E XC L U S I V E AC C E S S

TVR IS BACK!
COSWORTH POWER +
OCTOBER GORDON MURRAY GENIUS:
2 0 1 7 WHERE DO WE SIGN?
ISSUE 663
OCTOBER 2017 4.70 ISSUE 663

4 . 7 0

NEWM5! WILDRS!
0-62mph in 3.4sec and 191mph New Megane, new hot hatch benchmark
Tech secrets of the supernova M5 Manual box! F1 tech! Chassis magic!

TWIN
R A NGE T E S T
WWW.CARMAGAZINE.CO.UK

P R OJ E C T O N E
VEL ARROVER
MERCS F1 CAR M AC A N VS
FOR THE ROAD Vela GT
test rs tough S
ertime! AMG i sP es
es the hypercar shaporsche- t
ed
 OCTOBER 2017

70
34
INSIDER FEATURES
10 Fast and pretty, Ferraris new cabriolet gets it right
12 Autumn is coming, so a new Leaf drops
14 Four Frankfurt show cars that matter
New VW Polo:
54
18 New Dacia: how to make the UKs cheapest SUV New metal special: RS Megane,
20 Concepts, one-offs, Allegros: a trip to Pebble Beach
the verdict! AMG Project One & BMW M5
22 Porsche Cayenne Mk3 and the new Bentley Very different, very desirable performance cars
24 Spanish Inquisition: Seats design chief
26 Watches: Light on the wrist, not on the wallet 76
TECH Huracan Performante vs Europe
28 Mazdas genius creates a diesel-like petrol 1000 miles in the greatest modern Lamborghini:
30 New S-Class so clever it improves your driving sympathy not expected
31 Next-gen cylinder-on-demand cuts CO2 by 15%
32 PSAs hot car future driven by motorsport 90
FIRST DRIVES Inside the TVR reboot
The new sports car, by the men who made it
34 Volkswagen Polo The biggest small car is back
37 Jaguar XF Sportbrake The wagon rolls
98

98
38 Nio EP9 Electric Ring record holder driven
39 Volvo XC60 T8 Wanted: decent chassis Giant Test: new Fiesta vs rivals
40 Jaguar F-type Humble 2.0-litre and wild V6 tested Can Seat and Renault crash Fords party?

OPINION
42, 44 The columnists: Gavin Green & Mark Walton Giant test! Fiesta
108
49 CAR
R interactive: your letters, comments and pics vs Clio vs Ibiza 40 years of Renault F1
Three greatest hits from Renaults F1 discography

116
116
Twin Test: Velar vs Macan GTS
Most road-biased Range Rover meets the benchmark

REAR END
126 Icon Buyer
GTI +: Five used Golfs offering ultimate performance

134 Our Cars

Our racer on the road and the art of being cheap

145 GBU: every car rated!

How to avoid buying the wrong car

162 The CAR Top 10

Celebrating the best petrol engines before we cant
buy them any more
76Lambo across Europe:
even better than you think
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 FROM THE EDITOR
THIS MONTH ON PLANET

AMG Project One:

a winning F1 teams
wild celebration

CHASE CAREY AND pals would argue that, with its global
Canvas meets carbonfibre audience, you cant lose as a manufacturer in Formula 1. Others
, I wanted to be flexible on
The weather forecast was good maintain that you cant win, even if you win races. Its a given
well, budgets arent what
when and where we stopped and, that youll spend millions, and the chances are that spending
to be, so I knew wed need the hotel allowance for
they used
editor Ben of his 1000-mile camping trip wont be rewarded with glory. Odds are the history books will
super unleaded, says
te. Make s perfect sense go untroubled by your eorts, and your cars very conspicuous
in the Huracan Performan
Escapism, p76 lack of speed will be picked over endlessly by the media (the
national papers if youre fortunate enough to be Ferrari).
And if you do get the maths right, as Red Bull and Renault
did in the Vettel years, youll be bemoaned for ruining the
spectacle and reducing a human contest of skill and bravery
into a mines faster than yours procession. See? Cant win.
Except AMG iss winning. We always knew it could build ne
big-displacement road and race engines, but its domination of
Formula 1s modern hybrid era has cemented its reputation as
a creator of extraordinary and entirely modern powertrains.
Road car sales are heading skyward, with 100,000 sold in 2016,
up from 70,000 in 2015, and set to soar as each Mercedes gets
an AMG 43 derivative. A third of new Mercedes buyers opt for
the prestige sheen of the AMG Line trim level.
Poking around Pebble All of which makes the Project One hypercars timing
r half-grin from a bloke who sublime. You can only stretch a brand so far, and what better
Smile! That is the fish out of wate
the conc ours-condition car is behind way to oset AMGs much-reduced exclusivity than a rolling
actually doesnt know what
of a cannon in a westerly
him. We shot staff writer Jake out reminder that, when it comes to unrepentant and extreme
rds California to cove r all things Monterey Car
direction towa performance engineering, Tobias Moers merry band of
know hed have to scrub up on his classic car
Week. Little did he high-octane lunatics are right at the top of the pile?
oozin g beforehand! Still, the Cali
knowledge and celebrity schm
Pacific view s at Pebb le Beac h took some of the edge off What on earth will the hypercars full-throttle shove feel
sun and
p20
Pomp, prestige and prosecco, like? Relentless according to Martin Brundle, who drove
the 2015 AMG F1 car for CAR.
I drove the 1980s turbos on
qualifying boost, but still the
relentless acceleration of the
Mercedes was shocking. Total-
ly and utterly addictive.
Enjoy the issue.

Ben Miller
Editor

Twin chargers
WERE ALSO
spotter can get caught out by
Sometimes even the nerdiest car PUBLISHED IN:
family rese mbla nces . One of thes e cars is Seats excellent new AROUND THE WOR
WORLD
the superb Leon which clearly inspired its
Ibiza, the other is
whic h is whic h? Thankfully we could,
baby brother. Can you tell
up against the new and
so we could pitch the box-fresh Ibiza CHINA INDIA ITALY KOREA
Fiest a and long -time favo urite, the Renault Clio.
improved
Read our Giant Test on p98
MALAYSIA SPAIN THAILAND TURKEY

October 2017 | CARMAGA ZINE.CO.UK 9

Cars, people, scoops, motorsport, analysis: the month according to CAR

Who are you

calling soft?
Tougher looks, sharper chassis, more power theres nothing soft
about Ferraris reinvented folding-hardtop. By Matt Joy

10 CARMAGA ZINE.CO.UK | October 2017

 More Prancing Horses
3.9-litre twin-turbo V8 is
closely related to California
Raising the roof Ts, but gets new pistons,
Portofinos folding conrods and intake system.
hardtop is a new design, Good for 592bhp, 39bhp
and now lighter. As before, more than the Cali.
you can raise and lower it
at low speeds. New wind
deflector cuts cabin
air disturbance by a
claimed 30 per cent.

Steering wheel
is new, and
now turns
with electrical
assistance

T
HIS IS MORE like it. The outgoing California Portono now nudges supercar territory with a 199mph top
played a huge role in Ferraris global success, mark- speed, while 0-62mph is despatched in just 3.5 seconds.
ing the entry point for many buyers and slotting The Portono also receives some of the latest chassis tech
below the spectacular 458/488 supercars. But it was from its more powerful siblings, including electric power
an awkward collection of compromises as a result, with looks steering, magnetorheological dampers as standard and
sacriced in order to provide a folding metal roof and a boot the third-generation E-Di system, likely to yield greater
big enough to swallow golf clubs. And while always fast, its sharpness and response.
dynamics were some distance away from the rest of the stable. Although most of the changes are seemingly perfor-
Handling packs and the latter T models improved things, mance-orientated, Ferrari has put some eort into improving
but the reputation was set; it wasnt a car for enthusiasts. the cabin, including a more ecient climate-control system,
From the rst glance, the Portono appears to change all increased rear-seat space and a new wind deector claimed to
that. Like its geographical namesake it is more elegant, blend- reduce air intrusion by 30 per cent.
ing elements from the 812 Superfast in the nose but more It should all add to a much more complete entry-level
gracefully integrating the necessary bulk around the rear to Ferrari. Well nd out when we drive it in the coming months.
house the all-important mobile roof.
Underneath, the Portono rides on an all-new chassis,
formed from aluminium as before but both lighter and stier Twin-turbo V8s are here to stay
than the Californias. Ferrari is yet to quote the weight, but it Latest-generation V8 will push beyond 700bhp
must be lighter than its 1730kg predecessor. Weight distribu-
Much as people decry the tuned for extra power here;
tion is 46/54 front-to-rear. loss of natural aspiration, likely because its already
Dont hold out for a return to natural aspiration here, as the Ferraris turbo F154 V8 is producing more torque
Portono retains the 3.9-litre twin-turbocharged V8 here to stay, particularly than the 812 Superfasts
now that the Portofinos 6.3-litre V12. Next years
that rules over the lower-order Ferraris. A series of small version has received hotter 488 Speciale spin-
upgrades do raise the game, however; there are new a chunk of upgrades. off will likely push beyond
pistons and conrods, a new intake system, and the ex- Starting life in the Maserati 700bhp and the GTC4
haust side has been redesigned from manifold to tailpipe. Quattorporte GTS in 2013 Lusso will sell more as a V8
before making its Ferrari than a V12. But the latters
The result is an extra 39bhp to take it to 592bhp, with torque debut in the California T, the engine you need, if you
up fractionally to 561lb ft. However marginal the gains, the the 3.9-litre unit has been want natural aspiration.

October 2017 | CARMAGA ZINE.CO.UK 11

 Out go Mk1 dashs kooky curves
for sober cockpit with phone-
mirroring touchscreen

a new Leaf

S
NEW CAR
1 2 3 4
Ooh, looks like a Dare I say more How far will it British-built, I
DEBRIEF new Mini...
It is, of sorts. This
contemporary?
Thank the
go on a charge?
Tech details are
take it...
Despite Brexit
MINI electric concept
previews the zero-
matt silver paint,
revised body panels
wafer thin. Execs
promise a powerful
worries and the
plug-in Countryman
ELECTRIC emissions Mini
due in 2019. The
and exaggerated
bodykit. These
electric motor and a
focus on preserving
hybrid coming from
the Netherlands,
production EV is fibreglass parts are Mini dynamics. BMW has confirmed
spun off todays designed to help Insiders suggest the that the German-
Mini, but this the Mini Electric cut-down i3 battery sourced electric
concept feels fresh. slip through the air, pack is mustering powertrain will go in
Its amazing what enhancing range. only a 90-mile on the Oxford line.
ditching the black The hexagonal range enough? A The plan is for EVs
plastic wheelarches radiator grille is 2008 Mini E field to contribute 20-
and wraparound also blanked off to trial saw 29.7 miles 30% of BMW group
chrome can do... reduce drag. averaged per day. sales by 2025.

12 CARMAGA ZINE.CO.UK | October 2017

 The Frankfurt connection:
where 2017 hot hatch meets 2030 pod
Live from the Frankfurt show floor: the hottest Seat, a sexy
Kia, yet another SUV and the future of cities. By
y Jake Groves

Seat Leon Cupra R
Heres the latest hot Leon, which
turns out be the most powerful
production Seat in history. The
regular Cupras 2.0-litre turbo is
boosted to 310PS (or 306bhp)
and connected to a six-speed
manual and front-wheel drive for
tyre-scrabbling launch starts. If
you like the orange metallic bits
Volkswagen T-Roc
Had enough of SUVs yet? VW town to do surfboarding or extreme
certainly hasnt. Its latest 4x4 ironing or whatever. Engines are
creation is the smallest in its line-up standard group fare: 1.0-, 1.5- and
so far and comes complete with all 2.0-litre TSIs and 1.6- and 2.0-litre
sorts of angles, customisable colour diesels. Tech from Golf 7.5 carries
combos and a name not dissimilar across inside, too, so the latest
to a professional wrestlers. MQB Active Display instrument cluster and
underpinnings mean neat packaging piano-black infotainment screens are
and a big-for-its-sector boot, so the present. External two-tone paint is
lifestylified owners can venture out of reflected in vibrant dash inserts too.
NEED TO KNOW
> What is it? Another piece of SUV ammunition for VWs world domination plans
> Key tech MQB oily bits, VWs Active Display, optional adaptive chassis control
> Aimed at? Well-off Millennials who think a Q2 looks too Bauhaus > Chances of
making production? It already is available to order from Novemb r 2017
on the outside, good news: bits
of interior trim are finished in the
stuff to complement carbonfibre
and alcantara detailing. What is it
with copper detailing? First it was
Bentleys EXP concepts, then the
Velar First Edition and now this
Cupra R. There must be a stockpile
now plumbers use plastic pipes.

NEED TO KNOW
> What is it? Limited-run, copper-clad hot hatch and most powerful Leon yet
> Key tech 306bhp four-pot, massive Brembos and beefier air intakes
> Aimed at? Speed-freaks with particular interest in conductive metals > Chances
of making production? Confirmed for the end of 2017, limited to 799 units

Smart Vision EQ FourTwo concept

Kia Pro_ceed concept
Swoopy shooting brakes are in
vogue, it seems. Kias designers
hope to inject some much-needed
style into its Ceed range, using its
Stinger flagship as a baseline. So
this long and low design study has
a face that is lifted off the GT, but
also has touches of Sportage at
the back in a one-piece rear light
How life will look in the future, radiator grille message board.
Smart says. A Terminal 5 Pod is on You pay as you go, and can even
the loose! we say. This is Smarts choose who to share rides with
stargazing exercise in how personal based on peoples destinations and
transportation integrates with 2030 online profiles (raising the scary
cityscapes. So you dont own the prospect of encouraging some base
Vision EQ, you hail it from your instincts). And the electric Vision
smartphone. Its Level 5 autonomous EQ knows where to go when it
(no wheel, no pedals), so it drives needs recharging. Its an inspiring/
itself to you, cheerily communicating fantastical/terrifying vision
with the surroundings via its depending on your point of view.
NEED TO KNOW
> What is it? Transportation pod for those who prefer Facebooking to driving
> Key tech Electric power, Level 5 autonomy so theres no steering wheel
> Aimed at? City dwellers, sociable sharing junkies > Chances of making
production? A vision of 2030 shared by many car makers and politicians
bar arrangement. Kia calls it a bold
vision for a potential member of the
next-generation Ceed family and
one were certain will join the ranks
when the range rolls out from 2018.
It was also designed in Kias Frankfurt
studio, just 500 metres from the
Messe show halls; saves on postage,
probably.

NEED TO KNOW
> What is it? Low-slung shooting brake with Stinger nose > Key tech Flush
Tesla-like door handles > Aimed at? Families in the near future who dont want
an SUV > Chances of making production? Points to a new Pro_ceed model

Visit carmagazine.co.uk for more Frankfurt news and Gavin Greens expert analysis

14 CARMAGA ZINE.CO.UK | October 2017

60 YEARS OF ADVENTURE
AND DISCOVERY
The best
budget SUV
just got better
Okay, its the only budget SUV. But it
looks like Dacia will continue to clean
up with the Duster. By Colin Overland
Its a huge global seller
Since Renault lit the touchpaper under the
Romanian company in 2004, Dacia sales
have boomed. Of the 4.5m Dacias sold
since 2004, 1m have been Dusters. The
rugged SUV may have sold initially on price,
but it kept on selling because its reputation
for reliability and practicality went viral.
The new model available next summer in
right-hand drive fixes problems identified
by owners: seat comfort, stowage space,
sat-nav speed, safety gear, fit and finish.
WIN!
18 CARMAGA ZINE.CO.UK | October 2017
More rugged outside
The front and rear lights are closer to the
corners, giving the illusion that the car is
wider. The grille is new and the sides have
been reshaped to give chunkier proportions
(less glass, more metal). The windscreen is
bigger, and starts 100mm further forward
on the bonnet. The roof bars are stronger
and the wheels bigger by 1in at 17in.
All the off-road capability has been
retained. Powertrain choices will initially be
the same as the current model: 1.2 and 1.6
petrols and a 1.5 diesel, with a dual-clutch
auto an option on front-drive diesels.
Third central
vent is a low-cost
way to keep rear
passengers cool
More refined inside
The interior has undergone bigger changes
than the exterior, while still being clearly a
Dacia, which in turns means looking a lot like
an old Renault Clio or Megane.
The 2018 car has new seats, a new
touchscreen and a redesigned dash housing
an extra air vent. The doors have bigger
pockets and the armrests are now finished
in soft-touch fabric. The window switches
are conventionally located on the doors.
Pedestrian protection has been improved,
a curtain airbag has been added and more
electronic safety aids will be available.
Why isnt this a Renault?
Dacias success has helped the whole
Renault group understand what defines the
brands, according to group design chief
Laurens van den Acker. Dacia was coming
on very fast and there was a notion that it
was going to eat up Renault. So we needed
to be clear about the distinction.
Weve had to push the brands in different
directions Renault is more Latin, sensual,
emotional; Dacia is Germanic, robust,
rational.
Its worked Dacias success hasnt been
at the expense of Renault sales. Win-win.
QUALIT Y UK & EUROPEAN 2017
TRACKDAYS TO ENJOY
25th & 26th September Spa Francorchamps
19th October Silverstone Grand Prix
2nd November Donington Park National
20th November Silverstone Grand Prix
7th December Donington Park National

PRIC ES AN D NOISE LIMITS ARE LISTED ON LIN E

2018 DATES WILL BE PUBLISHED SHORTLY

www.rmatrackdays.com 01628 7 79000

BMW unveiled its
Z4 concept, with
a different take on
two-tone leather
Why Pebble Beach rocks
Priceless concepts, one-off exotics and an Allegro.
Its all at the worlds poshest car show. By Jake Groves
J
ETLAG IS CRUEL. But trundling into
Monterey, California during the after-
noon rush hour was enough to keep it at
bay. The picturesque coastal town is
known for its Pacic views and shing history,
but for one week of the year it and the surrounding
peninsula is consumed by all things car. Spending
just ve minutes watching trac go by racked up
a mental dollar value in the millions.
Monterey Car Week is a US car fans ultimate
pilgrimage, with events ranging from the simple
to the silly and the exuberantly luxurious. Im here
to take in the sights, sounds and high-octane
smells of this petrolhead shindig.
Supercar owners can show o their pride
and joy at Exotics on Cannery Row, the self-ex-
planatory event that takes over Montereys coastal
main road through its shing industry hub. Its a
refreshingly basic event; drive there in your F12 or
P1, park for the day, let visitors poke around your
20 CARMAGA ZINE.CO.UK | October 2017
car while you poke around everyone elses.
The cutting edge not your thing? Drive a death-
trap or an old shed you cant help but love? Take it
(or even push it) to the self-deprecating Concours
dLemons where the unfashionable, unreliable
and unloved are celebrated. I saw everything from
a Trabant driver dressed in Russian army fatigues
to a massive Cadillac urinating coolant, and an
MG that had a radiator loosely tied on by a strap. I
particularly started to doubt my sanity when a
Honda Civic with two front ends, two steering
wheels and two engines won the Worst in Show
award. It was equal parts surreal and hilarious.
Laguna Seca is nearby, too, where you can
watch the Motorsports Reunion. That involves
hung more than your daily amount of petrol
fumes, wondering if youll get tinnitus from the
deafening classic racers blasting around the track
or just taking in its epic 2.2 miles of twists and
turns and rises and falls.
Our man Jake surveys
Laguna Seca, a key
attraction during
Monterey Car Week
Then, of course, theres the crowning jewel of
the entire week: Pebble Beach. You have to wake
up at stupid oclock in the morning to be there for
the Dawn Patrol, but what youre privy to is an
hour of the most legendary cars on the planet roll-
ing by in one massive convoy through a golf
course. You then spend your day rubbing shoul-
ders with Arnie, Jay Leno and more panama hat
wearers than you can fathom, taking in classics
from all eras, a brisk easterly breeze and a chilly
temperature you werent quite expecting. This
comment may make some, er, more experienced
readers of CAR R wince, but Pebble was an educa-
tion for a whippersnapper like me; I didnt recog-
nise at least half of the concours cars, and had to
refer to the handy car guide to make heads or tails
of what they actually were.
The concours events in particular are boons for
The planets most
legendary cars
roll by in one
massive convoy

Concours dLemons
cars punctured the
pomp of Pebble
Michael Fux
[pictured below right]
and his one-off Fux
Fuschia Rolls-Royce
classic-car fans but car makers even use Pebble
Beach to debut new models, coachbuilt one-os or
concepts previewing the near future. McLaren
and Rolls-Royce teamed up to reveal two cars de-
signed for businessman and avid collector Mi-
chael Fux in unique (and slightly eye-melting)
Fux Fuchsia, while Mercedes lopped the roof o
its Maybach Concept 6. Inniti even built an
open-wheel retro EV racer, simply because it could.
After previously unveiling its 3.0 CSL, 2002
Hommage and Concept 8 Series at Villa dEstes
Concorso dEleganza in Italy, BMW chose Pebble
to pull the covers o the Z4 Concept, a roadster
that looked perfectly at home in California.
Resplendent in Energetic Orange, the new two-
door sports car is BMWs latest stab at the baby
two-seat roadster. Its working in parallel with
Toyota, which is making its new Supra o the
same platform; Z4 will be a drop-top while the
Supra is strictly a coupe. Thankfully the Z4 still
looks like a BMW, with its squat stance and kid-
ney grilles, but those almost F-type-like head-
lights and the M5-inspired red buttons on the
steering wheel are very un-Bavarian. Weve got
our ngers crossed that all of this makes the pro-
duction version in 2018.
@_jakegroves
PEBBLE PICKS
Things that made Jake double-take
ONE MAN, ONE ENGINE
If you ventured over to the Mercedes stand at
The Quail, youll have seen an AMG engineer
doing what he does best: assembling an engine
from the ground up. The live demonstration
was ongoing throughout the day, where one of
Affalterbachs engineers took questions and
talked through the build. Properly fascinating.
PARROT! REPEAT, A PARROT!
Okay, pet dogs at the show we could
understand; theyd be out of the house and you
can take them for a walk. Even the fashionistas
with their handbag chihuahuas or pugs werent
entirely out of context at Pebble. But a parrot?!
We think it was there to ensure there was no fowl
play in the concours judging. Sorry.
THE ONLY ALLEGRO IN THE US
What could better illustrate the mick-taking
Concours dLemons event than an Austin
Allegro being pushed onto the show lawn?
According to its owner, this is the only Allegro i
the US, but Brit cars outnumbered almost every
other country bar America in this category
proof that the UK is no stranger to making a trul
crap car.
INFINITIS MAD PROTOTYPE 9
The Infiniti design team obviously had
something put in their drink to create this.
Inspired by Japans 1940s racers, the 9
uses panels hand beaten by Nissans Takumi
craftspeople and EV tech from the new Leaf for
5.5sec 0-62mph time and 105mph top end.
Ariel goes
atomic
Brit firm plots Bugatti-
beating EV. By Matt Joy
S
OMERSET-BASED ARIEL is famous
for its no-frills Atom and Nomad.
Now its plotting a new series-hybrid
hypercar, currently called Hipercar.
Standing for High Performance Carbon
Reduction, the Hipercar targets a 0-100mph
time swifter than the Bugatti Chiron.
Each motor dishes out 295bhp and 332lb
ft, so the two-wheel-drive version (with two
motors) packs 590bhp while the all-wheel-
drive version (with four motors) has 1180bhp
and 1327lb ft. Although unproven, the
numbers look mind-scrambling: 0-60mph in
2.4sec, a tenth behind the Chiron, 100mph in
just 3.8sec, 150mph in 7.8sec.
The motors weigh 40kg each, the
single-speed gearbox just 9kg, while the
chassis is a bonded aluminium monocoque
with aluminium subframes carrying part-
aluminium suspension. A 35kW micro
gas-turbine range extender keeps the cells
juiced and although no charging network
can currently produce 750v, the Hipercar
is compatible with existing Type 2 and
CHAdeMO systems. The Hipercar will also
feature Ariels first fully enclosed body, with
reclining carbon seats weighing just 9kg each.
Created in collaboration with Equipmake
Hethel-based experts in motors and control
technology and Delta Motorsport, a pair
of two- and four-wheel-drive concepts
have already been shown. Now Ariel has
joined with other partners like GKN Hybrid
Drive responsible for the Porsche 918
Spyders e-axle to create production cars
for 2019. Pricing is TBC, but Ariel boss Simon
Saunders says: It will be expensive because
of the technology but it will be excellent
value compared
with the 1m+
supercars it will
outperform.
Ariels
4WD Hipercar
should make
1180bhp and
1327lb ft!
October 2017 | CARMAGA ZINE.CO.UK 21
Cayenne v3: Form a Q
Q7 meets Panamera as Porsches subtly-evolved third-generation
premium SUV heads into a crowded market. By Jake Groves

W
HATEVER AUDI can do, Porsche can do
better. Stuttgart has taken the Q7s MLB Evo
platform, 48-volt electrical system and air
suspension and Porsche-ised it.
So the third-generation Cayenne not only has all that, but
a raft of extra tech only Porsche could do. The Panameras 4D
Chassis Control is lifted across to iron out the road ahead, as is
the space-age touchscreen cabin with the massive widescreen
infotainment system and 4G LTE wi- hotspot.
It still looks like a Cayenne (ie slightly frumpy), but the rear
end now brandishes Stuttgarts rear light bar rst seen on the
718 Boxster and Cayman, then the Panamera. Other than that,
its a feast for spot-the-dierence fans looking for a challenge.
Rear-wheel steering makes its way onto the options list, and
Porsches latest breakthrough in braking tech is cast iron discs
coated in tungsten carbide. Porsche says this new-fangled
Surface Coated Brake system increases friction values while
reducing wear and brake dust compared to regular stoppers.
Ceramics are still the more potent brake option if you want The details are
maximum performance, though. all different, the
overall look is
As with any Porsche, the options list is vast. The Sport the same. The
Chrono pack can be added if youre mad enough to want to magics all under
the skin
set a lap time on your school run, and sound systems from
Bose and Burmeister are available to ll your eardrums with
anything other than V6-ness.
The line-up begins with just the Cayenne and Cayenne S
for now. The basic model has a 3.0-litre, single-turbo petrol V6
kicking out 335bhp, while the S has a twin-turbo 2.9-litre V6
peaking at 434bhp and a 0-62mph sprint time of less than ve
seconds. Expect to see hotter GTS, Turbo and Turbo S models
populating the range within the next few years, and dont rule
out an all-electric version using technology from the 2015
Mission E concept.
Want one? Youll have to stump up a smidge under 56k
for an entry-level one, while a Cayenne S can be yours from
68,330. First ones arrive in April 2018.

