km, 2%
RIVALS Audi A8, Mercedes EQS
turbocharged 3.0-litre inline six-
cylinder diesel in the 740d. We’re told
the turbo 3.0-litre inline six-cylinder
and turbo 4.4-litre V8 petrol engines
in the new 740i and 750i will not be
offered in European markets. They
will be indirectly replaced by a pair
of plug-in hybrid drivetrains, details
of which remain under wraps.
So there are still a lot of questions
that need answering. However,
it is clear BMW is aiming further
upmarket with its new range-topping
saloon than at any time in the past.
Its size alone tells you that it is not
only the Mercedes-Benz S-Class and
EQS that are targeted here. The new
7 Series is also aimed at cars further
upmarket, including the Ghost as
well as newcomers like the Lucid Air.
The i7 may share its platform and
underpinnings with ICE-powered
7 Series models, but any compromises
in its execution are exceptionally
well hidden.
BMW says the i7 has been
conceived primarily for China and
North America, but its performance,
dynamics, ride quality, refinement
and overall solidity should ensure
it continues to appeal to European
buyers as well.
GREG KABLE
6 APRIL 2022 AUTOCAR.CO.UK 29

BIZZARRINI 5300 GT REVIVAL
A 1965 star sparkles brightly again in 2022 thanks to an RML-built continuation run
W
hat you’re looking at is
a recreation of the 1965
Bizzarrini 5300 GT, but
because it’s made by the
people who now own the rights to
the Bizzarrini name, it can be more
properly considered a continuation
car. Just 24 will be built and each
will cost £1.65 million before extras.
Which is a lot.
Then again, the Bizzarrini name
is one of the most enigmatic in
automotive history and, had the
breaks fallen only slightly differently,
could now be up there with Ferrari
and Lamborghini. And to understand
the car then and now, you must first
understand just a little about the
bloke whose name it bears.
Giotto Bizzarrini is one of the most
remarkable people this industry has
ever produced. His claims to fame
include being the chief engineer
of the legendary Ferrari 250 SWB,
the chief architect of the even more
revered 250 GTO and the designer of
the V12 engine that powered every
12-cylinder Lamborghini from the
company’s launch in 1963 to the
end of the Murciélago in 2010.
In the mid-1960s, he went into
business with Iso boss Renzo Rivolta
to create the gorgeous Iso Grifo A3/L
and its ferocious sports racing alter
ego, the Iso Grifo A3/C. The latter’s
greatest success was to win its class
at the Le Mans 24 Hours in 1965,
by which point it was wearing
Bizzarrini badges and known
TESTER’S NOTE
The engine is set so
far back that access
to the distributors
is via a hatch cut
into the top of the
dashboard. AF
30 AUTOCAR.CO.UK 6 APRIL 2022
TESTED 28.3.22, MILLBROOK PROVING GROUND ON SALE NOW
Purposeful-looking GT makes enthralling use of its Chevy V8; you sit low, surrounded by the mid-1960s
as the 5300 GT after Bizzarrini fell
out with Rivolta that year.
Today’s car is as close to a facsimile
reproduction of that 1965 race car as
it is possible to have, although RML
– which builds it for Bizzarrini – will
happily adapt it so that it can gain
IVA certification for use on the road.
When you look at the specification,
you wonder why the car was not even
more successful than it was. For here
is a car with a rattlesnake-low profile,
and a 5.3-litre Chevrolet V8 set so far
back in the engine bay that there’s
room ahead of it for a motor literally
twice its size. It had more than
400bhp in 1965 (and today) and fully
independent suspension at all four
corners, which no GTO or Shelby
Daytona Cobra ever enjoyed.
Powerful, light, low, slippery and
very advanced, it should have been
a world beater and, with Ferrari or
Ford-size development budgets, no
doubt that’s what it would have been.
Sadly, despite Bizzarrini producing
many other designs, the early magic
of the first was never recovered, and
sales stopped in 1969.
It is a stunning thing to behold,
an astonishing confection of
Italian design flair and American
mechanical muscle. Despite the mass
of all that bent-eight ironmongery, it
weighs less than 1200kg, providing a
power-to-weight ratio similar to that
of the brand-new Porsche 911 GT3.
The car is so faithful to the
original that all you have to do
for it to meet FIA historic racing
regulations is to ask RML to build
the body out of glassfibre rather
than carbonfibre.
You sit low, reclined and far
back in the car, and note the major
instruments are bizarrely in front
of not you but your non-existent
passenger. The Chevy motor
breathes through four Weber
carburettors, just as it did in 1965,
and confers this stunning Italian
beauty with the voice of Motor City.
It’s a diva that just happens to sound
like Janis Joplin. And it works.
Unsurprisingly, the Bizzarrini
is ferociously rapid, but less easy to
predict is just how together it feels.
The BorgWarner four-speeder is a bit
clunky on this very early prototype,
but the chassis is stunning.
Most cars of this era spend their
time slithering and sliding around,
and great fun that is, too, but the Bizz
knows no such excess. It’s defiantly
neutral, with little understeer on the
entry to a corner and phenomenal
traction at the exit.
It inspires confidence, as do
the strength of the motor and the
stunning build quality, the latter
probably the way in which the car is
at greatest variance to the original.
Bizzarrini says the new 5300 GT
is just a taster of what’s to come. We
certainly look forward to driving
whatever comes next, but for now
it’s wonderful to see a great name
return to the field of battle, and
with such a faithful homage to
what should have been known
as one of the greatest road
and racing cars of its era.
ANDREW FRANKEL
BIZZARRINI 5300 GT REVIVAL
CORSA 24/65
Expensive but superbly constructed
recreation of one of the world’s
most under-rated sports cars
Price  £1.65 million
Engine V8, 5359cc, petrol,
Power 410bhp at 6500rpm (est)
Torque na
Gearbox 4-spd manual
Kerb weight 1150kg (est)
0-62mph 4.2sec (est)
Top speed 190mph (est)
Economy na
CO2, tax band na
RIVALS RML Short Wheelbase,
Singer DLS

LAMBORGHINI AVENTADOR ULTIMAE
Sant’Agata bids farewell to pure V12 power in the most spectacular way possible
T
his is it, then – albeit not really.
The new Aventador LP780-4
Ultimae is the last Lamborghini
ever to use 12-cylinder power
alone, but it won’t be the last time we
see an almighty V12 in the bowels of
something hand-made in Sant’Agata.
The Aventador’s imminent successor
will also be V12-fired, with electric
aid but crucially still no turbos. So
this is an end but also a beginning.
Instead of dwelling on the demise
of the purely V12 Lambo, whose time,
you could reasonably argue, has well
and truly come, let’s focus on exactly
how a car as momentous as the
Aventador is bowing out.
Momentous because it was such
an epic statement of intent when it
arrived in 690bhp LP700-4 form in
2011, when Lambo’s boss described it
as not simply one generation on from
the Murciélago but effectively two.
Dramatically improved ergonomics,
a super-stiff carbonfibre monocoque
to replace the steel lattice frame and
an all-new, lower-slung (being dry-
sumped) 6.5-litre V12 all saw to that.
And momentous even now because
the Ultimae is no cynical run-out
special, as it could have been. Mixing
Driving experience is raw and mechanical; interior remains dark and uncomfortable
TESTED 22.3.22, MODENA, ITALY ON SALE NOW
the best bits of the recent line-up, this
is the most compelling Aventador of
all and one of the great V12 Lambos.
Betrayed by the big-bore exhaust
tips, which erupt high (although,
ridiculously, still only at knee height)
through the open-worked rear, and
bronze cam covers, this car’s heart
is a transplant from the Aventador
SVJ, only with even more firepower.
All 769bhp is offered at 8500rpm,
a scant 200rpm before the redline
demands a reload. What ensues is
ballistic performance for something
so large: 62mph goes by in 2.8sec and
the claim is 221mph flat out, making
this the fastest Lambo we’ve yet seen.
The chassis is essentially straight
Aventador S, although the Ultimae
weighs 25kg less than that car,
probably due to the new exhaust,
the titanium in the SVJ engine and
the reduced, Centenario-style rear
bodywork and associated diffuser.
Heavily rear-biased four-wheel
drive (with the front axle engaged
via a Haldex clutch pack only when
necessary) and four-wheel steering
both feature. So does the ISR gearbox
that dates the Aventador more
painfully than anything else, with
the possible exception of the Audi-
sourced infotainment switchgear.
How does the Ultimae feel? Much
like the S, only subtly sharper – and
faster. Yes, I know: the S already has
more shove than any right-minded
person knows what to do with, but
on an empty straight during our test
drive in the Modenese hills, with the
Ultimae already pulling at an obscene
rate, I was surprised to discover just
how much pedal travel remained.
This SVJ-lite is bewilderingly rapid
beyond 6000rpm – perhaps even
more so now in terms of perception,
because the uncorrupted engine
seems so mechanically raw and rich
compared with turbo alternatives.
The same applies to the artificially
sharp throttle response you get from
strong electric aid, as in the Ferrari
SF90 Stradale. It’s just you, and the
oversquare V12 bellows at your back.
Upshifts aren’t so compelling,
mind. It’s not simply the time the
ISR takes to find another cog – if
anything, that adds to the drama.
It’s the way the car’s centre of mass
barrels forth with every interruption
in the torque flow. It breaks rhythm
and saps confidence. Frankly, the
FIRST DRIVES
TESTER’S NOTE
Designed fresh and
at mammoth expense
for the Aventador, this
V12 will now be cast
aside in favour of an
all-new unit that can
be hybridised. Just
one decade of service,
then. Its forebear can
be traced back to the
Bizzarrini-designed
unit of the 1960s. RL
likely dual-clutch gearbox of the
Aventador’s successor can’t arrive
soon enough. Its potential to close the
dynamic gap that rivals have opened
up depends on it, along with more
prosaic elements, like better seats.
That said, I enjoyed the Ultimae’s
handling more than I had expected.
Lambo needs to work out a way to get
its next flagship to shrink around the
driver more readily, but the Ultimae
is more approachable than the S and
certainly the SVJ. Slightly more rear-
flavoured in its cornering balance,
too, to go with the fine steering, supple
ride and bully-ability of the chassis.
The 350 Ultimae owners (there
will also be 250 Roadsters) will be
getting the Aventador at its finest. For
all of the car’s faults and frustrations,
this farewell is something special.
RICHARD LANE
@_rlane_
LAMBORGHINI AVENTADOR
LP780-4 ULTIMAE
Most rounded iteration of a flawed
supercar is a fitting finale for the
last pure-V12 Lamborghini
AAAAC
Price £344,900
Engine V12, 6498cc, petrol
Power 769bhp at 8500rpm
Torque 531lb ft at 6750rpm
Gearbox 7-spd automatic, 4WD
Kerb weight 1550kg (dry)
0-62mph 2.8sec
Top speed 221mph
Economy 13.0mpg
CO2, tax band 442g/km, 37%
RIVALS Ferrari SF90 Stradale,
McLaren Artura
6 APRIL 2022 AUTOCAR.CO.UK 31

Can plush electric crossover emulate the success of its Hyundai and Kia siblings?
T
he new GV60 marks a subtle
reinvention of Genesis. Which
might surprise you, since it
seems like barely a year since
Hyundai brought its premium brand
to the UK – because, of course, it is.
While there’s nothing in the name
to give it away, the GV60 is the
first bespoke electric car from
Genesis and as such showcases
its impending future as an electric-
only brand offering a Korean-spiced
alternative to the premium Germans.
While they’ve been generally
likeable, Genesis’s ICE offerings
so far have failed to really sell that
vision – but there are good reasons
to think the GV60 can change that.
That’s because the GV60 has good
family genetics in the form of the
Hyundai Motor Group’s advanced
E-GMP platform, as used by the
excellent Hyundai Ioniq 5 and Kia
EV6. You probably know the chief
traits of that by now: flat floor, good
efficiency, 800V electrics, 350kW
ultra-fast charging. But how will
E-GMP’s potential translate to a
properly premium experience?
Our first dynamic taste of the
GV60 comes in a pre-production car
(you can tell from the big stickers
that read ‘PRE-PRODUCTION’) and
isn’t in a specification that will reach
the UK. The suspension on this EV is
a mash-up of Korean and US spec and
the software isn’t the final version.
Hence the lack of a star rating.
TESTER’S NOTE
The basic GV60 is the
single-motor RWD
Premium, starting
at £47,005. There’s
also a less potent
4WD version called
the Sport. JA
32 AUTOCAR.CO.UK 6 APRIL 2022
TESTED 30.3.22, SURREY ON SALE JUNE
GENESIS GV60
Relaxation is prioritised over engagement; interior has a premium allure
It has the Sport Plus powertrain:
two 215bhp motors that combine to
offer 429bhp, rising to 482bhp if you
press the big ‘Boost’ button on the
steering wheel. Predictably, it has a
mound of torque and a 0-62mph time
of 4.0sec. So it’s the most powerful
E-GMP car yet to reach the market,
albeit at the punchy price of £65,405.
The fresh styling approach Genesis
has taken with the GV60 is readily
apparent, with a smoother, softer and
perhaps slightly less austere feel than
the firm’s ICE range. It certainly has
presence, especially when finished in
Day-Glo-style São Paulo Lime paint.
Just like the Ioniq 5 and EV6, the
GV60 somehow tricks your sense of
scale: in photographs, the rounded
bodywork suggests a somewhat
compact car, but it’s actually close in
size to the Audi Q4 E-tron. That said,
at 4515mm, it’s about 100mm shorter
than its Hyundai and Kia siblings.
There’s a family resemblance to the
interior layout. The ‘floating’ centre
console, twin-screen dashboard
and spacious feel are all familiar.
But there’s plenty of difference, too:
blue nappa leather adds an upmarket
feel and there’s a pleasing number of
shiny silver buttons and switches.
While the Ioniq 5 has a minimalist,
thin steering wheel, the GV60 has
a chunky, button-laden one.
The touchscreen infotainment
has been reworked for Genesis, too,
with various premium features built
in, such as a quiet mode and various
artificial powertrain noises.
The two motors make the GV60’s
performance predictably brisk. It’s
quick to accelerate in Normal driving
mode, ludicrously so if you jam the
Boost button. Progress is easy, the
powertrain is responsive and it’s
just as happy cruising at slow speeds
as it is unleashing its surfeit of power.
It feels reassuringly stable, and the
ride is generally decent on smooth
surfaces, although it can be unsettled
by rougher stuff. The unrefined
suspension settings are likely to
play a role in that, although the
21in wheels probably don’t help.
The steering has more weight
to it than that of the Ioniq 5. And
while still not the most engaging, it’s
generally consistent and relaxing.
When you’re not exploring the vast
potential of the powertrain, driving
the GV60 is pleasing and comfortable.
It is this ambience that suggests
Genesis can offer an alternative to
the Germans: it feels upmarket but
with a dash of youthful Korean cool
worked in. Perhaps, though, the
biggest challenge for Genesis comes
not from the brands it’s taking on
but from those within its family.
When Genesis was set up in 2015,
the prospect of a Hyundai premium
brand felt like a stretch. But now the
group is already producing cars that
are drawing buyers from posher
brands. The GV60 is shaping up to
be an excellent car; the challenge
will be convincing people that it’s
worth paying a premium for.
JAMES ATTWOOD
@atters_j
GENESIS GV60 SPORT PLUS
Combines the best qualities of the
Hyundai Group’s EV platform with
a dose of youthful exclusivity
Price  £65,405
Engine Two electric motors
Power 482bhp
Torque 446lb ft
Gearbox 1-spd, 4WD
Kerb weight na
0-62mph 4.0sec
Top speed 155mph
Battery 77.4kWh
Range, economy 228 miles, 2.9mpkWh
CO2, tax band 0g/km, 2%
RIVALS Audi Q4 E-tron, Hyundai
Ioniq 5, Tesla Model Y

A pinch of GTS agility has been added to the base SUV to create this Touring version
W
hen Porsche resurrected its
Touring (T) specification for
the 911 in 2017, then added
it to the 718 Boxster and
Cayman two years later, we started
asking the inevitable: when would a
five-door car get the same treatment?
We haven’t had long to wait. The
Macan T SUV lands with a sharper
dynamic brief than the vanilla
Macan, along with sportier styling
and an extended equipment list.
The base car’s four-cylinder turbo
petrol engine is retained, so the T sits
below the Macan S on performance,
but a recalibrated chassis, stiffer
anti-roll bars and a 15mm ride-height
drop promise greater driver appeal.
Visual tweaks include a front
splitter, mirrors and side blades in
Agate Grey Metallic, plus a spoiler
and 20in alloy wheels in exclusive
colours. How prominent they look is
colour-dependent, but all help to set
the T apart from the standard Macan.
The seats get Sport-Tex inserts
with silver striped stitching and the
Sport Chrono package is included as
standard, among other equipment.
Were you to specify the standard
Can this mid-life update return the supermini to the top of the sales charts?
T
he phrase ‘Britain’s best-selling
car’ could often be found in a
sentence referencing the Ford
Fiesta. But no more. Last year,
it didn’t even make the top 10, as Ford
diverted what semiconductors it could
obtain to more profitable models.
Still, Ford has persisted with a
mid-life update for its supermini, the
biggest visual changes for which are at
the front, where there is a new design
for the bonnet, headlights and grille.
TESTED 30.3.22, NICE, FR ANCE ON SALE NOW
PORSCHE MACAN T
Macan up to the same level, it would
eclipse the pre-options price of the S.
What the T lacks in power next
to the S, it makes up for in weight
savings, with 58kg less mass over
the front axle. It feels more nimble on
turn-in as a result, letting you scythe
through corners with precision. The
steering is weighted perfectly, and
the minimal roll is controlled well.
Porsche’s quick-shifting PDK dual-
clutch gearbox lets you make the
TESTED 25.3.22, HAMPSHIRE ON SALE NOW
FORD FIESTA
There are no mechanical changes
to the chassis and the engine line-
up remains as it was, including the
impressive 153bhp mild-hybrid
version of Ford’s excellent 1.0-litre
three-cylinder turbocharged petrol
Ecoboost unit, tested here, which
delivers a real-world 50mpg.
The familiarity of that engine and
chassis means, unsurprisingly, it’s
more of the same from the Fiesta on
the dynamic front. The handling is
FIRST DRIVES
PORSCHE MACAN T
Brings a more dynamic edge to the
most mainstream Macan, even if
the S is still more characterful
AAAAC
Price £53,970
Engine 4 cyls in line, 1984cc,
turbocharged, petrol
Power 263bhp at 5000-6500rpm
Torque 295lb ft at 1800-4500rpm
Gearbox 7-spd dual-clutch auto, 4WD
Kerb weight 1865kg
0-62mph 6.2sec
Top speed 144mph
Economy 26.4-28.0mpg
CO2, tax band 229-242g/km, 37%
most of the engine, with peak torque RIVALS Alfa Romeo Stelvio, BMW X4
arriving at 1800rpm and the turbo
spooling up rapidly after, although
this isn’t an explosively quick car. step out ever so slightly, in a similar
It pulls smoothly, though, and the manner to the GTS.
brake-based torque vectoring fitted Keen drivers already considering a
to our test car helped put down four-cylinder Macan shouldn’t have
power when traction was limited. to think too hard about stepping up
The retuned four-wheel drive to the T. It’s not as characterful as
system has a stronger rear bias now. the S, but on the right road it’s a more
Exit a particularly tight corner on engaging steer than the base model.
a heavy throttle and the rear will TOM MORGAN-FREELANDER
simply a joy at any speed; this is a FORD FIESTA 1.0 ECOBOOST
car that can raise a smile no matter MHEV ST-LINE VIGNALE 5DR
how mundane the corner or the
manoeuvre required. Still the dynamic benchmark for a
As before, none of this involving supermini. The rest of the package
handling is at the expense of ride is improved if still not class-leading
comfort or quality. It transmits to
the driver exactly what the road AAAAB
surface is doing while absorbing Price £24,440
and isolating from bumps with a Engine 3 cyls, 998cc, turbo,
sophistication that a car in this petrol, plus 48V ISG
class really has no right to. Power 153bhp
It’s all backed up with an engine Torque 140lb ft
that remains among the most Gearbox 6-spd manual, FWD
characterful on the market. The Kerb weight 1214kg
1.0-litre triple is vocal, but it sounds 0-62mph 8.9sec
enthusiastic rather than unrefined Top speed 136mph
and delivers excellent performance Economy 52.3mpg
levels, particularly above 2000rpm CO2, tax band 121g/km, 29%
when the turbocharger kicks in. RIVALS Renault Clio, Seat Ibiza
Inside, there’s the addition of a
12.3in digital instrument display,
which is a welcome upgrade over space, more technology and a richer
the old analogue dials, although it cabin, yet none of them can match
alone doesn’t lift the Fiesta above the driving pleasure offered here –
the criticism that its interior has dynamic qualities that also lie in
always received for being on the models many rungs lower than
dark and drab side. this £24,440 range-topper.
A winning formula hasn’t been A simple 99bhp ST-Line: that’s
altered in this round of changes for where our money would go.
the Fiesta. Rivals may offer more MARK TISSHAW
6 APRIL 2022 AUTOCAR.CO.UK 33
 ROAD TEST

No 5568

Mercedes-Benz S-Class
PHOTOGRAPHY MAX EDLESTON

Is the all-new, seventh-gen version, here in PHEV guise, the ‘best car in the world’?
MODEL TESTED S580e L AMG LINE PREMIUM PLUS EXECUTIVE
Price £116,330 Power 503bhp Torque 553lb ft 0-60mph 5.2sec 30-70mph in fourth 6.3sec Fuel economy 34.4mpg CO2 emissions 17g/km 70-0mph 47.4m

34 AUTOCAR.CO.UK 6 APRIL 2022


We like
z Versatile hybrid powertrain lays
the ground for enviable refinement
z World-class cabin ambience melds
old-school charm and modern tech
We don’t like
z Neither as quiet nor as smooth on
the move as we hoped. Close, though
z Certain ADAS systems frustrate,
along with ill-considered switchgear
elcome, then, to the
W return of the self-styled
‘best car in the world’,
this time for the seventh
occasion since 1972, when Mercedes-
Benz first used the S-Class name.
Naturally, like every new S-Class,
this is the most advanced car
Mercedes has made. Or is it? Because
for the first time, the top-billing
limousine in the line-up at Stuttgart
has some internal competition, in the
form of the EQS, which aims to do
everything the S-Class can do, only
against the backdrop of all-electric
power. Does this moment represent
a changing of the guard? Perhaps,
and that’s a matter worthy of its own
dedicated story in these pages.
In the meantime, the car for
which “in investment terms, no
other model comes close”, according
to head of development Jürgen
Weissinger, returns with a new
remit. Luxury and isolation still in
theory lead the order of priorities,
but digitisation and connectivity are
if not quite on a par then a very close
second. The new S-Class is the first
Mercedes capable of driving fully
autonomously and without a driver,
even if the capability is limited to
closed-circuit environments such as
parking garages. The car can now
receive over-the-air software updates
and, with the right equipment from
Mercedes’ chosen suppliers, the
MBUX Smart Home function can
from within your car monitor and
control the temperature, the lighting
and even the position of window
blinds at home, all through voice
control. Useful? Possibly not, but it
shows that Mercedes is forging new
technological paths with the S-Class.
All of which sounds impressive,
but it won’t matter a jot if this
new S-Class can’t uphold the
standards of its forebears in terms of
unadulterated sophistication on the
move. It needs to have that addictive
knack of depositing occupants at
their destination in a more rested
and revitalised state than when they
slid into the car. It needs to reassert
its position as the best limousine
money can buy short of going to
Rolls-Royce, with the benefit of
remaining relatively incognito at
times when even the most subtly
presented Roller would stand out.
With all this in mind, it’s time for the
W223-generation S-Class to undergo
a full road test, so we might discover
whether new heights have been
reached, or if standards have slipped.
DESIGN AND ENGINEERING
AAAAB
Slim headlights and soft curves
mean the new S-Class cuts a
less ostentatious figure than its
predecessor but it’s actually a larger
car, in short- and long-wheelbase
forms. With shorter overhangs,
most of both derivatives’ additional
length has been added between the
axles, and the S-Class is also taller
than before. Narrower, too, by 21mm
between the outer edges of the wing
mirrors, even though track widths
ROAD TEST
Range at a glance
ENGINES POWER PRICE
6 cyl 2.9 350d 282bhp £82,020
6 cyl 3.0 500 429bhp £92,430
6 cyl 2.9 400d L 326bhp £108,405
6 cyl 3.0 580e L 503bhp £118,095
V8 4.0 580 M’bach 496bhp £165,455
V12 6.0 680 M’bach 603bhp £209,095
TRANSMISSIONS
9-spd automatic
z In the style of Tesla and Range Rover,
The W223-generation S-Class the S-Class has adopted electronically
comes in an array of forms. There deploying door handles. They contribute
are straight-six petrol and diesel to the car’s low drag coefficient of 0.22,
options, and it’s also possible to have as do the subtle ‘aerostripes’ on the
the petrol in PHEV guise (like our test inside edges of the wing mirrors.
car). Long-wheelbase versions are
available, too, and that’s before you
get to the trims, which range from
AMG Line to AMG Line Premium Plus
Executive. Also, while Mercedes-
Benz no longer offers a V12 in any
model, the wider family gets around
this by offering the noblest of engine
configurations in the Maybach S680
– all 6.0 litres and 603bhp of it.
are up significantly at both ends.
Our S580e L measures 5320mm
nose to tail, putting it roughly on a z The lighting has been slimmed down
par with the equivalent BMW and at both ends of the car. The headlights
Audi models but some way off the are also particularly clever in their
5546mm of the Rolls-Royce Ghost. ability to adjust for the topography of
The bodyshell now also uses more the road ahead, assuming you have the
aluminium than ever, although navigation active. The car can locate
this plug-in hybrid S-Class, whose and ‘tag’ pedestrians at night, too.
28.6kWh battery provides 62 miles of
electric range, still weighs 2385kg.
Powertrains are currently limited
to turbocharged straight-six petrol
and diesel affairs, but a mild-hybrid
4.0-litre V8 is in the pipeline and
you can supplement the six-cylinder
petrol with an electric motor for
more than 500bhp, as is the case with
our S580e L. All cars use Mercedes’
in-house 9G-Tronic torque-converter
gearbox, whose ninth ratio is an
overdrive that drops engine speed to
around 1600rpm on the motorway.
Four-wheel drive is also standard z Mercedes claims all wheel options
across the range except in the case have considerable aero optimisation
of the entry-level S350d, and four- designed into them. Our test car wears
wheel steering is an option. The 20in AMG wheels in the multi-spoke
forged-aluminium links of the rear design, although 21in is also available.
suspension have been redeveloped on Maybach models bring serious bling.
account of this system, which for the
LWB car reduces the turning circle by
two metres. At the all-important rear,
sub-frame carriers and the elastomer
bearings of the struts have also
been redeveloped to improve cabin
isolation. Air springs are standard,
with the bellows working alongside
the adaptive ADS+ dampers
to control each corner of the ◊
z A shorter front overhang and less
imposing grille contribute to the car’s
pebble-like exterior design, as does the
reduction in crease and character lines
along the flanks compared with the
more distinctive styling of the W222.
Before the S-Class, there was the W108
6 APRIL 2022 AUTOCAR.CO.UK 35
 Weights and measures
DIMENSIONS

x
m ma
0.22

m
930m
1000m

1503mm
505 litres
ax

m
mm

0m
0m

86
119

Kerb weight: 2385kg

896mm 3216mm 1208mm
5320mm

PA R K I N G
Typical parking space width (2400mm) z Real, rather than synthetic, leather is standard on the S-Class and 19 motors in
Typical garage height

the front seats give them endless adjustability. Comfort and support are superb.

1900mm

Typical leg room

2120mm (with mirrors) 860mm
3920mm

z Five-seat configurations are possible and leg room is copious with the car in LWB
W H E E L A N D P E DA L form. Chauffeur Package allows the front seats to slide even further forward.
ALI G N M E NT
Alignment is excellent,
as is the adjustability of
the driving position. Frankly, 35mm
few cars do it better, and the
sculpted contouring of the 190mm
front seats is first class.
Width 890-1300mm

Height 370mm
Length 1090mm

H E AD LI G HTS
S-Class uses Digital Light and
Multibeam LED headlights
with adaptive functionality.
We have no qualms: the
beam is long and clear
and doesn’t trouble others.
Centre z Hybrid battery robs the boot of 15 litres of capacity but it’s still cavernous –
beating both the BMW 745e and Audi A8 60 TFSIe – and also comes with a ski hatch.

Δ car independently of the others, as stern task when it came to developing transforming the cabin into a physical controls that exist, some
necessary. Ride height automatically the cabin of the S-Class. It has, in the luxurious and sophisticated cocoon. also feel cheap. The wing mirror
lowers by 10mm at speed to reduce main, succeeded in blending those Heightening the experience are the adjusters are one example, the engine
drag, and does so by a further 7mm in elements. The surface design of the seats. The deeply bolstered items start button another. The size of
the S-Class’s sportiest driving mode. dashboard is particularly pleasing, in the front strike a rare balance the display has also necessitated
Our test car didn’t have and in general the cabin achieves a of breadth, support and softness, putting the central vents high on the
Mercedes’ E-Active Body Control, greater sense of spaciousness than its and are among the best in any class dashboard, out of easy reach, and the
a development of the hydraulically predecessor but without sacrificing of car. There are also 10 massage door-mounted electric seat controls
actuated Magic Body Control that anything in material richness or programmes. The rear is no less aren’t haptically satisfying to touch
was introduced on the old S-Class. feelings of all-encompassing solidity impressive, particularly in LWB cars, but strangely stiff and recalcitrant.
Using cameras and feedback from and sanctuary. It surpasses the cold which get electric adjustment for Small details, admittedly, but ones
the road surface to regulate pitch, lift ambience of the A8 on every level, the outer seats. A Chauffeur Pack, that take the shine off an otherwise
and roll, it is fitted as standard on the does enough to better the beautifully fitted here, adds deployable footrests fine and typically lavish effort.
Maybach versions of the car but not constructed confines of the 7 Series, and gives the front passenger seat
offered even as an option on others. and gets the better of Bentley’s the ability to slide and fold extra far
PERFORMANCE

INTERIOR
Flying Spur in terms of visibility and
airiness, if not tactility and flair.
AAAAB At night, things arguably only
Desperate to embrace digitisation but get better, when Mercedes’ ambient
knowing it had to retain a familiar lighting programme comes to life.
and uncompromisingly opulent It’s a triumph, being configurable
lounge-like feel, Mercedes set itself a for colour and brightness and
forward. Electric blinds add a further
layer of insulation from outside.
Faultless? Not quite. The near-
total migration of switchgear onto
the central touchscreen makes it
more arduous than necessary to alter
the climate control settings. Of the
AAAAC
As with any luxury limousine, having
a surfeit of power and performance
is desirable not because you will ever
need or want to use it, but because
it allows the car to propel itself in
truly insouciant fashion during ◊

36 AUTOCAR.CO.UK 6 APRIL 2022

 ROAD TEST

z Ambient lighting is an integral part of the S-Class z Burmester 4D surround-sound system uses up to 31 z Slim, vertical vents round off the ends of the subtly
experience, and around 250 further LEDs can be loudspeakers and eight exciters. The fourth dimension concave (but vertically convex) dashboard. Most of the
integrated into the driving assistance systems. is ‘feelable’ sound, relating to bass tones. HVAC controls are found on the central touchscreen.

Multimedia system AAAAC

The sloped central touchscreen that forms the nexus of
the MBUX infotainment system in the S-Class is neither as
offensively large nor as distracting in real life as the early
pictures might have led you to believe. It is instead a beautifully
crisp, clear display that contains an intuitive array of menus,
sits at just the right height and is particularly well suited to
integration with Android Auto and Apple CarPlay. It’s joined
by a 7.0in tablet in the rear armrest, and higher-spec cars get
wireless phone charging pads both in the front and back, to go
with eight USB-C ports. Of course, physical controls are scarce,
including those of the climate control, and in this regard the
iDrive set-up in the 7 Series is more intuitive to use on the move.
Elsewhere, the voice recognition is right at the sharp end
of what the car industry is currently capable of delivering and
the head-up display is able to effectively deliver augmented
reality navigation.

6 APRIL 2022 AUTOCAR.CO.UK 37


For an elegant PHEV with few sporting pretensions,
it’s adept at going quickly
Δ day-to-day driving. The S580e, with
its 503bhp PHEV powertrain, acquits
itself well in this respect. Without any
launch control function (why would
there be?), the car sprinted to 60mph
in 5.2sec at Millbrook, but this is by
the by. The car’s ability to shoot from
30mph to 70mph in 4.2sec is a more
relevant indicator of muscular real-
world performance, and the 6.3sec
required to cover that increment in
fourth gear comfortably beats that
which we recorded for the Audi S3 –
an immensely swift hot hatch.
The nature of that performance
is what really matters, though.
Aided by substantial torque from
the electric motor, the S580e’s turbo
straight six likes to live its life in
subdued fashion, and the nine-speed
gearbox will covertly shuffle cogs to
ensure crankshaft speeds rise above
1600rpm or so only when necessary.
That’s if the engine is even
running. Whereas comparable PHEV
versions of the A8 and 7 Series merely
z It remains tidy during brisk driving, aided by strong grip, excellent traction, pleasing steering response and measured body control, but it’s less sporting than the 7 Series.
38 AUTOCAR.CO.UK 6 APRIL 2022
`
a
pay lip service to the idea of all-
electric running, the battery pack in
the S580e is large enough to yield 62
miles on paper and around 45 miles
in the real world. You can either select
a dedicated EV mode and use battery
power exclusively, or allow the car
to juggle ICE and electric power in
Hybrid mode, which it does deftly
and effectively. We were surprised
at just how little the engine is used
beyond instances where reasonably
swift acceleration is required, or
sustained cruising. The car also
makes good use of its regenerative
braking function, which is aligned
with the navigation data and exterior
sensors to adapt to road furniture
and other cars up ahead. So slick is
the calibration that it doesn’t take
long to fully trust in and work with it.
Another area of strength is the
calibration of the motor and engine
responses. The car accelerates crisply
thanks to the electric portion of the
driveline and is joined seamlessly
with combustion power when
necessary. Never is the power
delivery lumpy or uncomfortably
reactive, and this applies as much
to roll-on acceleration as it does
to low-speed manoeuvring. Less
impressive is the gearbox’s tendency
to occasionally hiccup during the
multiple downshifts required when
coming to a complete stop. For an
otherwise seamless – if relatively
uncharismatic – affair, these jarring
little interjections are unwelcome.
H A N D L I N G A N D S TA B I L I T Y
AAAAB
Something so long and heavy has
little right to handle as tidily as the
S-Class does. In the default Comfort
chassis setting, there’s a languid
assuredness that makes the car easy
to place on the road and roll is meted
out relatively freely but always with
poise and control. Steering feel is
utterly absent but the heavily assisted
rack is geared with a pleasing blend
of ease and response that often
makes the S580e feel a few hundred
kilos lighter than it really is.
Knock the car into its more
sporting mode (where the steering
weights up, the powertrain is kept
on the boil and the suspension
tightens its grasp on the body) and
the S580e will cover ground in truly
eye-widening manner, with a degree
of class and composure you wouldn’t
credit had you not experienced it
first-hand. For an elegant PHEV with
very few sporting pretensions, the
S-Class proves adept at going quickly.
None of which is to say the S-Class
handles with the sports saloon
credibility of the Flying Spur and, to
a lesser extent, the 7 Series. It plainly
doesn’t, rolling and heaving quite
generously on more interesting roads
and in general lacking the veneer of
sharpness that makes some larger
limousines genuinely satisfying to
drive. The chassis balance is also
noticeably more nose heavy than

Assisted driving notes AAAAC
Drive Pilot is Mercedes’ latest,
vaunted assisted driving suite but it
wasn’t fitted to our car. The system
works at up to 40mph and in theory
allows the driver to almost entirely
relinquish control in line with SAE
level-three stipulations (that is,
the driver is notified only when the
system’s ‘functional limits’ are
reached). It’s designed to work on
motorways in heavier traffic, and
with the car kept in one lane.
With Intelligent Park Pilot, the
S-Class can even reach SAE level-
four capability and locate a reserved
parking space autonomously,
although it’s difficult to say how
practical this would be in the real
world, given its specific and rather
limiting operating requirements.
In the UK, the S-Class comes as
standard with the Driving Assistance
Package, which features the gamut of
intelligent cruise control, traffic sign
recognition and evasive emergency
steering and braking.
those rivals, which thrust themselves
down roads from the hips while
the Mercedes slips along with a
neutrality that develops into solid
understeer once the limits of the
tyres are overcome. However, you’re
unlikely to get to that point because
grip and traction are excellent, even
in wet weather.
Overall, the S-Class will happily
tolerate the kind of driving asked of
wedding chauffeurs running late, but
for driver-owners, Bentley or BMW
(or, better still, Alpina’s B7) are more
polished and enjoyable dynamically.
C O M F O R T A N D I S O L AT I O N
AAAAC
Just how insulating is this new
S-Class? Measured against the very
best – the Ghost – it does creditably
well but is no real threat. The S580e
is quieter at idle than the Ghost
but 3dBA louder at 30mph and
4dBA louder on the motorway. This
means the cabin is an exceptionally
AC C E L E R AT I O N
Mercedes-Benz S580e L AMG Line Premium Plus Executive (8.5deg C, dry)
Standing quarter mile 13.6sec at 107.6mph, standing km 24.4sec at 138.5mph, 30-70mph 4.2sec, 30-70mph in fourth 6.3sec
30mph 40mph 50mph 60mph
2.3s 3.2s 4.1s 5.2s
0 10s
Rolls-Royce Ghost (9deg C, drying)
Standing quarter mile 13.0sec at 119.8mph, standing km 21.8sec at 155.8mph, 30-70mph 3.2sec, 30-70mph in fourth 5.4sec
30mph 40mph 50mph 60mph 70mph
2.0s 2.8s 3.6s 4.7s 5.8s
0 10s
B R A K I N G 60-0mph: 2.94sec
Mercedes-Benz S580e L AMG Line Premium Plus Executive (8.5deg C, dry)
30mph-0
8.5m
0 10m
Rolls-Royce Ghost (9deg C, drying)
30mph-0
8.2m
0 10m
A U T O N O M O U S E M E R G E N CY
BRAKING
z Does the system seem prone
to ‘false positive’ activation? ✗
z Can its sensitivity be adjusted? ✓
z Can it be deactivated? ✓
L A N E K E E P I N G A S S I S TA N C E
z Does the system keep the driver
engaged when activated? ✓
z Can you easily avoid a pothole without
deactivating it? ✓
z Does it progressively warn, then
intervene, to prevent you changing lanes
into the path of an overtaking vehicle? ✓
z Does it work equally well on
single-track roads as motorways? ✓
z Once deactivated, does it stay off
even after restart? ✓
INTELLIGENT CRUISE CONTROL
z Can the system recognise and
automatically adopt speed limits on
posts and gantries? ✓
z Does it work consistently well? ✗
z Does it prevent undertaking? ✓
placid and calming space but it also
shows that when it comes to truly
class-leading refinement, the latest
S-Class still has some head room yet.
As for the nature of the six-cylinder
engine itself, that’s more smooth
and sonorous than discreet and
aristocratic. Again, suitably genteel
for this kind of application but not at
the apex of old-world sophistication.
You could say something similar
about the manner in which the S580e
rides. As you’d expect, the long-wave
gait that the air springs and endless
wheelbase give the car is superbly
fluid, but intrusions from patchy road
surfaces are more discernible than
they should be. When the previous-
generation S-Class arrived, its slipper-
like ride quality was something you’d
genuinely marvel at, and the new
car just feels a little underwhelming
in this respect. Nevertheless, it does
enough to get the better of the 7
Series in terms of outright rolling
refinement and is a whole cut above
70mph 80mph 90mph
6.5s 7.9s 9.8s
80mph 90mph 100mph
7.0s 8.5s 10.3s
20m
20m
the A8. The introduction of E-Active
Body Control to the range may elevate
it further still, but in the meantime,
avoiding the optional 21in wheels (our
car wore 20in) is recommended.
Material comfort is arguably the
car’s strongest suit. Asked whether
we’d prefer the deep, bucket-esque
berths of the Mercedes or the grander
but also more austere chairs in the
Ghost for an all-day journey, we’d
take the Mercedes’ every time.
There’s also a degree of comfort to
be taken from the S-Class’s relatively
incognito form, the familiarity of its
driving controls, and fine visibility
all round. Certainly, to drive, the
stretch-limousine experience doesn’t
come much easier than this.
BUYING AND OWNING
AAAAC
There are several reasons to buy the
S580e over its non-hybrid S-Class
brethren, as well as over rivals. For
company car drivers, it’s the only
100mph 110mph 120mph
11.9s 14.2s 17.1s
110mph 120mph 130mph
12.3s 14.7s 17.6s
50mph-0
24.0m
30m
50mph-0
22.9m
30m
ROAD TEST
model in the line-up whose BIK rate
isn’t the maximum 37%. In fact, it’s
far lower, at just 8%. Additionally,
the PHEV S-Class has the kind of
electric range that can really make
a difference. A day’s chauffeuring
around London could realistically
be done on the 45 miles or so of
real-world range the car’s sizeable
battery pack provides, and besides
the benefits to fuel consumption, the
S580e cuts an extra-refined figure
when its powertrain is operating in
silence. Neither the PHEV version of
the A8 nor the 7 Series (admittedly,
soon to be updated) comes close to
matching the electric range of the
Mercedes, although the new Range
Rover P440e should be comparable
and, while more expensive in terms of
list price, is forecast to hold its value
far better than any of the limousine
competition. With an equally lavish
interior, the big Brit is probably the
closest rival the S-Class currently
has, in all its various forms. ◊
130mph 140mph
20.7s 25.0s
20s
140mph
20.9s
20s
70mph-0
47.4m
40m
70mph-0
46.6m
40m
6 APRIL 2022 AUTOCAR.CO.UK 39
 Data log
MERCEDES - BENZ S580e
L AMG LINE PREMIUM
PLUS EXECUTIVE
On-the-road price £116,330
Price as tested £116,330
Value after 3yrs/36k miles £47,950
Contract hire pcm na
Cost per mile £1.82
Insurance 50E/£1195 75 litres
28.6kWh
TYPICAL PCP QUOTE
Three years/36,000 miles £2120.58
With a deposit of £12,700, you can get the heavily
specified S580e L AMG Line Premium Plus
Executive for roughly £2100 per month. For the
more ordinary S350d AMG Line with the standard
wheelbase, reckon on paying £1480 per month.