Cabin continues
Panamera-led
trend for bigger
screens, fewer
switches

NEW CAR DEBRIEF

1 2 3 4
This looks So, what has Sounds And still

BENTLEY familiar
Version 2.0 of
changed? The
aluminium body
sporty
Indeed. The
luxurious
inside? Yes,

CONTINENTAL GT Crewes luxury GT

evolution over
volution in styling
is 80kg lighter,
air suspension is
standard and the
engine is a 6.0-litre
W12 that kicks out
626bhp and 663lb
and now up-to-date
too. A new 12.3-
inch infotainment
rms. Remember 48-volt electrical ft. Top speed is system revolves
e EXP 10 Speed 6 system is part of the 207mph. Theres from behind a
ncept? Mix that, Panamera-derived launch control, wood veneer panel,
me Bentayga underpinnings. and a BMW M4 CS- theres an all-digital
eases and a The Dynamic Ride beating 0-62mph instrument cluster
t of old Conti. system should keep time of 3.7 seconds. and more quilted
ystal decanter body roll in check All that shove is fed leather than you
adlights, rifled and there are drive through an eight- really know what to
hausts and the modes available for speed dual-clutch do with. Coming to
XPs oval brake gentle wafting or box to all four a stately home near
hts all feature. hard charging. wheels. you in 2018.

22 CARMAGA ZINE.CO.UK | October 2017

 We are putting Seat on the map
Seats design boss Alejandro Mesonero-Romanos has brought success to VW
Groups least successful brand. Its all about perspective, he tells CAR
A
LEJANDRO MESONERO-ROMANOS makes an
unlikely Red Adair. The design chief displays very
little ego or drama, despite holding together a design
reinvention while Seat burned cash year after year,
and CEOs came and went. Then this March, Seat announced its
rst operating prot since 2007.
Mesonero-Romanos design vision has been a cornerstone of
this turnaround, with four production cars in ve years. From
2012 Leon hatch to 2017 Arona baby crossover, four cars built on
a consistent aesthetic of triangular lamps, crisp lines and strong
proportions. Yes, the cars look similar but to [change too early]
is a risk. We are putting Seat on the map, and design plays an
important role, he says in his gentle Spanish-accented English.
We are a young brand and, to be completely honest, we are not as
strong as others. So we are making it stronger.
The 48-year-old, who earned his design masters at Londons
24 CARMAGA ZINE.CO.UK | October 2017
Royal College of Art, is a very thoughtful and puristic designer.
ILLUSTRATION: SENOR SALME
One of his favoured methods is to push a life-size clay model,
devoid of lines and details, into the Barcelona studios viewing
quadrangle. The design director subconsciously soaks up its
mass from his upper level oce, encouraging members of his
180-strong team to scrutinise its properties too.
I always start with the side view. This is the truth, where you
see the proportions, he explains. When I started I said to my
designers dont show me cars in wow sketches, just show me
perspective. You are confronted with reality, and you have to
solve the problems in the side view.
Another desire is to inject dynamism into the shape, to
capture the moment of acceleration: the Ibizas rear end, with its
positive and negative planes, is meant to convey movement. The
interiors are calmer, shaped by functional simplicity. We are
quite visually polluted in our lives, with the internet, advertising.
 CARS
CURVEBALLS
6 questions only
we would ask
Tell us about your first car
Connect 4
Ibiza, 1986, white, 15-inch rims: what
a surprise! I really fell in love with the
ASTON MARTIN ESTATES
Ibiza when I saw it, it was very sporty Nothing screams good taste and shotgun
at that time with the long wheelbase, ownership like an Aston with a tailgate
short overhangs, quite flat roof. It
Seat quality has improved since
was mature and sporty whereas
Alejandros 1986 Ibiza
Corsa and Fiesta were looking like a
toy. Quality was really bad though.
Im not comfortable in cars where there
Which achievement makes you is too much.
most proud?
Thats a tough one. Personally its
Seat has been forced to make com-
my daughters. Im very critical of my promises on its journey to protability:
cars. In the places where Ive been, the Ateca and its Karoq counterpart
probably when I left, there were from Skoda share the same doors,
always better cars and a better team
than when I came in. windscreen and roof. Couldnt the door
skins dier? From the moment you are The latest one
Whats the best thing youve ever modifying the stamping just a little bit, Zagato Shooting Brake (2018)
done in a car? Possibly the worlds most stylish family, the Vanquish Zagato
I really enjoyed an Easter trip to Lake its not the same door. Its a huge cost. Is
Coupe and Volante have been joined by a Speedster and in
Como. I have a Porsche, a Carrera it harming the character of the car? No. 2018 this Shooting Brake. V12, 592bhp and just 99 examples
3.2 from 1987, we took it there. Bit The close collaboration with Skoda to be made.
scary, because old cars have their
extends to other brands. Mesonero-
own character and can break down
very easily, but we took the car there Romanos enjoys the camaraderie
and back. among Volkswagens 12 chief
designers, who get together once a
Supercar or classic car
Classic car definitely. You can feel quarter for a Stammtisch h, an informal
that theyve been thought up by an round table. Its open bar, you can
individual. Simple things, real things. criticise, ght, suggest! But in the end
When you have an aluminium door
handle its real aluminium. Heater
we are all designers and we are discuss-
controls that make a noise. Its very ing our work. The know-how ows
human, things are thin, nimble and out of Martorell in other ways: Bentley Bertone Jet 2+2 (2013)
basic, its very refreshing. and Porsche have been on fact-nding Built by Bertone for a client at spectacular cost, the
Tell us how you screwed up? missions to Seat to share its knowledge Rapide-based Jet looked remarkably factory, so much so
Many times. Probably not to say no on interface design. that Gaydon eyebrows were twitching. A much-discussed
enough. You want to make things limited run never happened, unfortunately.
The Spaniards remain dependent
[positive], but have to say no, this is
not going to work, theres no point. If on Europe, and small: sales are 42%
you dont feel it, you have to say no. lower than Skodas on this continent
alone. Nonetheless Seats registrations
Company curveball: what was the
in the rst half of the year are up 17%,
official car of the 1992 Barcelona
Olympics? to 206,507, and customers are choosing
A Seat Toledo? No, an Ibiza! White. higher-spec cars. Next year promises
Mine was very similar, but this was three more new models, including a
another model year.
agship seven-seat SUV based on the
Skoda Kodiaq, and a more aggressive
Leon Cupra R (see p14). DBS Estate (1971)
The design chief shrugs o the view A one-off commissioned by a Scottish laird for fishing trips.
that the regular car is too understated: In the past we were Coachbuilders FLM Panelcraft gracefully integrated the
tailgate from a Hillman Hunter onto purest Aston aluminium.
criticised for being too much boy racer. We missed some clients It fetched 337,500 at a Bonhams auction in 2012.
because of that. It doesnt over-promise like a Focus RS. But
people who want something more, we will increase the perfor-
mance of the car with [a focus on] weight, aero and mechanics,
and [the changes] will be visible!
Theres a clear sense that Seats dark age is now over, and
momentum is gathering under the latest CEO Luca de Meo.
We have a new dynamic in the group, a new president, and
as a designer I would say we have more freedom now, says
Mesonero-Romanos. All the compromises we have done in
the past helped us to arrive at this moment. Seat is going into
the next step, where we are earning money and becoming more Radford DB5 (1965)
independent. We will be much more dierent in the future, no David Brown-spec Aston would have made their own shooting
brakes but the factory was flat out. Radford got the nod instead,
doubt about it. building 12 in total at a cost of half the list price again 37k in
PHIL McNAMARA @CARPhilMc todays money.

October 2017 | CARMAGA ZINE.CO.UK 25

 Porsche Design Chronograph 911 Turbo S and GT2 RS

Breitling Avenger
Hurricane

W AT C H E S

Raw
materials
The watches with the same
hardcore, lightweight ingredients a
your favourite performance cars
BEN OLIVER @thebenoliver

N C
1 2 3 4
What? A Disco So it gets some Wont Defender Definitely good
D off-road?
Whod have
flashy paint?
Its called Satin
owners laugh?
Theyll have
off-road then.
And likely on
LAND ROVER thought it, eh? It
might be one of
Tectonic Grey
actually, with Rush
to catch you
first. The Discos
it too. Remarkably
the SVX comes
DISCOVERY the most capable Orange highlights, air suspension only with a 518bhp
4x4s money can but its not just for gets active roll version of the
SVX buy but the closest show. The towing control, departure supercharged
most owners get eyes are marked out and breakover V8, making it
to the rough stuff in orange so that angles have been comfortably the
is watchingg Bear theyre
y easy y to find increased and fastest Disco 5 to
Grylls on catch-up. when youre knee- theres long-travel date. No prices yet
That hasnt stopped deep in it, and are dampers and this is a hand-
JLRs SVO division rated to six tonnes. new suspension assembled SVO
getting their hands Plus the matte paint knuckles to go with product after all
on Disco 5 to create cuts reflections, it. You even get but expect to pay
this: the Discovery and the bonnet in proper Wrangler more than the 66k
SVX. No Subaru particular gets an knobblies on the the current flashiest
relation intended. anti-glare coating. slick 20-inch alloys. version costs.

26 CARMAGA ZINE.CO.UK | October 2017

The innovations transforming our driving world

28 CARMAGA ZINE.CO.UK | October 2017

Pettrol revs, diesel grunt:
Mazdas gamechanging engine
An engine combining spark and compression ignition is the powertrain
holy gra
ail and Mazdas bright sparks have cracked it. By
y Ian Adcock

M
AZDA HAS MADE the biggest internal controlling this is a pressure sensor in each cylinder, con-
combustion breakthrough in decades: a petrol stantly inputting data into the engine management system
engine which combines the excitement and to control the twin electric variable valve cams, injection
renement of a high-revving petrol with the strategy and a Roots supercharger acting as an air pump.
frugality and
a torque of a diesel, delivering a 30 per cent im- Mazda is so condent in its breakthrough that CAR R was
provement in fuel economy and sub-60g/km CO2 emissions. allowed to drive prototype Skyactiv-X 2.0-litre petrol en-
The gammechanger is Spark Controlled Compression Igni- gines. The 30-mile test loop of autobahn, country and urban
tion (SPC CCI), where Mazda has been rst to successfully roads suggested that, apart from some low-down noise and
combine sspark ignition and compression combustion in a vibration that should be dialled out, Mazda has solved the
petrol enggine. Mercedes and GM have been working on this conundrum of a smooth switch between the two combustion
too, but thheir HCCI engines have yet to deliver a smooth, types. The new engine drives like any sporty twin-cam, rev-
production n-ready switch between spark ignition and ving cleanly to its redline just beyond 6000rpm, but with a
high-comp pression burning of fuel once the engine starts. broad torque spread pulling from 1200rpm in sixth.
SPCCI is a natural progression of Mazdas current And fuel economy? The manual mustered 40.9mpg, a 13.3
Skyactiv engine
e range, where both the petrol and diesel en- per cent improvement over todays Mazda3 2.0-litre, with
gines operrate at 14.0:1 compression ratio (high for a petrol, the engine running Spark Controlled Compression Ignition
low for a ddiesel). The general rule for petrol engines is the more than 95 per cent of the time. The auto scored 42.2mpg,
higher thee compression ratio, the more complete the com- up 15 per cent, and operating even longer in SPCCI.
bustion prrocess, improving eciency and emissions. The Seems reports of the internal combustion engines immi-
SPCCI eengine, an all-aluminium 2.0-litre branded nent demise are somewhat exaggerated. Roll on 2019.
Skyactiv-X X and set for production in 2019, nomi-
nally operrates at an even higher 15.0:1 but there
are more b breakthroughs than that, says power-
train execuutive ocer Ichiro Hirose.
SPARK IGNITION SPCCI COMBINES BOTH, WITH
The air--fuel ratio is critical: usually the ideal SPARKS FIREBALL ENHANCING
stoichiometric mixture for a petrol engine is 14.7 COMPRESSION
parts of aiir to one of fuel, less and the engine is
running rich, higher and it is lean burn.
Running lean improves eciency and reduces
emissions, but can have side eects.
Achievving a super-high compression ratio
was a key breakthrough in realising combustion
COMPRESSION IGNITION
with lean fuel-air mix, reveals Hirose. And the
leaner youu make the air-fuel ratio, the more the
specic heeat ratio increases; to make the big step
forward w we needed to at least double stoichio -
metric leveels from 14.7:1 to 30.0:1.
The prooblem Mercedes and others faced was
limited enngine range and load. Mazdas solution
is Controllled Compression Ignition, which clev-
erly uses the spark plug to manage the compres- Spark + compression = breakthrough
sion ratio across most of the power range. We What the SPCCI engine is doing and when
chose a 155.0:1 compression ratio because it is
close to co
ompression ignition conditions in nor- The SPCCI petrol engine starts with during the intake stroke and the
mal ambiient temperatures, says Hirose. The spark ignition, with the seamless compression stroke. A strong swirl is
spark creaates an expanding reball that acts like switch-over to compression ignition created in the combustion chamber
not happening at a set point but once to create an uneven distribution
a secondarry air spring to create additional com- certain conditions temperature, of fuel density with a lean mixture
pression; because the spark plug creates this pressure, engine speed and load around the periphery for compres-
reball, it eectively controls the switch between are met. Then the spark creates an sion ignition and a relatively rich
expanding fireball which provides air-fuel mixture around the central
spark and compression ignition.
additional squeeze to the normal spark plug, for creating the fireball.
Requireements to initiate compression ignition geometric compression ratio of ap- Compression-ignition combustion
are not xxed; they vary according to tempera- prox 15-16:1, triggering the switch to is used in most areas of the engine
ture, pressure, engine speed and load at that compression ignition, on which the performance envelope, except
engine runs until demand changes. under high load (such as acceler-
particularr instance, so the timing and size of the The air-fuel mixture is created by ation) and cold starts, when spark
reball a re adjusted accordingly. Critical to splitting injection to two phases: ignition is used.

October 2017 | CARMAGA ZINE.CO.UK 29

Does it work?

When Eco Assist helps most

A
MID ALL THE excitement over
Mercedes latest evolution of its
autonomous driving systems in
the revised S-Class, its easy to
overlook
l k the
h other
h bibig innovation:
i i you.
More precisely, the S is set up to oer en-
couragement, information and incentives
to help you drive more smoothly and more
economically. Crucially, it can be ignored
and over-ridden, leaving you to decide
whether your priority is economy at any
given moment. 1 2 3
The latest, upgraded version of Eco
DOWNHILL UPHILL MOVING QUEUES
Assist is available on the S450 (not a UK Youre prompted to lift your The mapping knows youre If the radar spots youre
model) and S500 the only cars using foot off the gas, and the car near the brow of a hill and cruising into a queue, it slows
new beltless inline-six petrol engine with will brake itself legal. will prompt you to lift off. but aims to keep rolling.
48-volt electrics and an integrated start-
er-generator (ISG) instead of an alternator. Adaptive cruise control: The latest S-Class has
Eco Assist works by combining several features. a rened version of ACC, factoring in everything DID IT WORK?
Connectivity and sensors: The car knows where from the weather and the road surface to the route Yes. Its amazing how seamless
you are, where youre going, and whats happening and the charge level of the battery as it calculates the transition is between engine-
in between. So it wont encourage you to accelerate the best way to keep you at a safe distance from off coasting, recuperation and
towards slowing trac or a hairpin, for instance. other trac while using as little fuel as possible. conventional propulsion. If you
Coasting: The engine can turn itself o and on Eco Assist is there all the time, making back- k ignored the info on the dash,
again at motorway speeds, and engage neutral ground calculations about when best to intervene you could easily not know what
while its coasting, if it calculates that a period of and in what way. But there are several instances was going on under the bonnet.
The lights and icons are subtle
being propelled purely by momentum (and the where it can make a big dierence (see above).
enough to fall into the category
subsequent restart) will be more economical than And Mercs latest stop-start system clever of useful information rather
keeping the engine on throughout. enough to stop the engine while the car is still than nannying interference.
Recuperation: The ISG system has a soft-hybrid moving uses all the information available through Mercedes has made a point of
element, so it can store surplus braking energy in its GPS, radar etc to avoid infuriating sub-two-second programming the system to
second battery. Its constantly calculating whether switch os. As well as being annoying, theyre less avoid an excessive number of
cruising or braking (and storing the resultant ener- fuel ecient than keeping the engine on. prompts. Its very grown-up.
gy) is better in the current circumstances. COLIN OVERLAND

30 CARMAGA ZINE.CO.UK | October 2017

Sounds like a great idea
Acoustic know-how brings extra precision to cylinder shut-off, promising
huge efficiency improvements at minimal cost. Byy Ian Adcock
I
MAGINE A combustion process that could produce the pre-
cise quantity of torque needed at any given moment no more,
no less and in the process reduce C02 by up to 15% andd reduce
engine vibration.
Such alchemy would be wondrous to the fathers of the
petrol or diesel engine, but it appears this breakthrough has
been achieved thanks to technology developed by a former Silicon
Valley digital signalling processing expert.
Dr Adya Tripathi took his knowledge of working with audio
ampliers to investigate whether the science of frequency content
could be applied to controlling the internal combustion engines
compression cycle.
Tulas unique Dynamic Skip-Fire Cylinder (DSF) deactivation
combines advanced digital signal processing with sophisticated
powertrain controls and Delphis Deactivation Roller Finger Follow-
er (DRFF) valve control system.
DRFF is an advanced variable valve-actuation technology that
uses a rocker arm mechanism working with a three-lobe cam to
switch between full- and zero-lift proles within milliseconds. Full
cylinder deactivation can be achieved in a single cam revolution at
speeds up to 3000rpm, without the need for high valve-spring loads
that increase stress and friction.
DSF makes continuous dynamic ring decisions on a cylin-
der-by-cylinder basis to produce the required engine torque at any
Three-lobed
cam
Roller finger
follower
Valve spring
Hydraulic lash
adjuster
Valve
head
one time depending on vehicle speed and load, simultaneously
avoiding unnecessary noise, vibration and harshness (NVH).
According to Tulas chief powertrain engineer, Matthew Youn-
kins, DSF can vary between all cylinders to zero and any percentage
between. This means you can match the number of cylinders exactly
to the required torque.
As with conventional cylinder deactivation technology, DSF can
shut half the cylinders. But the big dierence is that it can change the
number of cylinders red in an analogue manner from two to 2.4 or
3.2 to four without pulling the spark to maintain a smooth transi-
tion. Eh? Obviously you cant re 0.4 of a cylinder, says Younkins,
but you can re 24 out of a 100 to average 2.4.
The controlling algorithm also measures cylinder and/or exhaust
temperatures to prevent over-cooling resulting in emission surges
during re-ignition after being dormant.
Originally developed using a 6.2-litre V8-powered GM Yukon
Denali, Delphi-Tula demod the technology in a 1.8-litre VW Jetta at
the recent Vienna Symposium, and its CO2 was cut by 7-10%.
Delphi-Tula calculate that if the global vehicle eet converted
to DSF it would save consumers 59bn in lower energy costs
and reduce global CO2 by 197 million tons a year, all for less than Demo Jetta has
300 a vehicle. Testing the system in the Yukon Denali powered by valve control
wizardry
a 6.2-litre V8 was a revelation. The dash-mounted display depicting triggered by
which of the eight cylinders is ring at any one time was a blur of audio expertise
red
d and d white
hit sequencing
i mostt off th
the time,
ti b
butt th
there were times
ti on
part-throttle, coasting downhill or decelerating towards trac lights
when all eight were blanked o, and brief periods under part-throttle
cruising when the Yukon was running on only two cylinders.
October 2017 | CARMAGA ZINE.CO.UK 31
 Finot looks after Citron
Racing, Peugeot Sport and
DS Performance. Trs busy

or DS3 Performaance and competition

cars like the 308 TCR.
> THE FINAL d deal between Opel [and
JEAN-MARC Vauxhall] and PSA has not been signed,
FINOT and we havent h had any discussions yet,
but there would d be synergies between
ourselves and OP PC and VXR.
> WE HAVE di erent philosophies for
our cars. A Peugeeot GTi will be sportier.
The DS Perform mance line will focus
on powerful carrs with a luxury twist.
For Ci
F Citron
we are thinking of a new
project: its a people-minded brand, so
such a vehicle must be in the feelgood
category, between a standard car and a
performance car like a GTi.
> ITS POSSIBLE to make such a car
[like the Alpine A110] and for someone
keen on motorsport and sports cars

The next big things
Peugeot-Citrons motorsport boss
Jean-Marc Finot on his boeuf with World Rallycross,
synergies with Vauxhall, and a possible Le Mans comeback
IT WOULD BE interesting to be back in the FIA World Endurance
Championship. We left ve years ago, the PSA Group was unprota-
ble, it had been done, and we wanted to win the Dakar. Weve won the
Dakar twice now
> THE FIA AND ACO are cutting costs with new WEC regulations due in 2020,
while still keeping the battery electric technology and plug-in fast charging that
will come to road cars in the next few years. Theres a proposal for a standard
at-underoor, one-aero conguration for the season, and a limit on wind-tunnel
time and tests days, but we think theres a possibility for more standardisation, as
in Formula E. For the spectator I dont think its important that the battery cells are
dierent for each team. We must nd the best balance between the spectacle and cost.
> PEUGEOT SPORT and Citron Racing merged a year ago, and together with DS
Performance we now have around 300 people and an engine department, a chassis
department and a workshop dedicated to all our brands. We also have a customer
competition department, in charge of sports car development like the 308 GTi
its also very interesting, but this kind of project will only be
decided upon if the business case is in the black.
> WE DONT want our brands to be competitors to each
other, and each one must compete for a world championship.
For Citron its the World Rally Championship, for DS its
Formula E. For Peugeot its rally raid, but we only have two
major events each year the Dakar, and the Silk Way Rally
so its World Rallycross too.
> WE ARE worried because World Rallycross is a team cham-
pionship, and we are supporting Team Peugeot-Hansen with
the 208, upgraded from an R5 rally car. But when VW enters
with a highly evolved carbonbre racecar, and there are no
rules to limit testing, it could be dangerous in terms of cost.
> DS COMPETES in Formula E as its a championship tak-
ing place in big cities and we want to showcase our Parisian
luxury to an audience with strong purchasing power. And
its in our strategy to have alternative power units battery
electric and plug-in hybrids in all DS models by 2020.
> ALL FORMULA E racecars have the same Dallara chassis
and Williams batteries [switching to McLaren from 2018]
but at the rear of the car we can design the electric motor, the
power electronics, the gearbox, the suspension. We think its a
good balance between cost and freedom of development.
INTERVIEW BY BEN PULMAN

FRESH THINKING
G VW gazes into its crystal ball
Glass factory is now a hothouse for futuristic thinking
VWs Transparent Factory
in Dresden once produced
the Phaeton and Bentley
Flying Spur. The idea was
that the glass-walled factory
would let you see your car
being built and encourage
a spirit of openness. After
a period when it served
as a concert venue and
education centre focusing
on future mobility, it now
has a second lease of life.
As well as housing the
e-Golf production line, its
the venue for the start-up
incubator project.
You what? Somewhere
between Love Island
and The Great Egg
Race e, its a competition
designed to tackle some
of the challenges of future
mobility. For 200 days, six
teams will work up their
future-mobility ideas. All the
teams get VW funding and
some expert support, and
the projects that look most
promising after 200 days
will get developed further.
Some other teams will be
VWs e-Golf
factory now also
i-deas factory
ready to move into vacant
slots in early 2018.
What sort of projects are we
talking about? ? Car sharing.
Analysing urban traffic
flow. Automated parking.
Electric trikes for delivering
packages to your front
door. That sort of thing.
Intriguingly, the electric trike
idea comes from a company
founded by former VW
design chief Murat Gnak,
who has spent recent years
immersed in various electric
and self-drive projects.

32 CARMAGA ZINE.CO.UK | October 2017

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Starring VW Polo, Jaguar XF Sportbrake and four-cylinder
F-type, Volvo XC60 T8, and a record-busting EV supercar

Sixth-gen Polo plays

miniature Golf with
more kit and space

|
VOLKSWAGEN POLO

Polo: now with

10% extra free
VWs new Polo gets more space, more tech and
more refinement for similar cash. Though you can
spend much, much more. By y Georg Kacher

T
HE NEW POLO is, in essence, a
slightly smaller and more aordable
Golf. Although it isnt oered with
the bigger engines, hybrid power-
train or electric motor available with
the current Golf, the new Polo adopts its DNA.
Its a proper Volkswagen, solid and competent,
made to last and failsafe, a little bland but a
great all-rounder.
Globally, the Polo is VWs best-seller. Its
strong in Europe, big in South America and
huge in China. The sixth-generation model
aims to consolidate or even extend this lead.
To do so, the ancient PQ platform has been re-
placed by the stier and trimmer modular MQB
architecture. Although the MQB upgrade hits
VW to the tune of 400-500 per car, most costs
should be absorbed via enhanced synergies and
bigger volumes.
While the price of the entry-level model
remains virtually unchanged from 12,975
in Germany, TBC over here the previously
optional rear doors are now standard, the
equipment more complete, and you get quanti-
ably more car for your money. The base models
power output climbs from 59 to 64bhp, but the
extra punch is neutralised by a 55kg weight gain.
When the Golfs little brother goes on sale
towards the end of the year, the engine choice
will be limited to a trio of 1.0-litre three-cylinder
units rated at 64, 74 and 94bhp. A 113bhp 1.0
TSI, a 148bhp 1.5 TSI complete with particulate
lter and cylinder deactivation, the 197bhp,
2.0-litre Polo GTI and a brace of 1.6-litre diesels
good for 79 and 94bhp will follow.
Although this comprehensive line-up will be
complemented by a 89bhp 1.0-litre natural gas
engine in some markets, electrication is con-
spicuous by its absence. How come? Because of
the cost penalty which slaps about 1500 on the
mild hybrid/48-volt application, and a little over
2000 on the plug-in hybrid. However, by 2019
at the latest, when battery prices will have come
down, the rst emission-free variant should put
in an appearance. A T-Cross neo-SUV is also in
the works.
The new Polo is longer and wider, with a
92mm wheelbase extension that frees up 

October 2017 | CARMAGA ZINE.CO.UK 35


legroom in row two. Luggage volume increases
from 280 to 351 litres. The new Seat Ibiza
derived from the same components set is a
somewhat tighter t, while the MQB-based
Golf has a bigger cabin but smaller luggage area.
The new Polo introduces a touch of interior
colour here and there, the drab cloth upholstery
has disappeared for good, and you can have
your car sprayed in fancy shades like Energetic
Orange or Pale Copper. Modern times, indeed.
From behind the wheel, the most obvious
improvement concerns the fact that the pre-
viously top-mounted centre air vents and the
touchscreen have swapped position, making
it much easier to read and operate the bigger
full-colour monitor. Just about the only desira-
ble extra missing is a head-up display.
This Volkswagen is still very much a Piech,
Winterkorn and Hackenberg kind of car. The
Klaus Bischo design is evolutionary rather
than courageous, the interior classy rather than
cool,, the infotainment basic rather than best-
in-class. Want to hook up your smartphone?
Its possible but it costs, because it requires the
Composition Media radio and the Connectivity
Volkswagen Polo 1.0 TSI
e TBC > Engine
> Price e 999cc 12v turbo 3-cyl,
92bhp @ 5500rpm, 129lb ft @ 2000-3500rpm
> Transmission 5-speed manual, front-wheel
drive > Performance e 10.8sec 0-62mph,
117mph, 62.8mpg, 103g/km CO2
> Weightt TBC > On salee Late 2017
36 CARMAGA ZINE.CO.UK | October 2017
Pack, in total a four-gure outlay. On the credit to our cars 215/45-R17 tyres (also optional).
side, the sat-nav module has come down in price, This Volkswagen is as stable as a rock whatever
and almost all electronic aids are now quite surface it is whipped over, it is as benign at the
aordable all the currently available driver limit as a fat cat after lunch, and it doesnt need
assistance trickeries bar autonomous parking, lounge music to promote a relaxed driving style.
following and lane changing are oered. The brakes inspire condence, body control is
Unfortunately, the imperative visual up- rarely an issue, and the steering is a precision
grades dont come cheap, like the 17-inch alloys tool which connects the road to your palms.
that are so much sexier than the standard Sadly, the drivetrain is a bit of an anti-climax.
15-inch steels. More opportunities to spend cash The turbodiesel units in particular feel unre-
are bundled in equipment packs like R-Line. ned, both in terms of noise level and running
We drove the Polo mainly around town where characteristics. True, the oil burners still rapidly
it feels nimble and manoeuvrable, blending build up a beefy momentum, but this torque
good visibility with a small enough footprint. oer is instantly put into perspective by the tall
Last year, we drove pre-production versions nal drive ratio. As a result, the fuel economy
extensively in South Africa, where the roads is not as impressive as it should be. On our test
were much more challenging than in the loop, the on-board computer indicated 49.6mpg
Greater Hamburg area chosen for the produc- for the 95bhp 1.6 TDI, which did not compare
tion-car launch. On both occasions, the new favourably with the 48.8/54.3mpg recorded
Volkswagen felt like a grown-up sub-compact for the 94/64bhp 1.0 TSI. The available DSG
car. The production versions are of course much gearbox irons out the take-o and tip-in issues
quieter, more rened overall and built to very which are symptomatic of the manual trans-
high standards. The BMW 1-series cannot mission. Irrespective of the engine type, the
match the cabin appeal of a 2018 Polo Highline, stop-start system is a bit sleepy.
the Audi A3 ranks only half a class The new Volkswagen Polo is
above it, the Golf is about on par. not primarily about performance,
The Polos driving dynamics are LOVE
sharp handling or extrovert char-
tailored to satisfy a wide variety Grown-up feel, low acter. And despite a few grumbles,
of customers, so fun is not top road/wind noise its a job well done, a versatile and
of the menu. But noise levels are HATE roomy small car that is eager to
luxuriously subdued, the ride Diesels could be please, a clever piece of kit rather
comfort conveys that magic-carpet smoother than a soulless transportation ap-
touch even with the dampers set in VERDICT pliance. Although the competition
Sport
p (an
( option),
p ), rowdyy attitudes The Polo that feels is catching up, this honey-they
are quickly nixed by the electronic like a Golf shrank-my-Golf newcomer has got
di lock (another option), and the +++++ what it takes to extend its role as
cornering grip is tenacious thanks leader of the pack.
JAGUAR XF SPORTBRAKE
Old-school cool
Its swimming against the SUV tide, but the
new XF estate is a winner. By Adam Binnie
T
HE OLD JAGUAR XF Sportbrake
had an innate coolness. Perhaps
because you could have one with a
mad bodykit and socking great V8
engine, or because it was regularly
seen in the Tour de France covered in carbonbre
racing bikes.
Maybe its the name estates are always full
of at-packs and garden waste, but a Sportbrake
on the other hand sounds like something a pro-
fessional wakeboarder would drive.
That was all well and good in 2012 when
Jaguar didnt make any SUVs, and the XF had
the big-booted-Jag thing all to itself, but in 2017
when you can have an innitely more #lifestyle
F-Pace SUV, is there room for an XF Sportbrake?
Elegantly athletic styling helps its cause, with
a tapering rooine lengthened by an extended
Clean and classy
looking, but no match
for rival German cabins
The great British
Brake is back.
Drives well, and
its useful too
Saloon engines carry over (except
rear spoiler, aiding aerodynamics as
much as the side prole. the 3.0-litre petrol) but the new
LOVE
It looks longer than the saloon, Looks, drive, 2.0-litre diesel with 237bhp and
but isnt, and actually measures practicality all-wheel drive will be the big seller,
shorter and lower than the old as it delivers six-cylinder punch
HATE
version, despite boasting a larger Some of the cabin with four-pot running costs. There
boot. Its a thoughtfully designed plastics isnt a huge spread of torque, but
space too, square with no intrusions, the eight-speed automatic gearbox
VERDICT
and the electronic tailgate can be Still the coolest manages it well.
operated hands-free. estate available Jaguar says the estate was
The load space measures 565 +++++ engineered to drive like the saloon,
litres, enough for two golf bags despite being 115kg heavier, with
and buggies, while 1700 litres is available if you tweaked front suspension and air springs at
collapse the rear seats using handles in the boot. the rear. The ride is stier but less oaty than a
The oor is completely at thanks to redesigned BMW 5-series Touring and more composed than
rear seats, and theres no lip to lift objects over. a Mercedes-Benz E-Class.
This is, without doubt, a fabulous boot. The XF Sportbrake combines desirable styling
Its not perfect, though the oors tilted uphill, with practicality and a rewarding drive. Thing
because of a strengthening is, rivals from Audi, BMW and Mercedes-Benz
beam beneath, so your avocados oer a comer ride, a bigger boot and more
will roll around, and an F-Paces exciting engines. Also they all have nicer cabins.
is bigger. Theres also an inter- But theyre not as good to look at, are they?
nal AdBlue ller, high up on the Or anywhere near as cool. While everyone else
left-hand side. AdBlue is easy to is punting out SUVs, heres a genuinely exciting
spill. And it stinks. and interesting estate.
Space for rear passengers Sorry, Sportbrake.
heads and legs is generous even
with the optional panoramic
Jaguar XF 2.0d 240 R-Sport Auto AWD Sportbrake
sunroof tted, and although e 44600 > Engine
> Price e 1999cc 16v 4-cyl
some of the cabin materials turbodiesel, 237bhp @ 4000rpm, 369 lb ft @
arent quite up to scratch, you 1500rpm > Transmission 8-speed auto, all-wheel
drive > Performance e 6.7 sec 0-62mph, 150mph,
do get Jaguars vastly improved 48.7mpg, 144g/km CO2
latest infotainment system. > Weightt 2395kg > On sale e Now
October 2017 | CARMAGA ZINE.CO.UK 37
NIO EP9
Caution: strong current
Its smashed the all-time Nrburgring lap record, and now its our turn
to wrestle the 1360bhp Nio EP9 electric supercar. By Georg Kacher
O
N MAY 13, the all-electric Nio EP9 set
a Nordschleife record of 6min 45.9sec.
Two days later, the same car arrived at
Bedford Autodrome to give CAR R an exclusive
rst drive in the worlds fastest and quietest
torture rack on wheels. The seat is a naked non-
adjustable carbonbre bucket, and the meat in
this hard-baked composite sandwich is 6ft 8in
of Kacher and thats before the helmet and
HANS system are in place. This should be fun.
Nio is not a household name, but the
Chinese-backed company has four bases around
the world: China, Germany, USA and the UK.
The UK arm is responsible for the EP9, and for
the NextEV Nio Formula E team, which took
Nelson Piquet Jr to the inaugural championship.
Before I can drive, Im playing ballast with
former racing driver Tommy. In front of me,
a full-width Euston Station-type rectangular
display awakes. Further left three more
38 CARMAGA ZINE.CO.UK | October 2017
monitors glow. Six green lights above the
windscreen signal that the high-voltage system
is active.
To fully deate my ego, Tommy seasons
the warm-up lap with a few hard-to-believe
numbers. The wide-body racer is claimed to hit
0-62mph in 2.9 seconds, 0-125mph in 7.1 and top
196mph. True, a Bugatti Chiron is even quicker
but for a purely electric vehicle, the Nios one
megawatt (1360bhp) power output and massive
1092lb ft are simply sensational.
In the pits, climbing out and getting
back in this car are two more gymnastic
embarrassments. But never mind the cramped
cabin. What boggles the mind now is the variety
of alien noises: intermittent driveshaft clatter,
yelping transmission whine, tyres drumming
in all four wheelhouses and the high-pitched
hissing of electric motors, two up front, two in
the rear. The EP9 provides electromobility in its
purest form: on/o, forward/reverse. No gears
to select but neutral, no driving programmes to
choose from, no torque vectoring, no trickeries
like rear-wheel steering or active anti-roll bars.
Since pedal modulation is both physical and
delicate, you must think braking points before
ooring the throttle. As soon as the oodgates
open, the torque attens you in the seat like
a mighty breaker. Although the pedal eort
required to make the Alcon discs perform could
easily kick-start a truck engine, the deceleration
is phenomenal.
One more familiarisation lap, and then I
may increase the power from 362bhp to 510bhp
per axle, still about 500bhp short of the Nios
no-holds-barred potential. Everything is
happening a lot faster now, corners approach in
timewarp speed, working the steering becomes
physical. Ignore the numbers on the displays.
Nio EP9
e 1.23m plus tax > Engine
> Price e Twin electric
motors front and rear, 1360bhp, 1092lb ft >
Transs Single-speed gearbox > Performance
0-62mph 2.9sec, 0-125mph 7.1sec, 196mph,
range 265 miles > Weightt 1735kg > On salee Now
 VOLVO XC60 T8 TWIN ENGINE

Plug
g in,, turn
on, turn off
T
HE VOLVO O XC60 T8 Twin Engine
does not have two engines. Instead,
the range-topper pairs a super- and
turbocharged 316bhp 2.0-litre petrol
engine driving the front wheels with an 86bhp
electric motor that drives the rears (and eats a
little luggage space). That brings you 401bhp,
with 134.5mpg and 49g/km on the EU cycle.
Caveat: after 600 miles with two charges,
we averaged 27mpg. Shorter commutes
should make more sense, because you can
plug in to the mains and waft silently for up to
28 miles, and because the petrol four is smooth
and refined at a canter the switch between
For a big lad electric and fossil fuel is subtle; it roars more
like Georg its a
at high revs, although not harshly. But the real
tight squeeze
in the Nio EP9 proof that this is no ordinary four comes when
you floor it and the XC60 takes off like a North
Korean nuclear arsenal on Kim Jong-uns birthday.
Sadly, the chassis same SPA platform as
Maximum stopping power is 3.3g, maximum the larger XC90, air suspension standard here
lateral acceleration 2.5g. The data recorder says directs the XC60 on a similarly unpredictable
Im well o the pace, but I feel like a hero. course. Its lack of finesse and feel discourages
The oddly sized 320/705 R19 Avon tyres are quicker driving, and while the XC60 gobbles
motorways with generally great refinement, it
a secret compound that sticks to the pavement
rides surprisingly poorly over lesser surfaces.
like fresh chewing-gum. The grip is simply out The brakes also disappoint, feeling so
of this world, but so is the ride, which keeps over-sensitive its like left-foot braking with a
shaking up the vertebrae hierarchy; the ride prosthetic limb, presumably a by-product of
height and the body movements are kept in wasted energy being harvested under braking.
This lack of dynamic polish is a shame,
check by a hydraulic system. The adjustable because the XC60 is otherwise a very likeable
downforce has a lasting slam-dunk eect, while SUV, one that delivers so much of the class
the directional stability is that of a full-size and space of the XC90 that other than having
slot-racer. Lets be very clear: the Nio EP9 is a seven seats and more luggage capacity, you
wonder why youd spend extra. Now that
hardcore racecar, totally electrifying, in no way
Volvo-parent Geely owns Lotus, perhaps a trip
road-legal, a visitor from a dierent galaxy. to Norfolk could work wonders.
Visibility ranges from okay (straight ahead) to BEN BARRY @IamBenBarry
non-existent (rear three-quarter).
The monitor tells us that the range dropped
from 295 to 167 miles in ve laps, while the state
of charge fell from 100 to 55 per cent. No big
deal charging takes a claimed 45 minutes. The
bad news is that the cells have to come out. Since
they weigh 317kg each, this exercise requires open, using the EP9 mainly to boost
two strong men, an engineer with a laptop and brand awareness. Insiders say BEVs are
a pair of transport cradles. not necessarily its core business, that it
Millionaires wanting to play the high-voltage perceives the autonomous car more as an
game must fork out 1.23m before tax for entry ticket to the digital world. If all goes
starters, plus pocket money for incidentals like to plan, stakeholders including Bitauto,
spare batteries, special toolkits, Tencent and Lenovo will use
a high-voltage charger and the future Trojan horses like the Plug-in XC60 let down by ride, handling, fierce
brakes. Jury out on efficiency. Quick, though
qualied personnel to operate LOVE almost production-ready Nio
Hyperbole-busting
this PlayStation. Nios biggest ES8 a China-only SUV for
performance,
shareholders have taken delivery handling, grip marketing purposes. Wishful Volvo T8 Twin Engine Inscription Pro
of their personalised trackday thinking? Well, internet e 57,950 > Engine
> Price e 1969cc 16v turbo-
HATE and supercharged 4-cyl with electric motor,
specials and a second batch of Recharging it,
giant Tencent has 830 million 401bhp, 472lb ft
10 more cars are claimed to have physical limitations of users who spend 95 per cent > Transmission 8-speed auto, all-wheel drive
already been sold. Next is the still the human body of their time online with it. > Performance e 5.3sec 0-62mph, 144mph,
134.5mpg, 49g/km CO2
highly provisional re-engineered VERDICT Thats another way of saying > Weightt 2349kg > On salee Now
and road-ready EP9 evolution How electric cars will the future is now, and the > Rating ++++ +
model, of which up to 250 units change our minds EP9 is doing a remarkable job
VERDICT T Highly desirable mini-XC90 let down
would be built. promoting it.
++++ + by lack of dynamic polish
Nio wants to keep all options GEORG KACHER

October 2017 | CARMAGA ZINE.CO.UK 39

W
HEN WORK BEGAN on a
four-cylinder Jaguar F-type,
chief product engineer Erol
Mustafas biggest fear was
the soundtrack. The V6
and V8 versions, after all, sound sublime, and
Porsche had taken ak with its four-pot 718
Cayman/Boxster. The sound was the thing
we debated most, he admits, but as soon as we
started producing that engine, I knew we had to
do this car.
That engine is the new Ingenium 2.0-litre
turbo petrol, designed by Jaguar Land Rover
and produced at its new engine manufacturing
facility in the West Midlands. The case for
the all-aluminium, direct-injection motor is
convincing: at 296bhp/295lb ft it gives up just
39bhp/37lb ft to the base V6 (which remains in
the line-up) but contributes to a 52kg saving and
returns 39.2mpg and 163g/km, gains of 6mpg
and 36g/km, in the lab at least.
Other than a dierent exhaust and smaller-
diameter wheels, this new entry-level model
also looks much the same as a 375bhp V8
R-Dynamic version.
The case against a small-displacement turbo
40 CARMAGA ZINE.CO.UK | October 2017
four is familiar enough: its no substitute for the
V6; the throttle action will be mushier than on
a supercharged F-type with a larger-capacity
engine; and just as the engineering team knew
you wont be hanging onto high revs to savour
the mechanical melody.
But this is no Boxster/Cayman-style aural
disaster. Theres a deep, energetic raspiness in
the low- to mid-range that reminds me a little
in a good way of a Volkswagen hot four.
The revs build to a reasonably rousing nale,
frisky farts accompany every gearchange, and
Lighter front end more responsive than V6, rear end
more mobile and theres ample power. Ben B happy
it sounds like a rework accident in the exhaust
on the overrun, much like those rowdier Jags.
Theres a small amount of aural trickery
playing through the speakers to help out the
exhaust, but its subtle, and a quick jump into
a convertible reveals that the soft-top actually
sounds pretty damn good with the roof
down, with the single central exhaust playing
straight to your ears (but dont actually buyy the
convertible, as its chassis feels far less together
than the coupes).
The four feels torquier than the supercharged
V6 low down the rev range, and the way the four
delivers its power is quite dierent, which alters
how you interact with this chassis. Maximum
torque of 295lb ft arrives at 1500rpm, which
not only brings a satisfying sense of urgency
to proceedings, but also seems to work the
rear tyres harder than the high-spec V6 S,
Jaguar F-type Coupe R Dynamic
e 49,900 > Engine
> Price e 1997cc 16v
turbo 4-cyl, 296bhp @ 5500rpm, 295lb ft
@ 1500-4500rpm > Transmission 8-speed
auto, rear-wheel drive > Performance e 5.7sec
0-62mph, 155mph, 39.2mpg, 163g/km CO2
> Weightt 1525kg > On salee Now
 JAGUAR F-TYPE 400 SPORT

Need more
than a four?
N
OT ONLY Y has the 2018 model-year
F-type spawned a whole new four-pot
model (left), but this limited-run 400
Sport model has joined the party, too.
It sits above the V6 R-Dynamic but below the
howling V8 Rs. It will only be available during
the 2018 model-year cycle.
Aside from badging liberally sprinkled
inside and out, and a few yellow details, the
V6 powerplant has been uprated from 380hp
to 400hp hence the name or 395 regular
Church of England brake-horsepower. Jags
Super Performance brakes, a limited-slip
differential and the electronic Configurable
Dynamics system are all standard equipment,
too. Theres no manual gearbox option, unlike
other V6 models, but you can have your 400
Sport in either coupe or convertible body
Some might styles, and with rear- or all-wheel drive. Its the
spot the smaller all-wheel-drive coupe that were testing.
wheels, maybe the Give it some welly and your eardrums are
different exhaust, entirely consumed by that tenor wail, followed
but entry-level F by crackles and bangs on the overrun. Theres
still looks gorgeous a progressive surge of power through the mid-
range, while the superchargers on-song top
end makes your hairs stand on end.
Interior feels no Still, the 400 Sport is no quicker on paper
less special, until than a comparable V6 R-Dynamic model, and
you press the is about 6.5k more expensive. Its not quite as
engine start button poised as a Porsche to drive, it feels a little wide
at times on narrow British B-roads and the ride
quality on standard five-spoke 20-inch alloys
borders on intolerable for longer stints behind
the wheel.
That said, the F-type 400 Sports mix of
jaw-dropping looks, well-finished interior and
hooligan engine is enough to put a smile on
anyones face.
JAKE GROVES @_jakegroves
with its 332lb ft at 3500rpm and ah, maybe spring rates dropped four per cent front, three
thats why a limited-slip di, hardware per cent rear. The heavier V6 with its more
unavailable on the four. stiy sprung chassis requires more turning
The engine has other transformative eort, meaning the lighter F-type might
eects, too: the lighter front end is far keener have felt too darty if the existing steering
to turn, creating a hungrier, more agile calibration had simply been carried over. But
response to steering inputs; our test car also while its precise and far from unpleasant, it
felt more adjustable o-throttle than I recall of feels heavier, too keen to self-centre, and too
other F-types, possibly because four-cylinder isolated from the road surface to my palms.
models arent oered with adaptive dampers, Thats not a deal-breaker, but the pricing
meaning it has a little extra body movement, could be. The cheapest four-cylinder F-type
which allows you to move the back end of costs 49,900. With no manual gearbox
the car around in natural, uid- option the V6 manual is
feeling arcs. proving a slow seller, explaining 400 Sport is the ultimate V6 F-type, with a
Despite this, the body control LOVE the reluctance to engineer one 20bhp boost to 395bhp. Just 400 to be built
Handling, design,
feels well tied down, the four- here the gap to a 335bhp V6
gearshift, better-
cylinder F-type riding tricky than-feared noise with three pedals is just 2365, or
Jaguar F-type 400 Sport
undulations like a show-jumper with two pedals 3665.
HATE e 75,520 > Engine
> Price e 2995cc 24v
and horse syncing to a perfect Steering, mushy
In a luxury market, will buyers supercharged V6, 395bhp @ 6500rpm,
rhythm, even if theres noticeable throttle, proximity to really deny themselves a full 339lb ft @ 3500rpm > Transmission 8-speed
patter at low speeds on our cars V6 pricing complement of cylinders for such auto, all-wheel drive > Performancee 5.1sec
0-62mph, 171mph, 31.7mpg, 211g/km CO2
19-inch alloys 18s are standard, VERDICT a saving? Im not convinced. But > Weightt 1674kg > On sale e Now
and unique in the range. Four-cylinder F-type whatever the maths, theres no > Rating +++ ++
More disappointing is the is no poor relation doubting a four-cylinder F-type
VERDICTT Always smile-inducing, but not
steering, recalibrated to take adds up on the road.
+++++ much better than a V6 R-Dynamic
account of a lighter front end and BEN BARRY @IamBenBarry

October 2017 | CARMAGA ZINE.CO.UK 41

Mark W
T Walton
F1 cars could be
limited to 50mph and
the drivers packed
in those polystyrene
Cheesy Wotsits
HOW IRONIC THAT T the work of
the Dark Lord Satan should be called
the Halo. Maybe Im being extreme,
maybe Ive got it out of proportion,
maybe I should just wait and see,
but I cant stand this new driver safety
device that Formula 1 is introducing
for the 2018 season.
I could deal with the pay-per-view,
I could handle the lack of overtaking, I could live with the fact
that Formula 1 has been turned into a corporate commodity to
be sold to the highest-bidding third-world fascist dictatorship
looking for some glossy tourism but seriously, the Halo is
going to make me switch o.
It looks like something the Americans would t to their
Indycars. The latest US single-seaters already look like theme-
park bumper cars, with thick bodywork all the way round to
prevent high-speed wheel-rubbing accidents. I can just imagine
Indycars having a cage (nished in chrome) wrapped over
the cockpit.
But this is Formula 1! The sport that gave us Colin Chapman
and the Lotus 25, that most delicate of four-wheeled torpedoes,
the car that took Jim Clark to the world title in 1963. What would
Chapman think of the Halo? And I dont just mean in terms of
weight (Im sure its light) or in terms of sporting purity (more on
that later); I mean in terms of aesthetics.
Chapman had a wonderful sense of aesthetic
was a draughtsman, he would sketch, he knew
beauty in their stripped-back functionality.
By contrast, the tripod Halo, with a thick post
right in the middle of the drivers line of view,
looks like a deliberate statement of ugliness a
clumsy guardrail thats been added to a beauty
spot by the local council in the name of health
and safety.
And because its in the name of safety
were supposed to piously accept it. Of course,
I appreciate that Chapman isnt the best
example to use when youre talking safety the
42 CARMAGA ZINE.CO.UK | October 2017
delicacy of his cars meant the steering wheel
would sometimes come o in the drivers
hands (literally, in the case of 1968 F1 driver
Jackie Oliver).
But how safe do we want Formula 1 to
be? Its no good replying as safe as possible
because if that were the case the FIA,
Formula 1s governing body, could limit
the cars to 50mph and insist the drivers
are packed in those polystyrene Cheesy
Wotsits. Or the driver could stand on the
pitwall and drive it like a drone much safer
than actually driving the car.
Of course they dont, because the FIA
knows we all know that the spectacle of
Formula 1 is a vital part of its appeal. If
you take away the speed, the danger, the
risk, youre left with knitting. Or that
Formula E Roborace thing.
So we mustnt be led to believe that the Halo is something that
must be done. Accidents happen bizarre, unforeseen accidents
happen and the Halo will prevent some but not all, and it may
even cause one or two (Martin Brundle has said I expect F1 Halo
will cause as many problems as it xes).
So its not safety at all costs its a judgment, a balance, and I
say the Halo is a bad call.
Tell you what: lets say society is changing, lets say theres a
feeling now, in 2017, that exposing the drivers is just too dan-
gerous. Lets say weve all become lily-livered, health-and-safety
snowakes who cant stand the idea of risk.
A few months ago at the Shanghai motor show Renault
unveiled an F1 concept car called the R.S.2027 weighing just
600kg, it had a 1300bhp hybrid engine and active aero, and it
featured a fully enclosed cockpit made of transparent poly-
carbonate, to ensure the driver was fully visible to the fans. It
was bold and edgy but importantly it was also beautiful, a cross
between a skateboard and an F-35 ghter jet.
Id prefer that to the Halo Id prefer a revolution, Id prefer
to end a century of open-cockpit racing. Frankly, Id prefer
anything. Id prefer to boil my own hair and eat it like noodles.
But the point is, if F1 wants to stay at the leading edge of tech-
nology if F1 wants to stay popular it
needs to be ambitious, it needs a revolu- Editor-at-large Mark Walton has
been a passionate observer of F1
tion, it needs to look like something out almost as long as Murray Walker,
Gavin Green
T
The three best British
cars of this centuryy
were all down to the
vision of one man:
Wolfgang Reitzle
THE WORST CAR R Ive driven of the
past six or seven years was the previ-
ous-generation Mini Countryman.
This bloated blighter looked like a
ballooned Mini hatch (and was actual-
ly not all that mini), had a cobbled-to-
gether cockpit, and rode as though
it had concrete (not Alex Moultons
rubber) in its springs. Perhaps most
unforgivable of all, it was big on the outside and cramped inside,
the precise opposite of the original Minis mantra.
While our German friends who run Mini claim to understand
the brand, and will spend hours talking up its cheekiness, agility
and Britishness, they conveniently forget that the old Minis
greatest virtue was its space eciency. Eighty per cent of its
volume was habitable. It was truly a car for the people. Designer
Alec Issigonis prioritised great packaging, a lost art in modern
car design. Issigonis had big thoughts expressed succinctly. Most
modern car designers think narrowly and execute expansively.
Its brilliant packaging is a prime reason why the original Mini
is the most intelligently designed British car ever. Compare and
contrast with the legion of overweight, overwrought and over-
whelmingly poorly packaged crossovers and SUVs that clutter
and pound our roads, including the rst Countryman.
So BMW hasnt always scored a bullseye with Mini. Yet it has
strived valiantly, and we should take nothing away from our Ger-
man friends successful stewardship of our best-loved car brands.
Without the Germans, neither Mini, Rolls-Royce, Bentley, Land
Rover (including Range Rover), Jaguar or Aston Martin would
be in such rude good health.
In fact, Rolls, Mini and Bentley may not
at all. They are owned by Germans, as B
and Volkswagen beat o rival bids from B
consortiums of well-heeled, well-meanin
ill-qualied optimists, the types who so
bought and sank MG and Rover.
Jaguar Land Rover is partly manage
Germans (including the CEO). An ecce
Stuttgarter ran Aston Martin for much o
21st century. Aston now accesses techno
44 CARMAGA ZINE.CO.UK | October 20
from Mercedes-Benz, which owns ve
percent of it. The rst BMW Rolls-Royce
Phantom, early Noughties Range Rover (the
L322) and rst Mini hatch were, more than
anyone elses, the vision of the great BMW
engineering boss Wolfgang Reitzle (at the
time all three brands were under the control
of BMW). They may just be the most signif- f
icant, and best, British cars of this century.
I was reminded of our car industrys
indebtedness to our German friends as
I recently surveyed the new Rolls-Royce
Phantom, a magnicently elegant car, as
majestic as a cathedral and no doubt as
silent as one too (Rolls promises it is the
quietest car ever, and as the previous honour
was held by the old Phantom, the claim is
entirely believable).
The most challenging turn-around was Minis. While new
Rolls-Royces and Bentleys (and most Jaguars, Land Rovers and
Aston Martins) have been heavily inuenced by historic design
cues, past successes and noble heritages and have an arsenal of
great old cars to study and inspire Mini had to reinvent itself.
When your brand is built around just one car, a cheap 10ft-long
little box, you have to think laterally. Especially when Mini is
BMWs entry-level brand, with strong sales aspirations.
To BMWs credit, they have been both ambitious and prolic.
Every single BMW Mini has been bold and contrarian. You
name it, theyve tried it, and always with a twist: from hatchback
to coupe, from convertible to roadster, from estate to SUV
(including coupe SUV Paceman), from EV (Mini E) to CV (the
Clubvan). BMWs Mini minds were always fertile even if, fre-
quently, the results were futile.
The only other great old British brand to step outside its com-
fort zone so far has been Bentley, with its Bentayga. The result
is an engineering triumph and a styling tragedy. The stately
Range Rover surely remains the worlds most desirable luxury
SUV. Will the new Rolls-Royce Cullinan SUV change that? Can
the people who gave us the wondrous Wraith and superb new
Phantom get an SUV right? At best, Id put the odds at 50:50.
Meanwhile I am pleased to report that the new Countryman,
recently sampled, is a vast improvement.
Its a genuine contender against the Former CAR editor Gavin has
seen gimmicks come and go in
Qashqai and Q2, though still far too big. his years as one of the worlds
Plus, like a typical BMW Mini, it looks most respected motoring
commentators. If in doubt he
and drives like nothing else in its class. likes to take the simple option
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Heritage in good hands
> VIA EMAIL
Ben Millers story on the new Alpine
A110 (September) was a wonderful
examination of how an appreciation of
heritage can shape the future.
Renault have come up with plenty of
stinkers in recent years, but this sort-of-
Renault shows that they really care about
their own back catalogue and have the
talent to make a great-looking car that
could be a real winner.
Bo Rice
But what's it like to drive?
> VIA EMAIL
Speaking as a subscriber since 1978,
CAR R is still a great read but perhaps
you are straying from the core subject.
Increasingly the tests discuss connec-
tivity and compatibility. Now in the
August issue the Citron C3 report is
all about the cupholders and door bins!!
Richard Cleary
S P O N S O R E D BY
Norway?
Yes way!
> VIA EMAIL
Sold! Im off to Norway. It was
only on my third flick through
the September issue that I
registered what the car was
(the Range Rover Velar) in your
fine feature about Norway.
Excellent photographs from
Richard Pardon.
Gary Sharp
Fiddling while Rome burns was his contribution to the trackday cars
How to > VIA EMAIL story, but Ive also noticed his name on
have your Gavin Green (column, September) is recent excellent work with Team Classic
say: right to highlight the negative side of Lotus and the Audi TT Cup. As your letter
in-car technology. Like him, Im less than writer Elmir says, James brings wonderful
@ impressed by my experiences with auto insights to the magazine.
VIA EMAIL wipers, touchscreens, voice activation George Hayley-Burn
CAR@
and electric parking brakes. I support his
bauermedia.co.uk
implied criticism of drivers who go along Other writers are available
with this half-cocked automation rather > VIA EMAIL
than engaging with the driving process. The letter in your September issue from
VIA TWITTER
@CARmagazine One day we might end up with self- a reader whod returned to the print
driving vehicles as the norm. But until version after a spell of online-only
then, its up to all road users to take
VIA FACEBOOK responsibility for their vehicle and how
facebook.com/ they use it. You cant do that if youre not
CARmagazine alert to the trac, road surface, weather
and characteristics of your engine.
John Wild
VIA POST
CAR magazine, You've got a friend
Media House,
> VIA EMAIL
Lynchwood,
Peterborough Another month, another excellent feature Trackday cars brought out the best in CAR's
PE2 6EA by James Taylor. This time (September) it James Taylor, says George Hayley-Burn
October 2017 | CARMAGA ZINE.CO.UK 49