EQUIPMENT CHECKLIST
Airmatic air suspension T E C H N I C A L L AYO U T
20in AMG alloy wheels, multi-spoke New S-Class sits on a heavily re-engineered version of Mercedes’ Modular Rear
Digital Light and Multibeam LED Architecture, which is aluminium intensive. Air suspension is now standard and the
headlights with Adaptive High Beam engine line-up is exclusively straight-six-flavoured until you reach the realms of the
Assist Plus and Ultra-Range Beam Maybach-badged models, which use V8 and V12 engines. Our car weighed 2530kg,
Panoramic sliding roof which was distributed 46:54 front to rear, perhaps because of its LWB configuration.
Power-closing doors and bootlid
Heat/noise-insulating glass ENGINE ECONOMY
Magic Vision Control wipers Installation Front, longitudinal, TEST MPG Track 11.2mpg
Adaptive rear lighting four-wheel drive Touring 37.0mpg
Active Multicontour front seats with Type 6 cyls, 2999cc, Average 34.4mpg
four-way lumbar support turbocharged, petrol EV range 45 miles
Chauffeur Pack Bore/stroke 83.0mm/92.4mm Test range 613 miles
Thermotronic four-zone climate Compression ratio 10.5:1
control with Energising Air Control Power 362bhp at 5500-6100rpm CLAIMED Combined 353.1mpg
Heated multifunction sports steering Torque 369lb ft at 1600-4500rpm EV range 62 miles
wheel in nappa leather Electric motor 147bhp permanently
Wireless smartphone charging and excited synchronous motor Tank size 75 litres
integration (front and rear) Drive battery 28.6/21.5kWh (total/ Battery size 28.6/21.5kWh
MBUX AR head-up display usable), lithium ion (total/usable)
USB Plus Pack Total system power 503bhp at 5500-6100rpm
Remote and Charging Service Plus Total system torque 553lb ft at 1600-4500rpm E M I S S I O N S & TA X
(free for three years) Power to weight 211bhp per tonne CO2 emissions 17g/km
Options in bold fitted to test car Torque to weight 232lb ft per tonne Tax at 20/40% pcm £132/£265
= Standard na = not available
TRANSMISSION BRAKES SAFET Y
C H A S S I S & B O DY Type 9-spd automatic Front 350mm ventilated discs EBD, ABS, ESP, LKA, LCA, TSR, CTA, ABSM, ASA,
Construction Steel and aluminium Ratio/mph per 1000rpm Rear 278mm solid discs ACC, PSIC
monocoque 1st 5.35/5.8 2nd 3.24/9.6 3rd 2.25/13.9 Anti-lock Standard, with EBA and EBD Euro NCAP crash rating Not tested
Weight/as tested 2385kg/2530kg 4th 1.64/19.1 5th 1.21/25.8 6th 1.00/31.3 Handbrake type Electric, automatic
Drag coefficient 0.22 7th 0.87/36.1 8th 0.72/43.6 9th 0.60/52.0 Handbrake location Dashboard, nearside
Wheels 9.0Jx20in (f), 10.0Jx20in (r) Final drive ratio 2.65:1 CABIN NOISE
Tyres 255/40 R20 101Y (f), STEERING Idle 38dBA Max rpm in 4th gear 74dBA
285/35 R20 104Y (r), SUSPENSION Type Electromechanical, rack and pinion 30mph 54dBA 50mph 59dBA 70mph 62dBA
Bridgestone Turanza Front Multi-link, air springs, anti-roll bar Turns lock to lock 2.3
T005 MO-S Rear Multi-link, air springs, anti-roll bar Turning circle 12.5m
Spare None (run-flats)

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
0-30
TIME (sec)
2.3
mph 2nd
20-40 1.8
3rd
2.4
4th
–
5th
–
6th
–
7th
–
8th
–
9th
–
1 36mph 6200rpm 150

0-40 3.2 30-50 1.8 2.4 3.1 4.4 – – – – 2 60mph 6200rpm 125 Mercedes-Benz S580e L
Premium Plus Executive
0-50
0-60
4.1
5.2
40-60 2.0
50-70 –
2.4
2.5
3.1
3.3
4.5
4.5
5.4
5.5
5.7
6.5
–
8.7
–
–
3 86mph 6200rpm 100

4 118mph 6200rpm
BMW 745Le xDrive M Sport (off sale)
Value (£1000s)

0-70 6.5 60-80 – 2.6 3.4 4.5 5.6 8.0 8.5 – 75

0-80 7.9 70-90 – – 3.6 4.7 5.7 7.0 8.9 11.7 5 155mph 6010rpm
0-90 9.8 80-100 – – 3.6 4.9 6.0 7.3 9.1 12.5 50
0-100 11.9 90-110 – – 3.9 5.0 6.2 7.6 10.0 13.8 6 155mph 4958rpm
0-110 14.2 100-120 – – – 5.3 6.5 8.1 11.2 15.3 7 155mph 4289rpm 25 Audi A8 L 60 TFSIe Quattro Vorsprung

8 155mph 3555rpm
0-120 17.1 110-130 – – – 5.9 6.9 8.8 11.7 – 0
0-130 20.7 120-140 – – – – – – – – New 1 year 2 years 3 years 4 years
0-140 25.0 130-150 – – – – – – – – 9 155mph* 2980rpm
* claimed
z Extra-long S580e should hold its
0-150 30.0 140-160 – – – – – – – – value better than close rivals, though
0-160 – RPM in 9th at 70/80mph = 1346/1538 an updated 7 Series arrives imminently.
THE SMALL PRINT Power-to-weight and torque-to-weight figures are calculated using manufacturer’s claimed kerb weight. © 2022,
Haymarket Media Group Ltd. Test results may not be reproduced without editor’s written permission. For information on the S-Class,
contact Mercedes-Benz Cars UK, Delaware Drive, Tongwell, Milton Keynes, MK15 8BA (00800 1777 7777, mercedes-benz.co.uk). Cost- R OA D T E S T N o 5 5 6 8
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
40 AUTOCAR.CO.UK 6 APRIL 2022
 ROAD TEST
Testers’
notes
RICHARD
LANE
I watched
a lengthy
video detailing the new
S-Class’s ADAS array
and there’s no doubt it’s
superbly comprehensive,
effective and capable of
saving lives. However, the
car isn’t half paranoid.
On several occasions,
the emergency braking
triggered apropos of
nothing significant, which
wrecks the relaxing
atmosphere.

MATT
SAUNDERS
I was surprised
just how much
the ambient lighting
affected my mood.
VERDICT Get it right and the

AAAAB car becomes twice as

calming in an instant.

Plug-in S-Class is the best of an otherwise ordinary generation Spec advice

The main question is
f Mercedes’ aim was to embrace digitisation and propel the S-Class into a new whether to LWB or not,
because doing so opens
I era, it can regard the W223 as a success. The cabin feels reassuringly traditional
yet avant-garde, and the scope of the vast displays manages to avoid the jarring
up the option of having
the PHEV powertrain
and also the higher-level
equipment packages.
omnipresence seen with other manufacturers’ cars. Ambient lighting and connectivity Equally, an entry-level
are very well executed, and beneath it all, barring one or two ergonomic shortfalls, resides SWB on 19in wheels could
be a lovely car day to day.
one of the most materially comfortable and cosseting places to sit while the miles ease by,
for driver and passenger. In an age of ever more ludicrously grandiose grilles, the S-Class’s Jobs for
relatively subtle exterior design should also stand it in good stead in Europe. the facelift
z Smooth out downshifts
However, fundamentally, it feels as though progress has stalled somewhat. The plug-in when coming to a stop.
hybrid powertrain of our S580e sets new class standards for efficiency and versatility, but Currently, the gearbox
sometimes hiccups.
cabin isolation and ride quality seem no better than before. Where an S-Class used to z Finesse the ADAS
triggers: they’re overly
challenge Rolls-Royce in terms of road manners, the British marque is now a clear step sensitive at times.
z Keep improving noise
ahead, and the upcoming 7 Series update should give cause for concern in Stuttgart. The insulation and ride
quality. Any S-Class
new S-Class is a fantastically opulent way to travel, but no longer is it breathtakingly so. needs ‘wow’ factor here.

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

MERCEDES-BENZ S580e L BMW 745Le xDRIVE M SPORT AUDI A8 L 60 TFSIe QUATTRO LEXUS LS 500h TAKUMI MASERATI QUATTROPORTE
Verdicts PREMIUM PLUS EXECUTIVE ULTIMATE PACK VORSPRUNG PLEAT PACK V6 MODENA S
on every Not as compelling as previous More dynamic meat on the bone Doesn’t exude the warmth and Rich, innovative cabin materials Should be among the best
new car, S-Class generations but class- than the Mercedes, but not quite class required at the top rung of and surprisingly agile handling driver’s options in this class
p72 leading PHEV capability and as opulent or comfortable. An the saloon class; neither does it aren’t enough for the LS, which but doesn’t even come close.
superb cabin keep it on top. update is due very soon, though. possess the rolling refinement. lacks performance and panache. Underwhelming cabin, too.
AAAAB AAAAC AAACC AAACC AAACC
Price £116,330 £117,190 £114,190 £114,815 £99,705
Power, torque 503bhp, 553lb ft 389bhp, 443lb ft 455bhp, 516lb ft 354bhp, 258lb ft 424bhp, 427lb ft
0-62mph, top speed 5.2sec, 155mph 5.1sec, 155mph 4.9sec, 155mph 5.5sec, 155mph 5.0sec, 179mph
CO2, economy 17g/km, 353.1mpg 57g/km, 117.7mpg 48g/km, 134.5mpg 162g/km, 29.7mpg 244g/km, 26.2mpg

6 APRIL 2022 AUTOCAR.CO.UK 41

42 AUTOCAR.CO.UK 6 APRIL 2022
 WORLD TOUR IN A DACIA ROAD TRIP

The world
on a shoestring
The cheapest new car on sale today astonishingly might also be the
one with the longest range. Matt Prior puts the Dacia Sandero
to the test on a fittingly low-budget world tour
PHOTOGRAPHY MAX EDLESTON

6 APRIL 2022 AUTOCAR.CO.UK 43

 Prior brimmed both tanks before setting
off

Wellington to Palestine
in a little over three
hours isn’t bad going ers
LPG and petrol have their own trip comput

ometimes I’ll drive an

old car and think that, AROUND THE
S while it’s charming,
even if it was quite
luxurious in its day,
WORLD IN
800 MILES
Day one
Day two

it would be tiring to cover huge Our budget Fogg Boston

Nottingham
distances in it now. But new cars are headed west rather
different. Even basic ones are so quiet than east for the first
and accommodating that I think you stage of the journey California
could take the cheapest car on sale but found no major
and happily cover mega miles in it. congestion over two Birmingham
I think you could easily drive one – days. The longest Bermuda
dramatic pause – around the world. time they spent out
Only we can’t, obviously, not with of the car was walking
everything that’s going on. And given through misty woods
the amount of time it takes, I would to the Wellington
never get the expenses signed off. monument. Breakfast Melbourn
But like a Poundland Phileas Fogg, baps at Sainsbury’s LC Gibraltar
I’m going to be joined by a sidekick, recommendable.
London
photographer Max Edleston, as we Colney
drive around the world (without
leaving England) in just two days. Egypt London
We’re going to tick off all the right
places, albeit not necessarily in quite
the right order, for our lengthy global
trip in Britain’s cheapest new car, the Wellington Palestine Tree canopies make for
Dacia Sandero. Better still, I think a pretty alternative to
we can do it without refuelling. the pyramids of Giza
My hunch is that the cheapest
car on sale – albeit not the cheapest
version of it – also has the longest would cost about £1.20 on average You can spot a fair
range of any car on sale. Remember and a litre of LPG 65p. Petrol is dinkum Pommy a
liquefied petroleum gas, or LPG? pushing £1.66 as I write, and who mile off in Melbourn
It was once viewed as a potential knows what it will be by the time you
mainstream alternative to petrol read this, while LPG is still only 71p.
but cheaper, incurring a lower LPG isn’t that easy to find and,
tax rate and emitting less CO2. unlike Fogg, I’m not a member of a
In some filling stations you can London club to stride out from. But
still get it, and the Sandero Bi-Fuel serendipitously, I do know the perfect
(chosen by about one in 10 Sandero place: London Colney, where I used
buyers) has a 40-litre LPG tank to live, has London in its name, a
where the spare wheel would usually village club that I used to visit a fair
be, in addition to its 50-litre petrol bit (and where Edleston can leave his
tank, so its 1.0-litre three-cylinder car) and a big supermarket whose
turbo engine can run on either. fuel station sells LPG. Bonzer.
I reckon it should do more than Better still, the Sandero has not
800 miles without refuelling. one but two conventional trip
You can swap between the two computers (one for each tank),
fuels at the push of a button. LPG which will make keeping tabs
tends to make a little more power on progress particularly easy.
62-72p
MAP: DARREN JONES

and torque than petrol (99bhp and Certainly easier than filling
125lb ft versus 89bhp and 118lb ft), the LPG tank. Forgive me: it The peaks of LPG
albeit it isn’t quite as efficient. has been a while. pricing over the
But it’s cheaper and prices are less Nestled behind pumps past 12 months
volatile. A year ago, a litre of petrol one and two is the LPG pump,

44 AUTOCAR.CO.UK 6 APRIL 2022

 WORLD TOUR IN A DACIA ROAD TRIP
number three, hiding like Platform
9¾. You have to take an adaptor
from the glovebox, screw it on,
attach the LPG nozzle (which has
to be gas-tight), push a button and
wait for nothing to happen. Then do
it again properly, push the button
and give a big lever a squeeze until
the tank is full. There’s a slightly
alarming gaseous psshht as you
undo the nozzle – all normal,

575
Estimated range in
apparently – and we’re off.
It’s 8.00am. First stop, Egypt.
I grant you that Egypt
miles on a tank of sounds like quite a big leap
petrol from London and wasn’t quite
the original plan, but I was told
a day ago that I would have to go to
Slough to have a swab pushed up my
nose, so Egypt became the de facto
first calling point.
Not that on Egypt Lane, between
the M40’s Beaconsfield Services
and a Slough trading estate, there’s
a lot to see. It’s a pretty country lane
with a restaurant at one end and
Burnham Beeches at the other. But
there’s a sign, so our first waypoint is
ticked off by 8.45am and, with tickled
nostrils, I’m putting the next one into
the sat-nav: Gibraltar, near Aylesbury.
It’s named after the other one, but
the Spanish aren’t so bothered about
it and, so far as I can see, there are no
monkeys. There is a thatched pub;

`
the focus of Gibraltar’s Wikipedia
page is that it caught fire 19 years
ago, but the village noticeboard

There’s a slightly suggests they’ve moved on. As

must we, because it’s 11.53am
and we’ve only done 71 miles.

alarming gaseous Driving to Wellington, Somerset,

in place of Wellington, New Zealand,
means the first chance to settle into

psshht and we’re off. Sandero life properly along the M4.
It’s good, this car. Impressive
value, even though it costs more

First stop, Egypt than the £7170 base Sandero, which

almost nobody buys, because the
next model up the range is so much

a
better equipped. This TCe 100
Bi-Fuel Comfort costs £11,995. ◊

There were no mad monkey sightings last

week

Relaxed, refined and

able to entertain you haps
(if you have a phone) What’s up there? A vacant LPG pump, per

6 APRIL 2022 AUTOCAR.CO.UK 45

 W H AT E L S E
C O M E S C L O S E?
On paper, the Sandero’s total
range, estimated by going on its
WLTP combined figure, comes out
at around 925 miles. I had figured
it might be less than that, because
laboratory tests aren’t the same
as real-world driving. But after two
days and 805 miles, it looks pretty
accurate. And with careful driving,
I think you would manage more.
The same isn’t true of some
of Britain’s other cars with long
official ranges: plug-in hybrids.
Their WLTP test cycles start with
a full battery, which means they
might not use any fuel at all over
regular commutes – but also
that you will never get the many
hundreds of miles to the gallon that
suggests they will run and run and
run on a single fuel fill.
Traditionally, that’s a role filled
by big cars with efficient diesel
engines spinning over slowly at
motorway speeds. The Mercedes-
Benz S350d, with a 76-litre diesel
tank and 42.8mpg combined fuel
economy, has an official range of
716 miles, and I suspect you could
better that on a long run; the Audi
A8 50 TDI (82 litres, 40.4mpg)
should get you 729 miles.

`
Both are impressive. But I don’t
think there’s another car on sale
that will get you the at least 900,
maybe 1000, of the Sandero. It’s
a luxury cruiser for our times. When people say they
want a car ‘just to go
from A to B’, this is what
they’re talking about
a
Easy does it… LPG fill-ups are a little diff
ere nt

It’s still a basic car, then, but

Edleston and I are a comfortable
temperature, one of our phones
is mirrored easily on the central
touchscreen and a six-speed manual
gearbox eases the miles and revs
away while the ride is smooth and
noise reasonably well suppressed.
I don’t doubt we were much more
comfortable and isolated when we
drove a new Land Rover Defender
to the Bugatti factory in France the
other day (which you will be able
to read about soon), but honestly,
I’ve been no more tired making the
journey in this. It steers lightly and
easily and turns half gamely. When
people say they want a car “just
to go from A to B”, the Sandero
is what they’re talking about.
Our current B, Wellington
(2.20pm, 228 miles), is foggy. The
litres
Yes, it’s still possible: fewer pounds than
Kiwi version was named after the
first Duke, and he was named after
this place. They put up a monument
to commemorate his Battle of
Waterloo stuff here later. It’s the
tallest three-sided obelisk in the
world – reopened last year after a
comprehensive renovation, although
not open today. Not that, given I can
barely see the top, we would see a
great deal from its viewing platform
nearly 53 metres up. And besides,
we’ve got to get to Palestine.
Palestine is day one’s last stop: Which of the two best
5.30pm, 312 miles, near Andover, resembles a lower-
Hampshire. Alas, there’s no league Defender?
monument here – and the nearby

46 AUTOCAR.CO.UK 6 APRIL 2022


350
Estimated range
in miles from the
LPG tank
Did the Testarossa always handle this bad
Play stupid games to win stupid prizes, the
y say
Only thing lost in this
Bermuda ‘triangle’
were our marbles
railway station is for Grately, even us on the perfect route to California.
though by my reckoning it’s rather Great Yarmouth’s California, that is.
closer to this small village. Apparently, this got its name
By 7.30pm (403.5 miles), we’re because some gold coins were found
back in London Colney. I know, it’s there at around the same time as
hardly a several-day train trip across the American gold rush. Entirely
India, but Fogg didn’t have to drive unbiased website Norfolk Live has
home to feed the cat. since compared the two Californias
On day two, we begin there again. “and decided ours is better”, and
Because I nipped home using LPG by 11.50am (530 miles, still using
and then brimmed that on my return, petrol), Edleston and I have found
there’s the same 403.5 miles showing our way to an amusement arcade on
on the petrol trip computer and the a California holiday park and I’m
fuel level is precisely where it had drifting a topless Ferrari around
been the night before. what looks like (the apparently
By 9.40am, we’re in Melbourn, inferior) California on the old arcade
Cambridgeshire (437 miles). Yes, game Outrun 2. It’s the sort of fun
yes, yes, the spelling isn’t quite that people who drive for a living have would be pushed to notice, especially
the same as Melbourne, Victoria, when they’re not driving for a living.
Australia’s second city and often We spend some money, spin some
voted the best place in the world wheels and win a few prizes. And
to live. That was named after look, I’m not going to judge which
Melbourne Hall in Derbyshire, but California is better, because it’s quite
I’m going with this one, because it’s cold and I’ve got to get to Boston.
more practical. It pretty much takes In the US, you could pick up the
WORLD TOUR IN A DACIA ROAD TRIP
You’ve come to the
wrong place if it’s
sunshine you’re after
ly?
historic Route 66 for most of the
California to Boston route. Not us,
not when there’s East Anglia
to navigate. Get your kicks
mostly on the A47.
And then drama: the petrol
runs out. The 50 litres and a bit
(a refill to full is 52.21 litres) has
lasted us 573.8 miles.
The Sandero doesn’t automatically
switch over to LPG. It takes a good
few cranks to restart the engine
and an engine warning light seems
no great fan of it being run dry,
although it quickly gets over itself.
There’s more power and torque
on LPG, but in general driving you
if you’ve stopped and restarted. You
will feel a bigger difference if you
flick between the two on the move.
Now on LPG only, though, we hit
Boston, whose rather sparkly new
football stadium is on the outskirts,
(2pm, 627 miles), appropriately on
Pilgrim Way. At the time we pass,
The Pilgrims are apparently having
doubts about their manager, with
whom they will later part ways. If
I’d have known (as former player-
manager of London Colney’s Pear
and Partridge FC), I would have
dropped in my CV.
Instead we head for Bermuda,
not far from Nuneaton (and the
MIRA Proving Ground).
In a maze of industrial estates and
housing estates, Bermuda village –
don’t laugh – proves tricky to find.
But it’s there (5.30pm, 726 miles),
Bermuda Road leading to Bermuda
village and with a bus turning circle
around a small green with a postbox
on it that, if you were to squint a
bit, you could pretend had three
sides and was therefore a veritable
Bermuda triangle. Or not. It has
been two rather long days.
From here, it’s a journey
very much of not-Atlantic
crossing epicness across to
the M1 and back towards base,
to London Colney, the centre of
the universe, which we reach
at 7.45pm, having driven
804.8 miles over two days.
Some 573.8 of those were
on petrol, at 49.96mpg, with
the other 231 on LPG.
The Sandero is still
estimating its remaining range
at 105 miles, and let’s not forget
that those are typically conservative.
Yet we haven’t really been trying
to be economical. There were stop-
starts for photographs and map
investigations and the odd drive-
through and getting lost, yet still
the Sandero is saying that it will
easily do more than 900 miles
after a single visit to a filling
station – and in resolute comfort.
So if we could choose an easier
route with fewer stops and a steadier
driving style, I wonder, as Edleston
loads his kit into his photography
wagon, whether that estimated
910-and-some miles could easily
turn the Sandero into a car capable
of 1000 miles in one go.
The longest range, the cheapest
price: this car has, literally and
figuratively, come a long way. L
DACIA SANDERO TCe
100 BI-FUEL COMFORT
Price £11,995
Engine  3 cyls in line, 999cc,
turbocharged, petrol
Power  99bhp at 500rpm (LPG),
89bhp at 4600-5000rpm
(petrol)
Torque  125lb ft at 2000rpm
(LPG), 118lb ft at 2100-
3750rpm (petrol)
Gearbox 6-spd manual, FWD
Kerb weight 1130kg
0-62mph  11.6sec
Top speed  114mph
Economy  39.8mpg (LPG),
52.3mpg (petrol)
CO2, tax band 109g/km (LPG),
123g/km (petrol), 29%
6 APRIL 2022 AUTOCAR.CO.UK 47
There’s no getting around the fact that everything related to motoring is soaring
in expense, so be prepared to tighten your seatbelts, warns John Evans
ILLUSTRATION REBECCA STEVENS
 RISING COST OF MOTORING INSIGHT
unning a car has never been cheap,
and this year it’s going to be even
R more expensive. Motorists face a
perfect storm of sharply rising fuel
prices, increases in car insurance
and company car tax, higher servicing prices,
higher borrowing costs, rising new car prices
and even the prospect of paying to park at work,
all against the backdrop of rising inflation.
As we explain, there are things you can do to
mitigate the effects, but in truth they’re small beer.
We’re just going to have to get used to paying more
for getting from A to B. Here’s where you’re going
to feel the pain.

CO M PANY CAR TA X
Going up 1%
If you run a company car, you will be familiar
with benefit-in-kind (BIK) tax – the charge
the chancellor imposes on you for having it for
private as well as for business use. Every company
car attracts a BIK rate based on its official CO2
emissions, its emissions standard and how it’s
powered. The car’s P11D value (in effect its price
plus options and delivery) is multiplied by this
percentage, and that figure then multiplied by
the user’s income tax band, the result being the
amount of tax that will be taken from their salary.
The point is that for cars registered from 6 April
2020, BIK rates will rise by 1% from April 2022 (for Petrol and diesel prices
cars other than electric ones registered before this have hit new highs many
date, the rates remain the same). It means that, for times in recent months
example, a 40% taxpayer running a Volkswagen
Golf 1.5 eTSI 150 Active DSG will pay £107 more
in tax (£3207 instead of £3100) each year.

ROAD TA X
Standard rate going up by £10 and,
in the first year, by up to £120
In a typical year, the government nets £7 billion
from vehicle excise duty (widely known as road
tax). That’s a lot of money, but it wants more. So
from this April, the standard rate of road tax is
rising by £10, while for the first year of a car’s
registration, rises will range from £5 for some Both road tax and
of the least-polluting cars to £120 for the worst company car tax
offenders. On the plus side, electric cars will have been raised

Non-electric company
cars are looking less
sensible by the day continue to attract no road tax and hybrid and
alternative-fuel cars will go unchanged at £155.

FU E L
Petrol and diesel up 30% and 36% respectively
in 12 months, EV home-charging energy up 54%
Higher fuel prices are the most obvious evidence
of the rising cost of motoring. Government figures
reveal that at the end of March, a litre of petrol
cost £1.63, compared with £1.25 a year ago – an
increase of 30%. Therefore, a car with a 55-litre
petrol tank now costs £20.90 more to fill – from
£68.75 in March 2021 to £89.65 today. And
prices are expected to keep rising.
On 23 March this year, the chancellor stepped in
to help motorists with a 5p per litre cut to fuel duty,
to last until March 2023. The RAC welcomed the
cut but said that it would only take prices back
to where they had been the week before.
Meanwhile, from this month, EVs
will be pricier to charge at home

239%
Rise last year in the price
index of lithium, a key
ingredient in EV batteries – and
that was before sanctions
threatened supplies of
nickel from Russia.
when the energy price cap on
certain standard variable rate
deals rises by 54%. It means that
an EV with a 60kWh battery that
currently costs about £9 to charge
will instead cost £14 – £5 more.
Users on a fixed tariff risk paying
as much as 80% more to charge ◊

6 APRIL 2022 AUTOCAR.CO.UK 49

Δ their EVs. There are always public
chargers – except they’re already at
least twice as costly as charging at
home, in part due to the fact that
VAT is charged at 20%, rather
47p
How much more
than 5%. Worse still, in recent expensive a litre of diesel
weeks, some energy providers is today compared with
have raised their tariffs by around 12 months ago. Petrol
11%. Further rises are expected. is 37.5p dearer.

CAR I N SU R AN CE
Premiums up an average of £11
and likely to keep rising
In 2021, the average price paid for comprehensive
motor insurance was £434, but as the year drew
to a close, this figure rose by £11 to £440. The
Association of British Insurers says this is evidence
that continued cost pressures on insurers could
be starting to filter through to the cost of cover.
Add an expected increase in claims as road
traffic returns to pre-lockdown levels and
higher premiums in 2022 look likely.

US E D CAR PR I CES
Average value up 27.6% in 12 months
It won’t have escaped your notice that used cars
are more expensive. In fact, according to Cap HPI,
values rose by almost 28% on average last year,
while some went up by as much as 70%. In January,
the Office for National Statistics said that, along
with fuel, the rise in used car prices was one of
the largest contributors to general inflation. Limited stock, long
“Price increases have been seen across all ages waiting times… and
and mileages,” says Chris Plumb, Cap HPI’s now soaring prices

senior valuations editor. The table on p51 shows

how much the top 10 value gainers have risen over
the past 12 months. All are 2018/18-reg cars with
30,000 miles.

N E W CAR PR I CES
Prices for some popular models up
around 25% in past three years
Strong demand and not enough cars to satisfy
it sounds like a recipe for new car price inflation.
The signs are already apparent, with one consumer
website reporting price increases for some popular
crazy prices models, such as the Nissan Qashqai and Vauxhall
Some used cars are currently commanding
Astra, of around 25% over the past three years.
General inflation will only fuel the trend.
Although the UK has enjoyed relatively low
inflation of cumulatively 26% over the past decade,
according to Jay Nagley, managing director of
automotive consultancy Redspy, the prices of a
basket of popular models adjusted for power and
specification have risen 40% over the same period.
As we enter a period of high inflation, we may have
to get used to much more expensive new cars.

I NTE REST R ATES

Up to 0.75% and could rise further
In January, inflation hit 5.5%. If you think that’s
bad, the Bank of England predicts it will rise to 8%
in April when higher household energy bills kick
in. This is rather more than its inflation target of
2%. To rein it in, the bank raised its official interest
rate from 0.50% to 0.75% in March. And as this
was written, it was speculating that further rate
rises might be necessary if inflation continues to
surge ahead, as is likely. Should the interest rate
rise, borrowing money for that new or used car
you’ve promised yourself will get more expensive.

S E RVI CI N G AN D T YR ES
Under-25s are being Prices to rise by up to 8% and 10% respectively
hit hardest by the Owing to rising energy prices, labour costs and
rises, AA has found material values, car servicing and tyres are likely
to become more expensive during the year.

50 AUTOCAR.CO.UK 6 APRIL 2022


“There are huge cost pressures coming from a
variety of directions,” says Andy Lane, marketing
director at Kwik Fit. “The increased oil price
is hitting all businesses, but it places an extra
burden on an organisation like ours, which has to
move products around a national network. We’re
expecting to see a 6-10% increase in the price of
tyres from manufacturers by the end of the year
and around a 5-8% increase in the costs of the
elements making up servicing packages.”
D R IVI N G TESTS AN D IVA TEST
Fees rising by 1.5%
Later this year, the DVSA is increasing the cost
of driving tests, both theory and practical, and
vehicle inspections, although not the MOT test,
by 1.5%. It means the driving test will go up from
£62, which it has been since 2009, to – drum roll –
£62.90. The theory test currently costs £23 but
following the rise will cost £23.40. Meanwhile,
Learning to drive
is becoming more
expensive, too
`
As we enter a period of high inflation,
we might have to get used to much
more expensive new cars
a
the cost of Individual Vehicle Approval inspection
is rising from £450 to £456.80.
CO M PANY CAR PARKI N G LE VI ES
Employees likely to shoulder half the cost
As pressures on their budgets increase, more
councils are considering imposing workplace
parking levies. Nottingham already does,
charging companies and organisations
£428 per space, more than half of which
is passed on to staff, and the charge is due
to rise to £458 from April. Cambridge and
Hounslow are considering imposing higher
charges of £1000 per space, while other
councils exploring such a levy include
Bath, Birmingham and Oxford.
H OW TO B E AT TH E PR I CE R I S ES
Price rises are inevitably coming, then, but
with a little imagination, you might be able
to lessen the blows. Here are our top tips:
„ Buy an EV in order to pay no road tax or fuel
RISING COST OF MOTORING INSIGHT
duty and, if you can, charge it for free at work.
„ Shop around for car insurance but be sure the
cover meets your needs.
„ Check or if necessary spring clean your credit
score and shop around for the lowest interest rate.
„ If workplace parking levies are imposed in your
area, park down the road rather than at the office.
„ Learn to service your car or use a comparison site
to find the cheapest garage.
„ Use a fuel price comparison website (ignoring
motorway service stations, prices vary between
3-5p per litre) and drive more economically.
„ If it makes financial sense to switch energy
supplier and your home is totally electric, consider
going with one that offers an Economy 7 tariff
for cheaper night-time EV charging.
„ Buy that new car now.
TH E G OO D N E WS
Cars have never been better equipped, better built
or more fun to drive, so hang the expense, buy the
one of your dreams and find a good road. L

PE R C E N T R I S E
C L E A N VA LU E

C L E A N VA LU E
JANUARY 2022

TOP 10 USED
JANUARY 2021

PR I C E R I S E

VA L U E R I S E R S
D U R I N G 2 02 1

Toyota Auris Hybrid (2012-19) £9697 £16,387 £6690 69%

Suzuki Jimny (2018-20)   £12,950 £21,183 £8233 64%
Vauxhall Zafira (2012-18)   £8631 £14,086 £5455 63%
Toyota Prius Hybrid (2015-19)   £11,950 £19,032 £7082 60%
Ford C-Max (2010-20)   £8531 £13,361 £4830 57%
Seat Alhambra diesel (2010-20)   £13,722 £21,509 £7787 57%
Dacia Sandero diesel (2013-20)   £5163 £8087 £2924 56%
Vauxhall Combo Life (2018-) £8190 £12,700 £4510 55%
Skoda Yeti (2009-17)  £10,445 £16,155 £5710 55%
Hyundai Ioniq Hybrid (2016-20) £10,575 £16,350 £5775 55%

6 APRIL 2022 AUTOCAR.CO.UK 51

HOW MG GOT ITS
GROOVE BACK
Value-led EVs and SUVs helped MG regain
its mojo. Now the brand is returning to its
sports car roots. Rachel Burgess meets one
of the men behind its remarkable resurgence
PHOTOGRAPHY JOHN BRADSHAW
icture the ubiquitous
MGB, launched in 1962
P and for many years the
world’s best-selling
sports car. Nothing
could be more at odds with the
famous roadster, you might think,
than the current crop of Chinese-
sourced MGs that major on electric
power and family accommodation.
But consider this. Back then, the
sports two-seater was the car people
most coveted. Now, an SUV fills
that role. Back then, BMC’s doughty
B-series engine seemed a modern
choice. Now, an electric powertrain
does. In short, the venerable roadster
and the ZS SUV may look markedly
different, but today’s MG appeals in
much the same way as its predecessor
did all those years ago.
That’s backed up by MG’s sales
success in the UK. In March, it sold
more cars – in excess of 9000 – than
in the whole of 2018. Last year, it
increased sales by 66% in a market
52 AUTOCAR.CO.UK 6 APRIL 2022
that was almost flat, due to the global Pigounakis ran MG
semiconductor shortage.
Its top-selling car is the petrol
ZS, although the electric variant
isn’t far behind, appealing to young,
from 1995 to 2005,
returning in 2020
environmentally conscious families.
“There are the 30- to 45-year-olds
with a bit of money who want to
be early adopters of electric cars,”
explains MG commercial director
Guy Pigounakis, “and then there are
the customers thinking back to the
halcyon days of MG.
“The people who know the MG
brand are probably slightly older
people who have warm memories
of MG sports cars and nice saloons.
And then the youngsters know very
little about the brand, or what they do
know is picked up from other people.”
It has been a gradual rise back to
the top since MG fell into the hands
of Chinese firm Nanjing Automobile
Corporation in 2006. The ensuing
6 saloon and 3 supermini made little
impact, but in recent years MG’s

upwards trajectory has accelerated
significantly, helped by relevant,
reliable and affordable cars.
Pigounakis has overseen this
kind of success at MG before: he
was responsible for launching
the popular F sports car in 1995,
alongside engineer Brian Griffin
and designer Gerry McGovern,
now of Jaguar Land Rover fame.
“The demand for our products
just seems to be increasing
exponentially,” says Pigounakis.
“I’ve been in the industry 43 years,
`
We build fantastic value cars
that will be increasingly exciting
a
F/TF roadster was a
big success, lasting
from 1995 to 2011
Today’s young
families are excited
by likes of ZS SUV
and I’ve never seen anything quite
like it – except, funnily enough,
when we launched the MGF. We were
managing 12-month lead times then,
so it does seem a little bit like déjà vu
in many respects.”
Happily, MG’s sports car days
aren’t over, either. Next year, it will
launch the Cyberster roadster, first
seen in April 2021 as a concept at the
Shanghai motor show. Details of the
production car remain top secret, but
Pigounakis said that having a sports
car back in the line-up “will bring us
massive PR and marketing benefits”.
More imminent and far more
mainstream is a Volkswagen ID 3-
rivalling family hatchback, the 4. Due
later this year, it will be on a par with
the ZS for sales, reckons Pigounakis.
This year, MG will increase its UK
sales by half, from 30,600 to around
45,000 – and it could be more if there
were free supply, claims Pigounakis.
Ultimately, he believes 70,000 sales
is “very achievable” by 2025.
He says: “That number seems the
optimum level of sales that will make
us and our dealers the best return
B sports car
is MG’s enduring
brand icon
on investment. If you go past that,
ironically, you start eroding that.”
MG has no plans to emulate
so many other volume players by
elevating the positioning of its brand.
“You have to recognise your
strengths and not try to be something
that you’re not,” reasons Pigounakis.
“We don’t want to take on BMW,
Mercedes and Audi when frankly
they dominate that market, have
done for 25-30 years and probably
will do for the next 20 years.
“We focus on what we’re good
at, which is building fantastic
value-for-money cars that will be
increasingly fun and exciting. Plus,
we have cutting-edge technology
at affordable prices.
“And what we do have, which
differentiates us from many of
HOW MG SELLS CARS
While many car makers are pushing
online sales, MG is a firm believer in
good old dealerships. It now has 150
sites in the UK and plans to grow to
between 160 and 170. It will launch
an end-to-end online buying service
next year but won’t encourage that
method of car buying.
Guy Pigounakis says: “We’ve just
launched a new website. A lot of
sites try to steer you down a specific
way of configuring and buying a car;
we’re just trying to let the customer
choose the way they want without
leading them by the nose.”
MODERN MG INSIGHT
A P O T T E D H I S T O RY
1924 MG founded by Cecil Kimber,
manager of a Morris retail site.
1930 MG Car Club formed; 30 cars
attend first meet near Stevenage.
1935 MG sold to Morris (becoming
Nuffield in 1943) and starts making
sporty versions of everyday cars.
1962 MGB roadster is launched,
remaining in production until 1980.
1968 Nuffield successor BMC
merges with Leyland to form BL,
with MG one of its many brands.
1995 MGF launched under new
BMW ownership of Austin Rover.
2006 MG assets sold to NAC,
which then merges with SAIC.
2010 MG 6 launched as the first
new car under Chinese ownership.
our competitors, is a brand that’s
globally recognised from day one.”
That recognition is reflected in
the ongoing popularity of the MG
Owners’ Club and the MG Car Club,
claimed to be two of the largest car
clubs in the world.
“It shows how much of a latent
warmth there is out there towards
the MG brand,” reflects Pigounakis.
“We’re just starting to engage with
them again. We have an event
coming up in June.
“These people love the MG brand.
They’re real brand advocates, and
they have significant amounts of
disposable income, because they
collect cars as their hobby. I’m pretty
sure we will see them driving some
of our future cars on the road as
well as collecting [old] MGs.” L
“Most dealers will tell you that
they sold cars online during the
pandemic. But once lockdown
stopped, people came back to
showrooms. We still believe that,
for a considerable amount of time,
the primary point of contact for
car buying will be at a dealership.
“At the moment, we’re pursuing
the strategy of sourcing high-profile
partners in large urban conurbations
where we weren’t particularly well
represented because, frankly, if
you’re selling only 4500 cars a year,
you can’t justify the investment.”
6 APRIL 2022 AUTOCAR.CO.UK 53
 A tall order

Upholding the traditional values of Lotus while turning it

into a premium EV brand is “a hell of a responsibility”, admits
the Coventry design studio behind the game-changing
new Eletre SUV. Steve Cropley pays a visit
PHOTOGRAPHY JOHN BRADSHAW

or most of its life, Lotus
Design consisted of an
F unfeasibly small group
of highly talented
individuals tucked
away in tiny premises adjacent to
Hethel, the Lotus headquarters that
company founder Colin Chapman
opened in 1966 on a wartime
airfield south of Norwich.
Their traditional task was to
produce simple, light and track-
focused sports cars that followed
the hallowed 74-year Chapman
tradition, imaginatively using
proprietary parts because they
were good, cheap and plentiful.
Lotus has always had a ‘beat the
system’ culture. Why use two parts
when one can do two jobs? Why
build your own engines when
existing units work fine at a
fraction of the cost?
Lotus cars have been cheap,
too, if you judge their capability
against that of big-company
rivals. Most were so good
that a loyal body of buyers
(never enough) was prepared
to overlook traditional brand
shortcomings in areas like access,
cabin design, control layout and
day-to-day practicality. They enjoyed owners and a motley band of dealers
the driving and felt good about
supporting a deserving cause.
In a corporate sense, the Lotus
story has been a long succession of
under-resourced group managing
ry
Lotus has about 100 design staff in Covent
directors (of very mixed tenure and
ability) battling to satisfy uncertain
who believed they were making their
own sacrifices to keep Lotus on the
rails. Sometimes the most urgent
struggle was to pay the workforce
at the end of the week.
That all changed six years
ago when Chinese company
Geely came into the ownership
picture. Its management of the
car makers that it had already
acquired, principally Volvo,
made it rapidly apparent that
of all the global giants Lotus
could have joined, this was
the best. High targets would
be set, but the management
would be unobtrusive. And for the
first time in nearly 70 years, adequate
investment would be available.
Geely has already rebuilt Hethel
and revolutionised the sports car
manufacturing process, spending
£100 million on a plant that won’t
only build the just-launched Emira –

54 AUTOCAR.CO.UK 6 APRIL 2022

 TRANSFORMING LOTUS INSIGHT
New-era Lotus
can only be driven
virtually for now

in unprecedented numbers as
great as 9600 per year on two
shifts – but also its electric
replacement, currently called
the Type 135, arriving in 2026.
Less obvious but arguably
even more significant is the
fact that for the past three and
a half years, Geely has had a
SUV
design facility on the northern ‘Visual lightness’ was priority for Eletre
outskirts of Coventry working
on the much bigger-scale,
China-based Lotus Technology
business. This is an enterprise that Design for a while (it’s now called the
will eventually fill a 150,000-cars- Lotus Technology Creative Centre).
per-year factory in Wuhan with What’s more, its location at the back
three Lotus-badged EVs that aren’t of an unprepossessing industrial site
sports cars but (the company insists) part-occupied by Envisage, a busy
will nevertheless uphold Chapman but secretive prototype-building
principles so long as you’re prepared business, certainly wasn’t chosen
to interpret them liberally. for prominence.
The first of them is the Eletre, the Inside, the impressions you form
Lamborghini Urus-rivalling SUV on arrival could hardly be more
revealed last week, to be followed on different. This is now the workplace
a one-a-year basis by a saloon in the of 120 people (about 100 of them
Porsche Taycan mould (the Type 133) designers, engineers and modellers),
and a smaller SUV (the Type 134). working across four well-equipped
Geely never actually disguised its studios. In the past three and a half
intentions at Coventry but did keep it years, elaborate real-time electronic
below the radar by labelling it Geely links have been built between this ◊

Nick McKinley (left)

and Ben Payne lead
Lotus Coventry site

6 APRIL 2022 AUTOCAR.CO.UK 55

Δ place and similarly equipped hubs
in China (where the EVs’ highly `
flexible aluminium architecture
is being created), Germany and
Sweden, where Geely’s long-time
Don’t look for echoes of past Lotus proportions
design leader and ambassador, Peter
Horbury, who now specialises in
Lotus’s affairs, is based.
but for clues to Chapman’s philosophy
Leading the Coventry project
is managing director and head of
studio Ben Payne, a Royal College of
a
Art-trained designer who worked at
General Motors, Bugatti and Aston
Martin before joining Geely for the
foundation of the business he now
leads. A straight talker, he ends a
quick run-through of his career with
the comment that the Lotus stuff he’s
been doing “is better than all that”.
His operations director, effectively
his partner in running this place,
is Nick McKinley, a similarly
experienced designer who has
had a varied career across IT
(Nokia), automotive (McLaren)
and consultancy companies.
The Coventry challenge, the
pair explain, is quite different from
anything they’ve encountered before.
“We’ve had to take a very
severe technical focus on stuff
like connectivity and HMI [human-
machine interface] design, because
a car like the Eletre will be expected
to meet the highest standards,
and Lotus certainly hasn’t been
strong in that area,” says Payne.
“We’ve had to learn really quickly,
having moved into a new studio
to work on all-new products with
a new kind of powertrain to be
made in a new factory.”