browsing was interesting, but for me
rather undermined by the reference
to great writers such as the late LJK
Setright. Barely a month goes by without
someone on your website or in the mag
referring to LJKS in glowing terms.
Well, maybe. I recently re-read some
old copies of CAR, and Im afraid that
reinforced my lingering belief that Mr Se-
trights prose was all too often convoluted
and contrived, and his arguments highly
questionable. Much better to highlight
the great work done in CAR R over the years
by talents as varied as Mel Nichols, James
May, Paul Horrell, Jamie Kitman
Rhys Williams
We saw this coming
> VIA EMAIL
Does the governments announcement
that it wants to ban petrol and diesel cars
With people like Ian Callum hard at work,
the future won't be dull for car enthusiasts
from 2040 actually change anything?
Your Insider and Tech pages have for
some time now been describing, month
after month, the clean, safe and connected
possibilities being developed and in
some cases already in production. And
surely even the most ardent petrolhead
has understood for a while now that
the internal combustion engine is on
borrowed time.
I think your interview with Ian Callum
(Next Big Things, August) got it right:
unlike the petrol crisis of the early 70s,
this time the car industry is on the front
foot, helping to shape the future rather
than reacting to outside forces. Long
before 2040, better alternatives to petrol
and diesel will have quite naturally, and
quite rightly, taken over.
Alan Bessemer
It'll never happen
> VIA EMAIL
This government couldnt organise the
proverbial piss-up in a brewery, so weve
not got much to worry about when it
comes to banning petrol and diesel.
Will Jones
50 CARMAGA ZINE.CO.UK | October 2017
Tesla: light years
ahead, but not light
Weigh to go
LETTER OF THE MONTH
> VIA EMAIL
Much as I enjoyed the feature with the
trackday cars in the September issue,
they are very much the exception rather
than the rule in being light, simple and
focused on driving pleasure.
Elsewhere in the same issue I found
myself disturbed and intrigued in equal
measure by your two big Insider stories.
The Tesla Model 3 offers some hope
for those of us who enjoy driving: clean
and exciting and relatively inexpensive.
But its not light. And the Audi A8 looks
very clever, albeit very expensive. But its
heavier than the previous A8, which was
quite heavy enough thank you.
Why cant the designers and
engineers involved in projects like the
A8 and Model 3 be given a brief that
severely limits the weight of the car? You
know full well that, somehow or other, it
can be done.
Frank Kitchen
Letter of the month wins 25 worth of tickets for the
Dream Car competition held by botb.com
Wake-up call
> VIA EMAIL
Can it be a big blu? If the idea of
announcing a ban on petrol and
diesel so far into the future is to
give the car industry a chance to
clean up its act, it could well work,
couldnt it? I keep reading about
cleaner petrol engines, cleaner
diesel engines, clever hybrids etc.
If all this cleverness results in
real-world mpg improvements,
and the related CO2 emissions
improve too, then the right result
will have been achieved, and well
still be able to drive proper cars. Or am I
hopelessly optimistic?
Steve Adams
Who turned the lights off?
> VIA EMAIL
Car makers are working harder than ever
to make their production cars as exciting
as the original concepts. But this only
goes as far as their exterior design. When
W
it comes to interiors, we seem to be rmly
stuck in the age of the Model T Ford
(any colour as long as its black), and
Bertie Woosters favourite black leather
armchair.
Sure, you can buy a VW Golf GTI with
its lovely tartan seats. But everything
else will still be black. And if you want
to take a step up to a Golf R, then youll
have to ditch the tartan in favour of black
leather, with a black plastic facia, a black
steering wheel, black headlining and even
black carpets. The occasional exceptions
are conned to the retro (Fiat 500) or
the futuristic (BMW i3). Meanwhile
mainstream cars remain stubbornly dull.
The most you can hope for is a few token
streaks of colour randomly meandering
around.
We know that leather is traditionally
associated with quality, but do we really
have to travel around in the 21st century,
sitting on cows? Often less comfortable
and less practical than their cloth
counterparts, leather seats are always
oered as the quality choice. Plastics
(black, of course) also have to be disguised
to look as much as possible like leather.
No car review is complete without a
clichd reference to soft-touch (good) or
hard, scratchy (bad) plastics.
What about some imaginative use of
colour and light, some alternative materi-
als, some bold sweeps, some new textures,
some patterned fabrics, some geometric
shapes? In short, something that might
excite the eye and lift the spirit as we get
into our cars on a dark winters morning?
Geoff Hall
Diesel's dead
> VIA EMAIL
Couldnt agree more with Howard
Subscription hotline
Rigbys letter in your July issue 01858 438884 4 or visit
regarding alternatives to diesel. I greatmagazines.co.uk/car
like the surge of torque and the mpg CAR magazine, Media House,
Lynchwood, Peterborough PE2 6EA
boost. But that doesnt make diesel Tel 01733 468000
the best option, or even a good one, Email CAR@bauermedia.co.uk
or visit us at www.carmagazine.co.uk
and I continue to be disappointed
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diesel power.
Your Volvo XC60 big drive EDITORIAL
feature (July issue) slams the T6 Editor
Ben Miller
variant in favour of the diesel
Editor-in-chief
(the one to go for). Similarly, Phil McNamara
your piece in First Drives on the Managing editor
5-series Touring highlights the Colin Overland
ubiquitous 520d, and I opened Associate editor
Matt Joy
Our Cars to be confronted by your When we've tested how clean the manufacturer claims it
the cupholders and Staff writer
new 530d long-termer, which neatly screens, we might
to be and no matter how many lters Jake Groves
skirts round the petrol options and hails actually drive it. At and treatments are tted. On my walk Digital editorial director
the 3.0-litre diesel a timeless option. least it's not black to/from the train station commuting to Tim Pollard
work, often seven or eight and sometimes Online editor
Diesel is a dirty, toxic fuel no matter James Taylor
10 out of 10 cars going by are diesels. You
Y Art editor
can smell, taste and feel the warm fug of Mal Bailey
diesel fumes. Our children walk through Designer
this and you still call it the one to go for? Rebecca Wilshere
Editors-at-large
Is the T6 petrol in the Volvo really that o Chris Chilton, Mark Walton,
the pace? I highly suspect that it will be Ben Barry
more than enough in real-world applica- Contributor-in-chief
tions for regular drivers. Gavin Green
European editor
Get o the fence, CAR R enough with Georg Kacher
the lukewarm observation that diesel Contributing editors
is seeing dark days. Find good petrol/ Ben Oliver, Ben Whitworth,
hybrid alternatives and bring them to the Anthony ffrench-Constant,
Steve Moody
fore your supermini group test was a rare F1 correspondent
glimpse of how it can be done. Tom Clarkson
Mike Hagger Office manager
CAR ONLINE Leise Enright
Production controller
5 most-read stories on carmagazine.co.uk You don't say Hollie Swift
> VIA EMAIL
ADVERTISING
Range Rover Velar review: So third place in the SUV Giant Test
the new benchmark? Commercial director
for the Alfa Romeo Stelvio (September Stuart Adam
Mercedes X-Class pick-up revealed in full issue). While its nice to see the Volvo Digital commercial director
Jim Burton
XC60 doing well, theres something a little
Rolls-Royce Phantom: new ultimate Roller Key account manager
unveiled in all its grandeur depressing about a premium German car Dan Chapman
an Audi, in this case winning another Account manager
New 2018 Aston Martin Vantage:
pics, specs and price
test. Business as usual, it seems. Claire Meade-Gore
Helen West Regional sales
Porsche Panamera Turbo Graham Roby
vs Mercedes-AMG E63 S twin test PUBLISHING
Marketing manager
Rachael Beesley
THE CAR POLL Direct marketing manager
Julie Spires
Direct marketing executive
SUV would you choose? Here's your top six Rebecca Lambert
Editorial director
A 25%
ABRERA June Smith-Sheppard
TARRACO 16%
% Managing director
Niall Clarkson
AR A 12%
RANDA
Group MD
TEIDE 11%
% Rob Munro-Hall
Alfa Stelvio's third place in our test is surely no
ARAN & AVILA 10
0% EACH
disgrace when the competition's this good

SUBSCRIPTIONS To take out or renew a subscription to CARR visit greatmagazines.co.uk/car. For enquiries or problems call +44 (0)1858 438884. Lines open Mon-Fri 8am-9.30pm, Sat 8am-4pm, and Sun 10am-4pm. Fax number: 01858 461739. Or write to: CARR Subscriptions, Freepost (MID 16109), Leicester LE16 7BR (UK enquiries) or Bauer Media Subscriptions, CDS Global, Tower House,
Sovereign Park, Lathkill Street, Market Harborough LE16 9EF. BACK ISSUES To order call 01858 438884. If you cant find CARR via your regular outlets call 01733 468000. COMMERCIAL REPRINTS If you require multiple reprints of a feature, tel +44 (0)20 7295 5470. PRINTING & DISTRIBUTION CAR ISSN 0008-5987. Printed in the UK by Southernprint Ltd. Distributed by Frontline Ltd,
Park House, 117 Park Road, Peterborough PE1 2TR tel: 01733 555161. International distribution by Seymour International Ltd, 86 Newman Street, London W1T 3EX, +44 (0)20 7396 8000. Published 12 times a year by BAUER CONSUMER MEDIA LTD Media House, Lynchwood, Peterborough, PE2 6EA tel: 01733 468000 All material published remains the copyright of Bauer Consumer Media Ltd.
No part of this magazine may be reproduced in whole or in part without the written permission of the publisher. CARR cant accept responsibility for unsolicited material. COMPLAINTS Bauer Consumer Media Ltd is a member of the Independent Press Standards Organisation (www.ipso.co.uk) and endeavours to respond to and resolve concerns quickly. Our Editorial Complaints Policy (including
full details of how to contact us about editorial complaints and IPSOs contact details) can be found at www.bauermediacomplaints.co.uk. Our e-mail address for editorial complaints covered by the Editorial Complaints Policy is complaints@bauermedia.co.uk THIS ISSUE ON SALE: 13 SEPTEMBER 2017. NEXT ISSUE ON SALE: 11 OCTOBER 2017
Your month
SHARE YOUR PICTURES
WIN THIS 360 WATCH
Send a picture and 50
words to CAR@bauerme
co.uk, labelled Your Mon
The best entry this mont
wins an Elliot Brown
Canford watch worth 3
Well also publish a
The place where you let us peek into your weird and wonderful automotive lives selection of your entries

1
1 2
H GV PA R K I N G A R E A
This beautiful beast took an interest in
CAR on my recent trip to the wonderful

OURER
Elephant Sanctuary near Plettenberg Bay
in South Africa.

WINN
ROGER BULL

2
W E LL- R E A D R AG
CAR proved a valuable companion on my
summer holiday in Andalusia. The picture
was taken outside the bullring at the
Plaza de Toros de la Real Maestranza de
Caballera in Seville.
DJAMEL HAMEL

3
LIT TLE ITA LY
My family and I went on holiday to
Portmeirion in North Wales during a break
in my dad's chemotherapy. While we were
there a Fiat 500 rally appeared and looked
perfect in this setting. 3
ALASTAIR WILSON

4
G R E AT S C O T T !
Back to the Future lands in a Lidl car park in
Petersfield. My son Tom (okay, mostly me)
was thrilled to see a real DeLorean moving
under its own steam. The flux capacitor
has gone missing, though.
ROGER DILLON

5
4 7 8
TRU E LOV E
This is a typical result of asking a boyfriend
who's super-passionate about motorsport
to take a picture of you while you're on
holiday: this is me, framed into the GT3 RS
rear wing in front of the Porsche Museum
in Stuttgart Very romantic, isn't it?
LETIZIA GUENZI

6
TA K E IT E A SY
All the time in the world.
DAVID
5
7
P E A K P E R FO R M A N C E
On holiday with family in the Spanish
Pyrenees, I thought I would catch up on 9
the latest edition of CAR magazine, while
enjoying views of the Lost Mountain, the
third highest peak in the Pineta Valley.
ROBIN CALVERT

8
BAD NEWS, GOOD NEWS
Sad farewell to the Mercedes C63 an
absolutely wonderful car. That noise! 6
Incoming great little Porsche flat-six with
bucket seats and manual gearbox. That
steering!
JONATHAN EDWARDS

9
E G GY P O P
I have never seen a Koenigsegg on the
road before. Then at Telford Services on
the M54 two turn up at once!
KEITH MOORCROFT

52 SAVE UP TO 61% WHEN YOU SUBSC RIB E TO CAR! GRE ATMAGA ZINES.CO.UK | October 2017
 Episode III

A NEW
HOPE
The last Megane RS was sublime, the 911
GT3 of hot hatches, but Renault Sports
latest Clio is a bit limp. Can the third hot
Megane bring back the magic?
Words James Taylor | Photography Wilson Hennessy

54 CARMAGA ZINE.CO.UK | October 2017

Preview Renault Sport Megane

October 2017 | CARMAGA ZINE.CO.UK 55


As per the 911 GT2
RS, 812 Superfast
and Aventador S,
new Megane RSs
steering comes from
the back end as well
as the front
U
UNDER PRESSURE? Oh yes. Theres the unenviable task
of replacing the agship hot hatch in your range, and then
theres the pressure of replacing what is nothing less than the
class benchmark. Rival machines might be faster (Ford Focus
RS, BMW M140i) or more well-rounded (VW Golf GTI and
R), but for excitement and pure driving pleasure, the outgoing
RS Megane is still the king; even now, after nearly seven years
in production. Its one of the best-handling, most exciting
front-wheel-drive cars of all time. And now Renault Sport
must deliver a worthy successor. Which it will, of course.
Wont it?
Worryingly, there are a few on-paper reasons why the
new Megane RS could turn out to be something of a duer.
Renault Sports last all-new hot hatch, 2013s Clio RS 200, is a
good car but not a great one. We couldnt bond with its exotic
but out-of-place paddleshift gearbox, and an overall driving
experience that felt formidable at ten-tenths but entirely
forgettable below it. And on-paper the source material for
the new RS Megane isnt as promising as it could be. The
regular Megane is merely good, with compromised interior
packaging, ddly ergonomics and ne, but not particularly
memorable, driving dynamics, while the warmed-up (and
Renault Sport-developed) Megane GT variants rear-wheel
steering system has divided opinion: Renault is chued with
it; were not sold.
So the heat under the magnifying glass has been a little
more intense than usual for the engineering virtuosos at
Renault Sport headquarters on the outskirts of Paris which
is where weve been for an in-depth and rst-hand preview
of the new Megane RS from the minds that created it; the
engineers wholl shortly be celebrated or quietly shunned
56 CARMAGA ZINE.CO.UK | October 2017
So, here are the headlines. The new RS Megane is powered
by the same 1.8-litre turbo engine as the upcoming Alpine
sports car, and will be front-wheel-drive only. Unlike the RS
Clio, the Megane will be available with the choice of a manual
or a dual-clutch auto gearbox. Just like before, two versions
will be oered; the regular RS Megane, on sale by the end
of the year with 276bhp on tap, and a faster, more focused
RS Megane Trophy with 296bhp, available early in 2018.
Customers get a choice of suspension set-ups standard Sport
or optional, 10% stier Cup chassis (with the latter tted by
default to the Trophy). The dierence in price between the
regular RS and the Trophy will be similar to that of the previ-
ous RS Megane expect 3k or so. All cars, intriguingly, and
potentially divisively, will feature rear-wheel steering.
Unlike the fully independent, adaptively damped Civic
Type R, the Megane uses torsion-beam rear suspension and
passive dampers, but its dual-axis front suspension has been
completely redesigned over with the previous-generation RS
Meganes front end.
We still have six months of development remaining, so
we dont yet have nal acceleration and top-speed gures,
says project manager Grgoire Ginet, but he acknowledges
0-62mph will be under 6sec and top speed over 155mph.
Thats quick, of course, but the performance bar has been
raised of late. Hondas latest Civic Type R, for example,
churns out 316bhp and tops out at 169mph; Fords all-wheel-
drive, 345bhp Focus RS blasts to 62mph in 4.5sec and hits
165mph. You get the impression, though, that Renault Sport
isnt interested in this bhp arms race, but has instead focused
on what the RS Megane has always been about: corners.
We had three performance objectives, continues Ginet.
Driving pleasure, agility and eciency. We want to stay rst-
in-class for chassis performance.
That meant widening the basic Meganes track widths,
already the broadest in its class. Design director ric Diemert
was happy to oblige. We worked with the engineers, and
quickly came to the conclusion we had to widen the front
track, and work with large wheels, he says, beaming. This is
great for us because every time designers draw, they draw very
large wheels and wide proportions!
So the front arches stick their elbows out for a 60mm wider
front track, while the rear track is 45mm wider. Fords Focus
RS has identical track widths to the regular model (and can
therefore get away with using the same bodyshell, saving a
whole heap of money) because of the torque-vectoring and
traction advantages of all-wheel drive. Was Renault Sport
tempted to take the same route?
We have four-wheel-drive systems in the group [at partner
company Nissan], and at one point we considered it could be
interesting, but the technology isnt ready for sports cars yet,
chassis engineer Antoine Frey tells me.
Eighteen-inch wheels are standard, 19s an option, in black
or grey, while the Trophy will get its own specic set of 19s.
And yet, despite the outrigger axle widths, the new RS Meg-
ane looks understated, dont you think? When Diemert rst
pulls the covers from the hot hatch, a car that has such weight
of expectation loaded on its shoulders it could use the stu for
downforce, it looks mature; demure almost. Even in Berocca
vitamin-tablet orange, its clean, unadorned surfaces are the
antithesis of the mutant touring car Civic Type R.
The front and rear arches are designed to look as if this
car has been designed from the rst breath, Diemert says,
by which he means theyre smoothly integrated with the
surrounding bodywork, rather than blistered add-ons. 
 Preview Renault Sport Megane

Theres such weight of

expectation loaded on the
RSs shoulders it could use
the stuff for downforce

No all-wheel drive,
modest power and
tame styling, but
on pedigree alone
the new RS will be a
contender

October 2017 | CARMAGA ZINE.CO.U K 57

RS Replay app lets
you check the state of
the car brake temps,
tyre condition,
component life
and lets you overlay
video footage with
telemetry data, too

An extractor vent on the trailing edge of the front arches

No Civic Type R reduces heat and pressure build-up, and gives away just how
style roof strakes
but the diffuser much wider the RS Megane is than the standard car. And
looks pinched theres no giant rear wing, or aero-critical roof spikes.
from Renaults Roof spikes? We call them vortex generators, and we dont
F1 car
have these kinds of elements, says performance engineer
Fabien Berthomieu. That doesnt mean the Meganes shape
isnt driven by aerodynamics. Stability at high speed was one
of our main objectives, says Berthomieu. But this doesnt
mean that we want huge downforce on the back its not
advantageous to have the maximum.
The diuser starts around the rear axle, and its denitely
not for show. Nor are the false vents bookending the rear
bumper: their grilles are false, but their shape helps guide
the airow around the side of the bumper. Everything we do
in design is not just for aesthetics, it also has a role to play in
performance, insists Renault Sport boss Patrice Ratti.
That applies, too, to what looks the most gimmicky aspect
of the cars styling; the chequered ag RS Vision light
clusters in the corners of the front bumper, which comprise
the daytime running lights, fog lights and cornering lights.
Theyre claimed to oer phenomenal performance on high

58 CARMAGA ZINE.CO.UK | October 2017

 Preview Renault Sport Megane

Cute light clusters

look the business
and promise
night-as-day
illumination on
B-roads

For the special
cylinder head we
approached our F1
colleagues
Renault Sports Sbastien Norie
beam, combining the foglamps and cornering lights with the
main beam to hurl pools of light further down the road. Its
like the addition of rally spotlights, Ginet says proudly.
The Megane RSs most dramatic angle is the rear, with its
central exhausts exiting from a cavern in the middle of the
diuser. We decided to come back to the central exhaust,
Diemert says. The RS is dierent from the [twin-exhaust]
Megane GT, with its own identity. This was important to us.
An engineer jumps in to reposition the car for photos, and it
sounds suitably throbby and purposeful as it moves.
Thats the result of two paths within the exhaust and no
valves, explains transmission engineer Sbastien Norie. Its
all natural depending on the load on the throttle, says Norie.
You can expect backre booms during shifts and lift-o in
Sport and Race driving modes. Were often asked if well use
an articial sound the answer is that we do use the speakers
a bit, to counteract vibration from the windscreen, and also
to add an aggressive note but you can always switch it o if
you want.
Plenty of manufacturers with an F1 arm are keen to talk
up the link between its grand prix engineering and its road
cars, but we doubt many had the F1 engine squad design RS MEGANES
the cylinder head for its new hot hatch. At the start, we only WEVE LOVED:
planned to modify the engine slightly, Norie explains. Then R26R
BEN MILLER
we decided on a signicant modication for the cooling, and
Arguably the
other advantages. We only had a short time six to eight ultimate iteration
months so we approached our colleagues at Renault F1. of the original hot
Theyre used to doing stu quickly. This part had to go down
a normal production line it was a challenge to explain to
hatch formula;
revvy naturally
aspirated engine,
our F1 colleagues this part isnt going to be built by specialist
prototype guys!
negligible weight
and a mobile
Said cylinder head crowns a new 1.8-litre in-line four
from the Renault Nissan alliance, called the TCe280, with
rear axle teamed
with front-wheel
drive. Special and
a full aluminium block saving 5kg and a large, twin-scroll
turbocharger. As well as a berth amidships in the new Alpine
immersive like
a 911 GT3, and
A110, itll also be put to more prosaic work within the Renault equally immune
Espace, detuned to around 220bhp. In the RS Megane its to depreciation.
fancy cylinder head helps it to an impressive specic output
of more than 150bhp per litre, and it revs to 7000rpm. This
is important for track driving, as is exibility. The engine is
always full of torque, says Norie.
Today, talk of track driving is never far away. Take the gear-
boxes, for instance. The manual is back by customer demand,
and if it aint broke Its the same gearbox as previously, the RS MEGANES
WEVE LOVED:
same gearset. We had good feedback from customers that the 250 CUP
ratios were well suited to track days and also for the road, TIM POLL ARD
Norie says. Its a simple gearbox, reliable, so we decided to Sports Car Giant
keep it. And for the twin-clutch option we have a new gearset Test 2010 and
that can go up to 295lb ft and more in the future. were on fiendish
Alpine roads east
The Trophy will feature a mechanical limited-slip di, this
of Sospel. Im
time from Torsen rather than GKN. Were now able to trans- in the Megane
fer 45% of the torque to the wheel with the most potential, chasing the then-
says Norie, while the regular RS will use the brakes to slow new SLS. He cant
the inside wheel to similar eect. shake the yellow
bustle-back
Four driving modes will feature; Comfort (focusing on hatch thank
eciency), Natural, Sport and Race. Therell also be a cus- the RSs impec-
tom-everything mode available to mix and match. Some cable traction,
people want to use the Comfort gas pedal setting for track- unflappable poise
and mighty turbo
days, because it can feel more precise in the wet, says Norie.
h
With the twin-clutch gearbox you can have fully automatic
shifts in Race mode, or a manual setting where you can keep
the 7000rpm limiter if you want to hold the same gear into a
corner this is important on the track. 

October 2017 | CARMAGA ZINE.CO.U K 59

Preview Renault Sport Megane

RS MEGANES We have two goodies: multiple shift allows you to hold the at higher speeds, has been around for years (Honda Prelude,
WEVE downshift paddle and it will downshift, downshift, down- anyone?), but modern computer control is making it more
LOVED: 275 shift, to give you just the right gear for the corner, and theres precise and controllable than ever. Plenty of modern high-
TROPHY-R
JAMES TAYLOR also launch control. You can activate it in Sport, where it end performance cars now feature rear-wheel steer various
Best front-driver? keeps the ESP on, and in Race where there are no aids at all. Porsche 911s, AMGs GT R, Ferraris F12 tdf and GTC4 T
The Megane And hows this for proof Renault Sport listens to its cus- but the GT and RS Meganes are the only C-segment hatches
Trophy-R, the tomers? The new RS Megane will be available with a manual that steer from the rear.
two-seat special handbrake. Its much more fun. The drivers of our RS cars On-paper appeal is undeniable, eectively lengthening the
supposedly in
like to tweak a manual handbrake into corners, Norie smiles, wheelbase at high speeds to increase stability while helping
the same spec as
Renaults 2014 miming a handbrake turn. Similarly, manual RS Meganes to tuck the nose into slower corners (and make three-point
Nordschleife wont feature auto-blip rev-matching on downshifts. We turns a cinch). But at high speeds in the tdf and AMG GT
record-breaker. know this technology from the Nissan 370Z, but we studied it R especially it can feel odd, and rob the driver of condence.
Sublime steering, and decided for the Megane we dont need it. Clients say they Some nd the Megane GTs rear-steer a little binary in its
benchmark
pedal feel and dont want it. They want a simpler car and to do the heel-and- actions, and that it hinders rather than helps.
at the redline an toe themselves. Renault Sport boss Ratti is bullish about the RS systems
induction noise potential: We have adapted the Megane GTs system
like brutally torn You get the impression Renault Sport is doing this car completely for sport driving. Not only that, we have used it
paper.
the right way; building on what the RS Megane does best and to adapt the suspension, the steering we are reimagining
avoiding jettisoning any bbs with the eau de baignade. But the whole car and vehicle dynamics around the four-wheel-
theres one big worry: rear-wheel steering. control set-up.
This technology could prove to be the Meganes secret Chassis engineer Antoine Frey has played a key role in
weapon or its downfall. Its not a new technology, of course implementing the system. To start with, we were nervous
the notion of turning the rear wheels in the opposite direc- about it, he admits. How will the car perform compared with
tion from the fronts at low speeds, and in the same direction the last one, will it feel normal?

The drivers of our RS cars

like to tweak a manual
handbrake into corners
Renault Sports Sbastien Norie

60 CARMAGA ZINE.CO.UK | October 2017

 But with the former Megane we were at the limit for
high-speed stability. We have to add technology to make an
improvement. If you want to do this without four-wheel steer,
you have to put very large tyres on the back, as we see with
SUVs now.
The system is in operation at all times. Below 37mph the
rear wheels turn the opposite way to the fronts or at higher
speeds in Race mode, for razor-sharp turn-in response. But
its in a natural way, says Frey. What we want is that you get
out of the car and say I dont feel it. At the start we were not
expecting such a gain. The response is really sharp, and the
body control, I think we have one of the attest cars on the
market. We decreased the roll by 10% compared with the old
car. If we tried to do that with anti-roll bars, the front end
would be completely overloaded and comfort would suer.
In fact, Frey promises the new car will ride more comforta-
bly than its predecessor, helped by new hydraulic bump stops,
which absorb energy at the end of the suspensions stroke:
theyre easy to tune, with lots of parameters.
Frey shows us a graph of yaw rate versus road speed, plotted
against the old RS Megane and the current Megane GT. The
new car has a lot more low-speed agility, and a bit more at
high speeds but a load more at medium speeds. We cant
show you the curves from other manufacturers cars but we
October 2017 | SAVE UP TO 61% WHEN YOU SUBSCRIBE TO CAR! GRE ATMAGA ZINES.CO.UK
are pretty well placed, I think.
Development driver Laurent Hurgon (the same man who
successively broke the Nrburgring front-wheel-drive lap
record in previous Meganes) says that apart from increasing
the cars agility, all-wheel steer reduces the amount of steer-
ing wheel angle required you improve the precision.
At the beginning we were worried the rear-wheel steer
might lose some of the fun, continues Hurgon, but you lift
your foot from the throttle, you feel it rotating. Of course it
adds some weight, but we feel it is compensated for by the
extra agility. And we managed to keep the fun.
Today, talk of Nrburgring laptimes is conspicuous by its
absence. Committing to a record Ring time can be a mill-
stone for a project Renault Sports just trying to make the
new Megane the best it can be. But if the graphs arent lying,
there could be a few furrowed brows at current front-drive
record holder Honda when the Megane Trophy launches
Youd like the people at Renault Sport they love cars the
same way you and I love cars, and theyve poured as much
passion into the new Megane as its predecessors, if not more. Choose between
gearstick or
Theyre condent that, when it comes to meeting the sky- DCT, manual
high standards set by the Megane RSs legacy of indisputable handbrake or
electric, but
brilliance, theyve succeeded. Just as well: therell be hell to Megane RS will be
pay if theyve failed. five doors only
RENAULT SPORT MEGANE
> Price 30,000 (est)
> Engine 1798cc 16v 4-cyl turbo,
276bhp @ 6000rpm, 288lb ft @ 2400rpm
(296bhp, 295lb ft for Trophy)
> Transmission 6-speed manual or 7-speed
dual-clutch, front-wheel drive (limited-slip
differential for Trophy)
> Suspension Dual-axis MacPherson strut
front, torsion beam rear
> Performance 5.9sec 0-62mph (est),
160mph (est)
> On sale Now (deliveries early 2018).
Trophy due late 2018
61
Preview AMG Project One

THE
SHAPE
OF THINGS
NOW To celebrate its 50th birthday and its ongoing
dominance of Formula 1s hybrid era, AMG presents
this Lewis Hamiltons Silver Arrow for the road
Words Georg Kacher

62 CARMAGA ZINE.CO.UK | October 2017

October 2017 | CARMAGA ZINE.CO.UK 63
 I
N 1997, it took AMGs engineers just 126 days to
design and build the awesome, barely street-legal
CLK GTR. Two decades later, the gestation process
of the Project One hypercar has been a more long-
winded aair, and it began with AMGs divorce from
McLaren. That split meant that, sooner or later,
Mercedes performance division would have to come
up with an in-house replacement for the SLR.
True, the AMG GT did accomplish its volume sales
and brand-shaping objectives, but even the GT R version
577bhp, 198mph isnt a hardcore supercar, let alone a
hypercar capable of shifting the class benchmarks. AMG had
to deliver nothing less than a black hole of awesomeness. A
machine more outrageous than even the McLaren P1 and
LaFerrari, and the ultimate fusion of combustion engine and
performance electrication, a game-changing vision of the
future harnessing all that AMG knows about extreme, F1-
bred performance engineering.
Originally known as the X1, and provisionally dubbed
AMG R50 to celebrate Aalterbachs 50th anniversary, the
project began in late 2014, about a year after long-time AMG
man Tobias Moers replaced Ola Kllenius at the top of the
Mercedes satellite.
In early March 2017, a breglass model without an inte-
rior was shown to selected customers at the Geneva motor
64 CARMAGA ZINE.CO.UK | October 2017
show. The private viewings took place in an anonymous,
cordoned-o tent on the lawns of the high-end La Rserve
hotel, where the gunmetal over black two-seat hypercar was
heralded by Moers as the next giant leap for the high-perfor-
mance automobile.
From a pool of more than 1000 applicants, Mercedes ac-
cepted six-gure deposits from 275 carefully selected friends
of the house running a sizeable Mercedes truck and bus
eet, shepherding a ock of Maybachs and buying G65s in
bulk on a regular basis must have helped your case. The price
is 2.275m plus taxes, and just 275 will be built. Before the
rst cars are delivered in early 2019, 12 pre-production proto-
types will be demolished in EU and US crash tests.
As far as passive safety is concerned, weve pulled out all
the stops, says Tobias Moers. There will be at least four
airbags maybe six and the monocoque is extremely strong.
Shaped by Gorden Wagener, whose recent works include
the amboyant Vision 6 concepts, Project One is a striking
piece of performance sculpture. Less extreme than Astons
Valkyrie and far more track-orientated than the Bugatti
Chiron, X1 is visually and in content in a similar league
to the Koenigsegg Regera and the future McLaren BP23
three-seater (see box, opposite page). The most striking
feature is perhaps the long aero n claimed to enhance the
directional stability at very high speeds. Wide and low, the
MERCEDES-AMG PROJECT ONE
> Price 2.275m plus taxes
> Engine 1600cc 16v V6 with e-driven turbocharger, plus
three e-motors, 108bhp (1134bhp in overboost)
> Transmission 8-speed automated manual, all-wheel drive
> Performance 2.6sec 0-62mph, 218mph (limited)
> Suspension Double wishbones, pushrods
> Weight 1200kg
> On sale Sold out, first deliveries early 2019

Foil suggests
incredible heat;
outlandish power
figures would
imply the same
new car is pure F1 Coke bottle in
plan view, with uncluttered anks
and low-drag wheels. Smoothly
integrated into the beautifully
sculpted architecture are slim LED
headlights, bigger-than-expected
doors, smaller-than-expected air
intakes and several active aero el-
ements. Up front, we nd a pair of
selectively blocked louvres; at the
back, two aps and the dual-mode
wing balance lift and downforce.
AMG boss Tobias Unlike the record-setting Nio EP9 (p38), which is all
Moers isnt prone
to apprehension
purpose and no comfort, the X1 must cater for rich poseurs
but Project One is as well as for professional racers. Common to both cars (and
serious to LaFerrari) is the blend of xed seats and adjustable pedals.
Sounds straightforward, but isnt.
Since our top managers Dieter Zetsche and Ola Kllenius
are rather tall, we had to extend the package no less than three
times, explains Moers. Legroom, headroom and visibility
have now all been approved by the board, at last.
The driver can also alter the position of the steering column
and the backrests, and there are three dierent seat sizes to
choose from. While certain elements of the Mercedes info-
tainment system look familiar, the feed from the roof-mount-
ed reversing camera is displayed in the rear-view mirror.
> ASTON VALKYRIE
Where the Project One offers seats grown-ups can fit
in, Aston Martins Valkyrie looks set to be an altogether
more extreme creation. Adrian Newey might be F1s
Ah 2019, finest engineer but his cars are infamously cramped,
and the sculpted Valkyrie must also find space for a
it was a
6.5-litre naturally aspirated V12
good year
Preview AMG Project One
Instead of a conventional instrument cluster, AMG opted for
two LED monitors, one in front of the driver, the other in the
centre stack. The quartic steering-wheel (the Austin Allegro
lives on) is equipped with two controllers; one to tweak vehi-
cle dynamics, the other for more prosaic functions.
Cabin space isnt exactly abundant, but there are door
pockets, a cubbyhole for your house keys and small recesses
behind the seats; big enough for swimming trunks, a bikini
and a couple of spare T-shirts. The materials of choice are car-
bonbre, various metals, leather, microbre, textile mesh and
signature yellow stitching. Its a purposeful driving environ-
ment; minimalist in places, comprehensive elsewhere. The
detail we cant wait to put our nger on is the start button,
which lives between the seats, next to the window controls.
Push that button of buttons and your garage will be
transformed into a Formula 1 pit in a heartbeat. Though
the 1.6-litre V6 does sound a little like the power unit in
Hamiltons company car when revved, it lives lower down the
decibel ladder rampant blipping of the throttle doesnt
trigger a rainstorm of paint chips from the ceiling.
It certainly play its own tune, says a pensive Moers. But
the turbocharger still makes a lot of noise, and the exhaust
note at high revs is, well, not quite legal yet.
As youd imagine of a car tasked with putting an F1 pow-
ertrain through a McDonalds drive thru, Project One is a
highly complex animal, taking modularity to a new level.
Highlights include a steel platform supporting a carbon-
bre tub, adjustable multi-link suspension with transverse
pushrods and a spring/damper unit replacing the anti-roll
bar. Then theres all-wheel drive with torque vectoring,
rear-wheel steering, magnesium wheels with featherweight
aero blades and no fewer than ve dierent cooling circuits
(engine, transmission, batteries, e-motors and charge air).
The car wears bespoke 285/35 ZR19 (front) and 335/30 ZR20
(rear) Michelin Pilot Sport 2 tyres. Hugging the inside of the
10-spoke wheels are gold calipers straddling sombrero-size
carbon-ceramic discs. The rear suspension assembly bolts to
the engine and transmission; the front suspension and the
two electric motors are supported by a compact subframe.
Hidden beneath this striking shape are four electric
powerplants. Two drive the front wheels, one is attached to
the V6 engine via helical gears and the last sits inside the
turbocharger, where it splits the cool compression side from
the hot exhaust element. Capable of revving to 100,000rpm,
this 80kW e-motor all but eliminates turbo lag while kicking
butt whenever you oor the throttle. In F1 slang, its known as
the MGU-H, or motor generator unit heat. Another F1-related
windfall, the so-called MGU-K (motor generator unit kinet-
ic), generates electric energy that can be stored or passed 
> McLAREN BP23
Due 2019, the first Ultimate Series McLaren that isnt a P1
(or P1 GTR) has yet to take firmer form than a loose, faintly
emotive sketch. The car will use the McLaren F1s fabled
three-seat cockpit but promises to be an ultimate hybrid
GT rather than any kind of direct successor to Gordon
Murrays V12 masterpiece
5
Preview AMG Project One
Being let past by
fellow trackday
users shouldnt
be an issue
on to feed the 120kW motor, which sits on the combustion
engines crank. Each e-motor is governed by its own perfor-
mance electronics, in turn masterminded by the central ECU.
The 1.6-litre V6 is straight outta AMGs Brixworth engine
lab. The direct-injection, single-turbo motor is by and large
a blueprint of the unit installed in the AMG Petronas W08
F1 car. While the four overhead camshafts are still driven by
spur wheels, the F1 engines pneumatic valve springs have
been swapped for mechanical actuators. Due to the lower
octane rating of normal super unleaded fuel the rev limit is
capped at 11,000rpm, which still marks a world record for a
road car engine. At 603bhp, this small-displacement V6 is al-
most as potent as the 6.0-litre V12 that powers the S65 AMG.
Since each of the three electric motors is good for 161bhp,
the grand total adds up to 1086bhp and thats before you
call upon the 48bhp (1134bhp total) freed in overboost mode.
While an F1 engine must be rebuilt after four or ve races, its
tamer road sibling is good for 30,000 miles.
Aalterbach sources suggests a kerb weight of around
1200kg, which is remarkable in view of the extra bulk
Output is 1134bhp; 1086bhp plus the
48bhp freed in overboost mode
66 SAVE UP TO 61% WHEN YOU SUBSCRIBE TO CAR! GRE ATMAGA ZINES.CO.UK.CO.UK | October 2017
100kg of the four battery packs. Add the three e-motors
and the tally climbs to 420kg. The 0-62mph time should be
of the order of 2.6sec, and perhaps a tenth shy of the 1479bhp
Chiron. Unlike the 262mph Bugatti, the Project One is elec-
tronically limited to 218mph. As for 0-125mph, the current
record-holder is the W16 monster from Molsheim, which gets
there in under 6.5sec. According to several sources, the AMG
will better the Bugatti on this count. Helped by an ultra-fast
automated manual eight-speed gearbox developed by Xtrac,
Project One can, were told, do the job in well under 5.5sec.
All this performance is worth nothing without con-
dence-building accessibility, says Moers. Like all AMG
models, Project One is tted with three-stage stability con-
trol. So even though the lightning-fast throttle response will
take your breath away, the driver is always in charge.
While normal e-motors rev to 15,000rpm, the AMG version
is redlined at 50,000rpm. Each front-wheel motor is attached
to its own single-speed transmission. This layout sharpens
turn-in and handling, and encourages energy recuperation at
a rate of up to 80 per cent in normal use.
When fully charged, Project One will have a zero-emission
range of around 15 miles.
Electrication is essential for this car, says Moers, for
the environment and also to tame the F1 engine for everyday
operation. To bring the idle speed down from 4000 to a
manageable 1200rpm you need an electric buer to protect
the clutch and gearbox and to avoid stalling the V6 at every
second set of trac lights.
Such are the complexities of taming F1s mightiest power
unit, and redening the road-going performance hybrid.
68 CARMAGA ZINE.CO.UK | October 2017
 BMW M5

YOU CAN DO
POWERSLIDES
Allow M Divisions Frank van Meel to allay your
fears far from killing the M5, four-wheel drive
has taken your next car supernova
Words Matt Joy | Photography Wilson Hennessy

October 2017 | CARMAGA ZINE.CO.UK 69

Preview BMW M5

D
ESPITE HAVING invented the modern sports
saloon, BMWs M Division found itself on
uncertain ground with the 2011 F10 M5. Early cars
were marked down for numb steering and a lack of
character from the rst big M to embrace turbo-
charging. Its main enemies chiey the W212
E63 AMG nailed the brief from the outset and
further dampened the F10s thunder. Later tweaks
and a Competition Pack brought back the sharpness but the
reverence with which the M5 had previously been regarded
had been diminished. Something serious had to be done. The
car you see here, F90 M5, is it.

HEAVY-TRACTION If youre planning the worlds greatest sports saloon then

HARDWARE
All-wheel drive is raw materials come no ner than the current-generation
masterminded by the 5-series. The G30 generation is a huge step forward over
Central Intelligence Module the F10, with its combination of aluminium, magnesium
(as opposed to the CIA).
Its tools are the transfer and high-strength steel. As the foundation for a composed
box and the Active M and complete driving experience, its a better bet than what
Differential unit, which sits
in a meaty subframe at
the rear of the car. System
analyses streams of data,
including steering and
throttle position, before
working out the best place
to put the V8s force.

5-series shell may

gleefully embrace
aluminium but M5
still weighs in at a
porky 1855kg

70 CARMAGA ZINE.CO.UK | October 2017

came before regardless of engine. Perhaps more importantly, thinking of either rear-wheel drive or the xDrive system but
the G30s CLAR-derived underpinnings are ready to accept after we drove the M-developed xDrive system there was no E39
BEN BARRY
xDrive from the start, allowing M Division to make the big- further need for rear-wheel drive.
Earlier this year
gest call in its automotive history. This is new territory for a full-house M car. The fast left-
I drove every M5
Panicking? Theres certainly scope for dropped balls here. hand-drive-only x5 M50d wore both M Performance stripes back-to-back.
Two driven axles bring with them the scope for scorching and all-wheel drive, but only now is BMW braving the back- My pick? The
standing starts and cast-iron composure in any weather. lash and doing likewise with a true M car. E39 V8: modern
Theres also the implied threat of understeer, excess weight On the new M5, the xDrive system is paired with an Active enough to still
feel usable, old
and numb steering, but lets try to stay calm M dierential, with bespoke software controlling the inte- enough to induce
Four-wheel drive was not a very dicult decision to gration of the two. Better still, thanks to the front/rear torque wistfulness. It
make, explains M Division boss Frank van Meel. We built split options available, the now familiar M Dynamic mode has an expert
a prototype for evaluation, and for the rst time we had an has a much bigger inuence on the cars behaviour than has blend of comfort,
luxury and a
xDrive system that delivers the best of both worlds. We have been the case in any previous M machine. fabulous driving
essentially added the option of front-drive on top of the rear- We know this because weve driven the prototype. On start- experience that
wheel-drive system, with the software working out how and up the car defaults to its most benign settings, with stability melds naturally
when the front wheels are driven. Right from the beginning control on high alert, torque directed primarily to the rear aspirated V8
power, a manual
the way the car drove was just special, so much more traction. wheels and shifting power forwards when slip is detected.
transmission and
The decision was very easy. With the combination of power and rear-wheel drive we good, honest
In the early days we kept our options open we were still were getting very narrow in the M5s versatility, explains rear-wheel drive.

DOESNT DO FLEX
G30 5-series bodyshell is a fine
start point, but for superior
dynamics the M5s rear axles
been pinned down with heavy
additional bracing. Up front,
With the
a new bulkhead reduces flex
at the front struts. Both aim to
provide a more rigid platform
M-developed xDrive
from which the M-fettled
suspension can do its thing.
system there was
no further need for
rear-wheel drive
M Divisions Frank van Meel

October 2017 | CARMAGA ZINE.CO.U K 71

 WELCOME, DRIVER 3
Expect to spend a lot of
time looking at this screen.
In lesser Fives you do so to
flit between podcasts and
Radio 4. In the M5 the iDrive-
or touch-controlled system
keeps you up to speed
on your chosen xDrive
setting and how much
DSC youve got wound on.
Info is doubled up on the
drivers display too, to avoid
accidental sideways through
poor communication

72 CARMAGA ZINE.CO.UK | October 2017

 Preview BMW M5

In a fickle, fast-
changing world, a
seriously talented
sports saloon has
timeless appeal

Before, if the weather

wasnt ideal you had
to be an expert
M Divisions Frank van Meel

van Meel. You had to be an absolute expert, and if the weath-

STEP UP
The first time an M5 has
used a Steptronic box
(auto rather than DCT), for
smoother shifts at regular
speeds while still delivering
quick changes in full-on
Sport Plus. Familiar throttle,
damper and steering
options can be assigned
to the racy red M1 and M2
buttons on the (optionally
heated) wheel.
er conditions werent ideal you would see your DSC light ick-
ering all the time and you wouldnt get the performance you
wanted out of the car. So in order to give more performance
in all conditions, we went all-wheel drive. That was one of the
key reasons. Now everyone that drives the car is impressed.
Ratchet things up via the M Dynamic mode selector and
you get big changes; the 4WD Sport setting means reduced
output to the front wheels while DSC intervention is wound
down a fraction, giving you the option of degrees of oversteer.
Squeeze the DSC button o and you can have a few more
degrees, with a little power still sent to the front axle to keep
you pointing vaguely in the direction of travel.
And nally theres a mode for the old school, those who say
no true M car would have four-wheel drive, and who reckon
theyll switch it into two-wheel drive before they even get o
the driveway, merrily ignoring BMWs recommendation that
the mode is for track-use only
But they might change their minds quite quickly given the
hopelessness of two 285/30 20s being asked to cope with over
550lb ft of torque in a country where road maintenance is the
punchline to a long-running joke. Nevertheless, van Meel
insists the hero mode had to be there.
We started with a rear-wheel-drive car and added the trac-
tion system on top for the situations where you need it. The
psychology of the game was that we had to get [beyond the
idea]that four-wheel drive is poor. An xDrive is rear-wheel
drive with more traction. We oer this spectacular mode
for those who want it, for those who want to drift or do

October 2017 | CARMAGA ZINE.CO.U K 73

 Its a 5-series,
just more
special. Carbon
roof and slinky
mirrors mark out
the M5

BMW M5
> Price 89,640
> Engine 4395cc 32v
twin-turbo V8, 592bhp
@ 5600rpm, 553lb ft @
1800rpm
> Transmission 8-speed
auto, all-wheel drive
> Suspension Double
wishbones front,
five-link rear
> Performance 3.4sec
0-62mph, 155mph (limited,
191mph optional), 26.9mpg,
241g/km CO2
> On sale February 2018

74 CARMAGA ZINE.CO.UK | October 2017

 Preview BMW M5

More all-weather Lightweight

20s hide Ms

grip and talent when mallet-to-crack-

a-nut ceramic
brake option

youre rushing to
that ski chalet
doughnuts. If you want to use the 2WD mode you have to
switch the DSC o, because if you leave it on you would have
continuous DSC intervention. This way you can do powers-
lides or whatever. You can have DSC switched o altogether
but switch between 4WD, 4WD Sport and 2WD too.

There are no such seismic shifts of direction in the engine

room. This is broadly the same twin-turbocharged V8 from
the F10 but the S63B44T4 unit has been worked over to put Exterior
clear water between the new M5 and the previous-generation modifications this
time around are
car. The twin blowers are to a new specication to deliver subtle good news
better response, while the manifolds that feed them have
been redesigned for better gasow. Injection pressures have
been ramped up to 350 bar to allow shorter injection times,
boosting output, eciency and response.
Fast-road or track-readiness is evident in the beefed-up
oil and cooling systems, which are more ecient and lighter
than before. Nail the Maggots/Becketts complex at Silver-
stone just as hard as you like high lateral-g oil starvation
wont be an issue. Its 591bhp is the same peak output as the
F10 30 Jahre, but 553lb ft of torque makes this the gruntiest
M5 yet. A new exhaust system with an electronic ap brings
the noise, cranking up the volume in line with the selected
drive mode, though you can silence it at the push of a button.
Having dabbled with an SMG transmission in the E60
and then a DCT box in the F10, M Division has fallen in line
with the current trend for autos by tting the F90 with an
M-modied Steptronic unit. Drivelogic control means any M5 yet, and the interior follows suit, with comfort and M5s WEVE
concerns about slushiness can be dismissed: the default mode renement rather than any kind of track-bred minimalism. LOVED: E60
MAT T JOY
brings smoothness and economy; mode two ups the shift Up front there are M-specic seats with meatier base and
speed; and mode three delivers the fastest shifts, including back bolsters. Adjustment options are myriad, and stretch to The E60 M5
didnt like traffic.
multiple downshifts from a single pull of the paddle. electric adjustment of the width of the backrest for a just-so The ride was
Such go-faster M fairydust is evident elsewhere, too. The high-speed embrace. The illuminated M badges we can unpleasant and
double-wishbone front and ve-link rear suspension layout probably live without, though. The cabin retains its spacious, in automatic
is as per the standard car, but there are stier anti-roll bars comfortable approach but with Tabasco dashes of M; in mode the gearbox
would have a nap
and bushes, the rear axle gets additional steel and aluminium particular the M1 and M2 shortcuts on top of the steering
between changes.
cross-braces and at the front theres a new aluminium bulk- wheel spokes are picked out in are red, as is the starter but- But none of this
head to stien up the nose and the front struts, all the better ton, just in case youre not already in the mood. mattered because
to provide the sharpest steering response. The six-piston From our time in the prototype, weve no doubt the M5s it looked like a
front calipers use a specially designed pad compound to shave xDrive system is progress, and most welcome. Standard science-fiction
reinterpretation
weight without losing power, while the optional M carbon xDrive is compelling enough, and Ms take on all-wheel of a DTM car
ceramics are even lighter. drive simply oers more of everything: more all-weather grip and in its nose it
The visuals lay the essential elements of an M car the quad and talent when youre rushing to that ski chalet, and more carried the finest
pipes, discreet M-colour icks and subtle menace over the controllable fun when youre ESC-o and living on your wits. engine ever to
power an M5: a
restrained good taste of the G30 5-series beneath. The front Really, the only concern with the M5 is the quality of the
wild, rev-hungry
bumper receives the full ground-sning treatment, with big BMWs old adversary, the Mercedes E63. That car too has em- V10 that wore its
vents to feed the engine and cool the brakes. And while the braced a driven front axle, of course. In S guise its extrovert twin- race-car breeding
M5 retains the standard cars aluminium body, theres a car- turbo V8 is the stronger engine; 604bhp and 627lb ft plays the with pride.
bon roof as standard. At the rear, the exhausts punch neatly BMWs 592bhp and 553lb ft. The M5 must hit back with a
through the revised rear bumper/diuser, and theres subtle stellar chassis and elegant integration of that all-wheel-drive
additional aero; a rear lip spoiler, sharp side skirts. drivetrain. If it does, then far from ruining M Divisions very
All-wheel drive promises to make this the most versatile fast Five, a driven front axle will have saved it.