Lots of effort is
going into getting
the ideal cabin spec

56 AUTOCAR.CO.UK 6 APRIL 2022


One big task, Payne and McKinley
admit, has been interpreting the
Lotus ethos and applying it to a
car as far from Lotus traditions as
the Eletre. This enterprise, they
insist, is as serious about preserving
Chapman’s philosophy as ever;
about recreating what they call
“the emotional pull” of previous
models. This entails meeting the
competing expectations of very
different customers, says Payne.
“It’s vital for the success of
the brand that we’re as good at
[meeting] the expectations of a
22-year-old Chinese millionaire as
of a person who has owned 10 Lotus
products before this. It’s a hell of a
responsibility.”
After this mission-defining chat,
my colleague Rachel Burgess and I
set off on a tour of the Coventry site,
walking down windowless corridors
with heavy, unlabelled doors leading
off them into one of the four design
studios where the current prize
exhibit, a fully representative and
Sweden-based Horbury
and other global teams
remain in close contact
extremely imposing model of the
Eletre, sits waiting on a plinth.
I’ve been told to expect a Urus-size
SUV, but I’m still surprised by the
sheer scale of the sleek, cab-forward
creation with its deliberately created
mid-engined proportions. Perhaps
I’m too much influenced by my own
ownership of Lotus sports cars in the
past. It’s a stretch, I have to admit,
between this and the original Elite,
although Payne and McKinley insist
that you can read across from one
to the other. Don’t look for echoes
of past Lotus proportions, they
advise, but look for clues to
Chapman’s philosophy.
The principle of ‘porosity’ is part of
this: the Eletre is configured so that
air is directed through the body as
well as around it: here to cut drag
TRANSFORMING LOTUS INSIGHT
Q&A P E T E R H O R B U RY
S E N I O R VI CE- PRES I D E NT/E XECUTIVE ADVI SO R , LOTUS
Why is the Eletre so big? Surely
a smaller SUV would evoke the
Lotus spirit better?
“This car has a vitally important
job to do in China, where size really
matters. Technology is important,
too, as it is in other global markets,
and we decided we could do a better
job of showing the high standard
we’ve reached with that in a big car.
By the way, big SUVs are still doing
very well on global markets.”
Who do you see as your competitors?
“We’re looking at very high-
end competition: models from
Lamborghini, Aston Martin and
Ferrari when they come. For now,
we’re ahead of the game. We’ve
worked hard to give the Eletre
a mid-engined character, a kind
of hypercar look, which is pretty
good in a car that starts at less
than £100,000. Our car is a unique
proposition, and it will be for a while.”
You’ve worked in China for 10 years
now. How do you contrast the needs
of buyers in different markets?
“The profile of owners is enormously
and boost stability at speed, there to
cool vital components. The principle
also brings a lighter look to a very big
car, in line with Lotus principles.
Neither Payne nor McKinley
has any responsibility for this car’s
dynamics, but they’ve tried to convey
via design that it will be very special.
We discuss the aluminium
platform, the basis of all three
forthcoming Wuhan EVs. The first
application will be the Eletre, says
Payne, and at present there are no
other group customers, which has
allowed the designers more freedom
with their cab-forward proportions
and hard points than usual.
“We’re being encouraged to sell
it to clients outside the group in
future,” he says. “We should have
more news on that next year.”
different. In China, owners can be 25
and younger. In the US, they’re 35
and upwards – sometimes a long
way upwards. As you can imagine,
that means their need for tradition
is very different.”
Can you build Lotus brand loyalty
in China?
“It’s a challenge. Brand loyalty
is much stronger in Europe than
China. The Chinese like change;
they’re attracted by the latest
thing. We did research for Volvo not
long ago and discovered that for
many XC90 owners, their previous
transport was a bicycle, and some
of these people have a private jet in
their future. We must do things that
are new and different.”
How hard have you tried to make the
Eletre look like a typical Lotus?
“Well, it’s a very different kind of
car, as anyone can see, so you can’t
force things. But we’ve incorporated
certain features that Lotus lovers
will find familiar. The front and rear
haunches over the wheels are part
of the Lotus DNA, and the position
of the front wheels relative to the
screen is quite similar to Emira.”
How much input did Geely founder
and chairman Li Shufu have in the
creation of the latest cars?
“Chairman Li tends to have a strong
view of projects that he states once,
and then we take it forward. We don’t
need to keep checking things with
him. He visited the Coventry studio
early on for a full UK review and he
has since seen the prototype. His
comments are always interesting,
but they tend to be more poetic
than specific. He sets the vision
and we get on with it.”
Our tour of the bunker-like facility
proceeds. We see prototype bucks
whose job is to investigate door shuts,
door space and cabin architecture or
embody the car’s ‘control’ dimensions
to a fraction of a millimetre.
Upstairs, we meet a whole new
staff of designers who aren’t just
designing trim combinations but
minutely researching future trim
materials and new ways of producing
cabin furniture, too. It’s daunting,
even by proxy, seeing how much
diverse effort goes into creating
a new premium SUV.
The main design phases are
finished, but there’s still more to
do, of course. There’s always more
to do. But primary design effort now
centres on cars beyond the Eletre.
Production isn’t due for another year,
but for the 120-strong LTCC team,
the major design tasks are past.
“It’s a done deal,” says Payne
succinctly. “We’ve finished. Now
we face the bit that really matters:
the customer’s verdict.” L
6 APRIL 2022 AUTOCAR.CO.UK 57
 YO U R V I E WS
Make up your mind
Suzuki is an oddly unpredictable
company especially when it comes
to engines and automatic gearboxes,
raising many questions such as:
Why was the oh-so-popular Jimny
lumbered with an old nail of an
engine that fell victim to European
emissions regulations, and why was
it then converted into a van, rather
than given the decent engine it
always needed? Having ditched the
automated manual in the Ignis for a
CVT, why has the former now popped
up again in the Vitara Hybrid? When
the Swift had a torque converter that
gave great performance and pretty
good economy, why was it swapped
for the less popular CVT? It would
almost seem that Suzuki can’t make
up its mind as to which tech it should
use and isn’t averse to using old stuff
that’s left lying around.
Still, I suppose such questions will
become irrelevant when everything
has to be battery-electric.
‘Streaky’
Via autocar.co.uk
You can’t be serious
It never ceases to amaze me how
Henrik Fisker continues to pull
the wool over the eyes of otherwise
objective automotive journalists
(News, 9 March). Yes, he has a
commendable design track record
with BMW and Aston Martin, but his
manufacturing track record under
his own name is lamentable versus
his promises and objectives. And
now we’re led to believe that his latest
venture will deliver a four-car line-
up by 2025, put one million Fisker-
branded EVs on the road by 2027 (one
million!?) and become “a million-a-
year car business beyond 2030”.
Where does he think he will
get that level of volume without
extraordinary and unrealistic
organic growth in overall sales?
Not to mention his promised Pear
car by 2023, in conjunction with tech
giant Foxconn, which makes iPhones
for Apple in China. Apple, Pear… You
were a bit early for April Fool’s Day.
Like all Fisker’s other ventures,
this will never come to fruition.
Was Polestar inspired by Saab 9X Air?
58 AUTOCAR.CO.UK 6 APRIL 2022
WRITE TO
autocar@haymarket.com
LETTER OF THE WEEK
Seat Leon infotainment is still glitching
French fancies
When a car catches my eye these days,
it almost always seems to be French.
I really like what French companies’
designers are doing right now, and
I also love that they offer more than
the normal 50 shades of grey. I’m just
not sure if I’m ready to buy one yet.
Warren Stocks
Echt, Aberdeenshire
WIN Keep off the grass
Four of my favourites Letter of the week
wins this ValetPRO
exterior protection
I recently attended a wedding where
the overflow car park had a paved
Well, that was a real bumper issue (9 March), area with a grass parking area on
and maintenance kit
if you will excuse the pun, with four of my either side. It was grassland (not a
worth £48
favourite brands – Lotus, Ferrari, Alpine field), moderately wet after rainfall.
and Polestar – all featuring. Having ventured onto the grass
The Emira should be a huge success, perpendicular to the slope, my rear-
although Lotus’s move upmarket will wheel-drive Hyundai Ioniq 5 couldn’t
leave a lot of people unable to enjoy its find any traction. Even making use
doubtless great all-round performance. of Snow driving mode, it couldn’t get
The 296 GTB is another incredible back onto the paved area without the
machine that would probably leave assistance of a few burly guests.
mere mortals gasping at the breadth My daughter’s Ford Fiesta and the
of its abilities. (A great Autocar YouTube other ICE cars had no problems at all.
video on it as well from Matt Prior!) I’d say the slope was 5-10deg,
I’m slightly surprised that the A110 Légende GT so again something very modest.
didn’t receive an unqualified rave review, with your My conclusion was that my
concluding remarks proving that less really is more. EV just couldn’t control its torque
And if the gorgeous O2 is at all affordable when it goes from concept to delivery. I do wonder whether its
production, I will be first in the queue in 2025 to replace my Polestar 2. skinny tyres played any part. I also
Mike Montuschi considered if the incline was enough
Via email to transfer a sizeable portion of the
two tonnes too far onto one side.
I would be interested to know of
Please stop giving editorial space to For the Rekord any similar experiences.
this past-his-sell-by-date pretender. I really like your new ‘On This Day In’ Mark Nowikow
Ian Barclay page, but the 9 March feature on the Via email
Angmering, West Sussex Ford Granada and Vauxhall Victor
It’s true that Henrik Fisker has mixed struck a note with this Essex boy
success with failure in the past, but who later lived in Luton.
his latest venture makes fascinating The Ford pictured appears to be
news, and his backers seem powerful, the Consul, the low-rent version of the
determined and capable. We write for Granada; and the Vauxhall probably
readers’ interest and believe his latest the posh Ventora. Also, to say that
exploits deserve to be reported – SC the FE series was the “last Vauxhall
designed free of Opel” is a bit wide of
At long last the mark, as it had a Rekord floorpan.
I took one look at the Polestar O2 and Brian Morrison
thought there was a lot of Saab DNA Via email
in its make-up, as seen in the Saab 9X You’re right about the cars pictured,
Air concept of 2008. I hope Polestar but the Consul and Ventora really
builds it, because it looks absolutely were nothing more than trim levels.
stunning, especially in that blue. And while the FE series did use some
P Bainbridge Opel parts, it was the last car that
Manchester Luton designed autonomously – KC
 LETTERS
Infotainment calamity
I was interested to learn of a major G R E AT R E A S O N S T O B U Y

NEXT WEEK’S ISSUE

upgrade to the infotainment system
in the Volkswagen Golf, in light of the
problems I’ve been having with the
similar system in my 2021 Seat Leon.
My experience throws up a lot
of questions about honesty and
integrity in the Volkswagen Group.
In a nutshell, my car’s system can’t
retain addresses or sat-nav settings.
Spurious and meaningless messages
appear on the screen. The screen with
the radio information occasionally
changes of its own accord. It can’t
reproduce the contacts list from my
iPhone in the correct order, rendering
the addresses unusable to the sat-nav.
And messages appear and disappear
before I’ve been able to read them.
What’s more, the system has been
very badly designed. It takes about
six taps to switch off the lane keeping
assistance and return to the home
screen; and to change to the speed
limiter requires me to look at the
screen for far too long for safety.
The screen itself is nothing like the
responsiveness of the touchscreen
on my iPhone, either. And why, when
entering an address in the UK, does it
try to second guess that I want to go
to Bratislava when typing Beverley?
I’ve been trying to at least sort the
faults, first with the selling dealer,
then with another, unsuccessfully.
I’ve twice contacted Seat Customer
Services. It acknowledged there were
faults with systems throughout the
VW Group and a software update
was required but could give no date
for this becoming available. That was
last July, yet this is still the situation.
I’ve no confidence in Seat to make it
available in a reasonable time, if ever.
Consequently, I’ve rejected the car
under the Consumer Rights Act 2015.
The dealer was very decent about it
and repaid me the invoice price, for
which I’m grateful.
Having bought no fewer than nine
VW Group cars since 1978, my loyalty
has reached an end. I’m no longer
prepared to pay such a company, no
Aston Martin DBX 707
O N S A L E 13 A P R I L
DRIVEN
All-new Range Rover
The Mk5 is more luxurious and packed with
more tech than ever before, but how good
is it to drive? Matt Prior delivers the verdict
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6 APRIL 2022 AUTOCAR.CO.UK 59

 Rolls bought a Columbia
in 1898, believing it the
best car in the world

ON THI9S01DAY
IN 1

Subscribe to an urban electric car

ELECTRIC PROPULSION AND
subscription services are hot topics
in the automotive industry, yet both
were available, and in combination,
during the reign of Queen Victoria.
At the Paris Exhibition of 1901,
American firm Columbia showed
its latest urban-focused EVs.
The cars had a motor for each
rear wheel, fed by a battery of 44
elements (in a box under the rear
seat) for a range of about 40 miles.
We said: “As these are destined
not for touring but for city work,
they have been specially designed
to make it possible to remove the
battery and replace it by a full one
in the quickest possible time. All
are interchangeable, so that there
is no question whatever about a
regular service being assured.”
Columbia would “take entire
charge of a car, including upkeep of
the battery, such as changing the
plates and jars when necessary, the
washing of the car, and charging
of the battery, for a certain fixed
price per month, and also furnish
qualified drivers when desired” –
an offer that proved very popular.
Customers included Charles
Rolls and Her Majesty, who we
later relayed was “in the habit of
driving it herself and delighted
with the ease and simplicity of
control and manipulation”.
The Columbia was America’s
best-seller in 1900, but the big oil
companies soon had it buried.
KRIS CULMER

MOTORSPORT
Driving across America
A star is born as Mercedes dominates week of racing The US had almost no paved roads in
1901, yet Alexander Winton aimed to
France was very much the leading light of the car industry at the turn of the 20th prove his firm’s car by driving across
century, but the German company that had invented the car itself, Daimler, was it, from San Francisco to New York.
about to stake its claim in a major way with an innovative new model, named the He only made it to Nevada, getting
Mercedes, during a week of competition in cosmopolitan, forward-thinking Nice. stuck in the sand. However, a Winton
The new Mercedes 35hp was the brainchild of Daimler’s biggest customer, a Automobiles for the army car became the first to achieve this
dealer in France called Emil Jellinek, and was engineered by Wilhelm Maybach. You wouldn’t guess it now, given its amazing feat in 1903, taking 63 days
Mercedes-Benz today boasts this was “the first modern car”, and that’s fair, as lack of any native car makers, but and 12 hours. Today, the ‘cannonball
it gave the horseless carriage a longer wheelbase, a wider track, a lower centre Belgium was one of the foremost run’ record stands at just 25 hours.
of gravity, a more powerful engine and more closely co-ordinated systems. adopters of motoring. In 1901, we
“The entire workmanship, design and performance of this car have struck praised its decision to “adopt heavy
terror into the heart of a capable automobiles for traction purposes
critic like Paul Meyan, who warns in the army” due to them being “far
GEORGE GRANTHAM BAIN COLLECTION

the French manufacturers that the more available and economical than
pride of place in autocar building horses”. Thirteen years later, it was
is about to be wrested from them the first to fight with an armoured car,
by the Germans,” we reported. made by Minerva of Antwerp, in WW1.
Wilhelm Werner easily won the
Nice-La Turbie hillclimb, breezed
the promenade speed trials and
averaged 36.6mph in the 279-mile
race over the Esterel mountains to
Get every Autocar since 1895
take Mercedes’ first-ever race win. Sign up at motoringarchive.com

6 APRIL 2022 AUTOCAR.CO.UK 61


ALFA ROMEO STELVIO QV AUDI Q4 E-TRON
ALFA ROMEO STELVIO QUADRIFOGLIO
The 503bhp Quadrifoglio is a blast to drive but could you really live with one? Let’s see
FIRST REPORT
WHY WE ’ R E RU N N I N G IT
To find out if Alfa’s flagship is a practical,
SUV-shaped supercar or a niche too far
am not sure there’s a
bigger automotive cliché
I than the hackneyed
‘you’re not a true
petrolhead until you’ve owned an
Alfa’ line. Nor a less accurate one.
Perhaps I was simply born into the
wrong era, taking my first breath just
at the point when the Latin giant’s
last truly great cars were drawing
their last, and the modern era of
front-wheel drive, poor steel and
unreliability was getting under way.
As I grew up, the name made great
by the likes of the Le Mans-winning
8C, the groundbreaking Giulietta
and the jewel-like Giulia was hitting
rock bottom with a badge-engineered
Datsun Cherry, so it’s maybe not
62 AUTOCAR.CO.UK 6 APRIL 2022
O U R CA RS F E AT U R E D T H I S W E E K
FORD PUMA ST LAND ROVER DEFENDER
surprising that I’ve never felt the
need to justify my passion for cars by
rehoming a posh Fiat.
Until now, that is. Because
Alfa Romeo is going through a
renaissance. Spearheaded by the
fabulous Giulia saloon and its
Stelvio SUV wingman, it will soon
be reinforced by the compact hybrid
Tonale, Alfa’s first full EV and more.
Giulias are beginning to appear
where once the BMW 3 Series was
the default choice, although Stelvios
remain relatively rare in the UK
despite the current SUV love-in.
And what an SUV, particularly in
flagship Quadrifoglio form: 503bhp,
0-60mph in 3.8sec, 176mph flat out,
and if there is a better-looking off-
roader, I have yet to see it. Certainly,
the Porsche Macan and Cayenne
– the Alfa straddles their markets,
bigger than the former and smaller
than the latter – can’t hold a candle to
it in terms of pure visual appeal. That
PEUGEOT 508 PSE POLESTAR 2 VOLKSWAGEN ID 3
style is further aided on my car by the SECOND OPINION
optional Misano Blue paint, black
21in rims and yellow calipers (costly Few would put the Stelvio
at £450, but particularly arresting), in the same league as its
yet even in its lowlier forms, this is a German SUV opponents
very attractive shape. for cabin quality and overall luxury
But are looks enough to pick appeal. But it does remain a roomy,
a Stelvio over a Porsche? Where
the German opposition does steal
a march is in interior quality,
good-looking, desirable family car
with a discernible helping of sporting
soul. As such, there will always be a
something Alfa worked hard on with place, and a customer, for it. MS
the model’s most recent facelift in
late 2020. Once you get used to the
slightly low-set steering wheel, the
driving position is great. It’s roomy,
too, with a decent boot. The improved
finishes are noticeable, with lashings
of carbonfibre, a leather-wrapped
dash and soft plastics where you
come into contact with them.
Crucially, though, the sense of quality
is miles ahead of where Alfa used to
be – not necessarily the materials
themselves, but the way the car has Boot is a practical shape and spacious
been assembled. A slight clang to
 The way this 183`0kg lump leaves
the line is just outrageous
a quiet B-roads, busy motorways – and Ikea
Stelvio feels special
inside; steering takes
some acclimatisation
the doors aside, it feels solid and
properly screwed together. It might
not have achieved parity with the
class best – the infotainment system
in particular lacks a bit of logic – but
it looks and feels special, which is just
what you expect for near-£80k car
with a few choice options.
You only have to press the big
red fun button in the middle of the
steering wheel to know where that
money has been spent. In essence a
Ferrari V8 with a couple of cylinders
lopped off, the 3.0-litre twin-turbo V6
is a monster. There are few SUVs this
side of a Lamborghini Urus or Aston
Martin DBX with more than 500bhp,
and even without sophisticated
launch control, the way this 1830kg
lump leaves the line or picks up in
the mid-range is just outrageous. I’d
love a bit more noise – only with drive
mode set to Race does it unleash real
anger – but the flexibility born of
443lb ft of torque from just 2500rpm
means you’re never left looking for
more performance.
Best of all, a 7min 51.7sec lap of
the Nürburgring in 2017 – a record
for an SUV at the time – betrays a
chassis that’s more than a match for
the engine. With double wishbones
up front and a multi-link rear, plus
adaptive dampers all round, it’s
brilliantly tied down and turns in
with almost unbelievable alacrity for
such a big car. I’m still learning the
Twin-turbo V6 is magnificent if thirsty
steering, which offers good initial
sensations yet lacks feel when you’re
approaching the limit of the Pirelli P
Zeros’ adhesion, but I love the way the
torque is delivered to the rear wheels,
allowing you to adjust your line as
you would in a sports car. Most of the
time, this is a pure rear-driver, only
delivering up to 50% of the power to
the front wheels when it detects slip.
Even this soon into our
relationship, however, there is a
rather large elephant… not in the
room, but under the bonnet. And it is
very, very thirsty. The official figures
are pessimistic enough, but if you do
mainly town driving, 13-14mpg is not
unusual. At a time when fuel prices
are soaring, that’s pretty painful.
The Stelvio is illogical,
uncompromising and, if we’re
honest, downright irresponsible.
But also wonderful. Whether I can
live with the environmental guilt –
or the wallet-busting bills – over
the coming months remains to be
seen, but I’m going to have a good
time finding out.
ALASTAIR CLEMENTS
TEST DATA
A L FA R O M E O S T E LV I O
Q UA D R I FOG LI O
Price new £74,949 Price as tested £77,849
Options Driver Assistance Pack £1000,
21in wheels £750, Misano Blue paint £700,
yellow brake calipers £450 Faults None
Expenses None Economy 16.0mpg
OWN ONE? SHARE YOUR EXPERIENCE
alastair.clements@haymarket.com
PEUGEOT 508 PSE
In new hands for a week, it’s thrown at
MILEAGE 9201
WHY WE ’ R E RU N N I N G IT
To see whether Peugeot’s new sporting
saloon can hold its own on luxury and
performance in this competitive space
here’s a phenomenon we
hacks tend to experience
T when swapping into
a new car. Said model
might have been a rare sighting
before taking delivery, but as soon as
we get behind the wheel, we suddenly
start spotting them everywhere.
It’s happened to me in most things,
from Dacias to Defenders, but not
once in the week I borrowed the 508
PSE. In fact, I encountered more
Ferraris than sporty Peugeot saloons.
That’s a real shame, because I
think Peugeot Sport Engineered got
plenty right with its debut model.
For starters, I think it looks rather
menacing in Selenium Grey and
somehow manages to make lime
green trim accents seem like subtle
additions. Inside, the driving position
is excellent, and while others may
grumble about the shrunken steering
wheel, for me it provided a completely
unobstructed view of the digital
instruments, even with the seat set to
its lowest position.
It would have been nice to have
greater control over the dials, though:
LOVE IT
D R IVI N G POS ITI O N
Low-slung seats, an enveloping
centre console and a perfectly
positioned digital instrument
cluster. This is i-Cockpit at its best.
LOATHE IT
D O N ’ T PH O N E H O M E
No wireless Android Auto, and only
one centre console USB port plays
nicely with the wired version.
It’s an eye-catching
– and still rather
uncommon – sight
there are different view modes but
no obvious way to customise them to
display specific information.
The massive boot meant I didn’t
need to lower the rear seats after a
visit to Ikea, and it rides really well
for a performance-minded model,
my weekend of motorway driving
proving relaxing in Comfort mode.
Winding B-roads reveal a
well-sorted chassis matched to
confidence-inspiring steering feel.
Outright performance may be a
step below that of the BMW M340i,
Mercedes-AMG C43 et al, but an
early-morning blast in the country
still put a smile on my face.
Most of all, I was impressed by the
way it delivers its power. The PSE
feels a lot like a pure EV: instant,
plentiful and with minimal drama,
even when the petrol engine is
called into action. If anything, I
wish Peugeot had been a bit more
adventurous with its exhaust tuning.
The synthesised engine note is so
subtle in Sport mode I barely noticed
it. I also found the wheel-mounted
paddle shifters rather pointless, as
the eight-speed auto ’box isn’t the
quickest, and largely does its own
thing after you’ve shifted once.
I went in expecting a French junior
super-saloon to rival the Germans,
but the 508 PSE revealed itself to
be much more of a sporting tourer.
Approached with that in mind, it’s
an appealing, if niche, prospect.
TOM MORGAN-FREELANDER
TEST DATA
PEUG EOT 508 PS E
Price £53,995 Price as tested £53,995
Faults None Expenses None
Economy 39.8mpg Last seen 30.3.22
OWN ONE? SHARE YOUR EXPERIENCE
rachel.burgess@haymarket.com
6 APRIL 2022 AUTOCAR.CO.UK 63
 AUDI Q4 E-TRON SPORTBACK
Has greater familiarity changed any of our feelings about this electric SUV?
MILEAGE 4222
WHY WE ’ R E RU N N I N G IT
To find out whether Audi can retain
its premium appeal in the EV age
his is now as many miles
T as I’ve put on a car since
before you-know-what, as
commuting has returned
and there’s more opportunity to
get on the road for work. Those
8000-plus miles have come across
two very closely related Audi Q4
E-trons, differentiated only really
by the slope of the roofline, and with
such use comes great familiarity and
the chance to really get to know a
car’s finer details, joys and quirks.
I’ve been very impressed with the
amount of storage in the Q4. After
all, Audi owners carry stuff and
have families as much as, say, Skoda
owners, so why shouldn’t Ingolstadt’s
engineers cater to them? Examples
include the very handy water bottle
holders halfway up the inside of the
front doors and a sizable storage bin
below the central armrest, along with
LOVE IT
N O R AN G E ANXI ET Y
In 8000 miles, I’ve not once given a
second thought to whether or not
I can reach my destination.
No stress or worry here.
LOATHE IT
L AN E KE E PI N G A SS I ST
Does anyone test these systems
in the UK during development?
They’re so easily thrown by
our pockmarked roads.
64 AUTOCAR.CO.UK 6 APRIL 2022
There are some clever storage
solutions; touchscreen is easy
a big, deep boot with an adjustable
floor, and further storage comes
from two surprisingly deep areas
tucked behind the wheel arches.
The slickness of the graphics on
the two screens has been excellent,
too. The user interface is very clear,
and the infotainment display is
one of the more acceptable faces
of the touchscreen breed, due to
its simple layout and big tiles that
don’t require multiple finger stabs
or anything too intricate to operate.
Plus, physical buttons have been
retained for the climate control,
which is always a plus.
The Q4 has great seats, too.
They’re really comfortable; I’ve
done quite a lot of 150- to 200-mile
journeys and have yet to experience
any discomfort or the need to fidget
around. I like the fabric on them, too;
there’s no leather to be found here,
which is more than okay with me, as
I can never quite get used to the chill
of sitting on a leather seat on a cold
winter’s day before it has warmed up.
That’s something a Q4 owner
needn’t succumb to, though, as,
leather or no leather, you can
pre-condition the cabin to be toasty
warm for your departure. Unlike
in electric cars that I’ve driven
previously, the Q4 needn’t be plugged
into a charger to be able to do this,
which is an even bigger boon.
The remaining range on the
digital instrument display is a
figure that you know you can trust,
being entirely predictable even in
changing climatic conditions and
journey types. I now know that on a
motorway drive in cooler weather,
I will get around 2.8 miles per kWh
(which is good for around 220 miles
of range); and in warmer conditions
and on more local journeys, I will be
pushing 4.0mpkWh (so well above
300 miles). This really helps you plan
your charging well in advance and
know that you won’t be caught short.
Range anxiety? Not here.
I’ve mentioned this before,
I know, but it’s worth repeating,
because it hasn’t got better with
familiarity: just why isn’t the Q4’s
steering wheel round? It’s such a
weird shape, almost six-sided, and
you never get used to it when you
need more lock while manoeuvring.
It’s a £285 option to be avoided.
It’s almost as if creating a car that
was so usable, comfortable, refined
and easy to use just wasn’t enough,
and someone from the design team
had to inject something into the
package to avoid it being labelled
conventional. Perhaps their time
would have been better spent on
the front-end styling and on doing
something about the vast, ugly sheet
of plastic purporting to be a grille.
Still, if that’s as big a gripe as
there is about the everyday usability
and detail execution on the Q4,
particularly as it’s simply an option
that can be avoided, Audi has clearly
got more right than wrong in what’s
set to become its best-selling model in
2022 in the UK.
I hope – and now expect – that the
next 8000 miles will pass as serenely
and efficiently as those before it.
MARK TISSHAW
TEST DATA
AU D I Q4 E-TRO N
S PO RTBACK 40 S PO RT
Price £45,775 Price as tested £54,565
Faults Speedo dropped out Expenses None
Economy 3.3mpkWh Last seen 23.3.22
OWN ONE? SHARE YOUR EXPERIENCE
mark.tisshaw@haymarket.com

LAND ROVER DEFENDER
Its size seems daunting at first, but we’ve quickly got used to it
MILEAGE 5427
WHY WE ’ R E RU N N I N G IT
Can it appeal everywhere from disaster
zone to congestion charge zone?
t’s no revelation to say
that even this ‘baby’
I Defender is a big car. It’s
4.3 metres long (before
you factor in the spare wheel), 2.1
metres wide (mirrors out) and, give
or take, two metres tall – enough
to be at risk of a serious clonk in
restricted car parks.
What has taken me by surprise,
though, is how quickly you get used to
those dimensions. Every time I clap
eyes on it, I think again how absurd
such a large car is for outer-London
life; yet bum on seat and threading
around even the most congested
spots, I’ve rarely had to give a second
thought to any compromises on
where I can go or what I can do.
I’ve found the same phenomenon
with other large Land Rovers. It
takes about a week to adjust and then
LOVE IT
TI DY TOUCHSCRE E N
Land Rover’s infotainment system
is – finally – up there with the best.
LOATHE IT
U NTI DY CAB I N
Cubbies abound, but some are so
out of sight it’s easy to lose stuff.
Watch out for that wheel when reversing
instinctively you start to know where
the corners are, adjust to the steering
and slightly laggy throttle and make
use of what must be some of the best-
adjusted brakes in the business – all
from an imperious seating position
just a bit higher than that of almost
anything else on the road. In short,
you become at one with the car.
This is worth noting because
I’ve had a few emails from would-
be buyers who’ve turned up for
a test drive and been put off by
the experience; dwarfed by the
dimensions when stationary and
then overwhelmed by them when
on the move. Funnily enough, I still
look at Defender 110s and think much
the same, but my experiences here
tell me that, with time behind the
wheel, good times are likely ahead.
The main watch-out is that spare
tyre, which looks so good that I once
parked it at a golf club and came back
to find someone looking to see
if they could take it home with
them. Thankfully they thought I
was as rugged as the car and left
in a hurry, although that might
have had more to do with the
locking wheel nut and the weight
of a full wheel being enough to
make a bodybuilder sweat.
It lengthens the car by 26cm,
but you have to remember the
height at which that extra length
sits. Many a time I’ve used the
reversing camera to park bumper
to bumper only to hop out and find
the spare wheel overhanging another
bonnet – the automotive equivalent of
invading someone’s personal space.
Likewise, if reversing against a
wall or line astern with a rear-parked
SUV, you have to remember that the
camera is set up more to show you
where your car ends, not its spare
tyre. You learn to make allowances,
but it presents a potentially costly
risk if you get it wrong.
JIM HOLDER
TEST DATA
L AN D ROVE R D E FE N D E R 90
I N G E N I U M 3.0 M H E V H S E
Price £58,875 Price as tested £64,485
Faults None Expenses Puncture repair £48
Economy 29.8mpg Last seen 23.3.22
OWN ONE? SHARE YOUR EXPERIENCE
jim.holder@haymarket.com
OUR CARS
Ford Puma ST
MILEAGE 1597 LAST SEEN 30.3.22
There are three suitcases in the
boot you see above. Yes, I can count,
thank you. As usual, the underfloor
Megabox steps in to save the day
when I’m shuttling friends to the
airport. But even with that extra 80
litres, the Puma ST’s boot is a small
one, and a removable parcel shelf
still has to go somewhere, which
usually requires a bit of Tetris-
style load management. FP
Polestar 2
MILEAGE 11,610 LAST SEEN 16.3.22
Unhelpfully, the day before I drove
the Prodrive Hunter in London, the
photography support car’s sat-nav
wouldn’t work. It constantly thought
it was in Milton Keynes, where it had
first gone down. Online forums and
Polestar support suggested various
off-and-on-again reboots. None
worked, until it started working
again of its own accord. MP
Volkswagen ID 3
MILEAGE 5060 LAST SEEN 30.3.22
In shocking news, I recently washed
the ID 3 to rid its crevices of sand
blown in from the Sahara. And that
got me thinking about the benefits
of its layout. With its motor in the
rear and not much under its short
bonnet, it’s pretty much all cabin,
and that means there’s heaps of leg
room inside. And I’ve never run a car
with an easier bonnet to wash… AM
6 APRIL 2022 AUTOCAR.CO.UK 65
 BANGERNOMICS
USED CARS
What to buy, where to buy it and how much to pay
You can’t go far wrong
with a Mazda, especially
at today’s used prices
BEST BUYS
andsome thing is the
H Mazda 6. Not only that,
but it’s also terrific to drive
and reliable, making it one
of the very best used cars for family
and business purposes. Oh yes, and it’s
excellent value for money, considering
what a great package the buyer gets.
You will mostly be looking at the
spacious and big-booted hatchback
(1700 litres with the seats folded down,
fact fans), because the saloon was
cancelled in 2009.
There are some very good engines to
choose from, including a 1.8-litre petrol
and a 2.0-litre diesel, although the
pick of the bunch for a mix of motoring
requirements is probably the 2.2-litre
oil-burner from 2009. It’s economical,
getting more than 50mpg, and simpler
to maintain, because it lacks a cambelt.
2009 Mazda 6 2.2 TD TS
90,000 miles, £2695
So many used Mazda 6s have
massive mileages, but that isn’t
necessarily a bad thing. This one
is a great value buy with lots of life
left in it and a good specification.
KICKING TYRES
MAZDA 6
There’s a fun V6 petrol, too, which is
worth finding if you want the best value.
Ideally aim for TS2 trim, because
that provides everything a Mazda driver
needs, which is alloys, remote audio
operation, cruise control, foglights and
heated mirrors. The Sport is decent
enough, with some contoured seats,
partial hide and headlight washers.
` stylish, with loads of room for luggage.
With the facelift
in 2010, it became
sharper to drive and
more economical
a It’s always an elegant way to travel.
2014 Mazda 6 2.2 D Sport Nav
104,000 miles, £7095
This is the very capacious Sport Tourer
in Sport trim with some old-school
sat-nav. More importantly, there are
rain-sensing wipers, a rear-view camera
and xenon headlights, so all the spec.
WITH JAMES RUPPERT
There was a facelift in 2010, which
was basically new bumpers and lights
plus some specification upgrades and
interior trimmings. The best bits are
that it became sharper to drive, too,
and had more economical engines.
If you need more space, go for the
equally dashing Sport Tourer estate,
introduced in 2008.
Like the last one, it was based on
the Ford Mondeo but arguably more
One clever design detail is the
load cover going up with the tailgate.
Overall, these later cars seem
to be ultra-reliable, which is good.
Otherwise, check for leaking air-con
and the diesel particulate filter valve,
especially on the 2.0-litre diesel if it
has a lower than average mileage.
Y
O R TR
TH I S
2014 Ford Mondeo 2.0 TDCi Business
Edition 106,000 miles, £4990
Here’s a Mazda 6 but the Ford
version. It has a 12V socket in the
rear, double cupholders, Bluetooth,
a touchscreen and a spare wheel,
so it’s definitely ready for business.

I DO L
FAN CY
E RT ’S
W HAT R U P P O F
D R EAM IN G
TH IS W E E K
INFINITI G37 COUPE 2009-2015
Infiniti was the marque that nobody in Britain loved.
Not because of prejudice against its reliable Nissan
underpinnings, rather because nobody really cared.
But in the case of the G37, they should have done.
Here’s a handsome, well-built and dependable
coupé that will be pretty affordable and easy to
own. Inside, it has Audi-quality finish and electric
seats that can glide forward to liberate anyone
unfortunate enough to be stuffed in the back.
It offers the Nissan 350Z V6, in various states of
tune, but even the most sedate version is no slouch.
B UY N OW
Kia Soul 2009-2013
The Kia Soul is yet another one of those characterful
Far Eastern boxes with loads of useful space inside.
Indeed, this particular crossover is supermini size
on the outside but comfortably MPV-ish inside.
Apart from the many special editions, there was
a very understandable model and engine line-up:
basically, 1.6-litre petrol or 1.6-litre diesel.
The diesel is only the better choice if miles are to
be done; otherwise, the petrol for pottering, and it
will still do 44mpg. 1 trim gets you air-con, while
2 adds alloy wheels, electric mirrors and foglights.
However, it isn’t exactly a little van like some
others, because the rear seats don’t fold flat.
Those on sale should be looked-after shoppers.
Beware ex-minicabs. There’s nothing specifically
you need to check, so just look for wear and tear.
USED CARS
G37 is much more
R E A D E R’ S
ER
CO R N
appealing than its
rarity suggests
Real philanthropists drive Jags
Congratulations to reader Stuart, who tells me
that he has passed the £200,000 mark. What’s
that? Well, over the past few years, he has sent
us pictures of Jaguar XKs in various states of
decoration in order to raise money for charity.
Here’s proof that it’s possible to do something
very positive with a car when all the news
surrounding vehicles is mostly bad.
BANGERNOMICS
WORLD e a look
nd hav
I was due to go a other day. It
the
at a car for sale pparently, but
In 2012, there was the subtlest of facelifts and the e, a
arrival of the GS37XS, which had four-wheel drive. had a full servic often there are
ite
The stuff you will want was all standard, and most did it really? Qu combined with
its
gaps, dealer vis nd others. So
G37s on sale seem to be in Premium trim anyway.
The G37 is a rather impressive package, then,
independents a g the seller,
and the rampant depreciation has to be seen as a
skin
positive for those of us who appreciate a bargain. instead of just a rough the
th
It will be relatively expensive to insure and run, so
you need to go urself.
paperwork yo
it’s best to buy a perfect one that has been cared for.
Incredibly, there are few things to look out for,
apart from a full service history.
2010 Kia Soul 1.6 Tempest
51,000 miles, £4550
Here’s one of those many special
editions, which is comprehensive
enough, with alloy wheels, cruise
control and air-con. The mileage
is on the low side, too, and it has
What could be a year’s MOT. There are three
better for a city- previous owners and maybe
dwelling retiree? not all the service history, so
investigation would be required.
6 APRIL 2022 AUTOCAR.CO.UK 67
CU LT MASERATI QUATTROPORTE
H E RO
It’s easy to fall for this V8 limo’s charms. Just be on your guard, warns Mark Pearson
ome might argue that in
the long history of that
S exotic four-door Italian
beauty, the Maserati
Quattroporte (which has a badge so
redolent of past glories that it would
sell on its name alone), its sweet
spot hit at around the time of the
grandiloquent 2004 Mk5 version.
Nowadays, you can buy one for
buttons, and consider what you
get in return. It may be the length
of a football pitch, but its sleek
and elegant Pininfarina body still
looks tremendous. And its engine
is a characterful and wonderfully
sonorous 394bhp all-aluminium
4.2-litre V8 that revs to 7000rpm and
68 AUTOCAR.CO.UK 6 APRIL 2022
TRIDENT TESTED
bubbles with brio. It’s strong enough mode but was jerky and slow when refreshed with a new front grille,
to hurtle this honey from 0-60mph in left to its own devices. lights and wing mirrors and, inside,
just 5.0sec and on to 171mph. That’s
quick enough to give the family a
In 2005, the new Executive GT and
Sport GT models brought a quicker-
a redesigned centre console.
Not only that, but also a new GT S
thrill, and they’ll be lost in admiration acting ’box, and from 2007 Maserati version was introduced. Power came
for the sound it makes, too. finally offered a proper ZF auto. Not from a 4.7-litre V8 that produced
Mind you, it did initially work with that the Duoselect died, because it 433bhp – enough to launch the car
a bit of an erratic six-speed automatic clung on in the Sport GT, a much from 0-62mph in a shade under
gearbox, called Duoselect. Linked to more focused beast – lower, stiffer 5.0sec. Phwoar, I need hardly add.
the rear wheels through a transaxle, and with more powerful brakes. Every version of the Quattroporte
it operated brilliantly in manual In 2008, the Quattroporte was steers quickly and precisely and
handles in a surprisingly neutral
` and sporty fashion – with verve,
It handles with verve if pushed hard. Tail-out even, if you push it hard. In fact,
tail-out action is quite possible.
action is possible – not always deliberately Not always deliberately, I know
from first-hand experience, but
a it is at least quite easy to recover.

WHAT WE SAID THEN
29 MARCH 2005
“Few cars are so beguiling yet
completely exasperating all at the same
time. Yes, the gearbox was dim-witted,
the ride unsettled, the brakes dead and
the engine well off the pace of class leaders
for outright urge, but this was a car you’d
find any excuse to keep driving. Except it
wouldn’t always let you. Was it as good
as a BMW M5, Mercedes E55 AMG or
Jaguar XJR? No. Would I have still
bought one if it was my own
cash? Absolutely.”
It rides like a plank of wood,
unfortunately, and there’s no
getting around that. In time,
though, Maserati improved the
dynamics; as it made the gearbox
good, so it made the ride a bit better.
And if you thought it looked
inviting on the outside, wait until
you see the interior. There’s lots of
H OW TO G ET O N E
IN YOU R GARAG E
Performance and
handling impress
more than ride
Cabin is sumptuous,
so never mind the
illogical controls
space, wood and soft leather, comfy
seats and a vast array switches and
buttons. It smacks of Italian style
and opulence, and if you were after
some sort of family-friendly Ferrari,
well, you got it. It’s like sitting in a
mobile branch of World of Leather.
It also has the potential for
unreliability. My cousin Kevin
spent so much money on keeping
his Maser going that in the end he
had to move to France to get away
from it, and he hasn’t come back yet.
But the Quattroporte still has that
wonderful badge, looks lush and goes
like stink, yet it costs the same as a
packet of crisps. It’s so pretty that you
can see why people sell their souls.
An expert’s view
JAM ES WH E E LE R ,
M c G R AT H M A S E R AT I
“The good points far outweigh any
bad ones. That beautiful body houses
one of the finest-sounding V8s ever
made and, on a well-maintained and
set-up car, the steering and handling
are exceptional. It’s reliable, too, if
properly and correctly maintained.
It doesn’t suffer abuse and neglect
well and it’s critical to avoid cutting
corners on maintenance. When it
comes to buying, I’d urge you to place
condition and history above all else.”
Buyer beware…
Q E N G I N E
The main thing to look for is a full
service history; preferably one from
a Maserati main dealer or specialist.
Check the servicing has been done
every 6000 miles. Lift the bonnet
and check for any signs of oil seeping
past the cam-cover gaskets and
front crankshaft oil seal. Airflow
meters can go faulty and then be
responsible for rough running.
Q G E A R B O X
On the earlier Duoselect cars, check
that the revs don’t rise unduly or the
car has any problems stalling or with
selecting gears; all of these indicate
worn parts and large problems ahead.
The clutch can last as little as 12,000
miles and costs around £2000 to fix.
Q S T E E R I N G , S U S P E N S I O N
AND BRAKES
Early cars had problems with the roll-
bar drop links, plus springs breaking
and dampers collapsing. Check for
steering-rack leaks and excessive
play around the straight-ahead. Look
at the condition of the steering pump.
Check for uneven tyre wear, because
alignment can be easily disturbed.
Q B O DY
Surprisingly, it won’t dissolve before
your eyes, but you need to look out
for unrepaired stone chips and the
like. There are few particular areas
of concern other than corrosion of the
front subframe, which is an area that
ought to be inspected and treated
on an annual basis. Those gorgeous
alloys are easily kerbed and are costly
to repair. Check the 2006 recall work
to stop doors opening spontaneously
was carried out; the exterior handles
should’ve been replaced. Make sure
the boot’s soft-close function works.
Q I N T E R I O R
The interior looks gorgeous even with
a patina of age on it, but the leather
wears easily. Ensure the glovebox
closes. Check the windows operate
smoothly and the headlights work.
USED CARS
Also worth knowing
There are two steel covers, about
10in by 10in, located either side of
the car, inboard of the front jacking
points, covering a section of the
brake-line channel. They rust badly
and quickly but are cheap to replace.
The cost of recommissioning a car
can be very high, due to the minimal
availability of pattern parts, resulting
in sometimes expensive genuine
parts being the only solution for some
service items, such as brake parts.
If your car will get minimal use, it’s
important to maintain the battery on
a conditioner, because the electronic
system will need to be reset using a
Maserati diagnostic machine (or even
replaced) should it get low or flat.
The handling afforded by the GT S’s
single-rate shock absorbers is great,
but the flip side is a hard ride on poor
road surfaces and on motorways.
Other variants had adjustable shock
absorbers that gave a comfier ride.
How much to spend
£ 1 0 , 0 0 0 - £ 13 , 9 9 9
Clean, early Executive GTs and Sport
GTs, most with more than 100,000
miles. Beware Cat D cars and seek as
much history as possible. Be prepared
to spend on putting things right, too.
£14 ,000 - £16,999
Up to 2007, 2008 and 2009 cars with
around 70,000 to 100,000 miles.
£ 17, 0 0 0 - £ 1 9, 9 9 9
Mileage is king at this point, so look
at 2009 to 2014 cars with 50,000 to
70,000 miles and full service history.
£2 0 , 0 0 0 A N D A B O V E
More of the above, with popular GT S
models starting at around £25,000.
One we found
M A S E R AT I Q U AT T R O P O R T E ,
2 0 0 8 , 75 K M I L E S , £ 12 , 4 9 5
A nice example with a below-average
mileage, nice condition and a full
history. From a reputable dealer used
to handling such exotica and offering
a warranty of a length to suit. It has 12
months’ MOT, too. Also available for
£233 per month after a 10% deposit.
6 APRIL 2022 AUTOCAR.CO.UK 69

You can now pick one up for almost half its original price. Jack Warrick is your guide
n a class dominated by
the popular Volkswagen
I Polo and Ford Fiesta,
the Nissan Micra needed
to bring its A-game when today’s
fifth-generation version arrived in
2017 – and it did.
The Micra had long been an
efficient and affordable supermini,
but from 2017 it gained a host of
safety technology, a bigger selection
of engines and a vastly overhauled
interior. The model’s production
was also moved back to Europe and,
more to the point, it was designed
specifically to suit European tastes.
One of the key attractions of a Mk5
Micra is the range of frugal engines.
70 AUTOCAR.CO.UK 6 APRIL 2022
AS GOOD
AS NEW
NISSAN MICRA
OUR TOP SPEC
ACE NTA
It has all the equipment
The choice on earlier you need at a sensible price The car excels in
cars includes a urban environments,
naturally aspirated
1.0-litre petrol engine
and its enduring popularity
with new car buyers means
there’s plenty of choice
aided by quick
steering, but it’s also
with 72bhp, 70lb ft on the used market. capable on faster roads
and an official 61.4mpg, and has tidy handling.
as well as a 1.5-litre turbo Earlier Mk5 Micras are
diesel that offers 89bhp, 162lb ft available in five trim levels:
and 80.7mpg. Visia, Visia+, Acenta, N-Connecta
A 0.9-litre turbo petrol engine was and Tekna.
the third option at the car’s launch. Visia cars are equipped with 15in
It produces 89bhp and 110lb ft, with steel wheels, Bluetooth, six airbags,
power delivered through a slick lane departure warning, emergency
five-speed manual gearbox. This braking and lane intervention, but
unit offers a smooth drive, with a you need Visia+ for air conditioning
free-revving quality and a torquey and stop-start tech.
delivery. It covers 0-62mph in 12.1sec Acenta trim features 16in wheels,
and returns a claimed 64.2mpg. a 7.0in touchscreen infotainment
BUYER BEWARE
N O W YO U S E E I T…
Visibility out of the Micra can
be problematic at times. The
windscreen pillars can obscure your
vision at angled junctions, and thick
pillars at the rear combine with a tiny
back window to compromise the view
aft. Parking sensors and a reversing
camera are well worth seeking out.
AI RBAG RECALL
It’s markedly
A 2019 recall affected 12,119 cars
better inside than
because of concerns that the
its predecessor
system, four speakers, cruise control,
Apple CarPlay, body-coloured door
mirrors and door handles, and a more
sophisticated driver display.
N-Connecta comes with automatic
air-con, electric folding heated
mirrors, privacy glass, a leather
steering wheel, 16in alloys and a
more powerful touchscreen.
Tekna is the most expensive spec
and has 17in alloys, a premium Bose
audio system, a rear-view camera
and keyless entry.
The line-up was simplified in 2019
and the trims were slimmed to four:
Visia+, Acenta, the newly introduced
N-Sport and Tekna. The 89bhp
0.9-litre engine was replaced by a
passenger airbag could tear when
deployed. Nissan offered owners a
free repair, so check that this work
has been completed or contact a
Nissan dealership if it hasn’t.
WHAT ABOUT RE LIAB I LIT Y?
Nissan has fallen down the What Car?
reliability rankings over the past few
years, finishing 27th out of 30 brands
in 2021, with a score of 86.2%. The
marque finished equal with Ford and
just ahead of Fiat and Land Rover.
 USED CARS
N E E D TO K N O W
A new Micra will set you back at
least £16,675, but you can pick up
a used one for almost half of that
today. Higher-mileage Acenta and
N-Connecta Micras are abundant
and can start from as low as
£8500. About £10,000 is the
sweet spot for cars with under
20,000 miles on the clock.
Tekna and N-Sport versions
kick off from around £12,000.
The Micra gained a special
edition to celebrate its relationship
with Bose, in 2017. Production
was limited to 2500 units across
Europe and the model features
a bespoke exterior design with
orange trim, and a unique-to-
Micra 360deg audio system.
Also included were two Bose
UltraNearfield speakers built
into the driver’s seat headrest.
Equipment is based on the Tekna
model and we found one with
28,000 miles for £10,950.