October 2017 | SAVE UP TO 61% WHEN YOU SUBSCRIBE TO CAR! GRE ATMAGA ZINES.CO.UK 75
Big drive

ESCAPISM

76 CARMAGA ZINE.CO.UK | October 2017

Modern life is rubbish.

October 2017 | CARMAGA ZINE.CO.UK 77

1.17pm Wednesday
Automobili Lamborghini,
SantAgata Bolognese
Simone looks at my bags. I look at Simone. For a little too long nei-
ther of us says anything. Then, without a word, he ducks out of the
bright, heavy heat of the August afternoon and into the cool, dark
cockpit of the delivery-mileage Huracan Performante. He prods
a button and up pops the luggage hatch in the shockingly orange
nose. We move around to the front of the car and stand gazing
solemnly upon the strikingly small space, like builders inspecting a
water main theyve just broken. These are not the denition of slim
bags, he says. He glances at my tent. This is not normal.
He has a point. Most Huracans wont go camping. But then
whats normal about the opportunity to drive a Huracan Per-
formante in the rst place? Whats normal about the keys to a fero-
ciously expensive and unapologetically hedonistic car comprising
little more than a 631bhp V10 and the mechanical means to have it
propel you across the face of the Earth? And whats normal about
the opportunity to drive the thing home from Bologna, gorging
on its exquisite excess not for snatched moments but for whole days
and hundreds of miles at a time, on magnicent roads, stopping to
rest only where and when I want to? And by doing so, push modern
life the magnicent overdraft, 873 unread emails, deadlines
layered on deadlines like stress lasagne from my mind for an
unforgettable 72 hours?
With everything in, just, we shake hands, Simone heads inside
and I re up the V10. There is, of course, a crowd around the car. For
the next three days there will always be a crowd around the car: the
Performantes draw is as unrelenting as its engine. For a thousand
miles girls will smile and give the thumbs-up, guys will pull along-
Should be a
Gucci weekend
bag in here, not
a 4 discounted
ground mat
78 CARMAGA ZINE.CO.UK | October 2017
side t to burst with
h excitement and teenage boys will stand open-
mouthed as the Hurracan passes like theyve just seen Rihanna drop
her towel. With the tug of a shift paddle and the whine of released
handbrake I roll out of the factory gates to the tinkle of sticky rubber
lazily lobbing loose grit and head north towards Piacenza.
5.47pm Wednes sday A8 autoroute, Monaco
If theres a motorw way leaderboard, the A8 surely sits several
hundred points cleaar at the top. Travelling upon it feels more like
ying than driving, the road scraping the sky on towering concrete
columns as it meand ders along the Cote dAzure, the glittering Med-
iterranean hundred ds of feet below.
Where the M25 oers unending tedium and exhaust-streaked
concrete for views, the A8 feels impossibly glamourous. Signs for
San Remo and Mon naco ash past in the perpetual sunshine. The
scent of warm pine or the sea dances on the breeze, depending on
the direction of thee wind. And the road itself almost never runs
straight, instead enndlessly rising, falling and corkscrewing like a
paved Mbius band d.
The trac moviing along it is pretty special, too. For every
dawdling Dacia therres a GTC4 Lusso; for every dog-eared rst-gen
Twingo a shimmeriing gold AMG GT. In the tunnels, raging Duca-
ti V-twins lay a perccussive bassline under V8 and V12 strings, only
for the whole lot to be completely obliterated by the Performantes
barely silenced V10.
Even in its lowliesst guise (573bhp, as deployed in the back of the
Huracan RWD, thee artist previously known as the LP580-2),
Big drive

Performante gets
new front and
rear bodywork
incorporating
active aero

October 2017 | CARMAGA ZINE.CO.UK 79

Big drive
e Huracan Performante
Mirrors good.
Paint more good.
Engine even
more good
Wing subtle like
a wolf whistle
Lamborghinis V10 is a masterpiece. In reality it has little to do with
anything quite so prosaic as mere motive power, and everything
absolutely everything to do with making human beings happy;
you, your passenger and everyone within earshot. For me, this en-
gine alone was enough to see the Huracan RWD to the front of the
pack in last years Sports Car Giant Test, ahead of such mediocrity
as the Porsche 911R and McLaren 675LT
Naturally, the Performantes is the most powerful V10 Lam-
borghinis yet built. Sitting in its throne room of heat shields and ar-
tistically routed lubrication and cooling systems it looks every inch
the religious artefact it is. Inside, Performante-exclusive titanium
valves allow for more lift. The intake systems been ow-optimised
to suit and, on the exhaust side, the new system is lighter than the
standard Huracans and runs almost without back pressure for
more power and a good deal more noise. Peak output is 631bhp
at 8000rpm. The redlines marked at 8500rpm. Like a couple of
equally special Lamborghini engines before it, the Performantes
cam covers are picked out in bronze.
On the A8, brief gaps in the trac oer glimpses of the perfor-
mance, and theyre heavy both with promise and no little intimi-
dation. Meaningful acceleration comes on at 4000rpm, when the
exhaust valve opens in Strada mode to drench the world around
you in lthy mechanical noise. Between 5000rpm and 7000rpm
the engine takes hold of the little car within which its bound and
80 CARMAGA ZINE.CO.UK | October 2017
Vents in the
foreground feed
rear wings ALA
active aero system
but looks the
business
Official
combined is
20.6mpg.
We got 19.5.
Must try harder
hurls it up the road as if its 1382kg (dry, unladen) were entirely
inconsequential. And the last 1500rpm? Im struggling to nd the
required space, though the ocial numbers are 0-62mph in 2.9sec
(the Performante is all-wheel drive) and 0-125mph in 8.9sec.
If were being honest, Im struggling to nd the fuel, too. After
182 miles of motorway cruising I stop for water, espresso and super
unleaded. The Performantes averaged 19.5mpg. To brim the tank
from half empty Im relieved of 70. Its just as well Im camping.
7.05pm Wednesday The DN7, Mandelieu to Frjus
All day the cars ridden rough roads well, even if its vast tyres and
more rigid suspension mounts pass the crack of expansion joints
directly to the base of your spine. But now, as the road snakes
through the hills, Strada feels just too baggy; its body control
insucient, its steering too light for condence. I need Corsas
unapologetic bearhug.
Ferrari and now Porsche have their drive-mode rotary controls
on the steering wheel. In a Lamborghini you toggle between
smooth, relatively rened Strada, brash Sport and no prisoners
Corsa via a toggle switch on the bottom of the wheel.
At Mandelieu, just west of Cannes, I prod the Huracan through Even at this distance
to Corsa mode, push my wayward backpack back behind the seats the Performantes
loud enough to
and try to secure the remaining Peanut M&Ms as best I can. Its make children weep
August but much of the beach trac on the hill road to Frjus  with terror
I prod the Huracan through to Corsa
mode and try to secure the remaining
Peanut M&Ms as best I can

October 2017 | CARMAGA ZINE.CO.UK 81


is long since home. There road is mine but for a couple of very loud,
very slow Harley-Davidsons.
By contrast the Performante is very loud and very, very fast. The
chassis changes over the standard car look like detail stu vertical
stiness up 10% through revised spring and damping rates, roll
stiness up 15%, suspension mounts that are a full 50% more
rigid but theyre allied with a meatier, more consistent version of
Lamborghinis dynamic steering, more power and less weight.
For the rst time, I get that magical sense of immersion; all
idle thoughts hurriedly tidied away to make space in my brain for
the demands of piloting this car at speed. The tactile clicks of the
Performantes vast, blade-like shifters get more frequent, their
action more clipped. The engine is front and centre at all times, its
power and reach informing hundreds of decisions every second
just as its cacophony lls the cabin, spills out into the forest and, Im
quite sure, soars over the Med to let most of Morocco know theres
a Huracan out being a bit silly. Its smoothness, exibility and
sheer punch you expect, and can be ready for: its the breathtaking
response that leaves you punch-drunk and reeling.
The Performante powers on, its nose darting wherever I care
to send it, the apparently limitless grip of its Pirellis contriving to
lend a surreal, almost videogame quality to the way in which the car
covers ground. There is no perceivable body roll, no hint of protes-
tation from the brakes and even here, with caution thrown to the
82 CARMAGA ZINE.CO.UK | October 2017
The serenity is
shattered by a hot
orange Lamborghini
covered in burst
flies. Sorry
wind, barely space to approach the redline more than a handful of As a generator for
when theres no
times. When I do, though, the eect is pretty magnicent, with the mains a 5.2-litre
engines various harmonies exhaust, intake, valve train coalesc- V10 is a little over
ing into a suddenly smooth nal surge whose ability to make you the top
grimace and swear doesnt fade with familiarity. The Performante
in anger is brilliantly physical, as much something that happens to
your whole body as something your brain does via hands and feet.
That night, at Camping Panoramic (and it is), the serenity of
the cicadas, the midnight blue sky of stars and the murmur of late
conversation is shattered by a hot orange Lamborghini covered in
burst ies. When I kill the engine the silence is ear-splitting. Sorry.
Tent up, door open for the welcome breeze, I sleep the sleep of a
man without a care in the world.
7.52am Thursday The N85, Grasse to Grenoble
You cant lie-in when there are ants walking on your face, but you
dont care when the open tent door frames a view like this one: a sky
of unbroken blue, a backdrop of sawtooth hills and, centre-stage, an
orange sorbet wedge of intent wearing gut-wrenchingly pretty 20-
inch wheels and aero to make a DTM car blush, the latter rendered
in Lamborghinis material of the moment, forged carbonbre.
Where carbonbres usually applied in trimmed sheets, Lam-
borghinis taken to chopping the black stu up and squeezing it
into shape. It makes complex forms possible and economically
 Big drive
e Huracan Performante

viable, with Lamborghinis engineers claiming the Performantes

rear wing, with its integrated air channels, would be impossible
with conventional carbon techniques. The cars spoilers, engine
cover, rear bumper and diuser are all made of forged carbonbre,
helping bring the Performantes dry weight gure in under that of
the mechanically simpler and considerably less expensive Huracan
RWD; 1382kg plays 1389kg.
In less than 20 minutes all the key components of my luxurious
accommodation are stashed in the Performantes boot and cockpit.
Cockpit really is the word. The Lamborghinis interior is a mildly
claustrophobic place of work thats less car, more military instal-
lation. The primary switches look pinched from the Euroghter,
as does the drivers display. You sit low, fast-rising window line at
your shoulder, bulkhead to your back, peering through a tank slit
of a screen framed by arcing A-pillars. Quick driving on sinuous
roads asks that you move constantly in your seat, hunting for a view
around those pillars and under the low roof line.
The Route Napoleon doesnt do pleasantries. Its straight into the
good stu: sustained wide-open straights, the V10s cry echoing o
Ceramics with
lifeless rock faces, and every conceivable type of corner in which to
black calipers stare into the cars towering reserves of grip, agility and poise. In
a 10k luxury. the Performante, progress is serene and violent in equal measure.
Theyre superb
All supercars move in a dierent dimension to less spectacular traf-f
c, passing almost unnoticed so pronounced is their performance
disparity, but today the Huracan really is on another level. Such is
its advantage over ordinary cars that youre eectively set free to
drive the road as you wish.

A C T I V E A E R O , I TA L I A N S T Y L E
Lamborghini Huracan Performante
The Performante has a pair of servo-
operated flaps in its re-designed nose
and ducts (with valves in) running
from the engine cover up to the
rear wing. In both cases the default
setting is closed flaps, generating
maximum downforce. When the
front flaps open, pressure in the
nose and drag is reduced. When
the valves to the rear wing open the
airflow stalls the wing, also reducing
drag. By deploying these systems
in tandem, the Performante can
optimise the aero balance across its
axles and, by deploying the rear flaps
asymmetrically in corners, introduce
aero-vectoring, which pushes the
inside rear tyre harder into the surface.
Ferrari 488 GTB
An active panel within the diffuser lets
the 488 GTB tailor the airflow rushing
under its rear end, opening up to an
angle of 17 to reduce drag at speed
and ultimately hit a higher V-max.

Pagani Huayra
Paganis flagship is one of the most
extrovert exponents of active aero.
The car measures speed, steering
angle and longitudinal and lateral
acceleration before deploying its four
active aero elements two flaps at the
The stuff that nose and two just aft of the engine
looks like black to bring to bear additional downforce
marble is forged where and when its needed. Flaps
carbonfibre can be deployed independently or in
pairs, as required.

October 2017 | CARMAGA ZINE.CO.UK 83

Big drive Huracan Performante

84 CARMAGA ZINE.CO.UK | October 2017

October 2017 | CARMAGA ZINE.CO.UK 85
Big drive
e Huracan Performante

Its an experience
dangerously close to that of
the mighty V12 Aventador

packs of trac in a heartbeat. Not once has the Huracan wanted

Brake pedal
oddly high but it
always delivers
when you need it
Were covering so much ground so quickly that the landscape
changes constantly, each new vista ghting to outdo the last. One
moment the Performantes running fast and straight along the
valley oor, streaking past long grasses, weathered silver-timber
barns and tumbling rock-strewn rivers of shimmering melt water.
Then its climbing in a frenzy of second-gear hairpins, the wheel
always twirling in my hands, the V10 ring me past struggling
Golfs and lumbering caravans. And at times the roads width drops
to single-track as it weaves between rock faces and sheer drops, the
engines thunder ringing across the unyielding landscape. The
Huracan never feels anything less than spectacular; wieldy for a
supercar and addictively potent.
Somehow, north of Castellane, the car steps up again, and into
a realm of performance that makes you wonder if Lamborghini
hasnt elevated the Huracan to an experience dangerously close to
that of its mighty V12 Aventador agship.
Here the terrains a little less jagged and the road wider and faster
as a result. Overtaking lanes oer the chance to leapfrog whole
for stability, speed or response but now it seems to up all three to
startling eect.
Peer into the nose of the car or at the rear wing intakes and the
active aero devices (ducts to the rear wing and aps in the nose
see box, p83) look too small to make any tangible dierence. But
when youre in the eye of the storm, cool alcantara wheel in your
hands, the eect, allied to the rmer suspension, more trustworthy
steering and still more bewitching engine, is astonishing. Military
experts refer to warplanes not as planes at all but as weapons plat-
forms, and the term ts this thing perfectly. Its composure at speed,
under lateral duress and during heavy braking is otherworldly. The
standard Huracan is hardly lacking but the Performantes poise
feels unimpeachable. Maybe its the cars active aero at work, maybe
it isnt. Whats undeniable is this Huracans happiness to be railed
into third- and fourth-gear corners with barely diminished speed.
Only when you rush into tight corners carrying too much mo-
mentum and brake do you momentarily feel the front ends resolve
waiver, though the Performante strikes right back with its more
rear-biased all-wheel drive and recalibrated ESC. Bring the power
back in early and hard and the car shunts drive rearward to tangibly
push rather than pull itself from corners with a wriggle of its hips.
To drive the Lamborghini like this is to lose yourself to the
mental and physical challenge of doing so, and to enter the kind of
joyous trance that leaves you in need of water, stillness and a little
sit down every couple of hours. Fortunately the Route Napoleon is
studded with beautiful, entirely deserted spots in which to do just
that; to trade violent, all-consuming kinetics for the sound of the
wind through the trees, cooling brakes and the ancient silence of
the mountains.
5.15pm Friday Calais
Gingerly, nose lifted to save the cars fragile front spoiler, the
Performante and I trundle from the glare of a bright and breezy
afternoon and into the ferrys dark, clanking hold. Faintly evil
seats aside, the cars breezed the days 450 autoroute miles with its
ne ride, mood-lifting engine and o-the-scale feelgood factor.
Stereos good too. But with Dover, UK motorways and the long
drive north, real life begins to press at the bubble of ignorant bliss
the Lamborghini has carefully cultivated over the past 1000 miles.
On these roads, at these speeds, theres nothing to stop my mind
drifting to the unread emails, the missed calls and the magnicent
overdraft. And so, as I shut the V10 down at home that night, the
bubble nally bursts and reality comes ooding in.
@BenMillerWords

DEJA VU: BRINGING THE MIURA HOME

50 years ago the UK needed another
Miura. Just four or five examples of
Lamborghinis mid-engined supermodel
had by then made it to these shores and
the UK concessionaires needed another.
CAR and LJK Setright stepped up. 1000
miles in the Miura was the cover story in
our December 1967 issue.
Highlights include Setrights
explanation of the cars layout to Swiss
customs a Mini Cooper turned back
to front and his descriptions of the
factorys state of tidiness The sort of
positive, almost aggressive cleanliness
that brandishes its fist at you as you enter
and the V12: All the thrashing, whining
and metallic obbligati that a race-bred
engine furnishes to fill the octaves left
unoccupied by that exuberant exhaust. It
is a lovely noise, an expensive noise, but
when all is said and done it is a noise.

86 CARMAGA ZINE.CO.UK | October 2017

 Lamborghini Huracan Performante
> Price 215,500
> Engine 5204cc, 40v V10, 631bhp at 8000rpm,
442lb ft at 6500rpm
> Transmission 7-speed DCT, all-wheel drive
> Suspension Double-wishbone front and rear,
optional electromagnetic dampers
> Performance 2.9sec 0-62mph, 202mph,
20.6mpg (19.5mpg tested), 314g/km CO2
> Weight 1382kg (dry)
> On sale Now
> Rating +++++

Contemplating
the black market
values of non-
essential organs

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 61% *

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Inside new TVR Griffith

90 CARMAGA ZINE.CO.UK | October 2017

 IN S ID E N E W T VR G RIFFITH

R ETU R N O F
TH E K I NG
The Griffith was an icon of TVRs last chapter. Now, in TVRs
70th anniversary year, the Griffith name is back on the
bespoke British sports car of your dreams
Words Ben Miller | Photography Charlie Magee

October 2017 | CARMAGA ZINE.CO.UK 91

T AR SITS up on stands without its wheels,
ng, bonnet or headlights but still its shape
my breath away. The lean detailing, conspic-
aerodynamic prociency and thudding V8 are
Le Mans racer, while its just-so proportions,
y size and self-evident lack of mass adhere to
the timeless blueprint of the great British sports
car. Its a potent blend. Quite apart from how it promises
to drive, to these eyes the new Grith looks sensational. It
might lack the extravagance of the Sagaris, the swansong
creation of TVRs last era, but just as you try to classify it is as
cute youre oored by an evil-looking, full-width diuser and
a yawning pair of side-exit exhausts. Cute is suddenly entire-
ly inappropriate. TVR is not cute. And now the Griths here
as rolling, bellowing proof that TVR is not dead either.
Were at Gordon Murray Design in Surrey, late August.
In 10 days time the new Grith, the rst car of TVRs new
dawn, will be shown to the world at the Goodwood Revival.
Before then this striking work in progress must be caressed
into a nished, fully functional prototype. All around it, like
a very neat airliner crash in reverse, scattered parts sit on bub-
ble wrap awaiting their moment. With the devoted industry
of many, many pairs of gloved hands, ideas and calculations
and deals and CAD models will, over the course of a hundred
hours or so, become a car. And the car should, if those calcula-
tions are on point, lead a renaissance.
TVRs new owners, a consortium of petrolhead investors,
acquired the company in 2013. CAR R rst met chairman
Les Edgar in 2015, when we drove his rapid (and rapidly
appreciating) Sagaris. I managed to get the previous owner
[Nikolai Smolensky] on the phone and convince him that
the name deserved to be repatriated and brought back to life.
That struck a chord with him; the transaction was bizarrely
straightforward after that, explains Edgar. He thought
that the car TVR needed to build next couldnt be done for
less than 150,000, but that TVR couldnt charge that kind
of money. Edgar agreed that 150k was too much for TVRs
comeback car, but felt he could do it for less. The Grith,
92 CARMAGA ZINE.CO.UK | October 2017
Edgar asserts, is the 90k aordable British supercar with
135k performance. TVR chairman
Edgars innate understanding of the TVR brand and ex- Les Edgar brings
business nous and
actly what its resuscitation required is evident in the doors he a love of fast cars,
chose to knock on next. Lifes about timing, and TVR needed with a particular
an aordable high-performance chassis concept just as fondness for hairy
Aston Martins
Gordon Murray needed to demonstrate there was more to his
iStream concept than little city cars. The t was heaven-sent.
iStream takes TVRs traditional tubular steel architecture
and reinvents it for a new era and a new level of performance,
the combination of steel structure and bonded composite
reinforcing panels creating a level of stiness comparable to
a carbonbre tub and far in excess of that of a bonded alumin-
ium structure according to Gordon Murray Designs (GMD)
technical director and former F1 man Frank Coppuck. That
Murray was also the perfect man to develop
the high-downforce, super-stable aero concept
thatd allow Edgar to safely pursue TVRs
traditional dislike of nannying electronics
was the icing on the cake. And the cherry?
That Edgar plans to see TVR back to Le Mans.
And when youre planning to do that with a
production sports car, Murrays credentials
his McLaren F1 won Le Mans outright in
1995 are impeccable. In return for the chance
to prove iStream in a production sports car,
GMD oered TVR expertise and credibility.
Next up, an engine. Edgar considered a
straight-six but hes a devoted worshipper of
big V8s and their torque. Ford and TVR have
history. Cosworth and
Ford have history. And so
Proof, were it Edgars eorts yielded a
needed, that this Cosworth-fettled version
time around fit and
finish are being of the 5.0-litre Ford
taken seriously Coyote V8 youll nd
 Inside

The Griffiths here as

rolling, bellowing proof
that TVR is not dead

October 2017 | CARMAGA ZINE.CO.UK 93

Inside
e new TVR Griffith

in the Mustang and F-150. At a stroke

the Cosworth engine brought bags of Prototype uses
performance, further credibility, a cute carbonfibre in both
its chassis panels
link to another aordable giant-slayer and bodywork
of a car, the Sierra Cosworth, and
implicit reliability, not to mention the
promise of availability no matter how many cars TVR cares to
build. Cosworth, TVR, Gordon Murray suddenly the dream
began to look worryingly like a workable business case. And
so, almost exactly three years ago, the Grith began to take
form, rst as a seating buck.
I didnt think a buck would tell us anything a perfect
CAD model couldnt, but we changed so many things: better
visibility, better access, and the space for two men to sit
comfortably side by side, says Edgar, whose background is
in electronics and displays for the MoD mostly, submarines
and jet ghters and computer games. The Griths sills are
indeed strikingly slim, and the oating centre console uses a
compact, McLaren 720S-style portrait screen orientation.
The seats are very Gordon Murray to save weight the
adjustment is manual, without a single motor and very
TVR, with a four-point harnesses (seatbelts are an option).
For us it all comes back to the driving experience, smiles
Edgar. Strapping yourself in feels right for a TVR.
Less Gordon Murray is a 5.0-litre V8 in the nose Yep,
thats more of a Les and team thing, smiles Edgar. We also
had some debates over the size of the car, and particularly
its width. Gordon loves small, light cars but sports cars have
grown over the years. A Sagaris now looks diminutive next
to a Ford Focus and I didnt want that. We needed presence.
We had to present a carefully constructed case for making
Edgar artfully blends
it wider, laughs GMDs Coppuck. Go in cold and Gordon the roles of salesman,
will have you for breakfast. But when youre thinking about
racing you need width, not least because the wider your car, creator and kid on
the wider the rear wing you can run on it. Christmas morning
Were around 60mm taller, 100mm longer and 70mm
wider than the Wheeler-era cars but still 150mm shorter than
a 911, explains Edgar. Racing is important to us, and you get
better handling with a wider track, on road and track.
Designing an all-new TVR, while an exciting opportunity, get it, he tells me. Cosworth add a lightened ywheel, new
proved challenging, not least because the marques back cat- management and dry-sump lubrication. The sump means No claims yet on
alogue lacks any design continuity. One fairly retro proposal no oil starvation on track and a more compact engine, so downforce or drag
but Griffiths flat
was developed to an advanced stage before being binned. we can get it even lower and further back its truly front- floor and diffuser
Edgar cites the timeless good looks of the 1991 Grith and mid-engined. I was a little worried that, with the introduction promise fear-
the later T350 as inspirational machines. Elements of the of the Mustang in Europe, Ford would be reluctant to help. free dynamics at
200mph
design were further honed as the new Grith was scaled up I was wrong; theyve been hugely enthusiastic. We havent
from one-third to full size, and it was a 1:1 scale model that set the power gure but Ive always said a 1200-1250kg kerb
was shown to 400 deposit holders in March 2017 (500 Launch weight and a power-to-weight ratio of 400bhp per tonne.
Edition Griths will be built). Were on course for that [indicating a 480-500bhp output
We ran the viewings in shifts, and in three-quarters the engine makes 415bhp in the Mustang]. We have the
of them the response was a standing ovation a massive powertrain installed in a Cerbera mule, and at Dunsfold it
moment for us, says Edgar. Six people pulled out. Of those, blew past a standard Cerbera like it was standing still.
ve were Sagaris owners expecting something wilder. Edgar pulls out his phone and shows me a video; an on-
As Edgar and I talk our way around the car theres no let-up board of a standing start in the powertrain development car,
in the frenzied workshop activity. The man artfully blends TVR operations director John Chasey at the wheel. Chasey
the roles of salesman, creator and kid on Christmas morning. nails the throttle, each shift of the six-speed manual box
His enthusiasm is infectious, his clarity of thinking strik- heralding another storm of V8 noise. The two men grin like
ing. Every aspect of this car, from the engine to the driving schoolboys. That car has no sound deadening of course, to get
position to the look of the HMIs homescreen has required the weight of the Cerbera down to that of the new Grith.
decisions. Edgars had the condence, vision and sensitivity The nished car wont be quite that loud laughs Edgar.
to make a call on each and every one of them. We havent released a 0-62mph time but top speed will
The engine is absolutely as low and as far back as we could be of the order of 200mph, and the gure Im interested in

94 CARMAGA ZINE.CO.UK | October 2017

is 0-100-0mph. With our kerb weight that should be really
strong. The thing would stop sharply with Fiesta brakes, let
alone the Griths AP set-up.
Two things strike you as you circle the new Grith, much
of its mechanics still visible as the car awaits outstanding
bodywork elements. The rst is the beauty of the cars
iStream construction and its top-drawer componentry.
Brakes are AP; huge ventilated discs with six-piston front
calipers. Between double wishbones all-round sit gorgeous
Nitron spring and damper units. The other is its exhausts.
You cant miss them, swathed as they are in NASA-spec heat
shielding like priceless satellites ready for launch.
Cooling, clearly, will be a challenge. Heat management is
one of the biggest issues when youre engineering a car like
this, explains Edgar. You think, the catalytic converters are
at 1000C, and you might come storming down the motorway
and straight into a trac jam. The car has to be able to cope.
To that end the Grith employs
a very neat, very Murray solution.
Youll notice the large vents in the Cockpit is driver-
upper surface of the bonnet. At speed, focused in the
Murray tradition.
high-pressure airstream is drawn down Key control clusters
through these to the exhausts and, an easy reach

October 2017 | CARMAGA ZINE.CO.UK 95

 It sits in GMDs
workshops looking as
much a statement of
intent as a sports car
encouraged by the low pressure under the car, down out of the
Striking five-spoke body. At low speeds and at a standstill the exhausts simply
wheel design vent directly upward through the same apertures, assisted by
a hard-edged
contrast to the the inarguable truth that hot air rises. We didnt want any
bodys organic additional complexity wherever possible weve gone for
forms. Sizes are God-made rather than man-made solutions, says Edgar.
275/30 R20 rear,
235/35 R19 front Like Murrays McLaren F1 and SLR McLaren-Mercedes
before it, the Grith doesnt use a rear anti-roll bar. Increased
traction is the main benet, says Coppuck, adding that with
the right suspension set-up you dont need the bar. You can
see why Edgars condent of some pretty stellar acceleration
times, even though the car lacks launch control. Launch
control? Thats called your right foot, says Edgar. We have
ABS and a multi-stage traction control its not a car only for
the bold and the brave though naturally you can turn it o.
The Grith wears its iStream skeleton with pride, and as
you think it all through the advantages keep coming. The sills
are wafer-thin compared to those of a Lotus or a McLaren.
According to Coppuck the Grith platform is easily modied
to create a 2+2. The non-structural roof spars can be removed
without fuss for the convertible, likely the next derivative.
(A track-ready version should follow.) iStream also eliminates
the dicult (and expensive) task of locating hard points
96 CARMAGA ZINE.CO.UK | October 2017
in a composite structure. Rigidity, though, is comparable.
With this chassis well easily pass federal crash regs if we
go down that route; 50mph and rear impact, adds Coppuck.
Theres room for development too. A switch to aluminium for
the structure will reduce weight by a further 30 per cent.
With no expensive tooling or assembly equipment
required, iStream makes the task of setting up TVRs factory
a much more palatable nancial proposition than would be
the case with conventional automotive manufacturing. If
Edgar, Murray and Coppuck have anything to do with it, the
build quality will be up to scratch too.
Another benet of iStream is that we can achieve OEM
panel alignment, says Coppuck. This is because we bond
the integration panels [the layer between the core structure
and the outer panels] in place, with the adhesive giving us
the scope for adjustment. The t and ush we had on the rst
SLRs was poor by comparison.
That the new Grith will be shown to the world in what
is also TVRs 70th year is further evidence of this ventures
pleasing rightness and sense of symmetry. As I leave, GMD
and TVR sta still swarm all over the car, tting glazing,
oering up control panels (as minimalist and idiosyncratic
as youd expect, with machined brass and aluminium touch-
 Inside new TVR Griffith
A N E W T V R D N A
Creative director Kevin Richards and chief
designer David Seesing on TVRs next chapter
If you look at previous TVRs
there isnt a design cue you
can put your finger on and
say, Thats TVR, explains
GMD creative director Kevin
Richards (above, left). The
previous cars were very
diverse, from the wedges of
the 80s to the very organic
90s cars. Our initial work
focused on a very retro
vehicle but it just wasnt
right, so we assembed a
new design team, brought
David [Seesing] in and went
for a new approach. This, we
points over tried and tested switchgear) and moving with realised, was the chance to
create the new DNA of TVR.
the choreographed ease of a team long since bonded (GMD In terms of its proportions
considers TVR less a client, more a part of the team). Fuzzy and volumes, TVR identified
sweatband-like belt-buckle protectors strive to stop inadvert- the T350 as an influence,
ent marks to the paint, whose incredible nish has asked for says Seesing. We wanted
a long bonnet and a very
no fewer than six top coats.
rearward cockpit. The
A couple of days later and just 24 hours ahead of shipping, mechanical package suited
the car is nished. It sits in the now quiet GMD workshops these proportions very well,
looking as much a statement of intent as a sports car. Its taut with a large prestige gap
form, malevolent presence and refreshing lack of show-car between the front wheel and
the base of the A-pillar.
superciality this is a working prototype, and will go into As for the face and the
heat testing straight after the Revival add a further sheen of grille, the T350 had no real
credibility to a project that already shimmers with the stu. grille. With our much bigger
Edgar, eyes bright, irrepressible smile on his lips, is happy engine we needed one, so
we overlaid the grilles of
like a lottery winner. When we bought TVR we werent pre-
the Cerbera, the Tuscan
pared for the groundswell of positivity and support. Every- and the Typhon, and that
body has a TVR story, and that support sweeps you o your informed the shape we
feet, pushes you on. Would we have done it had we known the have on the new Griffith.
mountain wed have to climb? Are you kidding? The chance The headlights are broadly
T350-inspired, with this nice
to bring back a 70-year-old sports car name and, from a clean boomerang motif that runs
sheet of paper, build a brand new, balls-out road racer and up and around the light unit
take it to Le Mans? It doesnt get any better than that. before linking into the vent.
@BenMillerWords
October 2017 | SAVE UP TO 61% WHEN YOU SUBSCRIBE TO CAR! GRE ATMAGA ZINES.CO.UK
Crucially its an actual shape
too, not just a graphic.
Wed suggest this is the
first totally designed and
engineered TVR, says
Richards. There is a full
aero study behind this car,
drawing on Frank [Coppuck]
and Gordons Formula 1
experience. The rear diffuser
gives us this really striking
feature at the rear of the
car, and the rear lights and
venting detail echoes the
front, as do the slashes that
you see repeated on the
exterior and in the colour
split in the cabin.
David and the team
worked really hard on
the doors, to deliver the
muscular surfacing the
car needed here. Normally
youd give yourself a bit
of additional width in the
package, to let you bring
some dramatic plan-shaping
into play here, but Gordon
was adamant we werent
going to get any additional
width. Couple that with the
restriction put in place by
the drop of the window glass
and theres very little space,
but the design team had fun
with the doors and you can
see that in the surfacing.
The exciting thing is that
weve held quite a lot back
on this car, smiles Seesing.
It sets up new TVRs DNA
while giving us scope to be
wilder in the future.
97
Giant Test Fiesta vs Clio vs Ibiza

|
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Words Mat

October 2017 | CARMAGA ZINE.CO.UK 99

Giant Test Fiesta vs Clio vs Ibiza

A S TOUGH ACTS to follow go, the old Fiesta

is right up there with the current monarch and
Elvis Presley. Not only was it the best-selling
car in its class, the last Fiesta was the best-
selling Ford and the best-selling car in the UK
full stop. It did this for seven consecutive years, up to its nal full
year on sale in 2016. That kind of success can give you sleepless
nights if you happen to be New Fiesta Person at Ford.
But here it is. Trust us weve not accidentally parked a late-
reg old model in front of the camera. Ford has previous when
it comes to designs almost imperceptibly dierent from the
outgoing model, but the exterior of the old car hadnt dated as
horribly as the interior, and given the stakes its hardly a surprise
diesel and fresher entry-level petrols based on the EcoBoost
motor without the turbo. Here were testing the nailed-on
best-selling spec: ve doors, Zetec trim and petrol motor. The 1.0
EcoBoost with 99bhp is the hottest you can get in our Z-trim, but
with 125lb ft its capable of tugging along far bigger boats.
The Fiesta couldve been facing o against the solid but un-
spectacular Vauxhall Corsa, but its arrival has neatly coincided
with a new Spanish rival, the Seat Ibiza. Seat is very much in
the middle of a sweet spot, stamping its identity on VW Group
underpinnings with the excellent Ateca and making it a swift 1-2
with the Arona compact SUV.
Like the current Leon debuting ahead of the Golf, the new
Ibiza gets VWs latest MQB platform rst in this segment,
Ford has played safe. slightly before the new Polo. This is a big deal because MQB aims
Theres more considered evolution elsewhere, with the Fords to do the same for Ibiza as it did for Golf and its cousins: provide
platform and suspension directly descended from what came a exible layout with safety, space and renement. Crucially, the
before, while the engine range is tweaked to add a high-power Ibizas wheelbase is now 95mm longer, and pushing the wheels

100 CARMAGA ZINE.CO.UK | October 2017

 The old Fiestas success must
have given Fords New Fiesta
Person sleepless nights

out to the corners in textbook small-car fashion promises more

space than before. KEY TECH: SEAT While its available with Fiesta sold 150k
The smartphone era means technology is more than essential: Small car, big safety kit like Traffic Jam
Assist, more buyers will
units here in
FR and Xcellence models the top two of Ibizas four trim levels technology 2016. Stakes
be interested in the luxury high for new one
get a big-for-the-class eight-inch touchscreen thats impossible and infotainment haul: the
Seat has shoved as much
to miss, while more impressive kit like Trac Jam Assist trickles tech from the bigger Leon wireless charging pad with
down from more senior products within the group. Again weve into the Ibiza as possible. signal booster, thumping
Beats Audio upgrade and
gone for the most popular engine; a 1.0-litre turbocharged triple the bigger Media
with 94bhp, although its also available in riotously powerful System Plus screen
113bhp guise. that includes
MirrorLink, Android
Completing our trio is Renaults Clio, a hit with UK buyers Auto and Apple
through all previous generations and still popular even though CarPlay as standard
this fourth-generation model is now ve years old, albeit face- equipment. It all
lifted in 2016. The French brand has always done small cars best, adds to the Ibizas
big-car feel with
and the current Clio ticks several familiar boxes with a strong the small-car price
exterior design, a broad mix of petrol and diesel engines and the as long as youre
potential for a perky driving experience. sensible, of course.

October 2017 | CARMAGA ZINE.CO.UK 101

Giant Test Fiesta vs Clio vs Ibiza
6.5in Sync 3 touchscreen
responds quickly, has crisp
graphics and looks like it was
stuck on after a hurried PDI.
Some key buttons are
stashed down here
on the centre console;
works better for LHD
and even harder to spot
with a Costa in the way.
Dynamique S trim the fourth of ve
trims means plenty of the required
kit is included, running to MediaNav
infotainment, climate control, 17-inch
alloy wheels and keyless entry. Here its
powered by the larger of two TCe petrol
units with four turbocharged cylinders,
KEY TECH: FORD 1.2 litres and 118bhp.
Playing it safe Climbing into the Clio for a cold early-
The latest Fiesta is laden with extra morning start is something of a shock.
safety tech. Zetec trim includes the From the faint twang of the drivers
NCAP pack, which includes a Lane- door to the uniformity of colour inside,
Keeping Alert and Adjustable Speed
Limiter, while the optional Driver its hard not to think the little Frenchie
Assistance pack (400) throws in is feeling its years. The centre consoles
Driver Alert, Pre-Collision Assist and relative simplicity is not without charm,
Pedestrian Detection, and Adaptive
Cruise Control. It also adds the
the heating and ventilation controls
comprehensive if fiddly info screen are intuitively arranged and theres a
between the instruments, which at pleasing mix of straight lines and curves.
least provides something to look at But there are oddities too, like the ugly
while stuck in traffic.
speaker grilles that look lumped onto the
doors, and, baingly, the door pull that
protrudes so far into the cabin that my right arm spends more
time bouncing o it than resting on it.
Still, the 1.2-litre petrol mill res with as little fuss and noise
as your neighbours would hope for at 6am and warms the cabin
quickly. Its not the youngest engine here but, as well as a slight
power advantage, there are other benets from having the extra
cylinder. In typical driving it makes less of a fuss, being happy to
lug along from low revs, and with a six-speed manual as standard
an 80mph motorway cruise registers a barely-there 2000rpm.
At lower speeds the driving experience is relatively low-eort if
102 CARMAGA ZINE.CO.UK | October 2017
Storage is modest: door
bins are slim and this centre
console cubby needs
pliable wrists to swerve
round the gearlever.
somewhat inconsistent. The clutch is light and progressive but
the brakes have a soft initial application, leaving you pushing
harder than expected. The steering, at urban speeds at least, feels
a little slow-witted and very light although accurate enough that
you dont nd yourself guessing too often.
After two hours of acceptably painless A-road and motorway
the Clio joins Fiesta and Ibiza on their natural shopping ground
of an urban retail park. Lined up together, the trio express
remarkably dierent visual styles.
The Clio almost channels the spirit of its crossover cousins
and theres a little original Twingo discernible too. The rear
wheels are pushed well back in the body but the front overhang
is more signicant, lending it the look of a pseudo-MPV, in par-
ticular a more than passing resemblance to its Scenic siblings.
Big curves down the anks play with the ambient light and at
the front the details are hard to miss, with the slim grille punctu-
ated by enormous headlights (now with integrated rather than
separate daytime running lights) and a Renault badge thats
probably visible from the factory. Its potentially a divisive look,
but you can see why people fall for it.
Where the Clio has curves, the Ibiza has edges, and lots of em.
Its even more like a shrunken Leon than the last Polo was like
a shrunken Golf, but theres a strong case for saying the smaller
of the two Seats is the more handsome. The broad outline is
relatively conventional small-hatch but its the details that make
it, a riot of lines o the horizontal that slash across and along
panels. FR trim means 17-inch wheels as standard with optional
18s on this example the preserve of hot superminis not 10
minutes ago that help toughen the stance. Maybe some buyers
wont like the strong creases, but to these eyes the Ibiza is the
visual pick of the bunch.
 Second-biggest infotainment
screen here but doesnt feel it;
big bezel at least means you can
rest your other fingers for better
digital accuracy.

Swept-up centre console

makes front-seat occupants
feel a little hemmed in,
although space is reasonable.

The Renault key card; new

and clever a decade ago,
dated and unpleasant to use
now. Please bin.

Big screen is neatly integrated

into the dashboard, which is
otherwise a plain expanse of
piano black, for good or bad.

Chunky, attractive wheel

Home screen makes it easy to has simple controls.
access the various functions Semi-flat bottom isnt as
and even with Apple CarPlay annoying as it looks.
connected it doesnt force you
to use Apple Maps.

October 2017 | CARMAGA ZINE.CO.UK 103

Giant Test Fiesta vs Clio vs Ibiza

Ibiza gets new MQB

platform. Equally at
home on Spanish
islands or between
traffic islands

KEY TECH: RENAULT

Top, middle or bottom
Depending on trim level, the
Clio comes with three different
infotainment systems; entry-level
R&Go set-up acts like a simplified
smartphone hook-up and works via
an app to offer navigation, media
and phone functions. MediaNav
Evolution adds a 7in screen,
Bluetooth phone and streaming,
while top-spec R-Link (pictured)
throws in an app store, DAB radio
and even video streaming as long
as youre parked up.

104 | October 2017

 The Fiestas sweetness
seeps through even if youre
just bumbling along

That leaves the Fiesta to pick up the entry-level cutlery award

in the looks department. The old car was certainly enhanced by
the addition of the budget Aston grille but that was four years
ago, and the unavoidable familiarity of the shape means that,
although changed in the details, it still occasionally requires a
double take even if you have the key in your hand. Fords ocial
blurb talks about the exterior as being simplied and settled,
which are delightful euphemisms for risk-free. Surely Ford could
have been a little more adventurous without any serious danger
of putting buyers o, given that there are plenty of loyalists
whod buy one even if it looked like Postman Pats daily driver.
Theres more careful strategy at work when you step inside the
new Ford. The old cars cabin closely matched the decline of the
Nokia phones that inspired it and had nowhere else to go but the
bin. Park yourself in the drivers seat and the initial impressions
are good. The 6.5-inch screen sits high up and although it looks
like an afterthought its in the right place for viewing and prod- Fiesta gets choice
ding. It responds snappily and is crisp and clear. The steering of two petrols and
one turbodiesel,
wheel is chunky, the gearlever sits up in a good position and the but seven different
ventilation controls are simple, if set quite low on the dash. Look power outputs
a little closer and you can see where pennies have been saved here
and there. The dash is topped with a softish-feel slab of plastic
but the grain is matched elsewhere with a less pliable version
that defeats the eyes but not the ngers, with the surrounds of
the electric window and mirror controls, centre console and
lower dash swathed in lots of the hard, black stu.
There are more ups and downs in the cabin. The steering wheel
controls feel imsy, the optional central display that comes with
the Driver Assistance Pack (400) is too busy, and requires
ddling with those wheel buttons again to operate. Theres also exterior, almost Lamborghini-like with its abundance of quadri-
some curious construction work thats gone on with the dash lateral shapes, but its undeniably well executed. The decoration,
as a whole, possibly a compromise in order to make the design in contrast, is almost austere. Only the air-con controls and two
work within the existing hard points of the cabin. The dash itself knobs on the big eight-inch touchscreen break up the surfaces,
seems cli-like, while some elements seem to be leaning either while small stripes on the FR seats add extra interest. Theres no
towards or away from you for no obvious reason. For the basics less hard plastic in the Ibiza than in the Fiesta, but what there
of driving the Fiestas cabin is ne, with well-weighted controls is feels a fraction sturdier and less likely to scratch. The Ibiza
in all the right places, but the details come up a little short, as do also nails the instrument and info display its clear, stylish
rear leg- and headroom, with the roof rail in particular seeming and easily navigable via the multi-function steering wheel but
quite close to your head. the sooner the cleanliness nightmare that is piano-black trim is
In Clio country the basics are all in place. The instruments are consigned to the dustbin, the better.
almost high-tech minimalist, and by keeping the old-school (but Showroom appeal is clearly important but the Fiesta is in the
still good) audio controls on a lower pod, the wheel itself is re- ascendant out on the road. The 1.0-litre EcoBoost might be only
served for just voice control and cruise control although oddly adequately powerful with 99bhp, but it still operates with an en-
the switch to ick between the latter and the speed limiter is by thusiasm well beyond its capacity and intergalactic gearing, and
the handbrake. Also curious is that the Clios central screen feels is so smooth that, other than the timbre, youd be hard pressed to
so small at seven inches its actually bigger than the Fords but know youve got just three cylinders. Cruising requires no eort,
being fully integrated into the top of the dash plays tricks with and as long as youre not in a massive hurry you can accelerate at
your perception. The optional R-Link upgrade, tted here as motorway speeds in sixth without having to row down the gears.
part of the 1000 Techno Pack Premium, adds in TomTom navi- The steering isnt as chatty as the old Fiesta, but its still the
gation with live trac updates, voice operation and smartphone sharpest and most engaging here and ties in beautifully with
connection, the main downside being that some of the graphics the chassis behaviour. It feels nimble and up on its toes, and
and buttons are relatively small and easy to miss. Leg- and head- although it will default to understeer if youre crude about entry
room in the rear are fractionally better than the Fiesta, and the speeds, theres still the capacity to bring the rear into play. Quite
bench itself is better proportioned to carry three passengers. how many Fiesta buyers will appreciate just how well their car
The Ibizas cabin isnt perfect, but it pulls a couple of lengths drives is debatable, but its sweetness seeps through even when
clear of the others. The strong design theme carries over from the youre just bumbling along.

October 2017 | CARMAGA ZINE.CO.UK 105

 Ford Fiesta Zetec 1.0 Seat Ibiza FR 1.0 TSI Renault Clio Dynamique
EcoBoost S Nav TCe 120
Price | 15,455 (as tested 17,375) Price | 16,015 (17,835 as tested) Price | 17,695 (19,695 as tested)
Engine | 999cc 12v turbocharged 3-cyl Engine | 999cc 12v turbocharged 3-cyl Engine | 1197cc 16v turbocharged 4-cyl
Transmission | 6-speed manual, Transmission | 5-speed manual, Transmission | 6-speed manual,
front-wheel drive front-wheel drive front-wheel drive
Suspension | MacPherson struts front, Suspension | MacPherson struts front, Suspension | MacPherson struts front,
torsion-beam rear torsion-beam rear torsion-beam rear
Made of | Steel Made of | Steel Made of | Steel

1735mm 4040mm 1780mm 4059mm 1732mm 4063mm

Power and torque Weight Power to weight

We say | Ignore the numbers; Ford We say | Ibiza feels the We say | Clios big numerical
feels lustier chunkiest, isnt lead not felt on the road

99bhp @ 6500rpm

125lb ft @ 1500rpm
Ibiza

94bhp @ 5000rp
pm 1047kg
129lb ft @ 1500rpm
Fiesta Clio

118bhp @ 5500rpm 1088kg 1090kg Fiesta Ibiza Clio

151lb ft @ 2000rpm 91bhp 89bhp 108bhp

per tonne per tonne per tonne

0-62mph Official and test mpg Top speed

We say | Clio We say | Fiesta on forecourt We say | Four-cylinder power has clear
quickest but slightly less advantage here
doesnt sound
happy about it

Fiesta Fiesta 100

10.5sec 113mph
Ibiza

15
50

Ibiza T st
Test Clio Ibiza

0
Fiesta
10.9sec
T
Test
39.6mpg
.6m
6m Test 113mph
Officiall
O 38.6mpg
.6m
6mp
Clio 40.7mpg
7m Clio
I BI

C 60.1mpg
FI

LI Official
Official
9.0sec 124mph 20
ES

O
ZA

TA O
Official
al 53
53.3mpg g
0
65.7mpg

Fuel tank Range C02 Lease rates

We say | Little more than a fiver in it We say | Biggest tank pays off, just We say | Fiesta beats 100g/km We say | All cheap but Ibiza a
barrier strong bargain

Clio
Fiesta 150
48 months, 1348 deposit

118
Fiesta Ibiza Clio g/km
140
42 40 45
Fiesta Ibiza

litres litres litres 97 Ibiza

48 months, 1262 deposit

1 6
106
g/km

g/km
Clio 150
48 months, 1362 deposit

106 CARMAGA ZINE.CO.UK | October 2017

 Giant Test

2nd 1st
Disappointingly cautious
redesign, but Fiesta
boasts smooth and
3rd
Still stylish, but feels its
Great design, solid build,
keen performance
and generous space
punchy 1.0-litre turbo
and best-in-class age, especially inside. make Ibiza the most
dynamics. Average dynamics rounded on test.
and below-par
performance seal
its fate.