TAKE IT LEAVE IT
TA KE IT

Fiat Coupe Turbo £6990

0 . 9 I G -T 8 9 B H P
OUR The smallest turbo
PICK engine is the best all-
rounder, with excellent
economy on the combined cycle
and nippy urban performance.
1 . 0 D I G -T 1 1 5 B H P
WILD The Micra’s most
CAR D powerful engine offers
a 0-62mph time of
9.9sec and its extra reserves
help to make motorway journeys
slip by more easily.
99bhp unit and a 115bhp turbo was
added along with a CVT automatic.
N-Sport set out to rival the Fiesta
ST Line and Polo R-Line, featuring
Alcantara seats, LED headlights,
parking sensors, a rear-view camera,
17in wheels and a carbon exterior
styling pack.
Another refresh in 2020 introduced
N-Design, which added gloss black
and chrome exterior trim, a new
wheel design and black cloth seats.
The most recent engine change for
the Micra also came in 2020, when
the existing petrol and diesel units
were replaced by the IG-T 92, a 91bhp
1.0 three-cylinder turbo petrol that
remains the sole offering to this day.
A PRICE OF almost £7000 for a 1990s
Fiat might sound steep, but hear us
out. The Fiat Coupé was one of the
finest of its kind, possessing punchy
performance, handsome styling and
a dynamic drive. With an exterior
designed by Chris Bangle and an
interior fashioned by Pininfarina, the
Coupé ticked all the required boxes
to be dubbed a ‘junior Ferrari’.
It arrived in 1994 with front-wheel
drive (it was based on the Fiat Tipo
platform) and two 16-valve 2.0-litre
engines – a naturally aspirated 142bhp
unit and a 195bhp turbo version. This
was followed by two 2.0-litre five-
cylinder powerplants, with 154bhp on
tap for the naturally aspirated engine
and 220bhp for the turbo. We’ve got
our eyes set on the five-cylinder turbo
this week. With its boost in power,
the Coupé 20v Turbo could dispatch
0-60mph in 6.0sec. (See Road Test
Index on p81 for more stats.)
LE AV E IT
A Viscodrive limited-slip
differential, which helped to counter
understeer in corners, provided even
more reason to choose the Turbo. Its
performance credentials were also
bolstered by all-round independent
suspension. As a result, the Coupé
held the road excellently, with direct
and sweet handling.
Typical of Pininfarina, the interior
featured several special touches,
including a body-coloured dashboard,
a drilled accelerator pedal and
Pininfarina branding. Some later
models were even equipped with a
push-to-start button – an unusual
feature at the time.
A total of 72,762 examples were
produced over five years. The 20v
Turbo was the most popular Coupé in
the UK but the number of cars left on
the road is dropping each year.
Since 2011, the number of 20v
Turbos on UK roads has plummeted by
TA KE IT
almost three-quarters, from 1600 to
488, according to howmanyleft.co.uk.
Some cars were also wiped out in
2009 as a result of the government’s
scrappage scheme. So the message is
simple: if you want one, don’t delay as
the choice won’t get any wider.
We found a 1997 Turbo priced at
£6990 with 97,000 miles on the clock
and power managed by a five-speed
manual, rather than the later six-
speeder (which was equally as slick).
We would recommend thoroughly
checking the service history of any
potential purchase and ensuring
that the cambelt and water pump
on Turbo cars have been changed
every 50,000 miles.
JACK WARRICK
LE AV E IT

ONES WE FOUND
2018 Nissan Micra 0.9 IG-T
Acenta, 60,000 miles, £8995
2019 Nissan Micra 1.0 DIG-T
Acenta, 5000 miles, £13,995
2020 Nissan Micra 1.0 DIG-T
N-Sport, 20,000 miles, £13,495
Great Wall Steed £8995
The Great Wall Steed, named the
Wingle in China, is a 1740kg pick-up
powered by a 141bhp 2.0-litre diesel
engine. It’ll take you more than 16sec
to travel from standstill to 62mph,
and £8995 for our 2015 example is
steep considering you can, ahem,
pick up a similarly aged Ford Ranger
for a comparable price.
Kia Stinger £24,960
This Stinger is a 2017 GT S model with a
muscular 3.3-litre twin-turbocharged
V6 petrol engine, producing a feisty
365bhp. That will whizz you from zero
to 62mph in just 4.7sec and on to a top
speed of 168mph, where permissible.
This car has had two owners but comes
with a full service history, all completed
at reputable Kia dealers.
Range Rover £9500
This kind of money for a V8 Range
Rover might sound enticing, but
a basic history check shows this
example has been involved in a
Category N incident. It could have
suffered damage to its structural
frame and was deemed uneconomical
to repair by an insurer. With 145,000
miles on the clock, it’s one to leave.

6 APRIL 2022 AUTOCAR.CO.UK 71

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Stelvio 5dr SUV £45,249–£74,949 AAAAB A3 Saloon 4dr saloon £26,215–£59,650 AAAAC A7 Sportback 5dr coupé £48,870–£117,455 AAABC
Between the various figures produced on the Alfa’s first SUV is a solid effort. Choosing the petrol version gives it Undercuts the case to own an A4. Upmarket interior and good to Easy on the eye and to live with, but let down by stolid dynamics.
old-style NEDC, transitional NEDC Correlated charisma. LxWxH 4687x1903x1671 Kerb weight 1604kg drive. LxWxH 4495x1984x1425 Kerb weight 1225kg LxWxH 4969x1908x1422 Kerb weight 1880kg
and new-style WLTP laboratory emissions and 2.2 Turbo Diesel 190 187 130 7.6 45.6 1.0 30 TFSI 159 108 130 10.6 50.4-51.4 124-128 2.0 45 TFSI quattro 242 155 6.2 35.3-36.2 177-183
fuel economy tests, it has become tricky to 2.2 Turbo Diesel 210 Q4 AWD 207 134 6.6 42.8 1.5 35 TFSI 168 148 144 8.7 47.9-50.4 127-134 2.0 50 TFSIe quattro 299 155 6.3 134.5-141.2 46-47
2.0 Turbo 200 Q4 AWD 197 134 7.2 30.1 206-209
2.0 40 TFSI quattro 188 154 7.0 39.2-40.9 157-165 3.0 55 TFSI quattro 335 155 5.3 32.1-34.0 189-199
compare manufacturers’ claimed efficiency 2.0 Turbo 280 Q4 AWD 276 143 5.7 30.4 2.0 S3 quattro 208 308 155 4.8 35.3-36.2 178-181 4.0 RS7 quattro 596 174 3.6 22.2-23.0 280-287
on the latest new cars. When you see a fuel 2.9 BiTurbo Quadrifoglio 503 197 3.8 24.6 2.0 RS3 quattro 261 394 155 3.8 31.4-31.7 202-205 2.0 40 TDI 201 152 8.3 47.9-49.6 150-156
economy and CO2 figure reference elsewhere, 2.0 30 TDI 116 130 10.1 62.8-64.2 114-119 2.0 40 TDI quattro 201 155 7.0 45.6-47.1 158-163
it’s often without explanation. ALPINA 2.0 35 TDI 148 142 8.5 58.9-67.3 111-127 2.0 45 TDI quattro 242 155 6.4 40.9-43.5 171-180
So, to provide as fair and clear a basis for B3/D3 4dr saloon/5dr estate £55,850–£68,225 AAAAA 2.0 40 TDI quattro 198 155 6.8 48.7-51.4 145-152 3.0 50 TDI quattro 282 155 5.6 38.2-39.8 186-193
comparison as possible, you’ll only ever read Buchloe’s take on 3 Series makes a case for being all the car you 3.0 S7 TDI quattro 344 155 5.1 35.3-35.8 205-208
WLTP combined fuel economy and CO2 figures
could ever need. LxWxH 4620x1811x1430 Kerb weight 1865kg A4 4dr saloon £31,660–£58,435 AAAAC
3.0 BiTurbo 462 186-188 3.8-3.9 25.9 247 High quality and competent but leaves the dynamic finesse to its A8 4dr saloon £73,785–£108,340 AAAAC
in Autocar’s first drive reviews, features and 3.0 D3S 355 168-170 4.6-4.8 37.2 199 rivals. LxWxH 4726x1842x1427 Kerb weight 1320kg Technical tour de force benefits from Audi’s knack of making very
comparison tests – and on these data pages. 2.0 35 TFSI 148 139 8.6 40.9-46.3 140-157 good limousines. LxWxH 5172x1945x1473 Kerb weight 1920kg
Those are the aggregated results of four lab B5/D5 4dr saloon/5dr estate £64,395–£97,570 AAAAC 2.0 40 TFSI 187 155 7.3 40.9-44.8 143-187 3.0 55 TFSI quattro 335 155 5.6 28.2-29.4 217-228
tests carried out across as many different Is it the best alternative to an M5? Yes, at least from a practicality 2.0 45 TFSI quattro 242 155 5.6 34.9-35.3 181-184 3.0 55 TFSI quattro LWB 335 155 5.7 28.2-29.1 219-228
cruising speed ranges – although they’re viewpoint. LxWxH 4956x1868x1466 Kerb weight 2015kg 3.0 30 TDI 132 133 9.5 50.4-55.4 133-146 3.0 60 TFSIe quattro 449 155 4.9 100.9-113.0 57-64
4.4 V8 BiTurbo 599 200-205 3.5-3.7 23.5 272 2.0 35 TDI 148 136 8.9 50.4-55.4 133-146 3.0 50 TDI quattro 282 155 5.9 38.7-40.9 180-192
sometimes expressed as a range rather than as 3.0 D5S 347 171 4.8 42.2 199 2.0 40 TDI quattro 187 146 7.4 50.4-54.3 137-148 3.0 50 TDI quattro LWB 282 155 5.9 38.2-40.4 182-193
one specific figure to show the different results 3.0 S4 TDI 342 155 4.8 40.4-40.9 181-183
recorded by the heaviest and lightest available B7 4dr saloon £121,920 AAAAC E-tron 5dr SUV £61,275–£102,875 AAAAB
examples of the car in question (depending on A 7 Series with a power boost gives BMW a worthy challenger to A4 Avant 5dr estate £33,060–£84,435 AAAAC A rounded, uber-luxurious addition to the premium EV niche.
optional equipment). the AMG S-Classes. LxWxH 5250x1902x1491 Kerb weight 2060kg Classy and demure estate lacks the dynamic sparkle of rivals. LxWxH 4901x1935x1629 Kerb weight 2490kg
In road tests, you’ll also see our own 4.4 V8 BiTurbo 599 205 4.2 24.4 264 LxWxH 4725x1842x1434 Kerb weight 1370kg 50 quattro 71kWh 308 118 6.8 190 0
2.0 35 TFSI 148 136 8.9 39.8-44.8 143-162 55 quattro 95kWh 403 124 5.4 237 0
independently produced real-world fuel B8 Gran Coupé 4dr saloon £138,330 AAAAC 2.0 40 TFSI 187 148 7.5 39.8-43.5 147-162 S quattro 95kWh 503 130 4.5 223 0
economy test results for comparison with the Superbly rounded, but lacking some of the dynamism implied by its 2.0 45 TFSI quattro 242 155 6.0 33.6-34.4 187-191
lab test claims. We produce an average, track looks. LxWxH 5090x1930x1430 Kerb weight 2140kg 3.0 V6 TFSI RS4 Avant 448 155 4.1 28.1-28.2 220-226 E-tron Sportback 5dr SUV £63,075–£104,675 AAAAB
and touring figure for each car we test, as often 4.4 V8 BiTurbo 621 201 3.4 25.4 270 2.0 30 TDI 132 131 9.8 49.6-54.3 137-150 Quick and classy EV builds on the solid foundations of its more
as possible on a brim-to-brim test basis. 2.0 35 TDI 148 132 9.2 49.6-54.3 137-150 upright sibling. LxWxH 4901x1935x1616 Kerb weight 2480kg
While ‘average’ represents the overall XD3 5dr SUV £68,410 AAAAC 2.0 40 TDI quattro 187 143-144 7.6-7.9 47.9-52.3 141-154 50 quattro 71kWH 308 118 6.8 192 0
Pleasant BMW SUV impressively enhanced with the usual Alpina 3.0 50 TDI Allroad quattro 282 155 5.3 38.2 194 55 quattro 95kWh 403 124 5.7 242 0
economy returned by a new car over a full road toolkit. LxWxH 4732x1897x2015 Kerb weight 2015kg 3.0 S4 TDI quattro 342 155 4.9 39.2-39.8 186-189 S quattro 95kWh 503 130 4.5 224 0
test and ‘track’ is relevant only to intensive 3.0 BiTurbo 330 158 4.9 31.4 173
performance testing (the length and conditions A5 2dr coupé £39,010–£89,320 AAAAC E-tron GT 4dr saloon £81,915–£135,355 AAAAB
of which can vary slightly), ‘touring’ gives XB7 5dr SUV £125,720 AAAAC Refreshed coupé gets a sharper look and a refreshed interior. Still Combines striking looks with a high-class interior and never feels
the best guide of the kind of economy you Huge power and impressive luxury credentials, but can’t justify the mundane to drive. LxWxH 4673x1846x1371 Kerb weight 1390kg short of pace. LxWxH 4989x2158x1396 Kerb weight 2276kg
might see from a car at a steady 70mph hefty price jump. LxWxH 5151x2218x1797 Kerb weight 2655kg 2.0 35 TFSI 148 140 8.9 41.5-45.6 141-154 quattro 93kWh 528 152 4.1 296 0
4.4 V8 BiTurbo 621 180 4.2
2.0 40 TFSI 187 150 7.2 23.5 274 41.5-47.1 141-154 RS quattro 93kWh 646 155 3.3 283 0
motorway cruise. 2.0 45 TFSI quattro 242 155 4.8 34.9-38.8 180-184
We do real-world efficiency and range ALPINE 2.9 V6 TFSI RS5 quattro 448 174 3.9 29.1 220 Q2 5dr SUV £24,295–£46,825 AAAAC
testing on electric cars, too, expressing the A110 2dr coupé £49,005–£61,665 AAAAA 2.0 35 TDI 163 162 8.2 51.4-55.4 133-144 Audi’s smallest SUV is a decent stepping stone from the A3 to the
former in terms of miles per kilowatt hour, A much, much greater car and achievement than the sum of its 2.0 40 TDI quattro 187 146 7.4 50.4-54.3 135-146 Q range. LxWxH 4191x1794x1508 Kerb weight 1205kg
as manufacturers do increasingly widely parts suggests. LxWxH 4180x1980x1252 Kerb weight 1080kg 3.0 V6 S5 TDI quattro 339 155 4.6 1.0 30 TFSI 114 122 10.3 44.8-47.1 135-143 39.2-40.4 184-188
by convention. 1.8 Turbo 248 155 4.5 39.2 162 1.5 35 TFSI 148 131 8.5 42.2-44.8 142-151
1.8 Turbo S 288 162 4.4 38.7 163 A5 Sportback 5dr coupé £39,015–£89,320 AAAAC 2.0 40 TFSI quattro 187 141 6.5 34.0-34.9 184-187
S TA R R AT I N G S E X P L A I N E D
Refined, good-looking four-door coupé is sadly short on charm and 2.0 SQ2 TFSI 298 155 4.8 32.8-33.2 192-195
ARIEL finesse. LxWxH 4733x1843x1386 Kerb weight 1425kg 2.0 30 TDI 114 125 9.9 58.9-60.1 124-129
CCCCC Inherently dangerous/unsafe. Tragically,
Atom 0dr open £40,669 AAAAB 2.0 35 TFSI 148 139 9.1 40.9-44.8 144-158 2.0 35 TDI quattro 148 131 8.1 45.6-47.9 155-163
Simple, purist concept remains but everything else has changed… 2.0 40 TFSI 187 150 7.5 40.9-44.8 143-158
irredeemably flawed. for the better. LxWxH 3520x1880x1122 Kerb weight 595kg 2.0 45 TFSI quattro 242 155 5.8 34.4-35.3 183-187 Q3 5dr SUV £30,565–£63,950 AAABC
BCCCC Appalling. Massively significant failings. 2.0 turbo 320 162 2.8 NA NA 2.9 V6 TFSI RS5 quattro 448 174 3.9 28.5-28.8 222-224 Typically refined and competent but feels more like an A3 than an
ACCCC Very poor. Fails to meet any accepted 2.0 35 TDI 148 135 9.1 50.4-54.3 135-147 Audi SUV. LxWxH 4388x1831x1608 Kerb weight 1385kg
class boundaries. Nomad 0dr open £37,549 AAAAA 2.0 40 TDI quattro 187 146 7.6 49.6-54.3 137-149 1.5 35 TFSI 148 128-131 9.2-9.6 38.7-42.2 153-166
Well inside the top 10 list of our favourite cars. A revelation and a 3.0 S5 TDI quattro 345 155 4.9 39.8-40.4 183-187 2.0 40 TFSI quattro 187 136 7.4 31.0-32.5 197-207
ABCCC Poor. Within acceptable class riot to drive. LxWxH 3215x1850x1425 Kerb weight 670kg 2.0 45 TFSI quattro 243 147 5.8 31.0-31.7 201-205
boundaries in a few areas. Still not 2.4 K24 i-VTEC 235 125 3.4 NA NA A5 Cabriolet 2dr open £43,140–£64,755 AAAAC 2.0 45 TFSIe 242 130 7.3 141.2 44-45
recommendable. More practical than smaller options. Lower-powered, steel-sprung 2.5 RS Q3 quattro 396 155 4.5 27.7-28.8 222-230
ASTON MARTIN trim is best. LxWxH 4673x1846x1383 Kerb weight 1600kg 2.0 35 TDI 148 128 9.2 47.9-49.6 150-154
AACCC Off the pace. Below average in nearly Vantage 2dr coupé/2dr open £117,150–£144,300 AAAAB 2.0 35 TFSI 150 136 9.8 38.7-40.4 160-165 2.0 35 TDI quattro 148 131 9.3 39.2-40.9 182-188
all areas. The faster, cleverer, more hardcore entry-level Aston tops its 2.0 40 TFSI 187 150 7.9 38.7-40.4 160-165 2.0 40 TDI quattro 188 137 8.0 37.7-40.4 84-195
AABCC Acceptable. About average in key areas, class. LxWxH 4465x1942x1273 Kerb weight 1630kg 2.0 45 TFSI quattro 242 155 6.5 32.8-33.2 192-196
but disappoints. 4.0 V8 503 190-195 3.6-3.8 25.7 276 2.0 40 TDI quattro 187 145 8.0 47.1-48.7 152-157 Q3 Sportback 5dr SUV £33,365–£62,800 AAABC
4.0 V8 F1 Edition 527 195 3.6 24.3 264 A more sporting take on the compact SUV, with similarly stable
AAACC Competent. Above average in some A6 4dr saloon £39,950–£80,365 AAAAC handling. LxWxH 4500x1856x1567 Kerb weight 1460kg
areas, average in others. Outstanding DB11 2dr coupé/2dr open £152,865–£168,300 AAAAA Supremely well constructed but a bit soulless to drive. A smart 1.5 35 TFSI 148 126 9.6 39.2-41.5 154-163
in none. The stunning replacement for the already seductive DB9 is tyre- office on wheels. LxWxH 4939x1886x1457 Kerb weight 1645kg 2.0 40 TFSI quattro 188 136 7.4 30.7-32.1 199-208
AAABC Good. Competitive in key areas. shreddingly good. LxWxH 4739x2060x1279 Kerb weight 1875kg 2.0 40 TFSI 201 152 7.3 37.7-39.2 163-171 2.0 45 TFSI quattro 243 146 5.8 32.5-32.8 195-197
4.0 V8 503 187 4.0 25.1 254 2.0 45 TFSI quattro 242 155 6.0 35.3-37.2 172-182 2.0 45 TFSIe 242 130 7.3 141.2 44-45
AAAAC Very good. Very competitive in key 5.2 V12 AMR 630 208 3.7 21.1 303 2.0 50 TFSIe quattro 299 155 6.2 217.3 31 2.5 RS Q3 quattro 396 155 4.5 27.7-28.5 223-231
areas, competitive in secondary 3.0 55 TFSI quattro 335 155 5.1 32.8-34.9 184-196 2.0 35 TDI 148 126 9.3 48.7-51.4 14552
respects. DBS 2dr coupé/open £236,400–£254,800 AAAAA 2.0 40 TDI 201 152 8.1 47.9-51.4 145-155 2.0 35 TDI quattro 148 126 9.3 40.4-44.8 166-183
AAAAB Excellent. Near class-leading in key Effortlessly fast, intoxicating to drive: the big Aston is better than 2.0 40 TDI quattro 201 153 7.6 45.6-47.9 155-163 2.0 40 TDI quattro 188 134 8.3 38.2-39.8 185-195
ever. LxWxH 4712x2146x1280 Kerb weight 1693kg 3.0 50 TDI quattro 282 155 5.5 38.7-40.4 183-191
areas and in some ways outstanding. 5.2 V12 715 211 3.7 20.9 306 3.0 S6 TDI quattro 344 155 5.0 36.2 203-205 Q4 E-tron 5dr SUV £40,750–£65,070 AAABC
AAAAA Brilliant, unsurpassed. All but flawless. Practical, pleasant and efficient – if not quite a superior premium
DBX 5dr SUV £160,300 AAAAC product. LxWxH 4588x2108x1632 Kerb weight 1890kg AAAAB A6 Avant 5dr estate £42,050–£115,680
Doesn’t try to be the biggest, fastest SUV, and may be all the more A capable and high-tech throwback that’s a timely reminder of 35 125k 168 99 9.0 201 0
ABARTH appealing for it. LxWxH 5039x1998x1680 Kerb weight 2245kg what Audi does best. LxWxH 4939x1886x1467 Kerb weight 1710kg 40 150kW 201 99 8.5 307 0
595 3dr hatch/2dr open £17,775–£29,225 AAABC 4.0 V8 550 181 4.5 19.8 323 2.0 40 TFSI 201 149 7.5 36.2-38.2 168-178 50 quattro 220kW 296 111 6.2 298 0
The Fiat 500’s Abarth makeover makes it a true pocket rocket. 2.0 45 TFSI quattro 242 155 6.2 34-36.2 177-189
LxWxH 3657x1627x1485 Kerb weight 1070kg AU D I 2.0 50 TFSIe quattro 299 155 6.3 217.3 31 Q4 E-tron Sportback 5dr SUV £42,250–£66,570 AAABC
1.4 T-jet 145 143 130 7.8 38.7-39.2 162-164 A1 Sportback 5dr hatch £19,380–£32,470 AAABC 3.0 55 TFSI quattro 335 155 5.3 31.7-34.0 189-201 Fastback variant of Audi’s mainstream electric SUV is agile and
1.4 T-jet 165 Turismo 162 135 7.3 37.7-38.2 161-166 Quite pricey, but a rounded car with plenty of rational appeal. 4.0 RS6 quattro 596 174 3.6 21.9-22.6 283-294 terrifically refined. LxWxH 4588x2108x1614 Kerb weight 1895kg
1.4 T-jet 180 Competizione 177 140 6.9 36.7 171 LxWxH 4029x1746x1418 Kerb weight 1105kg 2.0 40 TDI 201 149 8.3 45.6-49.6 150-162 35 125kW 168 99 9.0 211 0
1.4 T-jet 180 Essesse 177 140 6.7 36.7 171 1.0 25 TFSI 94 118 10.8 48.7-50.4 128-133 2.0 40 TDI quattro 201 150 7.8 44.1-46.3 159-167 40 150kW 201 99 8.5 318 0
1.0 30 TFSI 114 126 9.5 46.3-51.4 124-139 3.0 50 TDI quattro 282 155 5.7 38.2-39.8 187-195 50 quattro 220kW 296 111 6.2 302 0
695 3dr hatch/2dr open £30,785 AAABC 1.5 35 TFSI 148 137 7.7 44.1-44.8 142-145 3.0 S6 TDI quattro 344 155 5.1 35.3 209
A convincing track-day 500 with decent dynamic ability, but overly 2.0 40 TFSI 197 146 6.5 40.4 158 Q5 5dr SUV £44,710–£73,335 AAAAC
firm ride spoils it. LxWxH 3657x1627x1485 Kerb weight 1045kg Appealing combination of Audi allure, affordable SUV practicality
1.4 T-jet 180 Rivale 177 140 6.7 36.2-36.7 171 A3 Sportback 5dr hatch £24,250–£59,650 AAAAC and attractiveness. LxWxH 4663x1893x1659 Kerb weight 1720kg
Bolder design and improved dynamics make the A3 stand out more 2.0 45 TFSI quattro 242 147 6.4 31.0-33.6 191-206
A L FA R O M E O than ever. LxWxH 4343x1816x1425 Kerb weight 1220kg 2.0 50 TFSIe quattro 249 148 6.1 128.4 49
Giulia 4dr saloon £36,595–£68,995 AAAAB 1.0 30 TFSI 108 127 10.6 48.7-51.4 125-132 2.0 55 TFSIe quattro 363 148 5.3 108.6 56
Handsome and special dynamically but lacks finesse and comes 1.5 35 TFSI 148 139 8.7 46.3-50.4 128-138 2.0 40 TDI quattro 187 136 8.1 41.5-44.8 165-179
as an auto only. LxWxH 4643x1860x1436 Kerb weight 1429kg 2.0 40 TFSI quattro 188 150 6.9 38.7-40.4 159-166 3.0 SQ5 TDI quattro 344 155 5.1 32.8-34.4 216-224
2.0 Turbo Petrol 200 197 146 6.6 36.2 176-184 2.0 40 TFSIe 201 141 7.6 235.4 29
2.0 Turbo Petrol 280 276 149 5.7 33.6 195 2.0 45 TFSIe 242 144 6.8 235.4 29 Q5 Sportback 5dr SUV £47,160–£75,785 AAABC
2.9 BiTurbo Quadrifoglio 503 191 3.9 28.5 230 2,0 S3 quattro 308 155 4.8 34.4-34.9 183-186 Reduced accommodation and practicality, but still a refined and
2.0 RS3 quattro 398 155 3.8 31.0-31.4 205-207 solid steer. LxWxH 4689x1893x1660 Kerb weight 2010-2150kg
2.0 30 TDI 113 128 10.1 61.4-64.2 115-122 2.0 45 TFSI quattro 263 149 6.1 31.7-33.6 192-202
2.0 35 TDI 148 142 8.3-8.5 56.5-62.8 112-130 2.0 50 TFSIe quattro 297 148 6.1 176.6-188.3 36-38
2.0 40 TDI quattro 198 151 6.8 47.9-50.4 148-155 2.0 55 TFSIe quattro 364 148 5.3 156.9-166.2 41-42
2.0 40 TDI quattro 201 137 7.6 42.2-44.8 166-176
3.0 SQ5 TDI quattro 336 155 5.1 33.2-34.4 216-222

72 AUTOCAR.CO.UK 6 APRIL 2022

 N E W CAR PR I CES
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2 Series Gran Coupé 4dr saloon £27,335–£38,540 AAACC iX 5dr SUV £69,905–£94,905 AAAAC
Blends 1 Series platform with rakish looks, but lacks the coupé’s Comfort conscious yet strong and athletic. A bold new flagship for
driver appeal. LxWxH 4526x1800x1420 Kerb weight 1350kg BMW’s EV family. LxWxH 4953x2230x1696 Kerb weight 2510kg
218i 138 134 8.7 46.3-47.1 136-138 xDrive 40 326 124 6.1 256 0
220i 178 148 7.1 46.3-47.1 136-139 xDrive 50 523 124 4.6 375 0
M235i xDrive 302 155 4.9 37.2 172
218d 148 138 8.6 58.9-60.1 123-125 Z4 2dr coupé £38,760–£51,295 AAAAC
220d 188 148 7.5 56.5-57.6 129-131 Better to drive than ever but makes a better open-top cruiser than
a true sports car. LxWxH 4689x1942x1293 Kerb weight 1485kg
2 Series Active Tourer 5dr hatch £27,045–£38,775 AAAAC sDrive20i 195 155 6.6 39.8-40.4 160-161
BMW’s FWD hatch is a proper contender but not as practical as sDrive30i 255 155 5.4 39.8 161-162
some of its rivals. LxWxH 4342x1800x1555 Kerb weight 1360kg sDrive M40i 338 155 4.6 35.8 181
218i 134 127 9.3 44.1-44.8 143-145
220i 181 142 7.4 42.2 151-153 C AT E R H A M
Q7 5dr SUV £58,770–£98,745 AAAAC 225xe 248 125 6.7 88.3-100.9 44 7 Series 4dr saloon £71,730–£91,585 AAAAC Seven 2dr open £22,990–£53,885 AAAAB
Unengaging to drive and light on feel, but the cabin is both huge 216d 114 121 11.1 58.9 125-126 Rules on in-car entertainment and diesel sophistication; otherwise The 360 is the sweet spot, giving the Seven just the right hit of
and classy. LxWxH 5052x1968x1740 Kerb weight 2060kg 218d 148 129 9.0-9.1 56.5 130-132 too bland. LxWxH 5098x1902x1478 Kerb weight 1755kg performance. LxWxH 3100x1575x1090 Kerb weight 490kg
3.0 V6 55 TFSI quattro 338 155 5.9 25.4-27.4 233-253 220d 187 141 7.6 54.3 136-137 740i 338 155 5.5 34-35.8 180-190 660cc Suzuki 170 84 105 6.9 58.4 109
3.0 V6 55 TFSIe quattro 376 149 5.9 108.6-113 56-58 220d xDrive 187 138 7.5 51.4 144-145 750i xDrive 527 155 4.0 26.4 243-245 2.0 Duratec 360 180 130 4.8 NA NA
3.0 V6 60 TFSIe quattro 462 149 5.4 97.4-100.9 65-66 745e 283 155 5.1-5.2 104.6-141.2 46 2.0 Duratec 420 210 136 3.8 NA NA
4.0 SQ7 quattro 435 155 4.1 29.4-30.1 245-251 2 Series Gran Tourer 5dr MPV £28,960–£39,155 AAABC 730d 261 155 6.1 49.6-51.4 144-148 2.0 Supercharged 620S 310 145 3.4 NA NA
3.0 V6 45 TDI quattro 228 142 7.3 32.1-34.0 217-230 Brings a proper premium MPV to the table. Third-row seats aren’t 730d xDrive 261 155 5.8 47.1-47.9 155-158 2.0 Supercharged 620R 310 155 2.8 NA NA
3.0 V6 50 TDI quattro 282 152 6.3 32.1-34.0 217-230 adult-sized, though. LxWxH 4556x1800x1608 Kerb weight 1475kg 740d xDrive 315 155 5.2 46.3-47.1 158-159
218i 134 127 9.5-9.8 42.2-42.8 150-152 CHEVROLET
Q8 5dr SUV £68,115–£124,685 AAAAC 220i 181 137 7.8 40.4-40.9 157-158 8 Series 2dr coupé/2dr open £74,665–£133,450 AAAAC Corvette 2dr coupé/2dr open £84,000–£89,410 AAAAC
Striking and effective coupé-SUV range-topper leaves us wanting 216d 114 119 11.8 55.4-56.5 132-133 Has dynamism to spare but not quite the breadth of ability of the Mid-engined chassis brings handling smarts the ’Vette has never
more. LxWxH 4986x1995x1705 Kerb weight 2145kg 218d 148 127 9.6 53.3-54.3 137-138 best sporting GTs. LxWxH 4843x1902x1341 Kerb weight 1830kg known the likes of. LxWxH 4634x1935x1235 Kerb weight 1655kg
3.0 V6 55 TFSI quattro 335 155 5.9 25.9-26.4 243-248 220d 187 138 8.2 51.4-52.3 143-144 840i 335 155 5.0 33.2-33.6 193-194 6.2 V8 475 185 3.5 23.3 277
3.0 V6 55 TFSIe quattro 381 149 5.8 94.2 67-68 220d xDrive 187 135 8.0 49.6 150 M850i xDrive 523 155 3.7 24.8-25.2 255-260
3.0 V6 60 TFSIe quattro 462 149 5.4 94.2-97.4 66-68 M8 Competition 623 155 3.2-3.3 25.2-25.4 252-254 CITROEN
4.0 SQ8 quattro 503 155 4.1 31.0-31.7 234-239 3 Series 4dr saloon £32,595–£77,015 AAAAA 840d xDrive 316 155 4.9 40.4 183-184 C1 3dr hatch/5dr hatch £12,945–£13,435 AAABC
4.0 V8 RS Q8 quattro 592 155 3.8 20.2-20.5 314-318 Latest 3 Series has a growth spurt, but size is no obstacle for an Slightly cheaper than its Toyota sibling but less visually charming.
3.0 V6 50 TDI quattro 282 152 6.3 32.8-33.2 222-226 engaging drive. LxWxH 4709x1827x1442 Kerb weight 1450kg 8 Series Gran Coupé 4dr saloon £72,615–£123,950 AAAAC LxWxH 3455x1615x1460 Kerb weight 855kg
318i 152 138 8.4 44.1 145-146 Four-door grand tourer offers greater practicality than its two-door 1.0 VTI 72 71 99 12.6 58.9 109-110
TT 2dr coupé £33,730–£67,115 AAAAC 320i 181 146 7.1 44.1 144-146 siblings. LxWxH 5072x1932x1397 Kerb weight 1800kg
Still serves up plenty of pace, style and usability for the money. It’s 320i xDrive 181 142 7.6 41.5-42.2 153-154 840i 335 155 5.2 33.2 194 C3 5dr hatchback £14,180–£20,775 AAABC
better to drive, too. LxWxH 4191x1966x1376 Kerb weight 1365kg 330i 254 155 5.8 40.9-42.8 150-156 M850i xDrive 523 155 3.9 24.6 260 Funky, fresh look gives a lease of life, shame that underneath isn’t
2.0 40 TFSI 194 155 6.6 40.4-41.5 154-158 330e 288 143 5.9 188.3-201.8 37-38 M8 Competition 623 155 3.2 25.4 254 the same. LxWxH 3996x1749x1474 Kerb weight 976kg
2.0 45 TFSI 242 155 5.8-5.9 38.7-39.2 162-167 330e xDrive 288 143 5.9 TBC TBC 840d xDrive 316 155 5.1 39.8 1.2 PureTech 82 187 79 107 12.8 51.3 130-131
2.0 45 TFSI quattro 242 155 5.2 34.9-35.8 180-184 M340i xDrive 369 155 4.4 34.9 185 1.2 PureTech 110 107 117 9.3 52.3 129-131
2.0 50 TFSI quattro TTS 302 155 4.5 34.9-35.3 180-183 M3 Competition 503 155 3.9 28.8 223 X1 5dr SUV £29,935–£40,855 AAAAC 1.5 BlueHDi 100 96 115 10.6 67.0 117-118
2.5 TT RS quattro 395 155 3.7 30.7 208-210 M3 xDrive Competition 503 155 3.5 28.2 228 Pick of the premium bunch but a tad unrefined and has ordinary
318d 148 132 8.3-8.4 52.6-62.8 117-129 handling. LxWxH 4439x1821x1598 Kerb weight 1395kg C3 Aircross 5dr hatchback £17,320–£23,080 AAABC
TT Roadster 2dr open £35,480–£68,865 AAAAC 320d 187 146 6.8-7.1 56.5-60.1 124-131 sDrive18i 138 127 9.7 42.8 149-150 Funky-looking C3 gets a jacked-up, rugged SUV look.
Plenty of pace and driver reward, along with prestige and design- 320d xDrive 187 144 6.9 54.3-56.5 130-136 sDrive20i 189 138 7.4 40.9 156-157 LxWxH 4155x1765x1637 Kerb weight 1088kg
icon style. LxWxH 4191x1966x1355 Kerb weight 1455kg 330d 263 155 5.5 47.1-49.6 150-156 xDrive20i 189 TBC 7.7 38.2-38.7 166-167 1.2 PureTech 110 107 115 11.3 51.5 141-143
2.0 40 TFSI 194 155 6.9 39.2-40.4 159-163 330d xDrive 263 155 5.1 47.1 157-158 xDrive25e 218 120 6.9 134.5-148.7 50-51 1.2 PureTech 130 127 124 10.4 47.3 150
2.0 45 TFSI 242 155 6.0-6.1 37.2-38.2 168-172 M340d xDrive 338 155 4.6 46.3 160 sDrive18d 148 126 9.3-9.4 55.4 133-134 1.5 BlueHDi 100 96 109 12.8 62.7 126-128
2.0 45 TFSI quattro 242 155 5.5 33.6-34.4 185-190 xDrive18d 148 126 9.3-9.4 50.4-51.4 145-146
2.0 50 TFSI quattro TTS 302 155 4.8 34.0-34.4 185-188 3 Series Touring 5dr estate £34,430–£52,400 AAAAB xDrive20d 187 136 7.8 49.6 148-149 C4 5dr hatchback £21,260–£34,995 AAACC
2.5 TT RS quattro 395 155 3.9 29.7-30.1 214-215 Towering everyday appeal. Arguably the best all-rounder sensible Interesting to look at but soft and unrewarding to drive. Electric
money can buy. LxWxH 4620x1811x1430 Kerb weight 1565kg X2 5dr SUV £30,915–£46,800 AAAAC ë-C4 is better. LxWxH 4355x1800x1525 Kerb weight 1247kg
R8 2dr coupé £120,185–£159,890 AAAAC 318i 152 137 8.7 42.2 152-153 Proves crossovers aren’t always worse than the hatchbacks on 1.2 PureTech 99 114 11.3 54.8 116
Usable but no less involving or dramatic for it. V10 is deliciously 320i 181 143 7.5 42.2 152-153 which they’re based. LxWxH 4360x1824x1526 Kerb weight 1460kg 1.2 PureTech 130 128 130 8.9-9.4 50.2-54.7 117-127
brutal. LxWxH 4426x1940x1240 Kerb weight 1590kg 330i 254 155 5.9 39.2-40.9 156-163 sDrive18i 138 127 9.6 42.8-43.5 148-150 1.2 PureTech 155 153 129 8.5 48.8 131
5.2 V10 RWD 538 201 3.7 22.2 288 330e 292 143 5.9 176.6-201.8 32-37 sDrive20i 189 141 7.7 40.9-41.5 154-156 1.5 BlueHDi 108 120 10.9 68.7-69.1 114-115
5.2 V10 quattro 567 201 3.4 21.9 294 330e xDrive 292 140 5.9 156.9-176.6 37-42 xDrive20i 189 TBC 7.6 38.7-39.2 164-166 1.5 BlueHDi 130 129 128 9.5 64.5-64.9 114-115
5.2 V10 Performance q’tro 610 205 3.1 21.7 295-296 M340i xDrive 371 155 4.5 33.6 191 xDrive25e 220 121 6.8 156.9 40-41 ë-C4 50kWh 134 93 9.7 227 0
318d 148 133 8.8 57.6-58.9 126-127 M35i 302 155 4.9 34.4 187
R8 Spyder 2dr open £128,875–£168,580 AAAAC 320d 188 142 7.1-7.9 54.3-57.6 115-121 sDrive18d 148 129 9.3-9.8 55.4 132-134 Grand C4 Spacetourer 5dr MPV £26,530–£32,525 AAAAC
Taking the roof off the R8 enhances the drama tenfold. 320d xDrive 188 142 7.4 51.4-54.3 136-143 xDrive18d 148 128 9.2 50.4-51.4 144-146 Alternative MPV offers something fresh, comfy, spacious and
LxWxH 4426x1940x1245 Kerb weight 1680kg 330d 263 140 5.6 45.6-47.1 158-163 xDrive20d 185 137 7.7 49.6-50.4 147-149 quietly upmarket. LxWxH 4602x1826x1638 Kerb weight 1297kg
5.2 V10 RWD 538 200 3.8 20.9 307 330d xDrive 261 155 5.4 43.5-44.8 166-171 1.2 PureTech 130 128 125-128 10.8 46.9 143-145
5.2 V10 quattro 567 200 3.5 20.5 313 M340d xDrive 340 155 4.8 44.8 165 X3 5dr SUV £43,470–£84,765 AAAAC 1.5 BlueHDi 130 126 130 11.3 60.1 136-137
5.2 V10 Performance q’tro 610 204 3.2 20.3 315 Continues where the last one left off. Dynamically good and more
4 Series 2dr coupé £40,800–£78,315 AAAAC luxurious inside. LxWxH 4708x1891x1676 Kerb weight 1750kg C5 Aircross 5dr SUV £24,630–£35,700 AAABC
BAC A rounded, engaging and potent coupé let down only by its looks. xDrive20i 181 134 8.3 35.3-35.8 179-181 Smooth-riding SUV has an easy-going nature, but not the most
Mono 0dr open £165,125 AAAAB LxWxH 4768x2081x1390 Kerb weight 1590kg xDrive30e 288 130 6.1 134.5 51-54 dynamic. LxWxH 4500x1859x1670 Kerb weight 1530kg
An F-22 Raptor for the road, only significantly better built. 420i 181 149 7.5 42.2-44.1 146-151 xDrive M40i 355 155 4.8 31.4 204 1.2 PureTech 130 128 117 10.5 44.2 149-151
LxWxH 3952x1836x1110 Kerb weight 580kg 430i 254 155 5.8 40.4-42.2 153-159 X3M Competition 503 155 4.1 24.8 261 1.6 PureTech 225 PHEV 223 140 TBC 184.0 50
2.5 VVT 305 170 2.8 NA NA M440i xDrive 369 155 4.5 36.7 175 xDrive20d 187 132 8.0 47.1-47.9 154-156 1.5 BlueHDI 130 129 117 10.4 57.3 138-139
M4 Competition 503 155 3.9 28.8 228 xDrive30d 261 149 5.8 45.6 161-163
BENTLEY M4 xDrive Competiton 503 155 3.5 28.2 227 xDrive M40d 321 155 4.9 43.5 171 Berlingo 5dr MPV £21,875–£28,880 AAAAB
Continental GT 2dr coupé £160,500–£212,200 AAAAC 420d 187 143 7.1 58.9-61.4 121-126 Boxy, slightly quirky and immensely practical van-based car
Refined and improved in every area, making the Conti a superb 420d xDrive 187 148 7.4 55.4-57.6 129-135 X4 5dr SUV £49,010–£86,525 AAABC returns to top form. LxWxH 4403x1921x1849 Kerb weight 1398kg
grand tourer. LxWxH 4850x1966x1405 Kerb weight 2244kg Downsized X6 is respectable enough if not lovable, but the X3 is a 1.2 PureTech 110 108 109 11.5-12.1 42.0-43.5 154-160
4.0 V8 542 198 3.9 23.9 AAAAC better option. LxWxH 4671x1881x1624 Kerb weight 1735kg
268 4 Series Convertible 2dr open £45,785–£54,005 1.2 PureTech 130 128 124 12.3 43.7 152-156
6.0 W12 Speed 626 207 Fabric-roofed grand tourer has just as much talent as its coupé
3.6 20.8 308 xDrive M40i 336 155 4.9 31.7 203 1.5 BlueHDI 100 101 109 12.3 55.6 141-148
sibling. LxWxH 4768x2081x1384 Kerb weight 1715kg X4M Competiton 503 155 4.1 24.8 259 1.5 BlueHDI 130 128 116 10.3 54.2 144-149
Continental GTC 2dr open £185,100–£233,200 AAAAB 420i 181 147 8.2 40.4-41.5 154-159 xDrive20d 187 131 8.0 47.1-47.9 161-165 ë-Berlingo 50kWh 136 84 11.7 174 0
Immensely capable and refined open-top cruiser with effortless 430i 242 155 6.2 38.7-40.4 160-165 xDrive30d 254 145 5.8 45.6-46.3 159-163
performance. LxWxH 4850x2187x1399 Kerb weight 2414kg M440i xDrive 371 155 4.9 35.3 182 xDrive M40d 322 155 4.9 43.5 169 CUPRA
4.0 V8 542 198 4.0 23.3 275 M4 xDrive Competition 503 155 3.7 27.7 231 Leon 5dr hatch £32,005–£37,235 AAABC
6.0 W12 Speed 626 207 3.7 20.2 336 420d 188 147 7.6 55.4-57.6 129-134 X5 5dr SUV £62,210–£136,470 AAAAC PHEV makes for a confused take on the hot hatch. ICE versions are
430d 282 155 5.8 50.4-52.3 141-146 More capable, convenient, refined and classy SUV that’s a more more enjoyable. LxWxH 4398x1799x1467 Kerb weight 1596kg
Flying Spur 4dr saloon £162,500–£215,500 AAAAB satisfying drive. LxWxH 4922x2004x1745 Kerb weight 2110kg 1.4 eHybrid 241 140 6.7 217.3 30-32
New from the ground up, with the looks and technology of a class 4 Series Gran Coupé 4dr coupé £40,800–£54,670 AAAAC xDrive40i 335 155 5.5 27.7-28.2 227-231 2.0 TSI 242 155 6.4 39.2 162-163
winner. LxWxH 5316x1879x1483 Kerb weight 2437kg The same impressive package we love from the 3 Series, with xDrive45e 282 155 5.6 188.3-235.4 31 2.0 TSI 300 298 155 5.7 37.2 171-172
4.0 V8 548 198 4.1 22.2 288 added style. LxWxH 4783x2073x1442 Kerb weight 1825kg xDrive M50i 523 155 4.3 27.3 276
6.0 W12 632 207 3.8 19.1 337 420i 181 146 7.9 41.5 154 X5M Competition 623 155 3.8 22.1 304 Leon Estate 5dr hatch £36,300–£41,060 AAAAC
430i 242 155 6.2 39.8 160-161 xDrive30d 261 130 6.8 41.5-42.2 175-179 More practical version of the most potent Leon blows as hot and
Bentayga 5dr SUV £155,660–£183,735 AAAAB M440i xDrive 371 155 4.7 35.3 182 xDrive40d 340 152 5.5 38.7-39.2 192-196 cold as the hatch. LxWxH 4657x1799x1463 Kerb weight TBC
Crewe’s first attempt at an SUV remains ahead of most luxury 420d 188 146 7.3 56.5 130 1.4 eHybrid 241 140 7 201.8 31-34
rivals. LxWxH 5140x1998x1742 Kerb weight 2505kg 420d xDrive 188 145 7.6 53.3 138 X6 5dr SUV £63,950–£139,170 AAABC 2.0 TSI 310 306 155 4.9 32.8-34.4 186
3.0 V6 Hybrid 448 158 5.5 83.1 82 The world’s first off-road coupé, but appearances make it difficult
4.0 V8 542 171 4.5 21.7 302 5 Series 4dr saloon £39,275–£102,385 AAAAB to love. LxWxH 4909x1989x1702 Kerb weight 2065kg Ateca 5dr hatch £39,525–£44,795 AAABC
The perfect compromise between the comfy E-Class and dynamic xDrive40i 338 155 5.5 28.0-28.5 225-230 First model from Seat’s stand-alone performance brand has decent
BMW XF, and then some. LxWxH 4936x2126x1479 Kerb weight 1530kg xDrive M50i 523 155 4.3 23.5 272 pace and precision. LxWxH 4376x1841x1615 Kerb weight 1615kg
1 Series 5dr hatch £25,915–£37,700 AAAAB 520i 181 146 7.8 44.8-45.6 142-145 X6 M Competition 623 155 3.8 22.4 287 2.0 TSI 300 296 153 5.2 32.5 197
May not drive like a traditional BMW but delivers on upmarket hatch 530e 288 146 5.9 117.7-128.4 32-43 xDrive30d 254 143 6.7 42.2-42.8 172-176
values. LxWxH 4319x1799x1434 Kerb weight 1365kg 530e xDrive 288 146 5.9 134-166 38-48 xDrive40d 340 154 5.5 38.7-39.8 187-191 Formentor 5dr SUV £28,270–£43,550 AAAAC
118i 138 132 8.5 46.3-47.1 130-134 545e xDrive 394 155 3.8 128-134 49-51 Bespoke SUV delivers a well-rounded, sure-footed and rewarding
128ti 261 155 6.1 40.9 157 M550i xDrive 528 155 3.8 25.9 247 X7 5dr SUV £78,920–£103,815 AAAAC drive. LxWxH 4450x1839x1511 Kerb weight 1569kg
M135i xDrive 302 155 4.8 36.2 177 M5 Competition 616 155 3.3 25.4 252 BMW’s largest SUV yet crowns the line-up, but faces strong 1.5 TSI 150 148 127 8.9 43.5-44.8 143-148
116d 114 TBC 10.1-10.3 60.1-62.8 119-123 520d 187 147 7.5 57.6-58.9 126-129 competition. LxWxH 5151x2000x1805 Kerb weight 2395kg 2.0 TSI 190 188 137 7.1 36.2-37.7 171-176
118d 148 134 8.4-8.5 58.9-60.1 123-127 520d xDrive 187 144 7.6 54.3-55.4 132-135 xDrive40i 338 155 6.1 28.7 249-250 1.4 eHybrid 204 201 127 7.8 201.8-235 33-37
120d 187 144 7.3 55.4-57.6 129-133 530d xDrive 261 155 5.4 51.4-52.3 143-145 xDrive M50i 523 155 4.7 22.1 283-291 1.4 eHybrid 245 242 130 7.0 176.6-188 33-35
120d xDrive 187 TBC 7.0 52.3-53.3 139-142 xDrive40d 340 152 6.1 36.2 203-204 2.0 TSI 310 310 155 4.9 32.8-33.2 193-194
5 Series Touring 5dr estate £41,860–£57,915 AAAAB
2 Series 2dr coupé £34,980–£45,795 AAAAB The excellent 5 Series made in more practical form. The 520d is i3 5dr hatch £33,805–£34,805 AAAAB DACIA
Takes everything positive about its predecessor and refines it still the best. LxWxH 4942x2126x1498 Kerb weight 1630kg Our favourite high-end small car happens to be an EV, and it could Sandero 5dr hatch £9845–£11,995 AAAAC
further. LxWxH 4537x2068x1390 Kerb weight 1490kg 520i 181 139 8.2 40.4-42.2 152-160 change motoring. LxWxH 3999x1775x1578 Kerb weight 1245kg Still as cheap, remarkably likeable and usable as most recent
220i 184 147 7.5 44.1 145 530e 292 140 6.1 156.9-176.6 35-40 120Ah 167 93 7.3 181 0 superminis. LxWxH 4088x1848x1499 Kerb weight 1130kg
M240i xDrive 374 155 4.3 34.4 186 530e xDrive 292 140 6.1 134.5-156.9 42-47 120Ah S 180 99 6.9 175 1.0 SCe 75 0 67 98 16.7 53.3 120
220d 188 147 6.9 60.1 122 540i xDrive 335 155 5.1 34.9-35.8 179-185 1.0 TCe 90 111 11.7 53.3 120
520d 187 147 7.8 52.3-55.4 134-142 iX3 5dr SUV £58,850–£62,730 AAAAC 1.0 TCe Bi-Fuel 99 114 11.6 52.3 123
520d xDrive 187 144 7.9 49.6-52.3 140-148 All-electric SUV is brisk, agile, versatile and competitive with its
530d xDrive 261 155 5.6 46.3-47.9 160 closest rivals. LxWxH 4584x1852x1640 Kerb weight 2185kg Sandero Stepway 5dr hatch £11,895–£14,295 AAABC
80kWh 282 112 6.8 286 0 A more expensive and slightly more rugged cheap car – but still
limited. LxWxH 4099x1848x1535 Kerb weight 1040kg
1.0 TCe 88 107 12 50.4 127
1.0 TCe 100 Bi-Fuel 99 109 11.9 48.7 130-131

6 APRIL 2022 AUTOCAR.CO.UK 73

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FORD G80 4dr saloon £37,460–£47,950 AAAAC Kona 5dr crossover £21,265–£37,200 AAAAC
Fiesta 3dr/5dr hatch £16,645–£24,980 AAAAB A luxury car for those who’ve had their fill of the typical premium Hyundai’s first crossover is the perfect blend of practicality, value
Dynamically superb and continues the Fiesta legacy. No longer the options. LxWxH 4995x1925x1465 Kerb weight 1930kg and style. LxWxH 4165x1800x1550 Kerb weight 1233kg
class leader, though. LxWxH 4040x1735x1476 Kerb weight 1113kg 2.5T 301 155 6.0
1.0 T-GDi 120 31.0 205 118 112 12.0 44.1-44.8 142-147
1.1 75 73 103 14.5 53.3 121 2.2D 207 147 8.0
1.6 GDi Hybrid 44.8 164 134 119 10.2 52.3 114-123
1.0 Ecoboost 100 98 112 10.8 53.3 120 2.0 T-GDI N 278 149 5.5 32.8 194
1.0 Ecoboost MHEV 125 123 126 9.4 56.5 96-121 GV80 5dr SUV £56,715–£62,415 AAABC Electric 39kWh 134 96 9.6 180 0
1.0 Ecoboost MHEV 155 153 136 8.9 55.4 104-123 Rich, spacious and comfortable but not a world-class luxury car Electric 64kWh 201 104 7.6 280 0
1.5T Ecoboost 200 ST 197 144 6.5 42.8 149 just yet. LxWxH 4945x1975x1715 Kerb weight 2145kg
2.5T 301 147 7.7 26.2 240 Nexo 5dr SUV £69,495 AAABC
Focus 5dr hatch £22,615–£35,785 AAAAB 3.0D 278 143 7.5 33.2 220 Impressive effort that heads in the right direction for fuel cell cars.
Better to drive and look at than before, and impressively good LxWxH 4670x2060x1640 Kerb weight 1814kg
value. LxWxH 4378x1825x1471 Kerb weight 1369kg G I N E T TA 95kW fuel cell 161 130 9.6 42.0mpkg 0
1.0 Ecoboost MHEV 125 123 124 10.0-10.3 55.4 116 G40 Club Car 2dr coupé £35,000 (+champ pack) AAABC
Duster 5dr SUV £13,995–£20,845 AAAAC 1.0 Ecoboost MHEV 155 152 129-131 9.2-9.5 55.4 116 A balanced, affordable and fine-looking track-day car. Some of the Tucson 5dr SUV £28,710–£42,030 AAAAC
A value champion. If cheap family transport is what you require, 2.3T Ecoboost 280 ST 276 155 5.7 34.3 187 finish isn’t quite up to snuff. LxWxH TBC Kerb weight 840kg Shows Hyundai can do both style and substance. A family SUV
the Duster delivers. LxWxH 4341x2052x1633 Kerb weight 1189kg 1.5 EcoBlue 120 118 117-122 10.0-10.8 62.8 119-127 1.8 Zetec 135 125 TBC NA NA that’s easy to like. LxWxH 4500x1865x1653 Kerb weight 1425kg
1.0 TCe 90 89 103 13.5 46.3 139 2.0 EcoBlue 150 148 127-130 8.5-9.1 60.1 125 1.6 T-GDi 150 148 117 10.3 40.9 156
1.3 TCe 130 128 120 10.6 45.6 141 2.0 EcoBlue 190 ST 188 137 7.6 50.4 148 H O N DA 1.6 T-GDi 48V MHEV 150 148 117 9.6 43.5 144-151
1.3 TCe 150 148 125 9.7 44.8 143 E 5dr hatch £30,715–£33,215 AAABC 1.6 T-GDi 48V MHEV 180 178 125 9.0 39.8 162
1.0 TCe 100 Bi-Fuel 99 106 14.4 TBC 146 Focus Estate 5dr estate £23,845–£34,685 AAABC Eminently likeable, with good dynamics but a limited range and 1.6 TGDi Hybrid 228 120 8.0 50.4 127
1.5 dCi 115 113 113 10.3 57.7 128 Almost as good to drive as the hatch, but a Skoda Octavia will ambitious price. LxWxH 3894x1752x1512 Kerb weight 1520kg 1.6 TGDi Plug-in hybrid 263 119 8.6 201.8 31
1.5 dCi 115 4x4 113 108 12.1 51.4 143 carry more. LxWxH 4669x1825x1481 Kerb weight 1485kg 36kWh 136 90 9.0 137 0
1.0 Ecoboost MHEV 125 123 120-123 10.3-10.6 55.4 98-116 36kWh Advance 154 90 8.3 136 0 Santa Fe 5dr SUV £39,460–£49,010 AAABC
DS 1.0 Ecoboost MHEV 155 152 127-130 9.4-9.7 55.4 116 Superficial charm and an expansive cabin but not much polish to
3 Crossback 5dr SUV £22,960–£38,600 AAABC 2.3T Ecoboost 280 ST 276 155 5.8-6.0 35.3 183 Jazz 5dr hatch £19,445–£23,715 AAAAC the powertrain. LxWxH 4785x1900x1710 Kerb weight 2005kg
First foray into compact SUVs comfortably competes with more 1.5 EcoBlue 120 118 118-120 10.3-11.1 62.8 119 Not the most compact or vivacious but has decent handling and is 1.6 TGDi Hybrid 228 116 8.9-9.1 42.2 145-168
established rivals. LxWxH 4118x1802x1534 Kerb weight 1205kg 1.5 EcoBlue 150 148 127-129 8.7-9.3 60.1 125 cleverly packaged. LxWxH 4044x1694x1526 Kerb weight 1300kg 1.6 TGDi Plug-in hybrid 262 116 8.8 173.7 37
1.2 PureTech 100 98 112 10.9 80.4 127 2.0 EcoBlue 190 ST 188 137 7.7 50.4 148 1.5 i-MMD 109 108 9.4-9.9 62.8 102-110
1.2 PureTech 130 128 124 9.2 47.1 141 JAGUAR
1.2 PureTech 155 153 129 8.2 46.6-52.0 127-143 Mondeo 5dr hatch/4dr saloon £25,570–£35,735 AAAAC Civic 5dr hatch £21,990–£40,090 AAAAC XE 4dr saloon £30,210–£40,180 AAAAB
1.5 BlueHDI 100 98 112 11.4 62.7 123 Does what great Fords do, by over-delivering on practicality, A fresh look while remaining practical, refined and upmarket. Lacks Tops the pile thanks to outstanding driver appeal. Poised and
50kWh E-Tense 132 93 8.7 191-206 0 handling and value. LxWxH 4871x1852x1482 Kerb weight 1455kg some dynamism. LxWxH 4518x1799x1434 Kerb weight 1275kg engaging but refined. LxWxH 4678x1850x1416 Kerb weight 1450kg
2.0 TiVCT hybrid 187 184 116 9.2 50.4 134-142 1.0 VTEC Turbo 126 124 125-126 10.2-11.2 47.9 124-141 2.0 P300 AWD 296 155 5.9 30.8-32.4 197-207
4 5dr hatch £25,350–£43,695 AAAAC 2.0 TDCi EcoBlue 150 148 131-133 10.7-10.9 52.3-56.5 136-146 1.5 VTEC Turbo 182 179 125-136 8.2-8.5 46.3 137 2.0 D200 198 146 7.3 54.0-57.7 128-137
Lavish, high-riding hatchback gets serious about chasing premium 2.0 TDCi EcoBlue 190 188 138 8.9 51.4 145-148 2.0 VTEC Turbo Type R 315 169 5.8 33.2 191-193
German rivals. LxWxH 4400x2061x1470 Kerb weight 1352kg 2.0 TDCi EcoBlue 190 AWD 188 137 9.1 47.9-48.7 155-158 XF 4dr saloon £33,975–£44,800 AAAAB
1.2 PureTech 130 128 130 9.3 41.4-48.6 132 HR-V 5dr SUV £26,960–£31,660 AAABC Outstandingly broad-batted dynamically, plus a pleasant cabin.
1.6 PureTech 180 177 143 8.0 43.9 145 S-Max 5dr MPV £33,335–£43,010 AAAAC Fine ergonomics and big on superficial charm, but ultimately LxWxH 4954x1880x1457 Kerb weight 1545kg
1.6 PureTech 225 223 146 7.9 43.7 146 Better to drive and better looking than most but not quite the leaves us cold. LxWxH 4340x1790x1582 Kerb weight 1380kg 2.0 P250 246 155 6.9 33.0-34.9 183-193
1.6 E-Tense 225 223 145 7.7 176-232 27-35 class leader it was. LxWxH 4976x1916x1655 Kerb weight 1645kg 1.5 eHEV 131 106 10.7 52.3 2.0 P300 AWD 122 296 155 6.1 31.2-32.8 194-204
1.5 BlueHDI 130 128 129 10.9 51.4-61.2 121-144 2.5 FHEV 190 188 115 9.8 44.1 147 2.0 D200 198 146 7.6 52.8-56.5 131-140
2.0 TDCi EcoBlue 150 148 123 10.3 47.1 159-160 CR-V 5dr SUV £31,470–£40,420 AAAAC 2.0 D200 AWD 198 143 7.8 48.9-51.3 128-137
7 Crossback 5dr SUV £32,370–£46,550 AAABC 2.0 TDCi EcoBlue 190 188 129 9.5 43.5 170-171 Tardis-like SUV stalwart has lots of space for five and a big boot.
DS’s first premium SUV certainly has the right price tag, equipment 2.0 TDCi EcoBlue 190 AWD 188 128 9.8 40.9 181 LxWxH 4605x1820x1685 Kerb weight 1515kg XF Sportbrake 5dr estate £37,190–£46,650 AAAAB
and appeal. LxWxH 4570x1895x1620 Kerb weight 1420kg 2.0 i-MMD hybrid 181 112 9.2 38.2 162 Superb XF is now available in the more practical Sportbrake form.
1.2 PureTech 130 129 122 10.2 42.2-46.0 143-152 Galaxy 5dr MPV £33,735–£39,610 AAABC It’s a win-win. LxWxH 4955x1880x1494 Kerb weight 1660kg
1.6 PureTech 180 178 137 8.3 42.2 152 Huge seven-seat MPV. Easy to place on the road but not cheap to NSX 2dr coupé £150,090 AAAAB 2.0 P250 246 150 7.1 32-33.7 189-199
1.6 E-Tense 225 223 140 8.9 157-176 36-41 buy. LxWxH 4848x1916x1747 Kerb weight 1708kg Honda’s supercar given a modern reboot, and it’s some piece of 2.0 P300 AWD 296 155 6.2 29.9-31.2 204-213
1.6 E-Tense 4x4 300 295 149 5.9 176.6-201.8 32-40 2.5 FHEV 190 188 115 10.0 43.5 148 engineering. LxWxH 4487x1939x1204 Kerb weight 1725kg 2.0 D200 198 143 7.8 50.7-53.7 138-146
1.5 BlueHDi 130 TBC 121 11.7 54.1-55.3 143 2.0 TDCi EcoBlue 150 148 122-123 10.9 46.3 160 3.5 V6 hybrid 573 191 2.9 26.4 242 2.0 D200 AWD 198 143 8.0 47.0-49.1 151-157
2.0 TDCi EcoBlue 190 188 129-131 9.6-9.8 43.5 171
9 5dr saloon £40,605–£57,200 AAAAC 2.0 TDCi EcoBlue 190 AWD 188 128 10.6 40.4 184 HYU N DAI F-Type 2dr coupé £54,965–£98,110 AAAAB
New flagship is a refreshing alternative to the usual German i10 5dr hatch £13,025–£16,400 AAAAC A full-blooded assault on Porsche’s backyard, with noise, power
executives. LxWxH 4934x2079x1460 Kerb weight 1540kg Ecosport 5dr SUV £20,250–£22,300 AAACC The smallest Hyundai matures and regains leadership of the city and beauty. LxWxH 4482x1923x1311 Kerb weight 1525kg
1.6 PureTech 225 223 146 8.1 40.9 155 Facelifted version of the pumped-up Fiesta is okay, but developing- car class. LxWxH 4035x1734x1474 Kerb weight 933kg 2.0 P300 296 155 5.7 29.9 215
1.6 E-Tense 225 223 149 8.3 176-256 33-35 world roots show. LxWxH 4096x1765x1653 Kerb weight 1280kg 1.0 MPi 67 97 14.6 53.3 114-120 5.0 P450 444 177 4.6 26.0-26.8 239-246
1.6 E-Tense 4x4 356 155 5.6 176-256 41-43 1.0T Ecoboost 125 123 111 11.0-11.6 47.1 135 1.0 T-GDi 99 115 10.5 52.3 123 5.0 P575 518 186 3.7 26.4 243
1.0T Ecoboost 140 138 115 10.2 47.1 136 1.2 MPi 84 106 12.6 51.4 124
FERRARI F-Type Convertible 2dr open £63,445–£103,200 AAAAB
Portofino 2dr open £166,295 AAAAC Puma 5dr SUV £20,745–£29,710 AAAAC i20 5dr hatch £16,500–£24,995 AAAAC Costs serious money, but you get a serious car with a likeable wild
The entry-level Ferrari has the power, the looks and the touring Compact crossover finally has a class leader capable of appealing Steady gains for a versatile runabout that, N version aside, still side. LxWxH 4482x1923x1308 Kerb weight 1545kg
ability. LxWxH 4586x1938x1318 Kerb weight 1664kg to petrolheads. LxWxH 4186x1805x1554 Kerb weight 1280kg lacks personality. LxWxH 4035x1734x1474 Kerb weight 980kg 2.0 P300 296 155 5.7 29.6 217
3.9T V8 591 199 3.5 14.7-28.0 230-436 1.0T Ecoboost MHEV 125 123 119 9.8 50.4 127 1.0 T-GDi 100 98 117 10.4 47.9-49.6 120 5.0 P450 444 177 4.6 26.0-26.6 241-247
1.0T Ecoboost MHEV 155 153 124 8.9 50.4 127 1.0 T-GDi 48V MHD 100 98 117 10.4 54.3-55.4 115-118 5.0 P575 518 186 3.7 26.4 243
Roma 2dr coupé £175,000 AAAAB 1.5 Ecoboost ST 198 137 6.7 41.5 155 1.0 T-GDi 48V MHD 120 118 115 10.2 53.3 120
Gorgeous coupé is a proper grand tourer with a focus on usability. 1.6 T-GDi N 201 142 6.7 40.4 158 E-Pace 5dr SUV £36,015–£50,240 AAABC
LxWxH 4656x1974x1301 Kerb weight 1570kg Kuga 5dr SUV £26,795–£39,305 AAAAC Misses the mark for keen drivers, but is still a desirable SUV
3.9T V8 612 199 3.4 14.7-28.0 230-436 All-new version of popular SUV mixes dynamism with practicality i30 5dr hatch £20,910–£33,745 AAABC nevertheless. LxWxH 4411x1984x1649 Kerb weight 1775kg
and refinement. LxWxH 4614x1883x1678 Kerb weight 1698kg As good as we’ve come to expect from Hyundai, but not one inch 2.0 P200 198 134 7.7 30.1 213
F8 Tributo 2dr coupé/open £203,476 AAAAA 1.5T Ecoboost 150 148 121 9.7 41.5-42.8 151 better. LxWxH 4340x1795x1455 Kerb weight 1194kg 2.0 P250 245 143 6.6 29.8 215
The last hurrah for the pure internal combustion V8-powered 2.5 FHEV 198 122 9.1 51.4 125 1.0 T-GDi 120 118 118 11.1 45.6 121-122 2.0 P300 295 151 5.9 28.3 226
mid-engined Ferrari. LxWxH 4611x1979x1206 Kerb weight 1435kg 2.5 PHEV 223 125 9.2 201.8 32 1.5 T-GDi 157 130 8.6 42.2-46.3 142 1.5 P300e 305 134 6.5 143.1 44
3.9T V8 Tributo 710 211 2.9 21.9 292 1.5T EcoBlue 120 118 112 11.7 55.4 134 2.0 T-GDi 275 N Performance 272 155 6.1 34.0 188 2.0 D165 163 128 10.0 43.4-45.4 163
2.0T EcoBlue 150 MHEV 148 121 9.6 56.5 132 1.6 CRDi 115 113 118 11.0-11.2 58.9-60.1 121-122 2.0 D165 AWD 163 124 9.8 42.9-43.4 171-172
812 Superfast 2dr coupé/open £263,098–£446,970 AAAAA 2.0T EcoBlue 190 AWD 188 129 8.7 47.9 159 2.0 D200 AWD 201 131 8.4 42.9-43.0 170-173
More powerful than the F12, but with better road manners making i30 Fastback 4dr saloon £25,660–£34,495 AAABC
it the star of the range. LxWxH 4657x1971x1276 Kerb weight Mustang Mach-E 4dr crossover £41,330–£67,225 AAAAC Combines good looks with sensible practicalities and dynamic F-Pace 5dr SUV £40,675–£78,165 AAAAC
1630kg Likeable, practical high-rise EV has only a badge in common with charm. LxWxH 4455x1795x1425 Kerb weight 1287kg Credible first SUV effort is as refined and dynamic as a Jaguar
6.5 V12 777 211 2.9 11.2-20.0 320 its coupé namesake. LxWxH 4712x1881x1597 Kerb weight 1993kg 1.5 T-GDi 157 130 8.6 49.6-52.3 141-151 should be. LxWxH 4731x2071x1666 Kerb weight 1690kg
6.5 V12 Competizione 819 211 2.9
68kWh Standard RWD 265 111 13.96.1 385 273 0 2.0 T-GDi 275 N Performance 272 155
2.0 P250 AWD 6.1 34.0 188 246 135 7.3 30.4 214-220
68kWh Standard AWD 265 111 5.6 248 0 3.0 P400 AWD 394 155 5.4 28.8 222-230
SF90 Stradale 2dr coupé/open £379,000–£425,000 AAAAA 88kWh Extended RWD 290 111 6.2 379 i30 Tourer 5dr estate £21,660–£26,460
0 AAABC 2.0 P400e AWD 398 149 5.3 112.5 51-55
Plug-in hybrid doesn’t do things conventionally. A 986bhp technical 88kWh Extended AWD 346 111 5.1 335 Another solid car. Good value and practical but lacks excitement. 5.0 V8 SVR 550 AWD
0 548 178 4.0 23.1 275
masterpiece. LxWxH 4710x1972x1186 Kerb weight 1570kg 88kWh GT AWD 487 124 4.4 310 LxWxH 4585x1795x1465 Kerb weight 1245kg
0 2.0 D165 AWD 163 121 9.9 45.4 165-171
4.0T V8 986 211 2.5 46.3 154 1.0 T-GDi 120 118 117 11.4 47.9-49.6 130-139 2.0 D200 AWD 197 130 8.0 45.4 165-171
Mustang 2dr coupé/open £44,255–£55,255 AAAAC 1.6 CRDi 136 134 123 10.9 56.5-57.6 126-127 3.0 D300 AWD 296 143 6.4 38.1 195-202
F I AT American muscle built for the UK, in coupé and convertible forms.
500 3dr hatch/2dr open £13,405–£33,495 AAABC What’s not to like? LxWxH 4784x1916x1381 Kerb weight 1653kg Ioniq 5dr hatch £24,045–£35,050 AAABC I-Pace 5dr SUV £65,245–£76,695 AAAAB
Super-desirable, cute city car. Pleasant, if not involving to drive – 5.0 V8 444 155 4.8 23.5-23.9 268-274 First attempt at electrification for the masses is a good effort. Fast, refined and the first of its kind from a European
and better as an EV. LxWxH 3571x1627x1488 Kerb weight 865kg 5.0 V8 Mach-1 453 163 4.6 22.8 260 LxWxH 4470x1820x1450 Kerb weight 1370kg manufacturer. LxWxH 4682x1895x1558 Kerb weight 2133kg
1.0 Mild Hybrid 69 104 13.8 53.3 119-121 1.6 Hybrid 141 139 115 10.8-11.1 61.4-62.8 102 EV400 398 124 4.5 292 0
Electric 24kWh 95 84 9.5 118 0 GT 2dr coupé £420,000 AAAAC 1.6 Plug-in Hybrid 141 139 110 10.8 256.8 26
Electric 42kWh 118 93 9.0 199 0 The GT is back as a race car for the road. Compelling if not perfect. Electric 132 110 10.6 194 0 JEEP
LxWxH 4808x1928x1692 Kerb weight 1912kg AAACC
Compass 5dr SUV £27,125–£37,795
500L 5dr MPV £18,525–£21,825 AAACC 3.5 V6 Ecoboost 650 216 3.0 TBC TBC Ioniq 5 5dr hatch £36,995–£48,145 AAAAC Wants to be a catch-all crossover but is beaten by more road-
A costly option but has some style to fill out some of its missing Won’t upend the electric SUV segment, but a compelling option in a focused rivals. LxWxH 4394x2033x1629 Kerb weight 1430kg
substance. LxWxH TBC Kerb weight 1245kg AAAAC developing class. LxWxH 4635x1890x1605 Kerb weight 1145kg
Ranger 4dr pick-up £24,369–£47,889 1.4 Multiair 140 138 119 9.9 37.7 172
1.4 95hp 93 103-111 13.4 38.7-39.8 166-170 Capable pick-up becomes off-road monster in Raptor spec but 58kWh 170 115 8.5 240 0 1.4 Multiair 170 4WD 167 124 9.5 32.5 209
loses VAT incentives. LxWxH 5277x1977x1703 Kerb weight 1866kg 73kWh 217 115 7.4 300 0 1.6d MultiJet 120 118 115 11.0 47.9 157
500X 5dr hatch £19,865–£24,065 AAABC 2.0 EcoBlue 130 128 106 13.5 42.8 173 73kWh AWD 305 115 5.2 268 0 2.0d MultiJet 170 4WD 167 122 9.5 38.2 191
Familiar styling works rather well as a crossover. Drives okay, too. 2.0 EcoBlue 170 158 109 11.8 40.4-43.5 184-207
LxWxH 4248x1796x1600 Kerb weight 1295kg 2.0 EcoBlue 213 210 106 10.5 30.7 201-233 Bayon 5dr crossover £20,295–£24,545 AAAAC Renegade 5dr SUV £23,405–£36,500 AAABC
1.0 120hp 118 117 10.9 42.2-45.6 142-153 3.2 Duratorq TDCI 200 197 109 10.6 32.1-36.2 221-231 Much better at meeting your motoring needs than kindling your Middling compact crossover with chunky looks but no obvious
affections. LxWxH 4180x1775x1500 Kerb weight 1233kg charm. LxWxH 4236x1805x1667 Kerb weight 1346kg
Panda 5dr hatch £13,130–£18,530 AAABC GENESIS 1.0 T-GDi 48V MHEV 98 113 10.7 53.3 120-121 1.0 GSE T3 120 118 115 11.2 38.2 151
Hasn’t kept pace with its rivals, but sells robust, practical charm G70 4dr saloon £33,400–£40,480 AAABC 1.0 T-GDi 48V MHEV 120 118 115 10.4 53.3 121 1.3 GSE T4 150 148 122 9.4 38.2-39.8 151
better than most. LxWxH 3653x1643x1551 Kerb weight 940kg Likeable left-field choice has style but struggles to threaten the 1.3 Turbo 4xe 188 113 7.5 122.8-134.5 42-49
0.9 Twinair 85 83 103-110 11.2-12.1 37.2 166-168 establishment. LxWxH 4685x1850x1400 Kerb weight 1675kg 1.3 Turbo 4xe Trailhawk 238 124 7.1 117.7-128.4 51-53
1.0 Mild Hybrid 69 96 14.7 50.4-52.3 126-132 2.0T 197 197 139 9.1 35.4 181
2.0T 245 245 149 6.1 35.4 181 Wrangler 2dr/4dr SUV £49,450–£58,120 AAAAC
Tipo 5dr hatch £17,695–£21,695 AAABC 2.2D 200 200 143 7.4 44.5 166 Heavy-duty off-roader goes anywhere but lacks on-road manners.
A ’90s reboot that has been on a diet. Decent to drive and ample LxWxH 4223x1873x1840 Kerb weight 1827kg
interior space. LxWxH 4368x1792x1495 Kerb weight 1195kg G70 Shooting Brake 5dr estate £33,850–£42,550 AAAAC 2.0 GME 265 110 7.3-7.6 25.4-26.4 248-254
1.0 100hp 98 119 11.8 51.4 125 Best-looking Genesis yet is also the best to drive, despite slightly 2.2d MultiJet II 200 4WD 197 114 9.5 28.8-30.4 243-247
1.0 Cross 98 114 12.2 49.6 130 flat four-pot engines. LxWxH 4685x1850x1400 Kerb weight 1717kg
2.0T 197 197 135 9.3 32.5-34.0 193-204 KIA
Tipo Station Wagon 5dr estate £19,675–£21,675 AAABC 2.0T 245 245 146 6.4 32.5-34.0 193-204 Picanto 5dr hatch £11,200–£16,000 AAAAC
Estate version is more practical, which mixes well with its driving A pleasingly well-rounded and charming value offering, but not in
characteristics. LxWxH 4571x1792x1514 Kerb weight 1205kg GV70 5dr SUV £39,450–£44,370 AAAAC all of its guises. LxWxH 3595x1595x1485 Kerb weight 977kg
1.0 100hp 98 119 11.8 50.4 126-128 Wilfully different from the posh SUV competition and none the 1.0 66 100 16.6 53.3 119
worse for it. LxWxH 4715x1910x1630 Kerb weight 2010kg 1.0 T-GDi 99 112 9.9 48.7 120
2.5T 301 149 6.1 29.7 216
2.2D 207 133 7.9 40.0 185

74 AUTOCAR.CO.UK 6 APRIL 2022

 N E W CAR PR I CES
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Rio 5dr hatch £13,850–£20,350 AAABC LOTUS MX-5 RF 2dr open £25,995–£32,370 AAAAA
More comfortable and more grown-up in fourth-gen form, but not Elise 2dr open £41,245–£49,145 AAAAC Remains perfectly poised and vibrant, even with a folding metal
any more fun. LxWxH 4065x1993x1450 Kerb weight 1143kg A delicate, vivid and unfettered drive; if you want a daily driver, roof. LxWxH 3915x1735x1230 Kerb weight 1090kg
1.2 DPi 83 108 12.7 52.3 120-122 shop elsewhere. LxWxH 3824x1719x1117 Kerb weight 830kg 1.5 Skyactiv-G 132 129 126 8.6 44.1 142
1.0 T-GDi 99 115 10.0 53.3 120 1.8 Sport 240 243 147 4.5 36.2 177 2.0 Skyactiv-G 184 181 124-126 7.9-8.7 37.7-40.4 155
1.0 T-GDi 48V 118 118 9.8 51.4 118-125 1.8 Cup 250 248 149 4.3 36.2 177
McLAREN
Ceed 5dr hatch £20,055–£29,025 AAAAC Exige 2dr coupé/open £66,385–£102,985 AAAAB 720S 2dr coupé/open £221,800–£250,290 AAAAA
Third-generation hatchback can now compete for class honours. Sharp, uncompromising track car. Unforgiving on the road. The start of an era for McLaren and what a way to begin it is.
LxWxH 4310x1800x1447 Kerb weight 1315kg LxWxH 4084x1802x1129 Kerb weight 1125kg LxWxH 4543x2059x1196 Kerb weight 1419kg
1.0 T-GDi 118 116 116 10.9 47.9-50.4 122-126 3.5 V6 Sport 390 397 172 3.8 27.7 230 4.0 V8 710 212 2.9 23.2 276
1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 129-135 3.5 V6 Sport 420 420 180 3.4 28.7 230
1.6 T-GDi 201 198 142 7.5 38.2 153 3.5 V6 Cup 430 430 174 3.3 27.7 230 765LT 2dr coupé £312,800 AAAAB
1.6 CRDi 48V 134 124 9.8 57.6 118-120 Longtail treatment puts a deliciously sharp edge on the 720S.
Defender 110 5dr SUV £49,665–£108,040 AAAAB Evora 2dr coupé £85,285–£88,285 AAAAC LxWxH 4600x2161x1159 Kerb weight 1419kg
Ceed Sportswagon 5dr estate £20,755–£30,540 AAAAC Promises, and delivers, unrivalled off-road performance with Dynamically, it puts nearly everything else in the shade. Shame 4.0 V8 755 205 2.8 23.0 280
All of the above, but with cavernous, more practical load space. on-road niceties. LxWxH 5018x2008x1967 Kerb weight 2209kg about the interior. LxWxH 4084x1802x1129 Kerb weight 1395kg
LxWxH 4600x1800x1465 Kerb weight 1389kg 2.0 P300 298 119 8.1 24.2 263 3.5 V6 GT410 404 174-190 4.1-4.2 25.7-26.7 248 GT 2dr coupé £165,300 AAAAB
1.0 T-GDi 118 116 118 10.9 47.1 121-127 3.0 P400 398 119 6.1 24.6-24.7 260-261 Woking’s most user-friendly car to date is still a McLaren first and
1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131 2.0 P400e 398 119 5.6 85.6 77 M A S E R AT I foremost. LxWxH 4683x2095x1213 Kerb weight 1339kg
1.6 CRDi 48V 134 124 10.0 57.6 121-126 5.0 P525 518 119 5.2 19.1 334 Ghibli 4dr saloon £64,065–£104,960 AAACC 4.0 V8 612 204 3.2 23.7 270
1.6 GDi PHEV 137 106 10.5 118.3-217.2 33 3.0 D200 198 109 10.3 32.2 230 Maser’s compact exec has the allure but lacks power and is poorly
3.0 D250 246 117 8.3 32.2 230 finished in places. LxWxH 4971x1945x1461 Kerb weight 1810kg Senna 2dr coupé £750,000 AAAAA
Proceed 5dr hatch £25,080–£29,840 AAABC 3.0 D300 296 119 7.0 32.2 230 2.0 Hybrid 325 158 5.7 33.2 192 Astounding circuit performance made superbly accessible.
Alluring and interesting, but not quite as special to drive as it looks. 3.0 V6 345 166 5.5 25.2 254 LxWxH 4744x2155x1229 Kerb weight 1309kg
LxWxH 4605x1800x1422 Kerb weight 1405kg Range Rover Evoque 5dr SUV £32,115–£55,350 AAAAC 3.0 V6 S 424 178 4.9 25.0 254 4.0 V8 789 208 2.8 22.7 280
1.5 T-GDi 158 156 128-130 8.6-8.9 43.5-46.3 131-136 Refined, luxurious baby Range Rover has matured for its second 3.8 V8 572 203 4.3 23.0 279
1.6 T-GDi 201 198 140 7.2 39.3 163 generation. LxWxH 4371x1996x1649 Kerb weight 1891kg MERCEDES-BENZ
2.0 P200 198 134 8.0 31.7 201 Quattroporte 4dr saloon £87,565–£128,100 AAACC A-Class 5dr hatch £24,100–£57,235 AAAAC
Xceed 5dr hatch £21,205–£35,055 AAABC 2.0 P250 248 143 7.0 31.6 201 Now a full-sized executive limo, with some added flair. Off the pace A little bit of luxury in a desirable, hatchback-sized package.
Crossover-styled hatch that drives well, but lacks practicality and 2.0 P300 298 150 6.3 31.3 203 in several key areas. LxWxH 5262x1948x1481 Kerb weight 1860kg LxWxH 4419x1992x1440 Kerb weight 1445kg
polish. LxWxH 4395x1826x1483 Kerb weight 1332kg 1.5 P300e 298 132 6.4 166.2-193.5 33-38 1.3 A180 3.0 V6134 134 9.2 345
47.9 168
134-138 5.5 25.0 257
1.0 T-GDi 118 116 115 10.9 45.6 140-146 2.0 D165 163 120 10.1 43.4-45.9 160-171 1.3 A200 3.0 V6 S
161 140 8.2 424
47.9 179
135-145 5.0 24.8 257
1.5 T-GDi 158 156 129 8.7 44.8 142-143 2.0 D200 201 120 8.5 43.8 169 2.0 A250 3.8 V8221 155 6.2 572
41.5 203
155-165 4.5 23.2 277
1.6 GDi PHEV 137 99 10.6 217.3 38 2.0 A250e 215 146 6.6 256.8 25
Range Rover Velar 5dr SUV £51,265–£71,315 AAAAC Levante 4dr SUV £67,220–£125,370 AAACC 2.0 AMG A35 4Matic 302 155 4.7 33.6-35.8 184-193
EV6 5dr hatch £40,895–£51,895 AAAAC The most car-like Landie ever doesn’t disappoint. Expensive, Italian flair and good looks in abundance, but diesel not as 2.0 AMG A45 S 4Matic+ 415 168 3.9 33.6 204-207
Swish, spacious and swift enough to become the pick of the EV though. LxWxH 4804x1930x1685 Kerb weight 1829kg sonorous as petrols. LxWxH 5003x1968x1679 Kerb weight 2109kg 1.5 A180d 114 126 10.0 62.8 127-130
crossover bunch. LxWxH 4680x1880x1550 Kerb weight 2090kg 2.0 P250 248 135 7.5 27.8-29.2 217-229 3.0 V6 339 156 6.0 22.6 283 2.0 A200d 148 137 8.1 58.9 129-139
77.4kWh 226 114 7.3 328 0 3.0 P400 394 155 5.5 27.3-28.0 227-230 3.0 V6 S 424 164 5.2 22.4 286
77.4kWh AWD 321 116 5.2 300 0 2.0 P400e 398 149 5.4 TBC TBC 3.8 V8 GTS 526 180 4.3 17.9 357 A-Class Saloon 4dr saloon £26,195–£45,995 AAABC
2.0 D200 201 130 8.2 41.6 168-178 3.8 V8 Trofeo 572 186 4.1 17.8 359 Larger, more grown-up A-Class adds premium touch to smallest
Soul EV 5dr hatch £34,945 AAAAC 3.0 D300 MHEV 296 143 6.5 36.1-37.2 199-205 Merc saloon. LxWxH 4549x1796x1446 Kerb weight 1465kg
Electric-only hatch with looks that divide opinion, but competitive MC20 2dr coupé £189,520 AAAAB 1.3 A180 134 134 8.9 42.8-48.7 133-137
range. LxWxH 4220x1825x1605 Kerb weight 1757kg Range Rover Sport 5dr SUV £64,685–£114,985 AAAAB A triumphant return to the supercar ranks: fast and thriling, yet 1.3 A200 161 143 8.3 48.7 133-137
64kWh 201 104 7.6 280 0 Bigger and better; a cut-price Range Rover rather than a jumped-up approachable. LxWxH 4669x1981x1693 Kerb weight 1475kg 2.0 A250 221 155 6.3 42.2 154-156
Discovery. LxWxH 4850x2073x1780 Kerb weight 2111kg 3.0 V6 621 203 2.9 24.6 262 2.0 A250e 215 149 6.7 256.8 25
Stinger 4dr saloon £42,905 AAABC 2.0 P300 298 125 7.3 26.1 245 2.0 AMG A35 4Matic 302 155 4.8 32.9-36.7 177-187
Sleek coupé-shaped saloon has the appeal and dynamics to rival 2.0 P400e PHEV 401 137 6.7 75.3-86.9 69 MAZDA 1.5 A180d 114 128 10.2 56.5-64.2 126-129
Europe’s best. LxWxH 4830x1870x1400 Kerb weight 1717kg 3.0 P400 398 140 6.2 27.4 234 2 5dr hatch £16,475–£20,845 AAAAC 2.0 A200d 148 141 8.2 58.9 127-131
3.3 V6 T-GDi 360 168 4.7 27.7 233 5.0 V8 P575 SVR 572 176 4.5 19.6 331 Grown up, well made and drives with charm and vigour; engines
2.0 D250 248 130 8.5 33.1-33.3 224-239 aren’t brilliant. LxWxH 4060x1695x1515 Kerb weight 1141kg CLA Coupé 4dr saloon £31,695–£59,150 AAAAC
Niro 5dr SUV £25,405–£39,645 AAABC 3.0 D300 298 130 7.3 34.1 220-247 1.5 Skyactiv-G 75 74 106 12.1 49.6 121 May use A-Class underpinnings, but engineered to be much
Versatile and well-equipped family transport in a choice of hybrid 3.0 D350 348 140 6.9 29.8 249 1.5 Skyactiv-G 90 88 110 12.1 52.3 122 sportier to drive. LxWxH 4688x1830x1444 Kerb weight 1490kg
and EV flavours. LxWxH 4355x1805x1545 Kerb weight 1500kg 1.5 e-Skyactiv-G 90 88 114 9.8 60.1 107 1.3 CLA 180 133 134 9.0 47.9 138-140
1.6 GDi Hybrid 137 101 11.1 58.9 110-120 Range Rover 5dr SUV £83,525–£179,785 AAAAB 1.5 e-Skyactiv-G 115 113 124 9.1 56.5 113 1.3 CLA 200 161 142 8.2 42.8-47.9 138-140
1.6 GDi Hybrid PHEV 137 107 10.4 201.8 29 Wherever you are, the Rangie envelops you in a lavish, invincible 1.3 CLA 250e 215 149 6.8 282.5 23
39kWh e-Niro 132 96 9.5 180 0 sense of occasion. LxWxH 4999x2220x1835 Kerb weight 2249kg 3 5dr hatch £21,805–£28,905 AAAAC 2.0 CLA 250 222 155 6.3 38.7-42.2 154-155
64kWh e-Niro 198 104 7.5 282 0 3.0 P400 398 140 6.3 26.1-26.7 240 Pleasing dynamism teamed with good practicality and punchy 2.0 AMG CLA 35 4Matic 302 155 4.9 34.9-37.2 177-187
2.0 P400e 399 137 6.8 75.7-85.1 75 diesel engines. LxWxH 4460x1795x1435 Kerb weight 1411kg 2.0 AMG CLA 45 S 4Matic+ 415 168 4.0 33.2 200-202
Stonic 5dr SUV £18,650–£22,700 AAABC 5.0 V8 P525 522 155 5.4 19.7-20.0 318-322 2.0 e-Skyactiv-G 120 122 10.4 50.4 124-127 2.0 CLA 220d 185 152 7.1 53.3-57.7 132
Kia’s first crossover is striking and reasonably good considering 5.0 V8 P565 SVAD 562 155 5.4 18.9 342 2.0 e-Skyactiv-X 186 183 134 8.1 53.3 118-121
the value. LxWxH 4140x1760x1520 Kerb weight 1160kg 3.0 D300 298 130 7.4 33.0 228-238 CLA Shooting Brake 5dr estate £32,695–£60,150 AAABC
1.0 T-GDi 116 115 9.9 46.3-47.1 137 3.0 D350 348 140 7.1 30.5-30.9 240-256 3 saloon 4dr saloon £24,805–£28,905 AAAAC The most practical of the A-Class range, but it suffers for its
Refined and dynamically satisfying in a saloon bodystyle. challenging styling. LxWxH 4688x1830x1447 Kerb weight 1430kg
Sportage 5dr SUV £23,810–£34,700 AAABC Discovery Sport 5dr SUV £32,430–£51,895 AAAAB LxWxH 4460x1795x1440 Kerb weight 1405kg 1.3 CLA 180 133 130 9.2 35.8-40.9 140-141
Good ride, handling and usability. Looks good and is decent value. Seven seats, at home on road and off road, plus new-found 2.0 e-Skyactiv-X 186 183 134 8.1 1.3 CLA 200 161 140 56.5 114-117 8.4 35.3-40.9 141-142
LxWxH 4480x1855x1635 Kerb weight 1454kg desirability. LxWxH 4597x2069x1727 Kerb weight 1732kg 2.0 CLA 250 222 155 6.4 37.7-40.9 157-159
1.6 GDi 128 113 11.1 34.9-35.7 177-184 2.0 P250 247 140 8.1 30.1 211 6 4dr saloon £24,990–£32,370 AAABC 1.3 CLA 250e 215 146 6.9 256.8 24
1.6 T-GDi 172 127 8.9 34.4-34.9 183-184 2.0 P290 288 144 7.5 29.7 214 A compelling mix of size, economy and performance. Interior is a 2.0 AMG CLA 35 4Matic 302 155 4.9 36.2 183-191
1.6 T-GDi AWD 172 125-126 8.8-9.2 31.7-32.5 192-201 1.5 P300e 298 130 6.6 143.4-158.6 40-44 let-down. LxWxH 4870x1840x1450 Kerb weight 1465kg 2.0 AMG CLA 45 S 4Matic+ 415 168 4.0 32.8 203-205
1.6 CRDi 134 48V 132 112 11.6 42.8-43.5 141-161 2.0 D165 162 112 10.6 41.5 179 2.0 Skyactiv-G 143 129 9.9 42.2 152 2.0 CLA 220d 185 147 7.2 43.5-48.7 135-136
2.0 D200 201 117 8.9 41.5 179 2.0 Skyactiv-G 163 134 9.4 42.2 152
Sorento 5dr SUV £39,350–£53,485 AAABC 2.0 Skyactiv-G GT 191 142 8.1 38.2 167 B-Class 5dr hatch £28,050–£38,250 AAABC
Lacks polish, but its abundant utility appeal and value shine Discovery 5dr SUV £53,150–£68,110 AAAAB A slightly odd prospect, but practical and classy nonetheless.
through. LxWxH 4810x1900x1695 Kerb weight 2006kg The country bumpkin given elocution lessons without losing its 6 Tourer 5dr estate £25,990–£33,710 AAABC LxWxH 4393x1786x1557 Kerb weight 1395kg
1.6 T-GDi HEV 226 119 8.7 40.9 158-166 rugged capabilities. LxWxH 4956x2073x1888 Kerb weight 2115kg Attractively styled and spacious inside, but only average to drive. 1.3 B180 134 132 9.0 45.6 140-142
1.6 T-GDi PHEV 261 119 8.4 176.6 38 2.0 P300 296 125 7.3 24.9-25.1 254-256 LxWxH 4805x1840x1480 Kerb weight 1465kg 1.3 B200 159 139 8.2 46.3 140-142
2.2 CRDi 199 127 9.1 42.2 176 3.0 P360 355 130 6.5 26.0-26.4 241-245 2.0 Skyactiv-G 143 128 10.0 41.5 155 1.3 B250e 215 146 6.8 235.4 27
3.0 D250 246 120 8.1 33.4-33.7 220-222 2.0 Skyactiv-G 163 133 9.4 41.5 155 1.5 B180d 114 124 9.8 61.4 137-138
KTM 3.0 D300 296 130 6.8 33.2-33.5 221-223 2.0 Skyactiv-G GT 191 139 8.1 37.2 172 2.0 B200d 148 136 8.3 57.7 134-144
X-Bow 0dr open £57,345–£70,717 AAAAC 2.0 B220d 187 145 7.2 56.5 136-137
Eccentric looks and sharp handling but expensive. LEXUS CX-30 5dr SUV £22,945–£31,700 AAAAC
LxWxH 3738x1915x1202 Kerb weight 847kg ES 4dr saloon £35,905–£49,455 AAABC Dynamic qualities, a classy interior and a handsome look set it C-Class 4dr saloon £38,785–£52,125 AAAAC
2.0 R 290 143 3.9 NA NA Gatecrashes the German-controlled saloon market in a way the GS apart from rivals. LxWxH 4395x1795x1540 Kerb weight 1334kg Sumptuous interior and impressive tech, but let down by harsh
2.0 GT 280 143 4.1 NA NA could never manage. LxWxH 4975x1865x1445 Kerb weight 1680kg 2.0 e-Skyactiv-G 120 116 10.6 47.9 134 suspension. LxWxH 4751x2033x1437 Kerb weight 1650kg
2.5 VVT-i ES 300h 218 112 8.9 53.2 119
1.5 C200 2.0 e-Skyactiv-X 186
221 153 7.3 18344.1 146127 8.3 50.4 127
LAMBORGHINI 2.0 C300 278 155 6.0 42.2 152-159
Huracán 2dr coupé/open £167,180–£262,312 AAAAC LS 4dr saloon £78,925–£105,405 AAABC CX-5 5dr SUV £27,545–£38,785 AAAAC 2.0 C300e 331 152 6.1 256.8 14-24
Junior Lambo mixes usability and drama skilfully, in both coupé Luxury saloon gets more tech and opulence but is let down by its Offers powerful diesel engines and strong performance, plus a 2.0 C220d 218 152 7.3 61.4 120-127
and Spyder forms. LxWxH 4459x1924x1165 Kerb weight 1389kg hybrid powertrain. LxWxH 5235x1900x1460 Kerb weight 2270kg welcoming interior. LxWxH 4550x1840x1675 Kerb weight 1575kg 2.0 C300d 283 155 5.7 55.4 133-139
5.2 V10 Evo RWD 608 202 3.3 20.5 330-335 3.5 V6 VVT-i LS 500h 348 155 5.4 30.7-36.6 175-208 2.0 165 162 125 10.3 38.7 152-154
5.2 V10 Evo 631 201 2.9 20.3 332-338 2.5 194 191 121 9.2 35.3 182 C-Class Estate 5dr estate £40,420–£53,425 AAABC
5.2 V10 STO 631 202 3.0 20.3 331 RC 2dr coupé £64,550–£81,550 AAABC 2.2d 150 148 127 9.9 50.4 151-154 Impressive and tech-filled inside, albeit in a curiously unsatisfying
An also-ran, but the V8 RC F packs plenty of character and handles 2.2d 184 181 129 9.3 42.8 175 dynamic package. LxWxH 4755x2033x1494 Kerb weight 1710kg
Aventador 2dr coupé/open £274,106–£482,962 AAAAC well enough. LxWxH 4695x1840x1395 Kerb weight 1736kg 1.5 C200 221 149 7.5 38.1-43.4 149-168
Big, hairy V12 has astonishing visuals and performance. Handling 5.0 V8 RC F 470 168 4.5 23.9 268 MX-30 5dr SUV £28,545–£35,195 AAAAC 2.0 C300 278 155 6.0 41.0 157
could be sweeter. LxWxH 4797x2030x1136 Kerb weight 1575kg Classy and affordable all-electric crossover marred only by its 2.0 C300e 331 151 6.2 403.6 15
6.5 V12 S 730 217 2.9 15.4 499 LC 2dr coupé/open £81,750–£98,275 AAAAC limited range. LxWxH 4395x1795x1555 Kerb weight 1645kg 2.0 C220d 218 151 7.4 57.7 129
6.5 V12 SVJ 759 217 2.8 15.8 486 Superb-looking coupé shows flickers of what made the LFA great. 35.5kWh 143 87 9.7 124 0 2.0 C300d 283 155 5.8 54.4 136
LxWxH 4770x1920x1345 Kerb weight 1935kg
Urus 5dr SUV £177,297–£197,150 AAAAC 5.0 V8 LC 500 457 168 4.7 34.8 184 MX-5 2dr open £24,055–£30,170 AAAAA C-Class Coupé 2dr coupé £40,120–£84,660 AAAAC
Lambo’s second SUV is more alluring and aims to use the V8’s 3.5 V6 LC 500h 354 155 5.0 24.3 262 Brilliantly packaged, priced and perfectly poised but more vibrant Outgoing two-door keeps a nice balance of style, usability and
power better. LxWxH 5112x2016x1638 Kerb weight 2200kg than the original. LxWxH 3915x1735x1225 Kerb weight 1050kg driver reward. LxWxH 4696x1810x1405 Kerb weight 1505kg
4.0 V8 631 189 3.6 22.2 325 NX 5dr SUV £38,300–£57,810 AAAAC 1.5 Skyactiv-G 132 129 127 8.3 44.1 142 1.5 C200 181 149 7.9 37.7-42.2 155-156
PHEV option and welcome cabin overhaul sustain the allure of the 2.0 Skyactiv-G 184 181 136 6.5 40.4 153 2.0 C300 258 155 6.1 35.8-39.8 161-175
L AN D ROVE R firm’s best-seller. LxWxH 4660x1865x1640 Kerb weight 1990kg 3.0 V6 AMG C43 4Matic 385 155 4.7 28.0-29.4 221-225
Defender 90 5dr SUV £48,910–£105,395 AAAAB 2.5 NX 350h 242 124 7.7 44.1 145 4.0 V8 AMG C63 S 503 180 3.9 25.0-25.5 250
Breadth of capability matches that of the five-door, with even 2.5 NX 450h+ PHEV 306 124 6.3 256-313 20-26 2.0 C220d 192 149 7.0 46.3-52.3 133-145
more kerb appeal. LxWxH 4583x2008x1974 Kerb weight 2190kg 2.0 C300d 4Matic 241 155 6.0 42.8-48.7 151-164
2.0 P300 298 119 7.1 24.6 259-260 RX 5dr SUV £52,665–£64,215 AAABC
3.0 P400 398 119 6.0 25.6 256 Low flexibility, but hybrid powertrain makes a degree of economic C-Class Cabriolet 2dr open £43,695–£87,500 AAAAC
5.0 P525 518 119 5.2 19.3-19.5 327-330 sense. LxWxH 4890x1895x1690 Kerb weight 2100kg Take all the good bits about the coupé and add the ability to take
3.0 D200 198 109 9.8 32.8 226 3.5 V6 RX 450h 308 124 7.7 34.4 185 the roof off. Bingo. LxWxH 4686x1810x1409 Kerb weight 1645kg
3.0 D250 246 117 8.0 32.8 226-227 1.5 C200 181 146 7.9 36.2-40.4 167-168
3.0 D300 296 119 6.7 32.7 226 UX 5dr SUV £25,950–£42,855 AAABC 2.0 C300 258 155 6.3 34.0-37.7 173-184
Refreshingly different premium SUV is a credible, if not class- 3.0 V6 AMG C43 4Matic 385 155 4.8 27.4-28.5 229-231
leading, alternative. LxWxH 4495x1840x1520 Kerb weight 1620kg 4.0 V8 AMG C63 S 503 174 4.1 24.4-24.8 258
2.0 UX 250h 181 110 8.5 50.4 126 2.0 C220d 191 145 7.5 44.8-49.6 141-153
2.0 UX 250h E4 181 110 8.7 47.0 136 2.0 C300d 242 155 6.3 42.2-47.1 153-167
UX 300e 150kWh 201 100 7.5 TBC TBC

6 APRIL 2022 AUTOCAR.CO.UK 75

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GLC 5dr SUV £44,545–£93,400 AAAAC Electric 3dr hatch £28,500–£35,050 AAAAC 2008 5dr SUV £21,365–£38,580 AAAAC
Not exactly exciting to drive, but does luxury and refinement Won’t break records on range or usability, but has plenty of zip and Compact crossover has most rivals licked, but class is still waiting
better than most. LxWxH 4656x1890x1639 Kerb weight 1735kg driver appeal. LxWxH 3850x1727x1414 Kerb weight 1440kg for a game-changer. LxWxH 4300x1770x1550 Kerb weight 1205kg
2.0 GLC 300 4Matic 255 149 6.2 34.4 187-198 33kWh 180 93 7.3
1.2 PureTech 100 144 0 98 115 10.9 52.0 125-127
2.0 GLC 300e 4Matic 320 143 5.7 122.8 53 1.2 PureTech 130 128 122 8.9 50.6 132
3.0 V6 AMG GLC 43 4Matic 388 155 4.9 27.4 233-245 MORGAN 1.2 PureTech 155 153 129 8.2 46.6 141
4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.7 294-296 Plus Four 2dr open £63,605 AAABC 50kWh e-2008 136 93 8.5 191-206 0
2.0 GLC 220d 4Matic 191 134 7.9 47.9 154-167 Morgan’s four-cylinder lifeblood model gets 21st-century 1.5 BlueHDi 98 115 11.4 62.7 118-120
2.0 GLC 300d 4Matic 242 144 6.5 42.8 178-179 underpinnings. LxWxH 3830x1500x1250 Kerb weight 1013kg
2.0 GLC 300de 4Matic 302 143 6.2 148.7 50 2.0 255 149 5.1 38.8 165 3008 5dr SUV £27,555–£47,210 AAAAC
Cleverly packaged Peugeot offers just enough SUV DNA to make
GLC Coupé 5dr SUV £47,420–£95,225 AAAAC Plus Six 2dr open £82,945 AAABC the difference. LxWxH 4447x2098x1624 Kerb weight 1250kg
A coupé-shaped SUV destined to be outrun by the X4 – unless Feels like progress in lots of ways, but not yet the driver’s car it 1.2 PureTech 130 126 117 10.5-10.8 37.2 146-149
you’re in an AMG. LxWxH 4732x1890x1602 Kerb weight 1785kg might be. LxWxH 3890x1756x1220 Kerb weight 1075kg 1.6 Hybrid 223 146 5.9 157-222 29
CLS Coupé 4dr saloon £58,950–£78,740 AAAAC 2.0 GLC 300 4Matic 255 149 6.3 32.8 195-202 3.0 335 166 4.2 38.2 180 1.6 Hybrid4 298 149 5.9 166-235 36
Retains the sleek coupé style and has more tech – without losing 2.0 GLC 300e 4Matic 320 143 5.7 104.6 52-54 1.5 BlueHDi 130 126 119 9.5 55.1 137-139
its allure. LxWxH 4996x1896x1436 Kerb weight 1935kg 3.0 V6 AMG GLC 43 4Matic 388 155 4.9 27.7 232-242 NISSAN
3.0 V6 AMG CLS 53 4Matic+ 429 155 4.5 29.7 216 4.0 V8 AMG GLC 63 S 4Matic+ 502 155 3.8 22.1 290-291 Micra 5dr hatch £14,340–£19,390 AAAAC 5008 5dr SUV £30,010–£41,340 AAAAC
3.0 CLS 300d 4Matic 261 155 6.4 44.1 168 2.0 GLC 220d 4Matic 191 135 7.9 44.1 167-173 Refreshed look and better handling makes it an enticing choice. Less MPV, more SUV, and shares its siblings’ good looks. Competent
3.0 CLS 400d 4Matic 325 155 5.0 38.7 191 2.0 GLC 300d 4Matic 242 145 6.6 40.9 182-184 Has its flaws, though. LxWxH 3991x1743x1455 Kerb weight 1490kg to drive, too. LxWxH 4641x1844x1640 Kerb weight 1511kg
2.0 GLC 300de 4Matic 302 143 6.2 134.5 55
1.2 PureTech 130 1.0 IG-T 92 91 111 11.8 50.4 123-129 126 117 10.4-10.9 46.0 150-153
E-Class 4dr saloon £39,760–£99,565 AAAAC 1.6 PureTech 180 178 135 8.3 39.6 168-170
A wee bit pricey, and less sporting than its rivals, but still comfy EQC 5dr SUV £65,720–£74,610 AAAAB Leaf 5dr hatch £28,495–£34,945 AAAAC 1.5 BlueHDi 130 129 119 10.7 57.3 139-142
and luxurious. LxWxH 4923x1852x1468 Kerb weight 1680kg Brisk, tidy-handling electric SUV has everything needed to do well Better looks, better value and better range from this second-gen 2.0 BlueHDi 180 175 131 9.1 47.3 164-166
2.0 E200 194 149 7.4 38.2 165-166 on UK roads. LxWxH 4762x1884x1624 Kerb weight 2495kg electric hatch. LxWxH 4387x1768x1520 Kerb weight 1245kg
2.0 E300e 315 155 5.8 188.3 41 80kWh 400 4Matic 408 112 5.1 244-255 0 40kWh 147 90 7.9 168 0 P O L E S TA R
3.0 E450 363 155 5.0 31.7 204 62kWh 214 98 6.9-7.3 239 0 1 2dr coupé £139,000 AAAAC
3.0 AMG E53 4Matic+ 429 155 4.5 30.4 212-215 GLE 5dr SUV £64,650–£117,095 AAAAC Limited-run sports GT delivers petrol-electric performance and
4.0 V8 AMG E63 S 4Matic+ 603 155 3.4 22.8-23.7 277 The ML replacement isn’t inspiring to drive but does come with a Juke 5dr hatch £18,840–£25,340 AAABC Swedish styling. LxWxH 4586x2023x1352 Kerb weight 2345kg
2.0 E220d 191 146 7.4 53.3 139-157 classy interior. LxWxH 4819x2141x1796 Kerb weight 2165kg Second-generation crossover is mpressive in some respects, but 2.0 plug-in hybrid 596 155 4.2 353.1 29
2.0 E300d 261 155 6.3 2.9 GLE 450 4Matic 47.9
362 155 5.7 32.5 229153-167 outstanding in few. LxWxH 4135x1765x1565 Kerb weight 1605kg
2.0 E300de 302 149 5.9 2.0 GLE 300d 4Matic 217.3
242 140 7.2 39.2 39
198-207 1.0 DiG-T 114 114 112 10.7 47.9 134-139 2 5dr hatch £40,900–£46,900 AAAAC
2.9 E400d 4Matic 325 155 5.1 2.9 GLE 350d 4Matic 42.2
268 143 6.6 36.2 176-188
206-214 High-rise saloon takes the EV off in a development direction all of
2.0 GLE 350de 4Matic 317 130 6.8 256.8 29 Qashqai 5dr SUV £23,555–£38,285 AAAAC its own. LxWxH 4607x1859x1478 Kerb weight 2048kg
E-Class Estate 5dr estate £42,100–£101,565 AAAAC 2.9 GLE 400d 4Matic 328 152 5.7 35.3 220 Ticks the important family car boxes, but ICE powertrain lacks 63kWh Standard Range 221 99 7.4 273 0
Far more practical than its rivals, but pricier and less sporty than 3.0 V6 AMG GLE 53 4Matic+ 432 155 5.3 26.7 246-248 refinement. LxWxH 4425x2084x1625 Kerb weight 1435kg 78kWh Long Range 228 99 7.4 317 0
those closest to it. LxWxH 4933x1852x1475 Kerb weight 1780kg 4.0 V8 AMG GLE 63 S 4Matic+ 603 155 3.8 TBC 281 1.3 DiG-T 140 138 122 10.2 44.3 143-144 78kWh Long Range AWD 402 127 4.2 298 0
2.0 E200 197 144 7.7 31.0-35.3 173-174 1.3 DiG-T 158 156 123 9.9 41.5-44.4 145
3.0 V6 AMG E53 4Matic+ 429 155 4.6 29.7 216-219 GLE Coupé 5dr SUV £72,215–£125,770 AAAAC PORSCHE
4.0 V8 AMG E63 S 4Matic+ 603 180 3.5 22.6-23.3 282 May not be your idea of a desirable luxury car, but it’s certainly an X-Trail 5dr SUV £26,235–£33,220 AAABC 718 Boxster 2dr open £48,490–£76,905 AAAAB
2.0 E220d 191 142 7.8 50.4 148-161 effective one. LxWxH 4946x2014x1716 Kerb weight 2295kg Shortfalls on refinement and drivability, plus a slight lack of the Our idea of drop-top heaven. Exceptional to drive, whether cruising
2.0 E300d 242 155 6.6 40.4-46.3 156-159 3.0 AMG GLE 53 4Matic 432 155 5.3 25.7 244 original’s character. LxWxH 4640x1820x1710 Kerb weight 1505kg or hurrying. LxWxH 4379x1801x1280 Kerb weight 1335kg
2.0 E300de 302 146 6.0 188.3 41 4.0 AMG GLE 63 S 4Matic 603 174 3.8 TBC 280 1.3 DiG-T 160 158 123 2.0 11.5 37.8-38.5 166-173 290 170 4.9-5.1 32.5 198
2.9 E400d 4Matic 325 155 5.3 40.9 181-192 2.0 GLE 350de 4Matic 320 130 6.9 313.9 23-24 1.7 dCi 150 148 121 2.0 T 10.7 44.5-47.5 155-171 296 170 4.7-5.3 32.5 199
2.9 GLE 400d 4Matic 327 149 5.7 33.6 219 2.5 S 339 177 4.4-4.6 29.1 229
E-Class Coupé 2dr coupé £46,515–£70,590 AAAAC GT-R 2dr coupé £88,365–£184,065 AAAAC 4.0 GTS 396 182 4.5 25.9 247
Big, laid-back four-seat tourer. Borrows looks from the ravishing GLS 5dr SUV £84,430–£171,620 AAABC Monstrously fast Nissan has been tweaked and sharpened. Still a 4.0 Spyder 414 189 4.4 25.4 251
S-Class Coupé. LxWxH 4846x1860x1431 Kerb weight 1685kg The replacement for the massive GL can still seat seven in blunt object, though. LxWxH 4710x1895x1370 Kerb weight 1725kg
2.0 E300 237 155 6.4 31.0 180-182 comfort. LxWxH 5216x2030x1823 Kerb weight 2415kg 3.8 V6 562 196 2.9 20.2 316 718 Cayman 2dr coupé £46,630–£78,495 AAAAA
3.0 E450 4Matic 362 155 5.0 29.1-31.4 201 3.0 GLS 400d 4Matic 327 148 6.3 32.8 227 3.8 V6 Nismo 592 196 2.8 19.7 325 Scalpel-blade incisiveness, supreme balance and outstanding
3.0 AMG E53 4Matic+ 429 155 4.4 30.1-31.4 212-215 4.0 GLS 600 Maybach 549 155 4.9 21.4 304 driver involvement. LxWxH 4379x1801x1295 Kerb weight 1335kg
2.0 E220d 189 145 7.6 43.5-50.4 154-155 4.0 AMG GLS63 625 174 2.0 4.2 290 170 4.9-5.1 32.8
23.7 197 273 NOBLE
3.0 E300d 4Matic 242 155 6.4 42.2-47.9 166-167 AAABC 2.0 T 296 170 4.9-5.3 35.5 198 M600 2dr coupé £248,000–£287,600
2.9 E400d 4Matic 325 155 G-Class 5dr SUV £101,565–£171,715
5.3 TBC AAABC Deliciously natural and involving; a bit ergonomically flawed.
189 2.5 S 339 177 4.4-4.6 29.1 228
Massively expensive and compromised, but with character in LxWxH 4360x1910x1120 Kerb weight 1198kg 4.0 GTS 396 182 4.5 25.9 247
E-Class Cabriolet 2dr open £51,010–£74,140 AAAAC abundance. LxWxH 4866x1984x1969 Kerb weight 2550kg 4.4 V8 662 225 3.0 16.8 333 4.0 GT4 414 188 4.4 25.7 251
Refined and sophisticated four-seater in the same mould as the 3.0 GLE 400d 4Matic 325 130 6.4 25.7 281-282
S-Class Cabriolet. LxWxH 4846x1860x1429 Kerb weight 1780kg 4.0 V8 AMG G63 4Matic 578 137 4.5 18.6-18.8 373 P E U G E O T 911 2dr coupé £86,835–£164,650 AAAAB
2.0 E300 237 155 6.6 30.0 189-190 108 3dr/5dr hatch £13,320–£14,925 AAABC Wider, eighth-generation 911 is still eminently fast, and capable at
3.0 E450 4Matic 362 155 5.8 28.8-30.7 208 MG Sibling car to the Aygo – and a distant second to most city car all speeds. LxWxH 4519x1852x1300 Kerb weight 1565kg
3.0 AMG E53 4Matic 429 155 4.5 29.7-30.7 217-219 3 5dr hatch £12,495 AAABC rivals. LxWxH 3475x1615x1460 Kerb weight 840kg 3.0 Carrera 380 182 4.0 27.4 233
2.0 E220d 189 147 7.8 42.8-48.7 162-163 Neatly tuned and nice sporty styling. Breaks the mould for budget 1.0 72 71 100 13.0 58.9 110 3.0 Carrera 4 380 180 4.0 26.9 238
2.0 E300d 242 155 6.6 40.9-46.3 172 superminis. LxWxH 4018x1729x1507 Kerb weight 1125kg 3.0 Carrera S 444 191 3.7 27.4 234
2.9 E400d 4Matic 325 155 5.4 TBC 193 1.5 VTi-Tech 104 108 10.9 42.3 152 208 3dr/5dr hatch £17,860–£33,975 AAABC 3.0 Carrera 4S 444 190 3.4 26.9 239
A big improvement for Peugeot, if not for the supermini class. 3.0 Carrera GTS 473 193 3.4 24.8-26.4 244-258
S-Class 4dr saloon £90,850–£204,375 AAAAB 5 SW EV 5dr estate £27,595–£31,495 AAABC LxWxH 3475x1615x1460 Kerb weight 1065kg 3.0 Carrera 4 GTS 473 193 3.3 24.8-26.6 240-259
Bristling with technology, luxury and performance. Sets new class Segment-first electric estate could be all the real-world EV you 1.2 PureTech 75 72 106 14.9 58.9 124 3.0 Targa 4 380 179 4.4 26.9 239
standards. LxWxH 5125x1899x1493 Kerb weight 1990kg need. LxWxH 4544x1729x1509 Kerb weight 1532kg 1.2 PureTech 100 98 117 9.9 53.0 124-126 3.0 Targa 4S 444 189 3.8 26.4 244
3.0 S500 440 155 4.9 29.7-35.3 181-201 53kWh 154 115 7.7 214 0 1.2 PureTech 130 128 129 8.7 51.9 128 3.0 Targa 4 GTS 473 193 3.4 24.8-27.1 236-258
3.0 S580e 510 155 5.2 353.1 19 61kWh 154 115 7.7 250 0 50kWh e-208 136 93 8.1 194-217 0 4.0 GT3 503 199 3.4 21.7-21.9 283-304
3.0 S580 Maybach 503 144 4.8 26.2 253-265 1.5 BlueHDi 100 99 117 10.2 70 109-110 3.7 Turbo 572 199 2.8 23.5 271
6.0 V12 S680 Maybach 612 155 4.5 19.8 325 HS 5dr SUV £21,495–£32,595 AAACC 3.7 Turbo S 641 205 2.7 23.5 271
2.9 S350d 286 155 6.4 39.8-42.8 173-190 Goes big on metal for the money but covers its budget roots with 308 5dr hatch £24,000–£38,800 AAAAC
2.9 S400d 328 155 5.4 38.2-38.7 192-196 mixed success. LxWxH 4574x1876x1664 Kerb weight 1489kg Brings electrification and design flair but retains the old model’s 911 Cabriolet 2dr open £96,635–£172,710 AAAAC
1.5 T-GDI 162 118 9.9 36.2-37.2 168 dynamic character. LxWxH 4365x1850x1441 Kerb weight 1288kg Fewer compromises than ever, if rewarding only at full attack.
EQS 5dr saloon £99,995–£113,995 AAAAB 1.5 T-GDI PHEV 254 118 7.1 155.8 43 1.2 PureTech 130 131 130 9.7 52.1 122 LxWxH 4519x1852x1297 Kerb weight 1585kg
Luxurious in every respect and a tantalising showcase for the 1.6 Hybrid 180 140 7.6 213-281 23-30 3.0 Carrera 380 180 4.4 27.2 236
future. LxWxH 5032x1899x1411 Kerb weight 2480kg ZS 5dr SUV £15,995–£33,995 AAACC 1.6 Hybrid 225 225 146 8.0 213-266 24-30 3.0 Carrera 4 380 180 4.4 26.9 238
108kW 450+ 4Matic 325 130 6.2 412-453 0 Much improved on previous MGs, but still lacks the sophistication 1.5 BlueHDi 131 129 10.6 65.4 113-114 3.0 Carrera S 444 190 4.4 27.4 233
of its closest rivals. LxWxH 4314x1809x1611 Kerb weight 1190kg 3.0 Carrera 4S 444 188 3.6 26.6 241
AMG GT 2dr coupé/open £108,390–£377,120 AAAAC 1.5 VTi-Tech 104 109 10.9 41.5 155 308 SW 5dr estate £25,200–£29,530 AAAAC 3.0 Carrera GTS 473 192 3.6 26.9 239
Million-dollar looks and a railgun V8, but extremely firm chassis 1.0T GDi 109 112 12.4 38.6 166 Blends character and practicality, without compromising on the 3.0 Carrera 4 GTS 473 191 3.5 25.0 244
affects its usability. LxWxH 4544x1939x1287 Kerb weight 1615kg 45kWh EV 143 87 8.5 163 0 hatchback’s style. LxWxH 4635x2062x1442 Kerb weight 1345kg 3.7 Turbo 572 199 2.9 23.3 275
4.0 V8 GT 522 193-194 3.7-3.8 21.9-22.1 289-290 73kWh EV 156 108 8.4 273 0 1.2 PureTech 130 131 130 9.9 52.1 122 3.7 Turbo S 641 205 2.8 23.3 275
4.0 V8 GT R 577 198 3.6 22.1 289 1.6 Hybrid 180 139 7.7 213-281 25-30
4.0 V8 GT Black Series 718 202 3.2 22.1 292 MINI 1.6 Hybrid 225 225 146 7.6 213-266 26-30 Panamera 4dr saloon £72,715–£141,780 AAAAA
3dr Hatch 3dr hatch £16,605–£33,800 AAAAB 1.5 BlueHDi 131 129 10.9 65.0 113-114 Revamped big saloon is an absolute belter, making it almost the
AMG GT 4-Door Coupé 4dr saloon £141,855–£146,855 AAAAB Three-pot engines and cleverly designed interior make the Mini a perfect grand tourer. LxWxH 5049x1937x1423 Kerb weight 1815kg
Four-door, four-wheel-drive GT is confusing to contemplate but superb choice. LxWxH 3821x1727x1414 Kerb weight 1190kg 508 4dr saloon £27,865–£53,995 AAAAC 2.9 V6 325 168 5.6 27.7 232
impressive to drive. LxWxH 5054x1953x1447 Kerb weight 2100kg 1.5 One 101 121 10.1-10.2 49.6 130 Stylish and likeable but lacking the polish of more premium rivals. 2.9 V6 4 325 167 5.3 27.2 235
4.0 V8 GT63 S 4Matic+ 630 196 3.2 21.4-22.1 294-298 1.5 Cooper 134 130 7.8-7.9 48.7-49.6 130-132 LxWxH 4750x1859x1430 Kerb weight 1535kg 2.9 V6 4S 434 183 4.3 27.4 234
2.0 Cooper S 189 145-146 6.7-6.8 44.1 145 1.2 PureTech 130 131 127 8.1 49.1 129 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60
GLA 5dr SUV £31,465–£65,390 AAABC 2.0 John Cooper Works 227 152 6.1-6.3 39.8 160 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 2.9 V6 4S E-Hybrid 552 185 3.7 78.5-85.6 60
Not the most practical crossover but good looking and very decent 1.6 Hybrid PSE 355 155 5.2 141.2 42 4.0 V8 GTS 473 186 3.9 23.3 275
to drive. LxWxH 4417x1804x1494 Kerb weight 1395kg 5dr Hatch 5dr hatch £17,305–£25,700 AAAAB 1.5 BlueHDi 130 126 126 10.0 62.0 124 4.0 V8 Turbo S 621 196 3.1 22.1 289
1.6 GLA 180 120 124 8.7-9.0 35.3-40.4 151-155 Mini charm in a more usable package, but still not as practical as 4.0 V8 Turbo S E-Hybrid 690 196 3.2 97.4-104.6 62-66
1.6 GLA 200 152 134 8.1-8.4 34.9-39.8 151-155 rivals. LxWxH 3982x1727x1425 Kerb weight 1240kg 508 SW 5dr estate £30,515–£55,795 AAACC
1.3 GLA 250e 135 137 7.1 201.8 31 1.5 One 101 119 10.6 49.6 130 Bodystyle takes the edge off the 508’s style yet doesn’t fully Panamera Sport Turismo 5dr estate £77,895–£145,000 AAAAB
2.0 GLA 250 4Matic 204 143 6.6 32.5-35.8 172-174 1.5 Cooper 134 129 8.4 48.7-49.6 131-132 address practicality. LxWxH 4778x1859x1420 Kerb weight 1430kg The Panamera in a more practical form, and now it’s a good-looking
2.0 AMG GLA 35 4Matic 302 155 5.2 32.5 186-198 2.0 Cooper S 175 146 6.9 44.1-45.6 141-146 1.2 PureTech 130 131 127 8.3 49.1 129 beast. LxWxH 5049x1937x1428 Kerb weight 1880kg
2.0 AMG GLA 45 S 4Matic+ 415 155 4.3 28.8 215-224 1.6 Hybrid 223 155 8.3 166.0-235.0 27-38 2.9 V6 4 325 163 5.3 26.4 242
2.0 GLA 200d 150 127 8.6-8.9 52.3 121 Convertible 2dr open £21,305–£30.515 AAABC 1.6 Hybrid PSE 355 155 5.2 141.2 42 2.9 V6 4S 434 180 4.3 26.4 242
2.0 GLA 220d 188 136 7.3 49.6 141-149 A fun open-top car but compromised on practicality and dynamics. 1.5 BlueHDi 130 126 129 10.1 62.0 127 2.9 V6 4 E-Hybrid 456 174 4.4 78.5-85.6 60
LxWxH 3821x1727x1415 Kerb weight 1280kg 2.9 V6 4S E-Hybrid 552 182 3.7 78.5-85.6 60
EQA 5dr SUV £43,495–£44,995 AAACC 1.5 Cooper 134 128 8.8 46.3 138-139 4.0 V8 GTS 473 181 3.9 22.8 280
A competent but entirely average electric SUV. For the money, we 2.0 Cooper S 175 143 7.2 42.2 151 4.0 V8 Turbo S 621 196 3.1 21.7 295
expect better. LxWxH 4463x1834x1624 Kerb weight 1965kg 2.0 John Cooper Works 227 150 6.6 39.2 165 4.0 V8 Turbo S E-Hybrid 690 196 3.2 94.2-97.4 65-69
67kWh 250 188 99 8.5 255-264 0
67kWh 300 4Matic 228 99 7.7 260-268 0 Clubman 5dr hatch £23,005–£36,255 AAAAC Taycan 4dr saloon £72,905–£139,335 AAAAB
67kWh 350 4Matic 292 99 6.0 268 0 Cheery and alternative Mini ‘six-door’ takes the brand into new First all-electric Porsche shows the rest of the world how it should
territory. LxWxH 4253x1800x1441 Kerb weight 1375kg be done. LxWxH 4963x1966x1381 Kerb weight 2305kg
GLB 5dr SUV £36,945–£50,205 AAABC 1.5 Cooper 134 128 9.2 47.1 136-137 79kWh 405 143 5.4 220-268 0
Boxy SUV mixes rough-and-tumble styling cues and seven-seat 2.0 Cooper S 175 142 7.3 42.2 152-153 79kWh 4S 527 155 4.0 252 0
versatility. LxWxH 4634x1834x1659 Kerb weight 2085kg 2.0 John Cooper Works All4 302 155 4.9 38.2 169 93kWh 472 143 5.4 253-301 0
1.3 GLB 200 160 129 9.1 40.4 160-165 93kWh 4S 563 155 4.0 287 0
2.0 AMG GLB 35 302 155 5.2 32.5 198 Countryman 5dr hatch £24,805–£37,825 AAABC 93kWh GTS 590 155 3.7 273 0
2.0 GLB 200d 148 127 9.0 47.9 149-156 Bigger than before, but still more funky than useful. Still not all that 93kWh Turbo 670 161 3.2 280 0
2.0 GLB 220d 188 135 7.6 47.9 156-158 pretty, either. LxWxH 4299x2005x1557 Kerb weight 1440kg 93kWh Turbo S 751 161 2.8 256 0
1.5 Cooper 136 124 9.7 44.8 143
1.5 Cooper All4 136 122 10.3 40.9 157-158
1.5 Cooper S E All4 PHEV 217 122 6.8 156.9 41
2.0 Cooper S 192 140 7.5-7.6 42.2-42.8 151-152
2.0 Cooper S All4 192 138 7.6 40.4 158-159
2.0 John Cooper Works All4 302 155 5.1 37.2 174

76 AUTOCAR.CO.UK 6 APRIL 2022

 N E W CAR PR I CES
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Taycan Cross Turismo 5dr estate £81,555–£140,415 AAAAB Superb 5dr hatch £26,415–£42,560 AAAAC SUZUKI
Melds together two vehicle types, and somehow hangs together, Another great Czech value option that’s big on quality and space if Ignis 5dr hatch £14,449–£17,999 AAAAC
brilliantly. LxWxH 4974x2144x1409 Kerb weight 2320kg not on price. LxWxH 4869x1864x1469 Kerb weight 1340kg Cute and rugged-looking 4x4 city car capable of tackling roads
93kWh 4 472 137 5.1 242-283 0 1.5 TSI 150 148 137 9.0-9.2 40.4-44.8 142-157 bereft of asphalt. LxWxH 3700x1660x1595 Kerb weight 855kg
93kWh 4S 563 149 4.1 241-281 0 2.0 TSI 190 188 148 7.7 38.2-39.2 162-168 1.2 Dualjet 12V 83 103 12.7 52.3 110-112
93kWh GTS 590 155 3.7 273 0 2.0 TSI 280 4x4 276 155 5.5 32.2-34.0 188-193 1.2 Dualjet 12V Allgrip 83 103 12.8 48.6 121
93kWh Turbo 670 155 3.3 245-281 0 1.4 iV PHEV 215 138 7.7 148.7-188.3 33-42
93kWh Turbo S 751 155 2.9 241-260 0 2.0 TDI 150 148 138 9.1 54.3-58.9 125-136 Swift 5dr hatch £14,999–£22,070 AAABC
2.0 TDI 200 197 151 7.9 51.4-53.3 140-145 Given mature looks, more equipment and a hybrid powertrain, but
Macan 5dr SUV £49,745–£66,735 AAAAB 2.0 TDI 200 4x4 197 148 7.2 47.9 154 it’s no class leader. LxWxH 3840x1735x1495 Kerb weight 890kg
Spookily good handling makes this a sports utility vehicle in the 1.2 Dualjet 83 12V 82 112 13.1 59.7 106
purest sense. LxWxH 4696x1923x1624 Kerb weight 1770kg Superb Estate 5dr estate £27,695–£43,000 AAAAC 1.2 Dualjet 83 12V Allgrip 82 106 13.8 52.3 121
2.0 263 144 6.4 26.4 228 Even more commendable than above, primarily thanks to its 1.4 Boosterjet 48V Sport 129 130 9.1 50.4 125
3.0 V6 S 377 161 4.8 25.4 251 enormous boot. LxWxH 4856x1864x1477 Kerb weight 1365kg
3.0 GTS 438 169 4.5 25.0 255 1.5 TSI 150 148 132 9.2 S E AT
40.9-45.6 141-157 Swace 5dr estate £27,499–£29,299 AAABC
AAABC 2.0 TSI 190 Mii Electric 5dr hatch £22,800
188 143 7.7 39.8-40.9 162-168 Rebadged Toyota Corolla Touring Sports serves as a useful addition
Cayenne 5dr SUV £63,230–£129,370 AAAAB Not as desirable or plush as the e-Up but nearly as good to drive. 2.0 TSI 280 4x4 276 155 5.3 33.2-34.0 188-194 to Suzuki’s line-up. LxWxH 4655x1790x1460 Kerb weight 1420kg
Refreshed look, improved engines and interior, and a better SUV LxWxH 3557x1643x1474 Kerb weight 1160kg 1.4 iV PHEV 215 140 7.8 148.7-188.3 33-42 1.8 Hybrid 120 112 11.1 64.2 99
overall. LxWxH 4926x2194x1673 Kerb weight 2175kg 37kWh electric 81 81 12.3 162 0 2.0 TDI 150 148 133 9.2 53.3-57.7 129-140
3.0 V6 335 152 6.2 22.6-24.6 259-283 2.0 TDI 200 197 145 7.9 49.6-51.4 140-144 Vitara 5dr SUV £22,249–£27,049 AAABC
3.0 V6 E-Hybrid 456 157 5.0 76.3-91.1 71-83 Ibiza 5dr hatch £16,495–£20,605 AAAAB 2.0 TDI 200 4x4 197 142 7.3 47.9 157 Utterly worthy addition to the class drives better than most.
2.9 V6 S 340 152 6.2 21.9-23.9 268-292 Reinvigorated Ibiza is more mature and takes the class honours LxWxH 4175x1775x1610 Kerb weight 1075kg
4.0 V8 GTS 453 168 4.8 20.0-21.2 301-219 from the Fiesta. LxWxH 4059x1780x1444 Kerb weight 1091kg Kamiq 5dr SUV £19,095–£26,075 AAABC 1.4 Boosterjet 48V 127 118 9.5 52.7 128
4.0 V8 Turbo 542 178 4.1 20.0-20.9 305-319 1.0 MPI 80 79 106 14.6 50.4-52.3 122-128 Skoda’s supermini platform has birthed a practical but predictable 1.4 Boosterjet 48V Allgrip 127 118 10.2 45.2 140
4.0 V8 S E-Hybrid 671 183 3.8 68.9-74.3 86-92 1.0 TSI 95 93 113 10.9 52.3 124-125 compact crossover. LxWxH 4241x1793x1553 Kerb weight 1251kg
1.0 TSI 110 109 121 10.3 51.4 123-124 1.0 TSI 95 93 112 11.1 49.6 129 SX4 S-Cross 5dr SUV £24,999–£29,799 AAACC
Cayenne Coupé 5dr SUV £67,880–£146,210 AAAAC 1.0 TSI 115 112 120 9.9 47.1-49.6 130-136 Latest round of updates help keep it a decent budget offering.
Little different to drive from the standard car but certainly has an Leon 5dr hatch £20,855–£36,190 AAAAC 1.5 TSI 150 148 132 8.3 46.3-47.9 133-139 LxWxH 4300x1785x1593 Kerb weight 1305kg
appeal all of its own. LxWxH 4931x1983x1676 Kerb weight 2030kg A creditable effort and a notable improvement in form, with plenty 1.4 Boosterjet 48V 127 121 10.2 53.2 120
3.0 V6 335 150 6.0 22.6-24.4 263-283 of niche appeal. LxWxH 4282x1816x1459 Kerb weight 1202kg Karoq 5dr SUV £23,675–£35,660 AAAAC 1.4 Boosterjet 48V Allgrip 127 118 10.2 46.3 139
3.0 V6 E-Hybrid 456 157 5.1 76.3-88.3 73-85 1.0 TSI 110 108 122 10.9 51.4-52.3 123-126 Yeti replacement may not have its forebear’s quirkiness, but it’s
2.9 V6 S 428 163 5.0 21.9-23.5 271-292 1.0 eTSI 108 119 10.8 50.4-51.4 124-129 brilliant otherwise. LxWxH 4382x1841x1603 Kerb weight 1265kg Across 5dr SUV £45,599 AAABC
4.0 V8 GTS 453 168 4.5 20.2-21.2 302-318 1.5 TSI EVO 130 128 129 9.4 49.6-51.4 124-128 1.0 TSI 110 108 117 11.1 44.8-47.9 133-143 Rebadged Toyota PHEV plunges Suzuki convincingly into several
4.0 V8 Turbo 533 178 3.9 20..0-20.9 307-319 1.5 TSI EVO 150 148 135 8.7 48.7 133 1.5 TSI 150 148 126 8.1-8.3 42.8-44.8 143-149 new segments. LxWxH 4635x1855x1690 Kerb weight 1915kg
4.0 V8 S E-Hybrid 671 183 3.8 68.9-74.3 87-92 2.0 TSI EVO 190 188 144 7.4 42.2 131-154 20 TSI 190 4x4 188 132 7.3 33.2 191 2.5 PHEV 182 112 6.0 282.4 22
4.0 V8 GT 632 186 3.1 20.0 319 1.4 eHybrid PHEV 201 137 7.5 235.4 26-28 2.0 TDI 116 114 118 10.6 58.9 126
2.0 TDI 150 113 124 10.2 64.2-65.7 113-115 2.0 TDI 150 148 127 9.0 50.4-52.3 142-148 TESLA
RADICAL 2.0 TDI 150 4x4 148 121 8.8 42.8 172-174 Model S 5dr hatch £91,980–£118,980 AAAAB
Rapture 0dr open £110,000 AAABC Leon Estate 5dr estate £23,065–£37,470 AAAAC Large range makes it not only a standout EV but also the future of
Not as well mannered as some lightweights but spectacular in its Good-looking and responsive hatchback-turned-estate. Enyaq iV 5dr SUV £34,510–£46,610 AAAAC luxury motoring. LxWxH 4978x1963x1445 Kerb weight 2108kg
track-day element. LxWxH 4100x1790x1130 Kerb weight 765kg LxWxH 4549x1816x1454 Kerb weight 1236kg Practical, rangy, and well priced. Hits a sweet spot in the EV Long Range 670 155 3.1 405 0
2.2 Turbo 360 165 3.1
1.0 TSI 100 NA NA 108 124 11.2 49.6-51.4 126-129 market. LxWxH 4649x1879x1621 Kerb weight 1917kg Plaid 1020 200 2.0 396 0
1.0 eTSI 108 124 10.9 49.6 130 62kWh 60 177 99 8.7 256 0
RXC GT 2dr open £145,000 AAABC 1.5 TSI EVO 130 128 130 9.7 49.6-51.4 125-128 82kW 80 201 99 8.5 331 0 Model 3 4dr saloon £40,990–£59,990 AAAAC
Designed for pounding around a track; out of its element on the 1.5 TSI EVO 150 148 135 8.9 47.9-48.7 132-133 82kWh 80x Sportline 263 99 6.9 303 0 Lowest-price, biggest-volume Tesla yet arrives in the UK after
road. LxWxH 4300x1960x1127 Kerb weight 1125kg 2.0 TSI EVO 188 145 7.6 42.2 151-152 wooing the US. LxWxH 4694x1849x1443 Kerb weight 1726kg
3.5 V6 400 400 179 2.8 NA NA 1.4 eHybrid PHEV 201 137 7.5 235.4 26-28 Kodiaq 5dr SUV £28,195–£45,170 AAAAC Standard Plus 320 140 5.3 267 0
3.5 V6 650 650 180 2.7 NA NA 2.0 TDI 113 124 10.5 64.2-65.7 114-116 Skoda’s first seven-seat SUV is a viable alternative to a traditional Long Range 434 145 4.2 360 0
MPV. LxWxH 4697x1882x1676 Kerb weight 1430kg Performance 522 162 3.1 352 0
R E N A U LT Arona 5dr SUV £19,260–£25,045 AAAAC 1.5 TSI 150 148 123 9.3 37.2-39.2 164-172
Twizy 2dr hatch £11,995–£12,695 AAABC Seat’s second SUV doesn’t disappoint, with it taking charge of the 2.0 TSI 190 4x4 188 TBC TBC 32.1-32.5 196-200 Model X 5dr SUV £98,980–£110,980 AAAAB
Zany solution to personal mobility is suitably irreverent and class dynamically. LxWxH 4138x1780x1543 Kerb weight 1165kg 2.0 vRS 242 144 6.6 32.5 198 A genuine luxury seven-seat electric SUV that also has a large
impractical. LxWxH 2338x1381x1454 Kerb weight 474kg 1.0 TSI 95 93 107 11.2 51.4 124 2.0 TDI 150 148 123 9.8 46.3-47.9 154-161 range. LxWxH 5036x2070x1684 Kerb weight 2459kg
6kWh 17 50 na 62 0 1.0 TSI 115 113 113 9.8-10.0 47.9-53.3 121-134 2.0 TDI 150 4x4 148 120 9.6 44.8-47.9 155-165 Long Range 670 155 3.8 348 0
1.5 TSI EVO 150 148 127 8.3 44.8-45.6 140-143 2.0 TDI 200 4x4 197 131 7.8 41.5-42.5 175-178 Plaid 1020 163 2.5 340 0
Zoe 5dr hatch £30,095–£34,795 AAABC
A far more practical zero-emission solution. Attractive price, too. Ateca 5dr SUV £24,560–£36,570 AAAAB S M A R T Model Y 5dr SUV £54,935–£64,935 AAAAC
LxWxH 4084x1730x1562 Kerb weight 1470kg Seat’s first SUV is very good. So good, in fact, it’s a Qashqai beater. EQ Fortwo 3dr hatch/open £21,700–£27,995 AABCC A compelling proposition, with respectable dynamics and a long
50kWh R110 107 84 11.4 233 0 LxWxH 4363x1841x1601 Kerb weight 1280kg Pricey, EV-only two-seater has urban appeal but is short on range. LxWxH 4751x2129x1624 Kerb weight 2072kg
50kWh R135 132 87 9.5 232 0 1.0 TSI 110 108 112 11.4 44.1-46.3 139-146 performance. LxWxH 2695x1663x1555 Kerb weight 1085kg Long Range 434 133 5.0 315 0
1.5 TSI EVO 150 148 124 8.5 42.2-43.5 149-152 17kWh 79 81 11.6-11.9 81-84 0 Performance 563 155 3.5 303 0
Clio 5dr hatch £16,200–£23,600 AAAAC 2.0 TSI 190 188 133 7.0 34.9-35.3 181-183
Plusher, smoother and much more mature. A car of substance as 2.0 TDI 116 114 115 10.9 54.3-55.4 135-137 EQ Forfour 5dr hatch £22,295–£23,445 AABCC T OYO TA
well as style. LxWxH 4047x1728x1440 Kerb weight 1148kg 2.0 TDI 150 148 126 9.3 55.4-58.9 141-166 Four doors bring more mainstream practicality, but still hobbled by Aygo 3dr hatch £13,145–£15,695 AAACC
1.0 SCe 65 64 99 17.1 54.3 117 2.0 TDI 150 4Drive 148 122 8.7 47.1-48.7 141-166 low range. LxWxH 3495x1665x1554 Kerb weight 1200kg Impactful styling does a lot to recommend it, but not as refined nor
1.0 TCe 90 88 112 12.2 54.4 117 17kWh 79 81 12.7 84 0 as practical as some. LxWxH 3455x1615x1460 Kerb weight 840kg
1.6 E-Tech Hybrid 138 112 9.9 65.7 96 Tarraco 5dr SUV £30,080–£43,350 AAAAC 1.0 VVT-i 71 99 13.8 56.5 114
Seat’s largest SUV brings a hint of youthful exuberance to a S S A N G YO N G
Mégane 5dr hatch £21,960–£38,035 AAABC practical category. LxWxH 4735x1839x1674 Kerb weight 1845kg Tivoli 5dr SUV £14,360–£21,860 AAABC Yaris 5dr hatch £20,210–£24,420 AAABC
Stylish and refined but bland. Trophy-R hot hatch an altogether 1.5 TSI EVO 150 148 124 9.9 38.7-41.5 155-166 Trails the Duster as the best-value small crossover – but not by Stylish interior but ultimately a scaled-down version of bigger
different prospect. LxWxH 4359x1814x1447 Kerb weight 1340kg 2.0 TSI 4Drive 190 188 130 8.0 31.0-31.7 201-207 much. LxWxH 4195x1795x1590 Kerb weight 1270kg Toyotas. LxWxH 3495x1695x1510 Kerb weight 1310kg
1.6 E-Tech PHEV 153 109 9.4 235.4 28 2.0 TSI 245 242 142 6.2 32.1-32.8 195-200 1.2P 128 126 112 10.6 47.9 158 1.5 VVT-i Hybrid 114 109 9.7 65.7-68.9 92-98
1.8 RS 300 298 162-163 5.4-5.7 34.9 184 2.0 TDI 150 148 124 10.2 49.6-52.3 144-150 1.5P 163 160 112 tbc 42.8 161-164
2.0 TDI 200 4Drive 197 130 7.8 41.5-42.8 172-178 1.6D 136 130 108 tbc 50.4 145 GR Yaris 5dr hatch £30,020–£33,520 AAAAA
Mégane Sport Tourer 5dr estate £30,995–£32,995 AAABC Focused, exhilarating all-wheel-drive hot hatch is the most exciting
Stylish and refined estate car is still bland like the hatch. Smaller Korando 5dr SUV £20,420–£32,770 AAACC Toyota in ages. LxWxH 3995x1805x1455 Kerb weight 975kg
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than its predecessor. LxWxH 4626x1814x1457 Kerb weight 1409kg Fabia 5dr hatch £14,905–£19,330 AAAAC Competitive towing capabilities and generous kit, but still lacks 1.6 AWD 253 143 5.5 TBC 186
1.6 E-Tech PHEV 153 111 9.8 217.3 29-30 Strong ergonomics and fine road manners – if you buy one of the dynamics. LxWxH 4450x1870x1629 Kerb weight 1610kg
more powerful models. LxWxH 4108x1780x1459 Kerb weight 1119kg 1.5 GDI-Turbo 160 119 12.0 37.2 172 Yaris Cross 5dr SUV £22,515–£30,545 AAABC
Captur 5dr SUV £19,300–£32,695 AAAAC 1.0 MPI 65 63 106 15.9 55.4-58.9 114 1.6 D 2WD 133 112 12.0 45.2 159-164 A credible compact SUV, buoyed by good driving dynamics and
Jacked-up Clio is among the better downsized options. Stylish and 1.0 MPI 80 78 111 15.5 55.4 116 1.6 D 4WD 133 112 12.0 41.5 178 efficiency. LxWxH 4180x1765x1595 Kerb weight 1175kg
fluent-riding. LxWxH 4122x1778x1566 Kerb weight 1184kg 1.0 TSI 93 121 10.6 55.4 115-116 1.5 Hybrid 114 106 7.0 56.5-64.2 100-112
1.0 TCe 90 89 104 8.7 47.9 133-134 1.0 TSI 110 109 127 9.7 57.6 113-127 Musso 5dr SUV £28,128–£37,728 AAACC 1.5 Hybrid AWD 114 106 7.3 55.4 115
1.3 TCe 140 138 122 9.2 48.7 134-135 Practical pick-up has a refined engine and direct steering, but ride
1.6 E-Tech Hybrid 140 106 10.6 56.5 113-114 Fabia Estate 5dr estate £17,640–£19,090 AAAAC needs refinement. LxWxH 5095x1950x1840 Kerb weight 2155kg Corolla 5dr hatch £24,485–£30,025 AAAAC
1.6 E-Tech PHEV 156 107 10.1 217.3 30-33 Outgoing, previous-generation wagon still majors on boot space. 2.2d 181 178 115-121 12.2 28.2-31.8 231-261 Rebranded hatch has rolling refinement, interior ambience and
LxWxH 4262x1732x1467 Kerb weight 1182kg affable handling. LxWxH 4370x1790x1435 Kerb weight 1340kg
Kadjar 5dr SUV £25,200–£28,200 AAABC 1.0 TSI 95 94 115 10.9 50.4-52.3 121-126 Rexton 5dr SUV £38,035–£40,705 AAABC 1.8 VVT-i Hybrid 122 111 10.9 57.6-62.8 102-112
Fine value, practical, decent to drive and good-looking, but the A vast improvement. Better on the road but without ditching its 2.0 VVT-i Hybrid 180 111 7.9 53.3-57.6 111-120
Qashqai is classier. LxWxH 4449x1836x1607 Kerb weight 1306kg Scala 5dr hatch £17,585–£24,955 AAAAC argicultural roots. LxWxH 4850x1960x1825 Kerb weight 2102kg
1.3 TCe 140 138 124 9.8 45.6 143-147 Undercuts rivals on price and ushers in a sharp new design 2.2d 181 178 115 11.3-11.9 32.9 205-227 Corolla Touring Sports 5dr estate £25,755–£31,960 AAAAC
language for Skoda. LxWxH 4362x1793x1471 Kerb weight 1381kg More practical estate bodystyle proves just as capable with hybrid
Arkana 5dr SUV £25,300–£30,900 AAABC 1.0 TSI 95 94 118 11.0 53.3 119-120 SUBARU power. LxWxH 4650x1790x1435 Kerb weight 1440kg
Showy styling clothes an eminently sensible but unspectacular 1.0 TSI 110 108 123 10.1 51.4-53.3 120-124 Levorg 5dr estate £34,810 AAACC 1.8 VVT-i Hybrid 122 111 11.1 56.5-62.8 103-113
car. LxWxH 4568x1820x1576 Kerb weight 1435kg 1.5 TSI 150 148 137 8.2 50.4-51.4 125-128 Impressively practical but only offered with an automatic gearbox 2.0 VVT-i Hybrid 180 111 8.1 53.3-56.5 112-121
1.3 TCe Mild Hybrid 140 138 127 9.8 48.7 132 and one trim. LxWxH 4690x1780x1490 Kerb weight 1568kg
1.6 E-Tech Hybrid 145 143 107 10.8 58.9 108 Octavia 5dr hatch £21,700–£36,720 AAAAC 2.0i 148 121 11.7 32.6 196 Prius 5dr hatch £24,880–£29,540 AAAAC
Does comfort and practicality like no other. Good, frugal engines Better all round compared with its predecessors. Challenging
R O L L S - R OYC E too. LxWxH 4689x1829x1470 Kerb weight 1225kg XV 5dr SUV £28,360–£33,680 AAACC looks, though. LxWxH 4540x1760x1470 Kerb weight 1375kg
Wraith 2dr coupé £274,300–£314,500 AAAAB 1.0 TSI 110 113 129 10.5-10.8 54.3-56.5 115-117 No-nonsense crossover doesn’t quite make enough sense. 1.8 VVT-i Hybrid 120 112 10.6 58.9-67.3 94-109
An intimate and involving Rolls. Not as grand as some, but other 1.5 TSI 150 148 143 8.5 52.3-53.3 121-123 LxWxH 4450x1780x1615 Kerb weight 1355kg
traits make it great. LxWxH 5285x1947x1507 Kerb weight 2360kg 1.4 TSI iV PHEV 201 136 7.7 235.4 21 1.6i 112 109 13.9 TBC 180 Prius Plug-in Hybrid 5dr hatch £32,645–£34,745 AAAAC
6.6 V12 624 155 4.6 18.5-18.6 347-348 1.4 TSI iV vRS PHEV 242 139 7.3 233.5 27 2.0i 154 120 10.4 35.7 180 Plug-in version is clever and appealing. Seems more comfortable in
2.0 TSI vRS 242 155 6.8 40.9 157 2.0i e-Boxer 148 120 10.4 35.7 180 its skin. LxWxH 4645x1760x1470 Kerb weight 1530kg
Dawn 2dr open £297,700–£337,900 AAAAB 2.0 TDI 116 114 131 10.3 68.9 109 1.8 VVT-i Hybrid 120 101 11.1 188.3-217.3 29-35
Essentially as Wraith, except with a detuned engine and in elegant 2.0 TDI 150 148 143 8.7 64.2-67.3 109-115 Forester 5dr estate £36,360–£39,360 AAACC
convertible form. LxWxH 5295x1947x1502 Kerb weight 2560kg 2.0 TDI 200 vRS 197 154 7.4 56.5 130 Solid, spacious and wilfully unsexy. A capable 4x4 nonetheless. Mirai 4dr saloon £49,995–£64,995 AAAAC
6.6 V12 563 155 5.0 16.8-17.4 367-380 2.0 TDI 200 vRS 4x4 197 150 6.8 51.4 145 LxWxH 4610x1795x1735 Kerb weight 1488kg A courageous endeavour, and one with the trappings of future
2.0i e-Boxer 148 117 11.8 34.7 185 acceptability. LxWxH 4975x1885x1470 Kerb weight 1905kg
Ghost 4dr saloon £261,100–£293,500 AAAAC Octavia Estate 5dr estate £22,680–£36,055 AAAAC Hydrogen FCV 174 109 9.0 69.4mpkg 0
‘A ffordable’ Rolls is a more driver-focused car than the Phantom. Class-leading amount of space and practicality. Comfortable, too. Outback 5dr estate £33,995–£39,495 AABCC
Still hugely special. LxWxH 5399x1948x1550 Kerb weight 2360kg LxWxH 4667x1814x1465 Kerb weight 1247kg Acceptable in isolation, but no class leader. C-HR 5dr SUV £27,440–£33,570 AAAAC
6.6 V12 563 155 4.9-5.0
18.5-18.6 347-348 1.0 TSI 110 113 125 10.6-10.9 53.3-54.3 118-119 LxWxH 4815x1840x1605 Kerb weight 1612kg Coupé-shaped crossover certainly turns heads and impresses on
1.5 TSI 150 148 139 8.4 50.4-52.3 123-126 2.5i 172 130 10.2 33.0 193 the road. LxWxH 4360x1795x1565 Kerb weight 1320kg
Phantom 4dr saloon £378,700–£450,700 AAAAA 1.4 TSI iV PHEV 201 136 7.8 256.8 30 1.8 Hybrid 119 105 11.0 57.7-58.9 109-110
Phantom takes opulent luxury to a whole new level. 1.4 TSI iV vRS PHEV 242 139 7.3 217.3 27 2.0 Hybrid 181 112 8.2 53.3-54.3 119
LxWxH 5762x2018x1646 Kerb weight 2560kg 2.0 TSI vRS 242 155 6.8 40.4 159
6.75 V12 563 155 5.1-5.2 18.6-18.8 341-344 2.0 TDI 116 114 128 10.4 67.3 111 RAV4 5dr SUV £31,095–£50,895 AAACC
2.0 TDI 150 148 139 8.8 62.8-65.7 112-118 A solid option but ultimately outgunned by Korean competition.
Cullinan 4dr SUV £279,100–£320,500 AAAAC 2.0 TDI 200 vRS 197 152 7.4 55.4 132 LxWxH 4605x1845x1675 Kerb weight 1605kg
Big, bold new 4x4 begins the next era for the brand, with a model 2.0 TDI 200 vRS 4x4 197 147 6.8 50.4 147 2.5 Hybrid 194 112 8.4 50.4-51.3 126-131
that convinces. LxWxH 5341x2164x1835 Kerb weight 2730kg 2.5 Hybrid AWD 194 112 8.1 47.9-48.7 131-134
6.75 V12 563 155 5.2 17.3-18.1 355-370 2.5 PHEV 302 112 6.0 TBC TBC

6 APRIL 2022 AUTOCAR.CO.UK 77

 N E W CAR PR I CES
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Land Cruiser 5dr SUV £42,405–£57,680 AAABC ID 4 5dr SUV £34,995–£55,555 AAAAC V O LV O
Likeably simple, functional, and worth considering if you need a Impressively refined and versatile SUV marks VW out as a maker of S60 4dr saloon £40,345–£47,475 AAAAC
dual-purpose SUV. LxWxH 4335x1885x1875 Kerb weight 2010kg fine electric cars. LxWxH 4584x1852x1640 Kerb weight 1890kg Fresh-faced saloon now sits comfortably among the ranks of its
2.8 D-4D 201 109 12.7 29.1-31.0 239-250 109kW 52kWh 148 99 10.9 213 0 German peers. LxWxH 4761x1916x1437 Kerb weight 1616kg
125kW 52kWh 170 99 9.0 213 0 2.0 B5P 246 112 6.7 41.5 153
Highlander 5dr SUV £50,610–£52,590 AAABC 150kW 77kWh 204 99 8.5 317 0 2.0 T8 Recharge PHEV 384 112 4.6 122.8-176.5 42
Seven-seater bucks the trend of large hybrid SUVs being of the 220kW GTX 299 112 6.2 301 0
plug-in variety. LxWxH 4966x1930x1755 Kerb weight 2050kg V60 5dr estate £34,835–£48,150 AAAAB
2.5 Hybrid 244 112 8.3 39.8 159-160 Passat 4dr saloon £28.205–£40,820 AAAAC Spacious and comfortable, with a characterful, Scandi-cool design.
Lands blows on rivals with its smart looks, civilised refinement, LxWxH 4761x1916x1427 Kerb weight 1729kg
GR Supra 2dr coupé £46,010–£54,365 AAAAC quality and usability. LxWxH 4767x2083x1476 Kerb weight 1367kg 2.0 B3 161 112 9.1 40.9 155
Brings welcome muscle, fun and variety to the affordable sports 1.5 TSI EVO 150 148 137 8.7 46.3-47.9 139-146 2.0 B4 197 112 8.0 41.5 152
car class. LxWxH 4379x1292x1854 Kerb weight 1541kg 1.4 TSI GTE PHEV 215 138 7.4 217.3 30 2.0 B5 246 112 6.8-6.9 37.7-40.4 157-170
2.0i 250 155 5.2 38.7 167 2.0 TDI 122 120 127 11.3 58.91 125 2.0 B6 297 112 6.0 36.2 175
3.0i 335 155 4.3 34.5 188 2.0 TDI 150 148 139 8.9 58.9-60.1 124-127 2.0 T6 Recharge PHEV 335 112 4.6 362.6 18
Honda Civic VA U X H A L L
2.0 TDI 200 197 147 7.4 53.3 138 2.0 B4D 197 112 7.6 47.0-50.4 146-156
On sale October, price £24,000 (est) Corsa 5dr hatch £17,015–£33,545 AAABC Passat Estate 5dr estate £30,515–£42,845 AAAAC V60 Cross Country 5dr estate £42,370–£42,970 AAAAC
The all-new 11th iteration of Honda’s family Improved in many ways but lacks the appeal to match its price. EV All the Passat’s redeeming features in spacious, practical estate Brings extra ride height, all-wheel drive and off-road body cladding.
hatchback comes as a hybrid only, pairing is more likeable. LxWxH 4060x1765x1433 Kerb weight 1141kg form. LxWxH 4767x2083x1516 Kerb weight 1395kg LxWxH 4784x1916x1499 Kerb weight 1792kg
a newly developed Atkinson-cycle 2.0-litre 1.2 75 72 108 13.2 53.3 125 1.5 TSI EVO 150 148 133 8.9 44.8-45.6 144-151 2.0 B5P 248 112 6.9 35.8 180
1.2 100 97 121 9.9 48.7-52.3 126-134 1.4 TSI GTE PHEV 215 138 7.6 201.8 33 2.0 B4D 197 112 8.2 47.9 155
petrol engine with two electric motors to 50kWh E 132 93 8.1 209 0 2.0 TDI 122 120 123 11.5 57.6 129
produce 181bhp and 232lb ft of torque while 1.5 Turbo D 102 98 117 10.2 70.0 109-110 2.0 TDI 150 148 130-132 9.1 56.5-57.6 128-132 S90 4dr saloon £57,775–£58,550 AAAAC
emitting less than 110g/km of CO2 . The new 2.0 TDI 200 197 145 7.6 52.3 143 Volvo’s mid-sized exec majors on comfort, style and cruising
Astra 5dr hatch £20,235–£26,925 AAAAC ability. LxWxH 4963x2019x1443 Kerb weight 1665kg
Civic’s exterior design is more restrained Good handling and nice engines, but its working-class roots still Arteon 4dr saloon £34,725–£51,765 AAABC 2.0 T8 Recharge PHEV 384 112 5.1 TBC TBC
than the current one. A longer wheelbase show through. LxWxH 4370x1809x1485 Kerb weight 1244kg VW’s flagship saloon is well made and luxurious but rather bland to
affords more rear leg room, plus the 1.2 Turbo 110 108 124 10.2 54.3 119 drive. LxWxH 4862x1871x1450 Kerb weight 1505kg V90 5dr estate £42,045–£58,300 AAAAC
1.2 Turbo 130 128 134 9.9 54.3 119 1.5 TSI 150 148 137 8.9 42.8-44.8 144-151 Luxury estate takes on the 5 Series and the E-Class. Comfy and a
minimalist interior features a new 9.0in 1.2 Turbo 145 143 137 9.7 54.3 121-124 2.0 TSI 190 187 149 7.9 36.2-38.2 168-178 good cruiser. LxWxH 4936x2019x1475 Kerb weight 1679kg
touchscreen. The Civic is also claimed to be 1.5 Turbo D 105 102 124 10.2 65.7 113
1.4 TSI eHybrid 218 138 7.8 217.3 30-31 2.0 B4P 197 112 7.9 40.9 158
more enjoyable to drive, more comfortably 1.5 Turbo D 122 118 127-130 9.7-10.2 64.2 115
2.0 TSI R 4Motion 316 155 4.9 31.0 207 2.0 B5P 246 112 6.9 36.6-40.4 159-175
2.0 TDI 150 148 137 9.5 55.4-58.9 126-134 2.0 B6P 297 112 6.2 34.4-36.2 178-184
riding and more refined than before. Astra Sports Tourer 5dr estate £21,190–£27,460 AAAAC 2.0 TDI 200 197 147 7.9 51.4-54.3 137-145 2.0 T6 Recharge PHEV 335 112 5.9 TBC TBC
More composed and practical than the hatchback. 2.0 TDI 200 4Motion 197 145 7.4 46.3 159 2.0 B4D 197 112 8.8 44.8-49.5 149-164
LxWxH 4702x1809x1510 Kerb weight 1273kg
APRIL
1.2 Turbo 130 128 134 9.5 53.3 119 Arteon Shooting Brake 5dr estate £36,110–£53,270 AAABC V90 Cross Country 5dr estate £51,785–£55,660 AAAAC
Alpina B4 Gran Coupé, D4 Gran Coupé, Aston Martin 1.2 Turbo 145 142 137 9.0 54.3 119 Hybrid option and estate bodystyle’s extra versatility enhance the Volvo’s large comfy estate given a jacked-up, rugged makeover.
1.5 Turbo D 122 118 130 9.8 55.4-64.2 116-113 Arteon’s appeal. LxWxH 4866x1871x1450 Kerb weight 1529kg LxWxH 4936x2019x1543 Kerb weight 1826kg
DBX 707, V12 Vantage, Bentley Flying Spur PHEV, 1.5 TSI 150 148 135 8.9 42.2-43.5 145-153 2.0 B5P AWD 250 140 7.4 32.5 196
BMW 2 Series Active Tourer, 8 Series update, X2 update, Insignia 5dr hatch £24,330–£41,045 AAAAC 2.0 TSI 190 187 145 7.9 35.8-37.2 171-179 2.0 B6P AWD 310 140 6.3 32.5 196
Bowler CSP 575, Citroën Ami, Cupra Born, DS 4, 4 Cross, The good-looking and tech-filled Insignia makes an attractive 1.4 TSI eHybrid 218 138 7.8 217.3 31-32 2.0 B5D AWD 228 140 7.5 40.9 181
Ford Fiesta update, Focus update, Genesis Electrified G80, proposition. LxWxH 4897x1863x1455 Kerb weight 1714kg 2.0 TSI R 4Motion 316 155 4.9 31.0 207
GMA T50, Lamborghini Countach LPI 800-4, Land Rover 2.0 Turbo 200 197 146 7.2 37.7 171 2.0 TDI 150 148 135 9.4 54.3-57.6 128-136 XC40 5dr SUV £25,855–£56,700 AAAAC
Range Rover, Mercedes-AMG EQS 53, GT 63 S 4-Door 2.0 GSi Turbo 230 228 147 7.0 35.8 179 2.0 TDI 200 197 145 7.9 50.4-53.3 139-147 Volvo’s take on the crossover aims to rival BMW, Mercedes and
Coupé E Performance, S63 S E Performance, SL 55, SL 63, 1.5 Turbo D 122 120 127 10.7 61.4 121 2.0 TDI 200 4Motion 197 143 7.4 46.3 161 Audi. LxWxH 4425x1910x1658 Kerb weight 1626kg
Mercedes-Benz A-Class update, EQT, T-Class, Porsche 2.0 Turbo D 170 167 142 8.2 61.4 121 1.5 T2 126 112 10.9 40.4 158
718 Cayman GT4 RS, 911 GT3 RS, Cayenne update, Macan T, Touran 5dr MPV £29,750–£36,665 AAAAC 1.5 T3 160 112 9.3-9.6 38.7-40.4 158-166
Taycan GTS, Taycan Sport Turismo, Skoda Karoq update, Crossland 5dr SUV £17,555–£28,575 AAABC Dull overall, but it’s a capable MPV, well made and hugely refined. 1.5 T4 Recharge 208 112 8.5 113-135 47-57
Toyota GR86, Volkswagen ID 5, Multivan, T-Roc update, Still only a mid-pack player in a busy crossover market, but simple LxWxH 4527x1829x1659 Kerb weight 1436kg 1.5 T5 Recharge PHEV 258 112 7.3 117.7-141.1 45-55
T-Roc Cabriolet update and easy to operate. LxWxH 4212x1765x1605 Kerb weight 1245kg 1.5 TSI EVO 150 148 118 11.4 39.8-40.9 154-162 2.0 B4P 197 112 8.4 36.7-39.2 162-176
1.2i 83 81 105 14.0 47.1 142 2.0 TDI 150 148 128-129 9.3 50.4-52.3 142-147 2.0 B5P 246 112 6.9 36.7 174-176
M AY 1.2i Turbo 110 108 117 10.6 47.1 140 69kWh Recharge 228 99 7.4 261 0
Alfa Romeo Giulia Estrema, Stelvio Estrema, Citroën C5 X, 1.2i Turbo 130 128 128 9.1 44.1-48.0 136-146 T-Cross 5dr SUV £20,950–£28,710 AAAAB 78kWh Recharge 402 112 4.9 249 0
Dacia Jogger, Mazda 2 Hybrid, Mercedes-AMG C63, Toyota 1.5 Turbo D 110 107 111 Compact crossover delivers a classy, substantial feel on UK roads.
9.9 61.4 120
Aygo X, Vauxhall Astra, Grandland update, Wey Coffee 01 1.5 Turbo D 120 116 114 LxWxH 4108x1760x1584 Kerb weight 1270kg
10.8 55.4 C40 Recharge 5dr SUV £57,400
137 AAABC
1.0 TSI 95 93 112 11.5 47.9 132-133 Kit will appeal to many but twin-motor potency isn’t a natural fit for
JUNE Mokka 5dr SUV £20,940–£34,995 AAABC 1.0 TSI 110 108 117 9.9-10.4 42.8-48.7 132-149 relaxed dynamics. LxWxH 4431x1910x1582 Kerb weight 2185kg
BMW M4 CS, Bugatti Centodieci, Chevrolet Corvette Z06, Radically overhauled crossover now comes with the option of 1.5 TSI EVO 150 147 124 8.5 46.3-47.1 136-138 78kWh Recharge 402 112 4.9 273 0
Citroën C5 Aircross update, Dacia Spring EV, DS 7 Crossback battery-electric power. LxWxH 4151x1791x1531 Kerb weight 1750kg
update, Genesis Electrified GV70, GV60, Hyundai Ioniq 6, 1.2 100 99 115 10.6 51.4 124 T-Roc 5dr SUV/open £24,545–£42,190 AAAAC XC60 5dr SUV £42,485–£61,600 AAABC
Jeep Grand Cherokee, Lotus Evija, Mercedes-Benz EQE, 1.2 130 128 125 9.1 47.1-50.4 126-137 VW’s junior SUV is beguiling and sophisticated. It drives rather well, Looks like a small XC90 and carries on where the old one left off. A
Morgan Super 3, Nissan Ariya, Qashqai e-Power, X-Trail, Ora 50kWh e 134 93 8.7 201 0 too. LxWxH 4234x1992x1573 Kerb weight 1270kg good, capable cruiser. LxWxH 4688x1999x1658 Kerb weight 1781kg
Cat, Skoda Enyaq iV Coupé, Subaru Solterra, Toyota bZ4X 1.5 Turbo D 110 108 118 10.8
1.0 TSI 110 108 64.2-65.7 114 115 10.8 43.5-46.3 133-146 2.0 B5P 246 112 6.9 36.7-38.1 168-176
1.5 TSI EVO 150 148 127 8.3-9.6 40.9-47.9 144-158 2.0 T6 Recharge PHEV 335 112 5.9 282.1 23-64
J U LY
Grandland 5dr SUV £25,500–£35,015 AAACC 2.0 TSI 4Motion 188 135 7.2 36.2 177-178 2.0 T8 Recharge PHEV 384 112 5.5 282.1 25-64
Alpina B3 update, D3 S update, BMW 3 Series update, Ferrari Does well to disguise its 3008 roots but too bland to stand out in a 2.0 TSI R 300 4Motion 298 155 4.9 31.7 201 2.0 B4D 194 112 8.3 44.8-45.5 161-166
congested segment. LxWxH 4477x2098x1609 Kerb weight 1350kg 2.0 TDI 115 113 116 10.4 56.5-60.1 137-146
296 GTB, Ineos Grenadier, Kia Niro, Niro EV, Lamborghini 1.2 Turbo 130 128 117 10.9-11.1 45.6 141-147 2.0 TDI 150 148 124 8.8-10.8 50.4-53.3 140-146 XC90 5dr SUV £56,635–£76,775 AAAAC
Urus update, McLaren Artura, Volkswagen ID Buzz 1.6 Hybrid 223 140 8.6 192.0-210.0 34 Clever packaging, smart styling, good to drive: Volvo’s closest thing
1.5 Turbo D 130 128 119 10.2 54.3 136 Tiguan 5dr SUV £27,915–£46,220 AAAAC to a class leader. LxWxH 4950x2008x1776 Kerb weight 1961kg
AU G U S T An improvement on the previous model and will continue to sell by 2.0 B5P 246 112 7.7 32.4 198
Cupra Formentor VZ5, Kia Xceed update, Lexus RZ, Combo Life 5dr MPV £23,015–£28,460 AAABC the bucketload. LxWxH 4486x1839x1654 Kerb weight 1490kg 2.0 B6P 296 112 6.7 90.7 210
Mercedes-AMG G63 Edition 55, Vauxhall Astra Sports Tourer Van-based people carrier is usable, spacious and practical, if not 1.5 TSI EVO 130 128 119 10.2 44.1-44.8 143-146 2.0 T8 Recharge PHEV 384 112 5.8 217 28-76
very pretty to look at. LxWxH 4403x1841x1921 Kerb weight 1430kg 1.5 TSI EVO 150 148 126 9.2-9.3 38.2-42.2 143-168 2.0 B5D 232 112 7.6 41.5 178
SEPTEMBER 1.2 Turbo 110 108 109 11.9 40.9 156 1.4 eHybrid 242 127 7.5 148-176 36-44
Alfa Romeo Tonale, Maserati Grecale, Mazda CX-60, 1.2 Turbo 130 128 115 12.3 40.3 157 2.0 TSI 4Motion 188 133 7.4 33.2-34.0 187-192 VUHL
Renault Mégane E-Tech Electric, Toyota Corolla Cross 1.5 Turbo D 100 99 107 12.7 52.3 142-145 2.0 TSI R 316 155 4.9 28.5 225 05 0dr open £59,995–£89,995 AAAAC
1.5 Turbo D 130 128 115 10.6 51.3 144 2.0 TDI 150 148 125-127 9.3 47.1-50.4 146-157 Mexican track-day special has a pleasingly pragmatic and forgiving
OCTOBER 2.0 TDI 150 4Motion 148 124-125 9.3 43.5-45.6 163-171 chassis. LxWxH 3718x1876x1120 Kerb weight 725kg
BMW iX M60, M3 Touring, X1, Honda Civic, Lamborghini V O L K S WA G E N 2.0 TDI 200 4Motion 197 134 7.5 42.8 172-177 2.0 DOHC Turbo 285 152 3.7 NA NA
Aventador replacement, Lucid Air, Mercedes-AMG One, Up 3dr/5dr hatch £13,250–£23,555 AAAAC 2.3 DOHC Turbo RR 385 158 2.7 NA NA
Renault Austral It’s no revolution, but VW’s hallmarks are in abundance. Tiguan Allspace 5dr SUV £32,135–£45,295 AAAAC
LxWxH 3600x1428x1504 Kerb weight 926kg Has all the Tiguan’s sensibility and refinement, now with the bonus WESTFIELD
N OV E M B E R 1.0 65 64 100 15.6 54.3 119 of seven seats. LxWxH 4486x1839x1654 Kerb weight 1490kg Sport 2dr coupé £19,950–£35,800 AAAAC
Audi E-tron update, E-tron Sportback update, BMW i7, iX1, 1.0 115 GTI 113 119 8.8 51.4 125-126 1.5 TSI EVO 150 148 123 9.5-10.0 37.2-39.2 164-176 Sport Turbo is very quick and fun but not a patch on the
Ferrari SP3 Daytona, Honda Civic Type R, Hyundai Ioniq 5 N, e-Up 81 80 12.4 159 0 2.0 TSI 4Motion 188 132 7.7 32.5 193 Caterhams. LxWxH TBC Kerb weight TBC
Kia EV6 GT, Polestar 3, Toyota GR Corolla 2.0 TDI 150 148 126 9.7 44.8-47.1 164-165 1.6 Sigma 135 TBC TBC NA NA
Polo 5dr hatch £17,885–£26,430 AAAAC 2.0 TDI 150 4Motion 148 123-124 9.8 41.5 177-179 1.6 Sigma 155 TBC TBC NA NA
DECEMBER
A thorough going-over makes it more mature, but the Polo is still a 2.0 TDI 200 4Motion 197 132 TBC 40.4-41.5 176-184 2.0 Duratec 200 TBC TBC NA NA
Aston Martin DB11 update, DBS update, Vantage update, bit boring. LxWxH 4053x1946x1461 Kerb weight 1105kg 2.0 Ecoboost 252 TBC TBC NA NA
BMW M2 Coupé, Z4 update, Ferrari Purosangue, Ford Ranger, 1.0 80 78 106 15.4 51.4 125 Touareg 5dr SUV £56,240–£73,215 AAAAC
Honda CR-V, Land Rover Defender 130, Lotus Emira, Mazda 1.0 TSI 95 93 116 10.8 48.7-53.3 120-127 Hints of ritziness and sportiness don’t impinge on this functional Mega 2dr coupé £16,950 AAABC
1.0 TSI 110 108 121 9.9 53.3-54.3 118-119 luxury SUV’s appeal. LxWxH 4878x2193x1717 Kerb weight 1995kg Mega engine makes it rapid, but isn’t as fun as Caterham’s R range.
MX-30 REx, Mercedes-Benz GLC, Seat Tarraco update, 2.0 TSI GTI 204 149 3.0 V6 TSI 340
6.5 39.8-41.5 155 335 155 5.9 25.2-25.7 249-252 And you have to build it yourself. LxWxH TBC Kerb weight TBC
Skoda Enyaq iV vRS, Toyota Prius, Volkswagen Amarok 3.0 V6 R 4Motion PHEV 462 155 5.1 97.4 66-68 2.0 VTEC S2000 240 TBC TBC NA NA
Golf 5dr hatch £23,860–£40,025 AAAAB 3.0 V6 TDI 231 228 135 7.5 33.6-34.4 214-219
E A R LY 2 023 New strengths and familiar ones carry it back to the class lead, but 3.0 V6 TDI 286 282 148 6.1 33.6-34.9 213-219 ZENOS
Abarth 595 EV, Aston Martin Valhalla, Audi Q6 E-tron, only marginally. LxWxH 4284x1789x1492 Kerb weight 1231kg E10 0dr coupé £26,995–£39,995 AAAAB
BMW XM, Fisker Ocean, Ford electric SUV, Honda electric SUV, 1.0 TSI 110 108 126 10.2 53.3 121 The latest in a long line of mid-engined British marvels. Expect a
Kia EV9, KTM X-Bow GT2, Land Rover Range Rover Sport, 1.5 TSI EVO 130 128 130 9.1 51.4-53.3 121-124 dedicated following. LxWxH 3800x1870x1130 Kerb weight 700kg
Lotus Eletre, Maserati Granturismo, Granturismo Folgore, 1.5 TSI EVO 150 148 139 8.9 50.4-51.4 124-128 2.0 Ecoboost S 250 145 4.0 NA NA
Grecale Folgore, Mini Countryman, hatchback, Peugeot 1.5 eTSI EVO 150 148 135 8.9 47.9-49.6 129-133 2.3 Ecoboost R 350 155 3.0 NA NA
4008, Porsche Macan EV, Panamera, Rolls-Royce Spectre, 1.4 TSI eHybrid 201 137 7.4 235.4 21-26
All dates are approximate and subject to change

Smart #1, Volkswagen Aero-B 1.4 TSI GTE 242 140 6.7 235.4 27-28
2.0 TSI GTI 242 155 6.4 38.2 169
2.0 TSI 300 GTI 296 155 5.6 38.2 167
2.0 TSI 320 R 4Motion 296 155 4.7 36.2 177
2.0 TDI 115 113 126 10.2 67.3-68.9 107-110
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 £29,635–£38,815 AAAAC

A very mature electric car whose substance of engineering is
central to its appeal. LxWxH 4261x1809x1568 Kerb weight 1730kg
110kW 45kWh 148 99 8.9 217 0
107kW 58kWh 143 99 9.6 263 0
150kW 58kWh 201 99 7.3 261 0
150kW 77kWh 201 99 7.9 336 0

Grecale Folgore is Maserati’s first EV

78 AUTOCAR.CO.UK 6 APRIL 2022


URGENTLY
D!
WANTESH
ORT
INTERESTING
NUMBER PLATESs
short dateless registrationg
cash paid and not sellin
on your behalf
Tel 07961 808069 • Email alspeed@live.co.uk
PREMIUM RANGE NUMBER 1 PLATES– NEW STOCK! ::: SPECIAL SELECTION ::: REDUCED!!! AMAZING
818M 440A
£34,995 DVLA
AUCTION FEB 22 sold
£29,995
313M @£39k!!)
G70
£99,995 (GTO!)
14 O
£POA
286 R 140 C
£17,995 £29,995
GREAT SHORT GREAT VALUE
PLATES
NYK 2
£8995 (NICK!) 30 VYP
2 RHT
£7995
44 OAY
VNV 3
£6995
44 XAM
3 VYJ
£3995
60 XKY
3 OJX
£3995
66 NRY
4 NYJ
£3995
5 DPE 80 VXP
£5995
EXCLUSIVE
NUMBERS
6 AE . . . . . . £50,000
6 AG. . . . . . £65,000
II0 AK . . . . . £14,000
550 B . . . . . £25,000
B4 RRY . . . £65,000
BW I3 . . . . . £32,000
I60 C . . . . . £26,000
DBH 5 . . . . £16,000
DEC III . . . . £35,000
I0I E . . . . . . £19,500
I3 FO . . . . . £10,000
9 G . . . . . . £285,000
9 GS. . . . . . £95,000
33 GX. . . . . £13,000
320 H . . . . . £23,000
56 J . . . . . . £70,500
I2I J . . . . . . £28,000
27 KP . . . . . £32,000
I2I LC . . . . . £20,000
282 LC . . . . £18,000
8I8 M . . . . . £23,000
2I2 MH . . . . £14,500
4 NN. . . . . . £88,000
5 NKS . . . . £10,500
3 OO . . . . £165,000
I0 OU . . . . . £17,000
222 P . . . . . £25,000
4 RR. . . . . . £75,000
RRX I . . . . . £55,000
I RXX . . . . . £33,000
I33 S. . . . . . £28,000
I02 SH . . . . £15,500
80I T. . . . . . £23,000
2 VOL. . . . . £11,000
I VVL . . . . . £17,000
530 W. . . . . £11,000
I0 WWW. . . £15,000
X 300 . . . . . £35,000
XS 7 . . . . . . £60,000
SILVERSPEED
Dealers in quirky cars and great plates at realistic prices
We only sell plates we own. Good old fashion service. Been in the business 25 years.
OPORTUNITY
ULTIMATE INVESTMENTS
6AE 1 VDN 1 VTv VPU 1
£39,995
£19,995 £19,995
ch8
£POA 1 XOX 100C
£24,995 £34,995
4OV VJV 1 THD1
£34,995 £18,995 £24,995
80 XYX 934 EL
10XWE £1995 £3995
£1995
88 LXK 975 AC
£1995 £6995
£1995
996 KP
88 YHB
£1995 £3995
£1995 NAME PLATES
88 HXE
£1995 gul74m
£2495
FUN PLATES
£5995 £4,500
£1995 100 vo 993 jay
£5995
£6995
£1995 101 AE max4r
(HENRY) £8495
£5995
650 AA M4X VW
£1995 £7995 £3995
A D
29 A . . . . . . . . £80,000 DA17 REN . . . . £4,800
A I66 . . . . . . . . £35,000 DARREN
A 363 . . . . . . . £33,000 DBH 5. . . . . . . £16,000
200 A . . . . . . . £35,000 VII DBV. . . . . . . . £850
DBII OME . . . . . £4,000
AB 787 . . . . . . £17,000
F20 DMB . . . . . £1,500
AJ 9 . . . . . . . £150,000
900 DN . . . . . . . £7,500
AJ 52 . . . . . . . £33,000
X6 DNP. . . . . . . . £750
ALX 2S . . . . . . . £8,500
98 DS . . . . . . . £18,000
ALXES . . . . . . . . . . . . DS 7938 . . . . . . £2,300
AM 256 . . . . . . £18,000 A9 DSD . . . . . . . £950
P90 AML. . . . . . £3,500 DW 2I . . . . . . . £35,000
A6 ARC . . . . . . £3,000 E HNP 308 . . . . . . £3,300
I02 AS. . . . . . . £12,000 EB 935 . . . . . . . £4,800
EEI9 EEE . . . . . £3,000
333 AS . . . . . . £17,500
EE20 EEE. . . . . £1,500
AXT 8N. . . . . . . £4,900
88 EJ . . . . . . . £14,500
AXTEN
ETM 800 . . . . . . £2,200
B 507 PMY. . . . . . £2,800
EIO TTT . . . . . . £2,825
200 B . . . . . . . £30,000 206 ELY . . . . . . £1,800
B4 DGE . . . . . £10,500 EMW 520 . . . . . £2,000
350 BD . . . . . . . £7,500 2 ESJ . . . . . . . . £8,500
T800 BEL . . . . . . £550 EYO I . . . . . . . £22,000
I0 BG . . . . . . . £19,000 F TED IB . . . . . . £12,000
LA55 FAT . . . . . £4,500
2I BG . . . . . . . £15,000
2II FBB . . . . . . . £1,500
333 BH . . . . . . £12,000 862 FDT . . . . . . £1,800
T8 BJK . . . . . . . . £650 FDZ 483 . . . . . . . £900
I55 BM . . . . . . . £7,500 WIII FEX . . . . . . £3,500
6 BMH . . . . . . £15,000 FFF 293 . . . . . . £2,800
84I BUW . . . . . . £1,200 FFI9 FFF. . . . . . £3,500
FJ I0 . . . . . . . . £30,000
MIII CCX . . . . . . £1,300
FP 23 . . . . . . . . £8,500
C J2 JXE . . . . . . . . £500
850 FXK . . . . . . £1,500
CC64 CCC . . . . . £900
I7 G. . . . . . . . £125,000
CDS 2 . . . . . . . £18,000
G ROB 32T . . . . £18,000
CDS I2 . . . . . . £11,000 999 G . . . . . . . £35,000
2 CFG . . . . . . . . £8,800
4 GAK. . . . . . . . £8,000
CLS II . . . . . . . £10,500 GBG 5 . . . . . . . £7,500
III CLS . . . . . . . £8,500 M9 GEF . . . . . . £1,300
I975 CS. . . . . . . £6,500 GIL 2. . . . . . . . £27,000
CSE 289 . . . . . . £2,500 GJH 8W . . . . . . £2,800
CWF IK. . . . . . . £3,800 IIII GK . . . . . . . £12,000
1 NOB
£39,995
£14,995
£12,995
1 NOB 11£12,995
NOB
£39,995
s1lag
£4,500
MUS55A
(MUSSA) £16995
NAD74A
(NADIA) £3995
51lla
£6995
UDD1P
£2995
YOU63F
(YOUSEF) £6995
£5995
YOU 55
£4995
227 GMO . . . . . £2,000
SI0 GMX . . . . . . . £300
2I2 GR . . . . . . . £7,500
GRX I . . . . . . . £25,000
GTC I00P . . . . . £3,500
X2 GTD. . . . . . . £1,300
GUI 90 . . . . . . . £3,600
H LEE 782 . . . . . . £3,500
5I85 H . . . . . . . . £3,600
HAZ 650 . . . . . . £1,200
I HEJ. . . . . . . . £23,000
HGA III . . . . . . . £5,500
HNS II . . . . . . . . £7,500
J PJS I0. . . . . . . . £9,800
RI00 JAG . . . . . £5,500
JAM IR . . . . . . £10,800
JAY 993 . . . . . . £5,500
JB 9 . . . . . . . £120,000
2 JCK . . . . . . . £19,500
JACK . . . . . . . . . . . . .
I3 JER. . . . . . . . £6,000
624 JGC . . . . . . £1,495
7 JLJ . . . . . . . . £8,500
900 JJ. . . . . . . £10,000
JJI9 JJJ . . . . . . £2,500
JLT 93 . . . . . . . £9,800
526 JML . . . . . . £6,800
J18 HNS . . . . . £15,000
45 JT . . . . . . . £21,000
888 JT . . . . . . £14,000
K NDL 222 . . . . . . £1,950
466 K . . . . . . . £15,000
777 KA . . . . . . £20,000
KCT 96I . . . . . . £2,000
DI KDJ . . . . . . . £1,200
KER 557Y. . . . . £2,000
F488 KEV . . . . . £2,500
323 KMT. . . . . . £4,500
998 KPO. . . . . . £2,800
G1VME
£3,995
spy 17 650 AA vgp 3
£9,995
17SDM 9 ROT
£5,995
NICE INITIALS
MUD93Y
1998 AM £3995 (Range Rover?)
£5995
2093 fs
£7995 (Radio)
£2995
INTERESTING PLATES ROL15S
£5995 (Rolls)
aam11f
£2995 OCT4V
givme
£3995
vex50
h00600H
£2995
MAA2A
(Mazza!) £4995
mad111x
£3995
Independent Company Providing
Private Plates To Public & Trade
55 KXA . . . . . . . £4,500
II KXO. . . . . . . . £3,500
KXS 4 . . . . . . . . £5,000
L MII SBB . . . . . . . £700
956 LAC . . . . . . £6,000
I LBO . . . . . . . £14,500
S9 LCW . . . . . . . £900
L7 LGX . . . . . . . . £800
I98I LM . . . . . . . £6,500
LOT 22 . . . . . . £35,000
550 LP . . . . . . . £6,000
LLR 946 . . . . . . £1,300
222 LR . . . . . . . £7,800
LWO I . . . . . . . £15,000
LYN 8IM . . . . . . £4,000
LYN 554Y . . . . . £4,500
M SPD 346 . . . . . . £3,500
49 M . . . . . . . . £75,000
V6 MAX . . . . . . £8,500
MBA 80 . . . . . . £5,800
X33 MCO . . . . . . £450
60 MG. . . . . . . £25,000
MGL 644. . . . . . £1,700
X7 MHB . . . . . . . £950
R00 MJA . . . . . . £650
727 MJS . . . . . . £8,000
35 MU . . . . . . . . £8,250
MXI 52 . . . . . . . £1,500
N
28 NAT . . . . . . . £8,800
S330 NCK . . . . . £700
NED 5N . . . . . . £2,500
438 NEV . . . . . . £3,300
L77 NGL. . . . . . . £500
R6 NOW . . . . . . £2,000
NN60 NNN . . . . . £850
PIII NYA . . . . . . £2,000
I2 NX. . . . . . . . . £9,000
77 NXG. . . . . . . £2,000
vgp 2
£4,995
£8,995 £4,995
£6,995
3 AND 3’S ALWAYS
GREAT VALUE AND
RAD1D
TAKE OFF THE AGE
OF YOUR CAR
123 WVN
£1495
333 OXU
£1495
£3995
333 UXX
£4995 £1495
V1JCE 444 XAA
£1495 £1995
YOU1G RFO 447
£2995 £1495
Email: karen@registrationmarks.co.uk
0 33 RWJ. . . . . . . £6,500
2 OBO . . . . . . £10,000
55 OFB . . . . . . . £4,500
I6 OLD . . . . . . £45,000
I GOLD . . . . . . . . . . . .
L8 OOO . . . . . . £3,500
OOO IX. . . . . . £12,800
OUT IT . . . . . . . £8,500
OXS I . . . . . . . £22,000
P 3500 SE . . . . . £11,000
PHC 9 . . . . . . . . £8,000
I PJX. . . . . . . . £19,500
PIL 200I . . . . . . . £950
I PJX. . . . . . . . £19,500
EI0 PLA . . . . . . . £900
X6 PPD. . . . . . . . £600
I996 PS. . . . . . . £4,800
PUR 4I5 . . . . . . £3,000
WT03 PUT . . . . . £850
R XXX IG . . . . . . £10,800
R 3 . . . . . . . . £485,000
R80 RAK . . . . . £1,200
RAW 777 . . . . . £8,500
B3 RCC . . . . . . £1,000
CI7 RDS . . . . . . £2,300
REJ 3 . . . . . . . £10,800
550 RG . . . . . . . £9,000
RGC 943. . . . . . £1,800
I8 RMS . . . . . . £12,500
ROBERT . . . . . . . . . .
72 ROD. . . . . . . £4,500
T22 RPB. . . . . . . £400
I965 RR . . . . . £18,000
RR20 RRR . . . . £2,800
G9 RSR . . . . . . £1,300
WANTED!
low mileage
interesting
cars for cas
OO116
£9,995 £7,995
286 R
£19,995 £17,995
975 AC
£7,995 £6,995
500 OYS
£1695 (Merc)
600 VUY
£1695 (Merc)
666 VRX
£1695
747 OYE
(Pilot) £2695
777 UEX
£1495
999 EKK
£3995 £3495
TEL: 01257 474746
MOB: 07904 311357
500 RXR . . . . . . £3,800
S 900 WH. . . . . . . £7,500
SBJ I56. . . . . . . £3,400
SC55 LET. . . . . £5,500
SCARLET. . . . . . . . . .
SC20 LND . . . . £1,200
SCOTLAND . . . . . . . .
T8 SCS . . . . . . . £1,500
I3 SLK . . . . . . . £5,500
SMJ 6 . . . . . . . £15,000
50 UND. . . . . £100,000
SOUND. . . . . . . . . . . .
V6 SOP. . . . . . . £2,500
SOP 853 . . . . . . £3,200
I5 STK . . . . . . . £3,500
S2 SXA. . . . . . . . £750
X20 SXY . . . . . . . £750
T
TAR 4IS . . . . . £12,000
TKJ 46 . . . . . . . £3,500
888TM . . . . . . £10,800
TRI3 MPH. . . . . £7,500
TRIUMPH . . . . . . . . . .
2 TSF . . . . . . . . £7,500
TSY 397 . . . . . . £1,300
TUB 8Y. . . . . . £16,000
U XI0 YYY . . . . . . . £750
XI0 UUU . . . . . . . £700
X20 UUU . . . . . . £700
V
VFW 2. . . . . . . . £7,800
P2I VGB . . . . . . £1,200
VIA 92. . . . . . . . £5,000
VOL IE . . . . . . . £4,500
935 VPD . . . . . . £1,500
G6 VTN. . . . . . . . £500
VVC 2 . . . . . . . £10,000
6 APRIL 2022 AUTOCAR.CO.UK 79
h!!!
thd1
thd2
thd3
£POA
BARGAIN BUCKET
AAZ 550
(Ferrari 550)
£995
F8AYL
£995 £799
J1 DRX
£1295 £995
KUI 166
£495
RO51GAY
£695 £495
S12 MAA
£1495 £995
W
925 W . . . . . . . £10,500
WHII NGE. . . . . £4,500
HRII WLM. . . . . £9,800
400 WM . . . . . . £7,500
WON 2G . . . . . . £4,000
I6 WR . . . . . . . £15,000
II0 WR. . . . . . . . £7,500
S88 WRC . . . . . £1,300
WSV 441 . . . . . . £950
CI0 WTS . . . . . . £1,500
WWK 92 . . . . . . £5,600
I0 WWW . . . . . £15,000
X
X 28 . . . . . . . . £55,000
34 X . . . . . . . . £40,500
I000 X . . . . . . . £35,000
I XBC . . . . . . . £25,000
I XD. . . . . . . . . £95,000
II XGH. . . . . . . . £8,500
I00 XS. . . . . . . . £7,500
I XXG . . . . . . . £25,000
XOO I . . . . . . . £32,000
XXX IP . . . . . . . £9,800
XXI9 XXX . . . . . £4,000
Y
YAP 46I. . . . . . . £1,800
2 YML . . . . . . . . £5,500
YRV I . . . . . . . £15,500
308 YTB . . . . . . £2,000
REDUCED
REGMARKS
ANN 7S . . . £8,000
II0 BH . . . . . £5,900
650 GH . . . . . SOLD
880 GM . . . . . SOLD
550 LH . . . . £5,800
I02 SG . . . . £8,000
I02 SH. . . . . £9,800
ROAD TEST
ROAD TEST
218i Gran Coupé M Sport AAACC 8.4.20 Rio 1.0 T-GDI 3 Eco AAABC 1.3.17 PEUGEOT SUZUKI
3 Series 320d M Sport AAAAA 15.5.19 Ceed 1.6 CRDi 115 2 AAABC 29.8.18 208 e-208 Allure Premium AAAAC 6.5.20 Swift 1.0 SZ5 AAABC 17.5.17
330d xDrive M Sport AAAAB 15.1.20 Proceed 1.4 T-GDi AAABC 27.2.19 508 GT BlueHDi 180 AAAAC 24.10.18 Across 2.5 PHEV E-Four CVT AAAAB 7.4.21
330e M Sport AAAAB 1.7.20 Xceed 1.4 T-GDi AAABC 20.11.19 Hybrid 225 Allure SW AAAAC 8.7.20
ed rom TESLA
pe ph ef m 4 Series M440i xDrive AAAAC 6.1.21 Niro 1.6 GDI DCT 2 AAABC 31.8.16 PSE Hybrid4 SW AAAAC 5.5.21

INDEX
s e r m u fro
T op P ow 0 -62 T orq CO 2 M4 Competition AAAAB 21.4.21 e-Niro First Edition AAAAB 1.5.19 2008 e-2008 GT Line AAABC 30.9.20 Model 3 Standard Range Plus AAAAC4.9.19
5 Series 520d M Sport AAAAB 31.5.17 EV6 77.4kWh GT-Line RWD AAAAB 12.1.22 3008 1.6 BlueHDi GT Line AAABC 18.1.17 Model S P90D AAAAB 20.4.16
545e M Sport AAAAC 20.10.21 Sportage 1.7 CRDi ISG 2 AAABC 2.3.16 5008 2.0 BlueHDi GT Line AAABC 1.11.17 Model Y Long Range AWD AAAAC 23.3.22
M5 AAAAB 18.4.18 Sorento 1.6 HEV G-TDi 2 AAABC 20.1.21 Model X 90D AAAAC 15.2.17
M5 CS AAAAA 14.7.21 P O L E S TA R
6 Series GT 630d xDrv M Spt AAABC18.11.17 LAMBORGHINI 1 AAAAC 21.10.20 T OYO TA
7 Series 730Ld AAAAC 11.11.15 Huracán Performante AAAAB 11.10.17 Yaris 1.5 Hybrid Design AAAAC 23.9.20
PORSCHE
The best new cars rated as 8 Series 840d xDrive AAABC

M8 Competition Coupé AAABC

16.1.19
M8 Competition Convertible AAABC5.2.20
3.6.20
Evo RWD Coupé AAAAB
Aventador SVJ AAAAC
Urus AAAAC
20.5.20
19.6.19
3.7.19
718 Boxster AAAAB
Spyder AAAAB
8.6.16
1.4.20
GR Yaris Circuit Pack AAAAA
Corolla 2.0 Hybrid ST AAAAC
GT86 2.0 manual AAAAA
3.3.21
5.6.19
4.7.12

only Autocar knows how i3 1.3S Range Extender AAAAC

i4 M50 AAAAC
iX xDrive50 M Sport AAAAB
21.2.18
19.1.22
2.3.22
LAND ROVER
Defender 110 P400 X AAAAB 13.5.20
Cayman S AAAAB
Cayman GTS AAAAB
911 GT2 RS AAAAC
10.8.16
9.5.18
18.7.18
Prius Business Edition AAAAC
Mirai Design Premium AAAAC
C-HR Excel 1.8 Hybrid AAAAC
16.3.16
16.6.21
4.1.17
X2 M35i AAABC 25.9.19 Discovery Sport D180 AWD AAAAC 8.1.20 Carrera S AAAAB 29.5.19 GR Supra Pro AAAAC 14.8.19
X3 xDrive20d M Sport AAAAC 17.1.18 Range Rover Evoque P300e AAAAB GT3 PDK AAAAB 11.8.21
A road test in any other X4 M Competition AAACC 13.11.19 10.2.21 918 Spyder 4.6 V8 AAAAA 22.10.14 VA U X H A L L
magazine might well X5 xDrive30d M Sport AAAAC 2.1.19 Range Rover 4.4 SDV8 AAAAB 12.12.12 Cayenne Turbo AAAAC 5.9.18 Corsa 1.2T 100 auto AAABC 22.1.20
X7 xDrive M50i M Perf’nce AAAAC 9.9.20 Range Rover Velar D240 AAABC 30.8.17 Turbo S E-Hybrid AAABC 27.5.20 Crossland X 1.2T 130 Elite AAACC 7.6.17
be a short, subjective Range Rover Sport 3.0 TDV6 AAAAB 2.10.13 Taycan Turbo S AAAAA 29.7.20 Astra 1.6 CDTi 136 SRi AAAAC 30.9.15
C AT E R H A M SVR AAAAA 15.4.15 ST CDTi Biturbo SRi 137 AAAAC 13.4.16
summary of a new car Seven 620S AAAAC 9.3.16 R E N A U LT Combo Life 1.5 TD 100 Energy AAABC27.12.18
produced under almost LEXUS Clio TCe 100 Iconic AAAAB 27.11.19 Insignia Grand Sport 2.0D SRi VX-Line
CITROEN LC 500 Sport+ AAAAC 18.10.17 Mégane 1.5 dCi Dyn. S Nav AAACC 17.8.16 AAAAC 3.5.17
any circumstances, C3 Aircross Puretech 110 AAABC 7.3.18 NX 350h Prem’m Plus Pack AAAAC 16.3.22 E-Tech Plug-in Hybrid 160 AAACC 29.9.21 Insignia Sports Tourer 2.0 Biturbo D GSI
but the Autocar road C4 Puretech 130 Auto AAACC 26.5.21 RC F AAACC 18.2.15 RS Trophy-R AAAAC 23.10.19 AAACC 30.5.18
C5 Aircross BlueHDi 180 AAABC 13.2.19 ES 300h Takumi AAABC 6.2.19 Grand Scénic dCi 130 Nav AAABC 25.1.17 Mokka 1.2 Turbo 130 auto AAABC 12.5.21
test is different. Specific, rigorous and detailed, it’s LS 500h Premier AWD AAACC 6.6.18 Kadjar dCi 115 Dyn. S Nav AAAAC 21.10.15 Grandland X Hybrid4 AAACC 22.4.20
the closest examination we can give of any new model. CUPRA Arkana E-Tech Hybrid 145 AAABC 13.10.21 VXR8 GTS-R AAAAC 10.1.18
Leon 310 VZ3 Estate AAAAC 8.9.21 L O T U S Captur 1.3 TCe 130 EDC AAABC 18.3.20
It appears over at least eight pages and is close to 50 Ateca 2.0 TSI 4Drive AAABC 23.1.19 Elise Cup 250 AAABC 29.6.16 VOLKSWAG EN
man-hours in the making every week. Formentor 2.0 TSI VZ2 AAAAB 3.2.21 Evora S 2+0 AAAAC 30.3.11 R O L L S - R OYC E Up GTI 1.0 TSI 115 AAAAC 21.3.18
Exige Sport 390 Final Edit’n AAAAB 21.7.21 Phantom AAAAA 4.4.18 Polo 1.0 TSI 95 SE AAAAB 31.1.18
Most of what the road test process entails is DACIA Ghost AAAAB 13.1.21 GTI AAAAC 1.8.18
designed to be strictly repeatable and fair. We Sandero Stepway TCe 90 AAAAC 28.4.21 M A S E R AT I Wraith AAAAB 21.5.14 Golf 1.5 eTSI 150 Style DSG AAAAB 22.7.20
Duster SCe 115 Comfort AAAAC 22.8.18 Ghibli Diesel AAABC 12.3.14 Dawn AAAAC 1.6.16 R AAAAC 14.4.21
benchmark standing-start and in-gear acceleration at Quattroporte Trofeo AACCC 4.8.21 Cullinan Black Badge AAAAC 19.2.20 ID 3 Pro Performance Life AAAAC 31.3.21
a purpose-built test facility every week. We carry out DALLARA Levante Diesel AAACC 30.11.16 ID 4 GTX Max AAABC 27.10.21
Stradale AAAAB 16.10.19 S Granlusso AAABC 8.5.19 S E AT T-Roc 2.0 TSI SEL 4Motion AAAAB 24.1.18
both subjective and objective handling tests on both Ibiza SE Technology 1.0 TSI AAAAB 19.7.17 Cabriolet 1.5 TSI Evo DSG AABCC 10.6.20
road and track, on the latter up to and beyond the limit DS MAZDA Leon eHybrid FR AAABC 2.12.20 Arteon 2.0 BiTDI 240 AAABC 27.9.17
3 Crossback Puretech 155 AAACC 10.7.19 2 1.5 Skyactiv-G SE AAAAC 22.4.15 Arona SE Technology 1.0 TSI AAAAC 15.11.17 eHybrid Shooting Brake AAABC 9.6.21
of grip, so as to fully assess stability, drivability and limit 7 Crossback Puretech 225 AAABC 19.9.18 3 2.0 Skyactiv-X AAAAC 6.11.19 Ateca 1.6 TDI SE AAAAB 19.10.16 Passat 2.0 TDI 190 GT AAAAC 4.2.15
handling appeal. And while benchmark lap times are 9 E-Tense 225 AAABC 2.2.22 MX-5 1.5 SE-L Nav AAAAB 2.9.15 GTE AAAAC 7.9.16
MX-30 145PS AAABC 10.3.21 SMART Touran 2.0 TDI 150 SE AAAAC 3.2.16
sometimes taken, they’re never an end in themselves. FERRARI CX-3 1.5D SE-L Nav AAABC 22.7.15 Forfour Electric Drive AABCC 23.8.17 Tiguan 2.0 TDI 150 SE AAAAB 22.6.16
We record and publish stopping distances, too, as 488 GTB AAAAA 25.5.16 CX-5 2.2D Sport Nav AAAAC 28.6.17 Caravelle 2.0 BiTDI Exec. AAAAC 23.12.15
488 Pista AAAAB 7.8.19 SKODA Touareg 3.0 TDI R-Line Tech AAABC 8.8.18
well as taking cabin noise measurements at various 812 Superfast AAAAC 25.7.18 M c L A R E N Fabia 1.0 TSI 95PS AAAAB 9.2.22Grand California 600 AAABC 2.1.20
cruising speeds and benchmarking either indicated SF90 Stradale AAAAC 3.11.21 570S 3.8 V8 AAAAA 30.3.16 Scala 1.5 TSI 150 DSG AAABC Transporter Kombi SWB AAACC 30.3.22
31.7.19
600LT Spider 3.8 V8 AAAAB 22.5.19 Octavia 2.0 TDI 150 SE L First Edition
or brim-to-brim fuel economy. We independently F I AT 620R 3.8 V8 AAAAC 23.12.20 DSG Estate AAAAC 2.9.20 V O LV O
measure leg room, head room, boot space and certain Panda 4x4 Twinair AAAAB 17.4.13 GT 4.0 V8 AAABC 27.1.21 2.0 TDI vRS AAAAC 17.2.21 XC40 D4 AWD First Edition AAAAB 7.2.18
500 Abarth 595 AAAAC 26.2.14 720S 4.0 V8 AAAAA 24.5.17 Superb 1.4 TSI iV 218 SE L AAAAC 26.2.20 S60 T8 Polestar En’d AAABC 24.12.19
key exterior vehicle dimensions, and we also weigh Icon 42kWh AAAAC 26.1.22 Senna 4.0 V8 AAAAA 10.10.18 Karoq 2.0 TDI 150 Scout AAABC 30.1.19 V60 D4 Momentum Pro AAAAC 27.6.18
every car we test. P1 AAAAA 7.5.14 Enyaq iV 80 AAAAC 18.8.21 XC60 D4 AWD R-Design AAABC 5.7.17
FORD Kodiaq 2.0 TDI Edition AAAAC 23.11.16 S90 D4 Momentum AAAAC 13.7.16
Just as every new car is different, however, the road Fiesta 1.0T Ecoboost AAAAC 9.8.17 MERCEDES-AMG 2.0 TSI 245PS vRS 4x4 AAABC 23.2.22 V90 T6 Recharge R-Design AAAAB 11.11.20
test has developed to be versatile enough, week by ST-3 1.5 T Ecoboost AAAAB 15.8.18 A-Class A45 S 4Matic+ Plus AAAAB 4.3.20 XC90 D5 Momentum AAAAC 17.6.15
Focus 1.5 Ecoboost 182 AAAAB 20.2.19 C-Class C63 AAAAB 3.6.15 S S A N G YO N G
week, so as to best assess and reflect the suitability ST AAAAC 11.9.19 C63 S Coupé AAAAB 24.4.19 Tivoli XLV ELX auto AAACC 14.9.16 WESTFIELD
RS AAAAA 4.5.16 CLS 53 4Matic+ AAAAC 17.10.18 Sport 250 AAAAC 29.11.17
of each test subject to its intended purpose. It now Mondeo 2.0 TDCi AAAAC 14.1.15 GT S AAAAC 29.7.15 SUBARU
includes modular sections describing in detail the Mustang 5.0 V8 GT F’back AAAAC 24.2.16 R AAAAB 10.5.17 XV 2.0i SE Lineartronic AAACC 28.2.18 ZENOS
Bullitt AAAAC 5.12.18 GT 4-Door Coupé 63 4Matic+ AAAAB Levorg GT 1.6i Lineartronic AAACC 13.1.16 E10 S AAAAB 7.10.15
limit handling of a new car, or its semi-autonomous Mustang Mach-E Extended Range RWD 13.3.19
assisted driving technologies or its off-road capability. AAAAC 23.6.21 SLC 43 AAABC 6.7.16
GREATEST ROAD TESTS OF ALL TIME
Puma 1.0T 125 MHEV AAAAB 25.3.20 GLC 63 S 4Matic+ AAABC 13.6.18
All of this goes to bringing you the most thorough, ST AAAAC 24.3.21 GLE 53 4Matic+ AAABC 14.10.20
relevant and fair test of a new car we can produce. Kuga 2.5 PHEV ST-Line AAABC 24.6.20
Ranger Raptor AAAAC 28.8.19 MERCEDES-BENZ
The scores reproduced here are the ones we gave the A-Class A200 Sport AAAAC 4.7.18
cars at the time so they don’t necessarily represent GENESIS A250e AMG Line Premium AAACC 5.8.20
G70 2.2 CRDi Luxury Line AAABC 10.11.21 B-Class B180 Sport AAAAC 3.4.19
what those same cars might score today were they GV80 3.0D Luxury 5-Seater AAABC15.9.21 CLA 250 AAACC 21.8.19
rejudged using current class standards. But you can C-Class C220 Bluetec AAAAC 23.7.14
HONDA E-Class E400 Coupé AAAAC 14.6.17
dig deeper into their attributes by using the magazine E Advance AAABC 26.8.20 E300 Cabriolet AAABC 6.10.21
publication dates listed here to look up an old test Jazz 1.5 i-MMD Hybrid EX AAABC 7.10.20 S-Class S580e L AAAAB 6.4.22
Civic 1.5 i-VTEC Turbo AAAAC 19.4.17 EQA 250 AAACC 17.11.21
in your own collection or on The Motoring Archive 2.0 Type R GT AAAAB 25.10.17 GLB 220d 4Matic AAABC 16.9.20 FIAT COUPE 20V to stop the front from getting
(themotoringarchive.com), or you can order a back Clarity FCV AAAAC 12.7.17 GLC 250d AAAAC 10.2.16 TURBO too ragged. The ride was merely
HR-V e:HEV AAABC 24.11.21 G-Class G350d AMG Line AAAAC 17.7.19 TESTED 20.11.96 acceptable, though.
issue by phoning 0344 848 8816. CR-V 1.5T EX CVT AWD AAABC 7.11.18 GLS 400d AAABC 12.2.20
With a potent blown five- A high seating position was
Matt Saunders, road test editor NSX AAAAB 5.10.16 X-Class X250d 4Matic AAABC 20.6.18
cylinder engine to match its the only real interior gripe. We
HYUNDAI MG stunning, Chris Bangle-penned loved the body-coloured dash
RS4 Avant AAAAC 14.2.18 i10 1.2 MPi Premium AAAAC 15.4.20 3 1.5 3Form Sport AAABC 25.12.13 design, the revised Fiat Coupé strip and cabin space was decent
ABARTH A5 S5 AAABC 11.1.17 i20 1.0 T-GDI 100 48V AAABC 24.2.21 5 SW EV Exclusive AAABC 25.11.20 went down a storm at Autocar. for a 150mph coupé.
124 Spider AAAAC 22.3.17 A5 Sportback 2.0 TFSI S line AAABC 8.3.17 N AAAAB 25.8.21 ZS EV Exclusive AAACC 4.12.19
A6 40 TDI S line Avant AAAAC 14.11.18 i30 N AAABC 27.12.17 The 2.0-litre modular five-pot FOR Junior supercar pace,
A L FA R O M E O 50 TFSIe S Line Quattro AAAAC 5.1.22 1.4 Premium SE AAABC 13.9.17 MINI
added 25bhp with the help of a minimal turbo lag, price
Giulia Quadrifoglio AAAAB 29.3.17 RS6 Avant Carbon Black AAAAC 11.3.20 Kona Electric 64kWh AAAAC 31.10.18Mini Cooper S AAAAB 2.4.14 new, low-inertia Garrett turbo. A AGAINST Ragged on-limit
Stelvio 2.2D 210 Milano AAABC 3.1.18 A7 Sportback 50 TDI Sport AAABC 11.7.18 Santa Fe 2.2 CRDi AAABC 6.3.19Cooper S Works 210 AAAAB 6.12.17
Quadrifoglio AAAAC 9.1.19 A8 L 60 TFSIe Sport quattro AAABC 17.6.20 Tucson 1.6 T-GDi Hybrid AAAAC 17.3.21Clubman Cooper D AAABC 25.11.15 viscous coupling was employed handling, hard ride, wheelspin
4C Spider AAACC 27.1.16 TT RS AAAAC 7.12.16 Nexo AAABC 12.6.19Convertible Cooper S Sport Automatic to keep the driven front end in
E-tron 55 quattro AAAAB 26.6.19 AAAAC 19.5.21 check, while the ECU limited FACTFILE
ALPINA S quattro AAABC 2.6.21 JAGUAR Countryman Cooper D AAABC 22.2.17 boost in the bottom two of five Price £21,244 Engine 5 cyls in line,
B3 Touring AAAAA 4.11.20 Q2 1.4 TFSI Sport AAAAC 9.11.16 F-Type V8 S Convertible AAAAC 12.6.13 Plug-in Hybrid AAABC 26.7.17 gears for the same reason. The 1998cc, turbo, petrol Power 220bhp at
B8 Gran Coupé AAAAC 22.9.21 SQ2 quattro AAAAC 20.3.19 V6 S Coupé AAAAB 11.6.14 Alfa GTV’s quick steering rack 5750rpm Torque 228lb ft at 2500rpm
Q4 E-tron 40 Sport AAABC 7.7.21 2.0 R-Dynamic Coupé AAAAC 22.11.17 M I T S U B I S H I was added and the Brembo 0-60mph 6.0sec 0-100mph 14.5sec
ALPINE Q5 2.0 TDI S line AAAAC 15.3.17 P575 R AWD Coupé AAAAC 29.4.20 Eclipse Cross 1.5 First Edition 2WD AAACC brakes were upgraded. Standing quarter 14.6sec, 100mph
A110 Premiere Edition AAAAA 16.5.18 SQ5 quattro AAABC 21.6.17 XF 2.0 R-Sport AAAAB 2.12.15 14.3.18
Légende GT AAAAB 9.3.22 Q7 SQ7 4.0 TDI AAAAC 26.10.16 300 R-S Sportbrake AAABC 17.4.19 Outlander PHEV GX4hs AAABC 16.4.14
The lag-quashing turbo Top speed 149mph Economy 23.9mpg
Q8 50 TDI S Line AAAAC 26.9.18 XE 2.0 R-Sport AAAAB 1.7.15 helped produce spectacular
ARIEL R8 V10 Plus AAAAC 30.12.15 E-Pace D180 AWD SE AAABC 11.4.18 M O R G A N performance from the sonorous WHAT HAPPENED NEXT…
Atom 4 AAAAA 9.10.19 F-Pace 2.0d AWD AAAAC 11.5.16 Plus Four AAABC 12.8.20 engine, including 30-70mph in A naturally aspirated 20v Coupé
Nomad AAAAA 24.6.15 BENTLEY P400e R-Dynamic HSE AAAAC 1.12.21 3 Wheeler AAAAA 6.6.12 just 5.4sec. Low-gear wheelspin was also produced but offered
Continental GT W12 Coupé AAAAB 2.5.18 SVR AAAAB 24.7.19 could be a problem, even in the just 154bhp. The 1998 Limited
ASTON MARTIN Speed Coupé AAAAC 22.12.21 I-Pace EV400 S AAAAB 12.9.18 N I S S A N dry, but the gearbox itself was Edition introduced a sixth gear
Vantage V8 AAAAB 23.5.18 Flying Spur W12 AAAAB 15.7.20 Micra 0.9 N-Connecta AAAAC 26.4.17 slick and the brakes effective. that later became standard on
F1 Edition Coupé AAAAC 1.9.21 Bentayga W12 AAAAB 18.5.16 JEEP DIG-T 117 N-Sport AAACC 27.3.19
Feel from the new steering the Turbo, plus exterior addenda,
DBS Superleggera AAAAA 21.11.18 Compass 2.0 M’jet 4x4 L’d AAACC 3.10.18 Juke 1.0 DIG-T 117 AAABC 29.1.20
DBX AAAAB 28.10.20 B M W 4xe S AAACC 16.2.22 Qashqai 1.3 DIG-T 158 AAAAC 28.7.21 impressed, despite some chassis bracing and special
1 Series 118i M Sport AAAAC 30.10.19 Renegade 4xe Trailhawk AAACC 30.6.21 GT-R Recaro AAAAB 16.11.16 torque-induced wiggles, and the Recaro seats. The Coupé was
AUDI 2 Series 220d Convertible AAAAC 1.4.15 Wrangler 2.2 M’Jet-II Ov’d AAAAC 10.4.19 handling was tidy enough to be deleted without replacement in
A1 Sportback 35 TFSI S line AAABC 2.10.19 M2 AAAAB 15.6.16 NOBLE fun, if best enjoyed in a higher 2000. Used prices start at about
A3 Sportback S3 AAABC 18.11.20 M2 CS M-DCT AAAAB 19.8.20 K I A M600 AAAAB 14.10.09 gear than you’d normally choose £1000, but tidy ones are few.
A4 S4 TDI AAAAC 18.9.19 218d Active Tourer Luxury AAAAC 24.12.14 Stinger 2.0 T-GDI GT-L S AAABC 25.4.18

6 APRIL 2022 AUTOCAR.CO.UK 81

SLIDESHOW
The longest-surviving
car models

hile some car model

lines seem eternal (the
W Toyota Corolla is now in
its 12th generation, for
example), it’s rare for a car to remain
unchanged for more than a decade. Volkswagen Type 1 1938-2003
Manufacturers continually push The longest-living car is the Volkswagen Type 1, aka the Beetle. Crafted by Ferdinand Porsche to put Germany on wheels
forward the design and technology to in the 1930s, it was stalled by World War II. The model almost became British or American after the war, but no car maker
tempt people with something fresh. wanted it. It prospered nonetheless as Europe got back on its feet and in desperate need for cheap mobility – even if early
Here we celebrate the cars that examples cranked out only 25bhp. Adolf Hitler’s ‘strength through joy car’ then became an icon of hippie culture, which
bucked that trend, continuing to find wasn’t quite what he had had in mind. German production ended in 1978, but the car carried on in Mexico until 2003, and even
popularity while staying essentially then only stiffer emissions rules did for it. More than 21 million examples of the Bug were built in no fewer than 15 countries.
unchanged for a very long time.

Morgan 4/4 1955-2019 Volkswagen Type 2 1949-2013 Hindustan Ambassador 1958-2007

The 4/4 was born in 1936, but production was
suspended during the war and then again in 1951
until it was revived in 1955. While Morgan often
made minor changes over time to improve the
roadster’s drivability and usability, the design
has always looked frozen in the 1950s. The 4/4
used Ford engines from 1955, although Morgan
briefly offered it with a Fiat motor in the 1980s. In
the end, it fell victim to the inability of its 1.6-litre
Sigma engine to comply with new emissions rules.
The Type 2 was born when Volkswagen’s Dutch
importer asked for permission to distribute the
rudimentary Plattenwagen used to move parts
around the Wolfsburg factory. Europeans used
it for work, while Americans loved the camper
versions. The Caravelle/Transporter replaced
both variants, but production continued in Latin
America. Volkswagen decided to drop it rather
than reconfigure it for the new safety kit that laws
demanded. More than 10 million were produced.
Hindustan introduced the Ambassador after
purchasing the rights to the Morris Oxford
Series 3 from the British Motor Corporation.
We doubt anyone involved in the deal imagined
it would last for half a century. The Ambassador
changed little during its life, with the exception of
the Avigo, introduced in 2004 with a slightly more
contemporary look. Peugeot paid £10 million for
the model name in 2017 in a bid to ease its return
to the Indian market after a long absence.

Vaz 2121/Lada Niva 1977-present
Vaz developed the Niva to satisfy demand for an
off-roader that could survive life in Siberia. While
it shared some parts with the Fiat-derived 2101,
the 4x4 was designed entirely in-house. Light,
compact and affordable, it became an overnight
hit – and Lada’s most exportable product. Lada
is hardly synonymous with quality, but the Niva
is solid enough to have survived a decade as a
Soviet Antarctic Expedition support vehicle.
Citroën 2CV 1948-1990
The ‘secret’ to the 2CV’s longevity was its sheer
simplicity. Every part of it embodied a function-
over-form philosophy, down to the flip-up front
windows and the speedo-driven wipers in early
cars. It was one of the rare unpretentious cars
with nothing to prove, though its dog-leg gearbox
took some getting used to. Citroën built 5.1 million
examples, or more than nine million if you include
2CV-derived cars like the Ami, Dyane and Méhari.
BMC Mini 1959-2000
Sir Alec Issigonis’s engineering genius took
the Mini from a sketch to production in just 27
months. Fitting four people in a tiny box was
no mean feat, yet its most innovative feature
was under the bonnet: a transverse engine sat
right over its gearbox, significantly reducing
the drivetrain’s footprint. The Mini was so much
better to live with than microcars that it killed the
class stone dead. Some 5.3 million were built.

82 AUTOCAR.CO.UK 6 APRIL 2022

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