The Clio isnt as happy to play games as the Fiesta, should
the mood take you. The steering can feel slow-witted and a little
numb, chipping away at your condence to push the front tyres
harder. Actual turn-in is acceptably sharp and after leaning a
little the Clio settles, grips strongly and resists total wash-out
admirably. More disappointing for keener drivers is the 1.2-litre
motor, which has a signicant on-paper power and torque
advantage over its rivals that never really translates into fun.
Sure its
it s the happiest lugging from low revs but its
it s best kept
there; wring it out and the Clio sounds rather displeased about
the whole idea. Its a shame that the greater vim of the Renault
Sport version isnt somewhere in here.
The Seat Ibiza lands squarely between its rivals when things
get twisty. The clutch action is needlessly high and the gearshift
(only ve ratios as standard) is much like its siblings in only
oering any kind of resistance at either end of the shift, with
nothing in the middle. But well-chosen ratios allow you to work
the motor hard and still cruise in comfort, with the lowest noise
levels here even in fth gear.
Despite the FR tag the Ibiza feels less sporty than the Ford; its
the only car here to have drive modes that aect the steering and
throttle response but at low speeds youll want Sport engaged
all the time, so light is the steering. Ask for all its got and the
Ibiza feels more than brisk enough and is the least intrusive in
the process. Like the others, greater speed improves the steering
weight and it can be fun if the mood takes you. Hotter versions
are already available in Seat showrooms.
Picking third place in this test isnt a dicult task. The Clio
has a good deal in its favour, chiey its striking exterior, exible
petrol engine and decent ride quality, but in the spotlight shone
by these new rivals the wrinkles are showing. It oers the least
space for passengers as well as little to get keen drivers interested,
and manages to feel slower despite its best-on-test acceleration
gures. A replacement is required.
Splitting the Ibiza and Fiesta is headache-inducing. A
standard escape route in this situation is to go head versus
heart, in which case youd expect the Fiestas heart-pleasing
eervescence to conquer the Ibizas head-pleasingly solid
interior and bigger cabin. But on paper the Fiesta also has the
best acceleration and lowest CO2 gures, and it delivered the
best fuel consumption during our test, which youd expect
to show up on your bank statement. The Ibiza also attempts
to seduce with its nudging-premium feel feel, particularly when
specied in our smart FR trim and with its glossy, expensive-
looking touchscreen infotainment system.
Buy the Fiesta and your chances
of regretting it are pretty slim. If you
remotely care about how your small Splitting the
hatchback drives then its core-deep
quality will make you smile even
Ibiza and Fiesta
when youre not pretending to be for the victory
WRC champion Sbastien Ogier.
But in terms of its usability it is only is headache-
adequately spacious, the cabin quality
is occasionally questionable and the
inducing
cost-cutting grates.
There will be times when youre
zapping through a switchback in your Ibiza and youll have a tiny
niggle in the back of your brain, knowing that your grin would
be 20 per cent larger tackling the same road in the Ford. But
those occasions will be rare. The rest of the time the Ibiza will
swallow your passengers and luggage more readily, soothe your
mind and body with greater ease and make you feel like youre
trading up, not down.
The Seat Ibiza is the most complete car here, and since the
21st century supermini is routinely tasked with doing it all, from
urban warfare to weekends away, its our winner.
@MJMattJoy

October 2017 | SAVE UP TO 61% WHEN YOU SUBSCRIBE TO CAR! GRE ATMAGA ZINES.CO.UK 107
40 YEARS OF RENAULT F1

In 1977 Renault arrived in Formula 1 with a

radical turbo engine. 40 years on its still
racing, with a works team, but three cars
stand apart as the firms finest F1 creations
Words Tom Clarkson | Photography Wilson Hennessy

108 CARMAGA ZINE.CO.UK | October 2017

October 2017 | CARMAGA ZINE.CO.UK 109
M
THE RS10

|
 RENAULT F1

The solution
was to use twin
turbochargers, as
we did for 1979. The
result was magic
Jean-Pierre Jabouille

|
TOUR DE FORCE: THE WILLAMS FW14B
The two years that followed Renaults withdrawal from F1 at the end
of 1986 were to be the only seasons of its 40-year F1 stint in which
its engines wouldnt be on the grid. But the rms engineers, far
from twiddling thumbs and going for long lunches, instead busied
themselves developing their rst naturally aspirated F1 engine; a
3.5-litre V10 for introduction in the back of Williams car in 1989.
The Bernard Dudot design was immediately competitive and the
team won a couple of races in their rst season back.
RENAULTS F1 FUTURE: RED BULL AND BEYOND
Two further victories followed in 1990, but this was the calm
before the storm. In 1991 Williams and Renault introduced a car/en- Renault is supplying engines to Red Bull for an 11th consecutive
season in 2017, but the company is still in the early stages of
gine package that would blow their rivals into the weeds, the FW14. shaping its own F1 team. It bought the remnants of Lotus at the
The car was designed by maverick engineer Adrian Newey rev- end of 2015 and only now are staff levels comparable with those
elling in his big break with a top team and Williams technical the Enstone-based team enjoyed when it was competitive with
Fernando Alonso in 2005 and 2006.
warhorse Patrick Head. They were a brilliant double act: Newey
This years RS17 isnt a race winner, but in the hands of new
suggested ideas that no-one had ever thought of in F1; Head told recruit Nico Hulkenberg its a big step forward. Brit Jolyon
him what would work and what wouldnt. The car was immediately Palmer is struggling in the second car and there are suggestions
quick, if unreliable, and with a brand new Renault RS3 engine in the that he could be replaced mid-season by Robert Kubica, who
raced for the team until his right hand was partially severed
back, it won seven races in the second half of the year and nished in a rallying accident in 2011. Kubica tested for Renault at the
second in the constructors championship. beginning of June. Although no official lap times were released,
The addition of active suspension and traction control made the team members have reported that he was very quick.
car dubbed the FW14B even faster for 1992. Nigel Mansells And further down the line? If Renault has its way, the F1 cars
of 2027 will look like this: futuristic, ultra-low projectiles with
aggressive driving style suited the computer-levelling suspension transparent polycarbonate canopies and active aero blended
system, and Renault excelled with its contribution: the cars systems seamlessly into the bodywork. Renaults concept also boasts
required 30bhp more than every other engine on the grid, and Re- drive and steering at all four wheels and a fully electric mode
with which to whirr into the pits. Oh, and theres an autonomous
naults unit delivered. driving mode in case of a crash or yellow flag; Renault says itll
Mansell won the opening ve races of the year from pole position vastly improve safety on track, but it might also make some
and went on to win nine of the seasons 16 races, with Riccardo Pa- hardcore fans teeth itch
trese adding a tenth win at the Japanese Grand Prix. Mansell sealed
the title at the Hungarian Grand Prix in August, with ve races
remaining, and so dominant was his display that Ayrton Senna
oered to drive for the team for free the following season.
That was a dream car, says Frank Williams. The FW14B was a
triumph of engineering. That 1992 season was one of the highlights
of my career because the car was so quick everywhere; it didnt have a
weakness. Nigel was strong and ballsy enough to drive the car how it
needed to be driven. He always delivered.
The ultra-successful RS4 engine would provide the springboard
for Renaults dominance over the following ve years, when it won
the world title every year bar one. With unlimited testing, the pace
of engine development was both ferocious and expensive, and it
couldnt be justied if you werent winning. There were casualties
Peugeot, Lamborghini and Yamaha but Renault continued to
dominate and, in turn, justify its monumental spend.
This was the golden era of Renaults F1 involvement as an engine
supplier. Even when it wound down its ocial presence in 1998, to
prepare for its comeback as a constructor two years later, Renaults
V10 continued to be successful with Williams and Benetton through
its Mecachrome subsidiary. 

The car was so quick

everywhere; it didnt have
a weakness. It was one of
the highlights of my career
Frank Williams

112 CARMAGA ZINE.CO.UK | October 2017

 40 YEARS OF RENAULT F1

Williams just needed Compact V10s

someone to sit here, 750bhp output
drive hard and ignore was tamed with
the weird sensations traction control
that came with active
suspension. Mansell
was happy to oblige

Like the Lotus 49

before it, the FW14B
debuted fresh
F1 thinking, and
enjoyed crushing
superiority as a
result

October 2017 | SAVE UP TO 61% WHEN YOU SUBSCRIBE TO CAR! GRE ATMAGA ZINES.CO.UK 113
ALONSOS WEAPON: THE R25
By 2005, F1 needed a new story. Michael Schumacher had dominated for
the previous ve years, winning the world title with embarrassing ease
on each occasion, and fans were switching o in their droves. Even in
Schumachers native Germany.
What the sport needed was a precocious young talent to take the ght
to The King. The challenge was unlikely to come from within Ferrari;
Rubens Barrichello had failed to threaten Schumacher consistently
during their ve years together, albeit more a product of team orders
than a lack of pace on the Brazilians part. So, who was going to break the
stranglehold? Most people were looking in the direction of McLarens
Kimi Raikkonen; they were wrong.
If you cant have Schumacher, said Renault team principal Flavio Bri-
atore at the launch of the Renault R25, then you have to have Fernando
Alonso. He is the only one on the same level.
But even Alonso needed a good car (as his current plight with McLaren
proves) and, four years after its takeover of Benetton, Renault was ready
to mount a title challenge. Bob Bell had beefed up the technical team in
Enstone; Rob Wright had done the same at Renault Sports engine divi-
sion in Paris. And the results were stunning.
The V10 was both powerful and fuel-ecient; the R25 chassis was
beautifully balanced and driveable and, crucially, it was shod with
Michelin tyres. F1 was in the midst of a tyre war between Bridgestone and
Michelin, and more often than not Michelins was the rubber to have.
The R25 was victorious in the opening four races of the year, but it was
only at the San Marino Grand Prix, race four, that Alonso laid out his title
challenge. He kept a hard-charging Schumacher at bay during the closing
laps and at no point looked ustered. A few laps earlier Jenson Button had
buckled under pressure from the seven-time champion, but Alonso kept
his nerve and crossed the line 0.215s ahead. Schumacher wasnt one to
praise his rivals, but he told Alonso hed done a good job.
Alonso went on to win three more races that year, including victory at
Renaults home event at Magny-Cours, and he sealed the title with a podi-
um nish in Brazil. His was a season of speed and consistency. He took six
pole positions, seven victories and eight podiums in an 18-race campaign,
and he retired only once, after he hit a wall in Canada. His team-mate
Giancarlo Fisichella, by contrast, took only one victory and two podiums.
Maybe the R25 wasnt the fastest car, says Alonso, but it was such a
nice car to drive. It responded well to set-up changes and I felt I could do
with it what I wanted. It was reliable, where our main rivals were not, and
that helped. I think we put together the perfect season.

40 YEARS OF HIGHS, LOWS AND RACE-FIXING

1976 1977 1979 1983 1985 1986 1989 1992 1993 1994
Renault tests The RS01 Renault takes Alain Prost Pulls out Pulls out of F1 Renault The Mansell/ Alain Prost/ Ayrton Senna
its 1.5-litre makes its its first F1 takes four of F1 as a as an engine returns to F1 Williams/ Williams/ is killed in
V6 turbo in F1 debut at victory at victories and constructor supplier, but as an engine Renault Renault win a Williams-
a Renault the British Dijon, again narrowly its engine supplier to combo wins the world Renault at
Alpine sports GP with with Jabouille misses out facility at Williams, both world titles Imola, but the
car Jean-Pierre driving on the world y-Chatillon winning two titles team rallies
Jabouille at title. Hes ains fully races and wins the
the wh l sacked two op rational constructors
days after th title
final race

114 CARMAGA ZINE.CO.UK | October 2017

 40 YEARS OF RENAULT F1

R25 claimed the Bottom-left rotary

last drivers and is traction level
constructors titles the sport outlawed
of the now much- traction control for
missed V10 era the 2008 season

Maybe the
R25 wasnt the
fastest car but I
could do with it
what I wanted
Fernando Alonso

Alonsos defensive
masterclass in the
R25 at San Marino is
on YouTube search
Alonso defies
Schumacher

1995 1996 1997 2000 2005 2006 2007 2008 2010 2015
Michael Damon Hill/ Jacques Renault buys Alonso/ Alonso/ Renault Renault gets Renault sells Renault buys
Schumacher a s- Villeneuve/ the Benetton Renault F1 Renault F1 supplies caught up in a majority back its
and e au Williams- F1 team Team win win the world engines to race-fixing stake in its F1 shares from
Benetton- w bo h Renault win both world titles. Theres Red Bull allegations at team to Genii Genii Capital
Renault win wo d both world titles. Its controversy Racing, a Singapore. Capital to begin the
both world l s titles. Renault Renaults surrounding collaboration Flavio next chapter
titles withdraws first title its cars mass that Briatore and in its history
from F1 at the success as a dampers continues to Pat Symond as an F1
end of the constructor this day are banned constructor
year from F1
 Macan vs Velar

T H E
N D A S T
A BE

p ea l
e r ap
driv pp le
ming ; to to elar
s clai e test you, V
SUV but on ver to
ley
cher
John Wy
phy

have acan. O
ogra
n | Phot
Gree
Gavin

the M
ds
Wor

116 CARMAGA ZINE.CO.UK | October 2017

October 2017 | CARMAGA ZINE.CO.UK 117
 Macan vs Velar

118 CARMAGA ZINE.CO.UK | October 2017

 SUVs are becoming sports car
substitutes in some markets,
lusted after more than a flat-six 911

October 2017 | CARMAGA ZINE.CO.UK 119

 Velar driver basks
in show-car looks.
Driver of cheaper,
faster Macan not
entirely distraught

all, from all the other SUV pretenders. We even nd a Low

Traction Launch Control setting, deep in the touchscreens
menu. Mind you, the furthest most Velars are likely to venture
o road is a sandy Norfolk car park by the sea, or a nicely man-
icured school sports eld. Our cars air suspension permits
height adjustment too, all the better to vault rocks and ruts.
The high-resolution touchscreens are beautifully nished
and integrate well into a classy interior of perforated leather,
piano-black wood, suede-eect Alcantara, and carbon ap-
pliqu. They are less intuitive than any Apple product, or than
Volvos or Teslas industry-leading single big touchscreens.
They also have an annoying habit of highlighting ngerprint
smudges, adding some unwanted grit to the glamour. (They
also lack Apple CarPlay, an odd omission in a car so devoted to
connectivity and geekery.)
In front of the driver the electronic entertainment continues:
In the Porsche you pay for a high-tech TFT looks pleasingly analogue. Theres a head-up
display as well, projecting key information onto the wind-
the mechanicals beneath the screen, in the drivers line of sight.
skin, but you buy a Velar for its skin Front-seat comfort is excellent, and rear room okay for three.
The rear backrests are electrically rake adjustable on our First
Edition test car, complete with every option imaginable, and
a fanciful 86,175 price. Losing the First Edition spec but
keeping the same supercharged petrol V6 doesnt trim the
perfect. Its big much bigger than the Evoque, but smaller price much: you can get a Range Rover Sport with the same
than the Range Rover Sport. Its also more than 100mm longer powertrain for less.
than a Macan, though of similar weight. Thank the Velars The whole cabin works very well, with one caveat: the lower
aluminium architecture, a Jaguar Land Rover hallmark. part of the cabin seat foundations, oor trim, and door map
The pop-out door handles glide forward when the car is pockets are all made from hard, low-grade plastic, the sort
unlocked, and gently retract again when the doors are shut. you might expect in a 10k Dacia but not an 80k Rangie.
Inside, the design is just as uncluttered as the exterior, devoid We meet, for this twin test, in Telford, named after road and
of superuity and needless decoration. Apart from a couple of rail engineer Thomas Telford, the self-styled birthplace of the
multifunctional rotary controllers, all major controls are han- industrial revolution. The Macan in its bright red paintjob is
dled by two touchscreens. The lower screen is ush with the lower, shorter and narrower than the expansive Velar. Its body-
centre console, while the upper screen swivels forward when work looks shrink-wrapped around its mechanicals, whereas
you take up station behind the wheel, and the alloy rotary con- the Velar is the extravagant voluptuary. In the Porsche, you pay
troller rises gently from its nest. Its all part of the appealing for whats beneath the skin. You buy a Velar for its skin.
Basic Macan has black
calipers. S gets silver.
theatre of Velar ownership. The Macan is not a handsome car, at least to my eyes,
GTS and Turbo red. The twin screens provide a bewildering variety of functions, although its nowhere near as bad as its big ugly sister, the
Hardware is the same from the mundane (radio channel selection, ventilation Cayenne endlessly updated, remorselessly repulsive. As with
control, phone, sat-nav) to the arcane (g-meter and stopwatch all Porsches, the stylists have tried to imbue the design spirit of
including best time presumably the 911, from owing front wings, to distinctive front and rear
for that blast around the Ring). lamps, to rounded hips. You can certainly see the 911 overtures.
For maximum sportiness, there is Sadly, this language only works on a 911. The Cayenne and
a crash helmet icon that accesses a (less so) the Macan look like 911s on stilts. The poor Panamera
mode to allow personal congura- like an extended 911 thats spent too much time on a rack.
tion of your Velars mechanicals, Inside the time-honoured Porsche design cues work far more
dialling up the sharpness of successfully. We nd the big central tacho, red on our GTS.
steering, throttle, gearshift and The instruments are analogue, naturally. There is a lovely little
suspension. There is also Eco, black Alcantara-rimmed steering wheel. Driving position is
Comfort, plus the usual Land just so. The gearchange paddles feel like real metal (where the
Rover Terrain Response settings Velars feel like thin plastic).
(sand, mud/ruts, grass/gravel/ Unlike the minimalist interior of the Velar, the Macans
snow etc). raked and wide centre console has switches for everything,
Though primarily a road car, from heated front seats, to sports suspension, to extra exhaust
the Velar has signicant o-road bark, to traction control o. Above this switchgear super-
potential. Its the Land Rover abundance the touchscreen looks almost inconsequential. The
brands key dierentiator, after graphics are poorer quality than the Velars. In connectivity

120 CARMAGA ZINE.CO.UK | October 2017

 Macan vs Velar

Velar has two

screens, plus dials,
while a head-up
display is optional

Nothing virtual
about these
analogue dials,
with a red tacho
face on the GTS

October 2017 | CARMAGA ZINE.CO.UK 121

 Macan is better
to drive, so if
you want Velar
style a smaller
engine will do

Velar is slightly
longer, wider
and taller than
the Macan, but
also lighter

122 CARMAGA ZINE.CO.UK | October 2017

 Macan vs Velar

and modern electro-gadgetry, the Range Rover is a generation

ahead of the Porsche, and its been a long time since weve been The Macan is the best-driving SUV
able to say that of a British car over a German one. Weve never
been able to say it before about a Jaguar Land Rover product,
in the world, by some margin. The
long-time connectivity laggards. Heavens above, our Macan GTS is an especially tasty iteration
even came with a CD player.
The Macans seats hug and grip you. They are sports chairs,
and theyre not only comfortable but hugely supportive, espe-
cially at speed. Despite the 100mm or so dierence in length,
there isnt a big usable dierence in rear-seat room. The Velars villages and on to Bala, where we have lunch. Then it is deep
back seat is more spacious, but not signicantly so. Its boot, into Snowdonia, including a winding B-road to Ffestiniog and Our Macan has less
though, is much bigger. If you need loads of carrying space, buy Rhyd-y-sarn, familiar from previous drives on Welsh moor- power than this
Velar, but it makes
the Velar. Both have handy 40:20:40 folding rear seats, good land roads in supercars. Only sheep and speed limits spoil the better use of it
for versatile load lugging. fun. We even have time for a brief spot of 4x4 o-roading on a
So, the two cars meet in Telford. Ive driven up from London narrow rutted grassy track (Velar 1, Macan 0).
in the Macan. Colleague CJ Hubbard has driven from Peter- A full and hard days driving swapping from Macan to
borough in the Velar. Fast, a bit anodyne to drive, looks spec- Velar and back makes it clear that if driving enjoyment is
tacular, is CJs early, pithy and prophetic rst impression. The your priority, then its the Porsches keys you want. The Macan
Macan, conversely, can be so far summed as fast, engaging to is the best-driving SUV in the world, and by some margin. The
drive, so-so to look at. GTS is an especially tasty iteration, 355bhp twin-turbo 3.0
I keep driving the Macan to a fuel stop near the Welsh petrol V6 meets seven-speed PDK gearbox. That may be 20bhp
border, where we swap. From there we drive deep into Wales, less than a Velar, and one ratio fewer, but you never feel short-
mostly on winding secondaries to Snowdonia, through pretty changed. It accelerates faster and always feels more lively. An
extra 30-odd lb ft of torque (369 vs 332) helps.
On the twisty stu, the Macan hunkers down
The big questions Range Rover Velar on its heels, while the Velar oats on its toes. The
Macan is a more condent beast to push hard; better
feedback, sweeter brakes, sharper paddleshifting,
more responsive throttle, more feelsome steering.
My God, its almost 911 good, though you still feel
Can it cope Does it pass the Can it do utility If it were a youre riding too high. You want to be down close to
off the beaten screen test? as well as it fruit, what sort
track? Two lovely high- does sport? would it be? the action, not up with your head in the clouds. Its
Not as capable res screens, There are better Starfruit. Exotic like driving a 911 from the roof.
on the rough as full of gadgets, Landies for and beautiful, The Velar, by comparison, just feels like an SUV
a full-size Range functions, cool that, although in nature and
Rover but it will graphics and the huge new when served. too high, too heavy, too soft, too oaty, a decent car
still take you configurability. Disco doesnt Mostly delicious betrayed by its proportions. All SUVs are too big and
places a Macan Shame they look this good. but occasion- too heavy; this mid-sized SUV weighs almost 1.9
cant. Wading get grimy with Rear seat room ally a little sour.
tonnes. Nonetheless, choose Dynamic mode, switch
depth is twice fingerprints so is disappointing Could use extra
as good as a easily. And no but the boot is preparation the rotary controller to the Sport Manual setting,
Macans. Apple CarPlay. vast. time. and you can have some fun on rural secondaries.

October 2017 | CARMAGA ZINE.CO.UK 123

 Twin test Macan vs Velar

That supercharged V6 is eager, tuneful (though not The big questions Porsche Macan
so melodious as the Porsches V6), and at speed the
suspension does a pretty good job of absorbing the
bumps and yet providing clear feedback. It still feels
like an SUV alongside a sportster, though.
Even at lower speeds the Macan is the better drive. Can it cope Does it pass the Can it do utility If it were a
off the beaten screen test? as well as it fruit, what sort
More communicative, sharper, as much track car as
track? The screen does sport? would it be?
demi-truck. It rides better, too, on its 20-inch wheels. This is very is small and Back-seat Passion fruit.
Even in Sport mode, the Macan has a lovely uidity much a road low-res, and the space is pretty Ugly on the
about the way it moves over the tarmac, suppleness car, never mind graphics arent good and, with outside, sweet
that all-wheel- great. But unlike a 500-litre inside, with
meets sportiness. No SUV does it better. drive. But it the Velar, you luggage a real zing.
The Velars ride disappoints. On air springs and does have an do get Apple compartment Pretty versatile,
21-inch wheels the ride is a bit thumpy at low speed, off-road setting CarPlay, and (1500 with rear too: good for
and air springs loads of proper seats folded) family picnics
and sometimes unsettled at bigger speeds (it actual- that can elevate old-fashioned its close to a and upscale city
ly improves when pushing hard). It lacks the driving it by 135mm. switches. Mondeo hatch. restaurants.
uency of a Range Rover or Range Rover Sport. It
must be even worse on 22-inch wheels. If you choose
a Velar, go for the smaller rubber, even if it does betray the
concept-car-styling swagger.
In driving appeal, its a clear win for the Porsche. The Macan
Velar screens are neat
and user-friendly, and is also more comfortable, owing to its superior ride, and has a
a generation ahead of cabin of higher overall quality, if not design pizzazz. Where the
the Porsche system Velar uses hard, cheap plastics on its lower anks, the Macan
uses soft-touch plastics of ner tactility and, Id expect, dura-
bility.
But should a Macan versus Velar
contest be settled purely on dynamics,
with the odd nod to plastics quality? Of
course not! The Velar is the more strik- k
ing to look at, the more special all-round
ownership experience. Its an exquisitely
executed piece of sculpture. It will get
more covetous glances from neighbours
and other drivers.
Its interior is also spectacular, and
mostly well executed. It is a special place
to spend time, one of the all-time great
car cabins. It is roomier than the Macan,
especially if we include the boot. It has
more connectivity. It goes fast. It drives
okay. You can demonstrate the touch-
screen features for hours. It is a very
modern SUV whereas the Porsche is, in
many ways, rather old fashioned. (Al-
though CJ liked the CD player: At last,
somewhere I can play all my old discs!)
So is it horses for courses? The Macan
for keen drivers, the Velar for those who
prioritise design and functionality? That
might be the logical conclusion. Person-
ally, though, Id buy the Macan. Better to
drive fast or slow and also better value
as tested: 68,506 against a preposterous
86,175.
Macan team didnt If the Velar appeals and I can see your point then around
get the memo about 60k is the sweet spot. That gets you 2.0 turbo petrol power,
touchscreens being
instead off switches
probably all you need. It gets you all the concept-car drama, the
start-her-up theatre, and the modish cabin. It gets you a car of
astonishing style and signicant substance. But for the same
money you can still get a Macan GTS, complete with boister-
ous twin-turbo V6. And when the road opens, trac thins and
the corners arrive, youll be glad you chose the Porsche.

124 CARMAGA ZINE.CO.UK | October 2017

 PORSCHE MACAN GTS
> Price 58,158
> As tested 68,506
> Engine 2997cc 24v twin-turbo V6,
355bhp @ 6000rpm,
369lb ft @ 1650-4000rpm
> Transmission 7-speed dual-clutch
auto, all-wheel drive
> Performance 5.2sec 0-62mph,
159mph, 32.1mpg, 207g/km CO2 RANGE ROVER VELAR
> Weight 1895kg FIRST EDITION P380
> On sale Now > Price 85,450
+++++ > As tested 86,175
> Engine 2995cc 24v supercharged V6,
375bhp @ 6500rpm,
332lb ft @ 3500rpm
> Transmission 8-speed auto,
all-wheel drive
> Performance 5.7sec 0-62mph,
155mph, 30.1mpg, 214g/km CO2
> Weight 1884kg
> On sale Now
+++++

October 2017 | SAVE UP TO 61% WHEN YOU SUBSCRIBE TO CAR! GRE ATMAGA ZINES.CO.UK 125
Five generations of super Golf and how to buy one

Beyond the GTI

Sometimes even the Golf GTI isnt enough.
Whatever your budget, these five
high-performance Golfs will hit the spot
Words Ben Barry Photography Angus Murray

126 CARMAGA ZINE.CO.UK | October 2017

R
APID, AGILE, understated, practical
the Volkswagen Golf GTI is the default
hot hatch for good reason. But for almost
every generation of GTI, Volkswagen has
taken things one step further, creating
faster, more exclusive, more expensive
high-performance Golfs that slot in at the very top of
the price range.
Given the GTIs metronomic consistency, these
halo models have taken surprisingly diverse forms:
front- or all-wheel drive, four- or six cylinders, super-
charged or turbocharged, and wearing all manner of
badges. Weve selected ve of what we consider the
best buys for this months Icon Buyer: the box-arched
Mk2 Rallye, a homologation special designed for
Group A rallying; the Mk4 R32 that combined all-
wheel drive with a V6 engine; the highly collectible
Mk5 GTI Edition 30, with its useful power boost over
the standard GTI; the Mk6 R that proved downsizing
really could work; and the Mk7 GTI Clubsport S that
nally gave us a GTI served raw.
Over the next few pages well discover how they
drive, what to pay, and essential info on spec and
running costs 
October 2017 | CARMAGA ZINE.CO.UK 127
 VOLKSWAGEN GOLF RALLYE MK2
> Value 15-50k
> Engine 1763cc 8-valve supercharged four-cylinder,
158bhp @ 5600rpm, 163lb ft @ 4000rpm
> Transmission Five-speed manual, all-wheel drive
> Performance 8.6sec 0-62mph, 130mph
> Suspension MacPherson strut front, independent rear
> Weight/made from 1195kg/steel
> Length/width/height 4035/1700/1400mm
> On sale 1989

MK2 GOLF RALLYE FROM 20K NEED TO KNOW > Basic servicing costs unique to the Rallye, so
too the side mouldings
are comparable to Mk2
> 5000 Rallyes were GTIs, but superchargers that mask the transition to
Long before Volkswagen dominated rallying with the Polo, it produced, but just 70
typically need a rebuild flared arches.
had a far less successful attempt with the Mk2 Golf. Group A cars came to the UK
dubbed SE, fitted with
after 80k miles. > The Syncro all-wheel-
rules dictated 5000 road-going examples of the 1989 Rallye were electric mirrors and > Parts can be incredibly drive system is generally
built, meaning a far closer relation between road and stage than scarce and pricey: even tough, but propshaft
windows. All cars left-
we saw with grandmas
g Polo and Seb Ogiers.
g Box arches, unique
q the front indicators are doughnuts can fail.
hand drive.
bumpers and headlights, and 15-inch alloys that look like a
crash dieter still wearing an XL wardrobe are key Rallye cues.
Inside, theres the same functional, built-for-eternity solidity all-wheel drive and a supercharged version of the 8-valve 1.8-litre
of all Mk2s, but the Rallye is elevated with leather on the door engine, albeit reduced from the GTIs 1781cc to 1763cc to meet
cards, steering wheel and gearknob, and GTI seats get unique sporting regulations. The result was 158bhp, 21bhp up on a
fabric centres and leather bolsters. With only a mild tickle inside 16-valve GTI.
though an estimated 50k restoration throughout! this cars The Rallye doesnt feel much quicker than a GTI all-wheel
interior wears its 135k miles lightly. drive weighs more, after all but theres certainly extra energy to
The most signicant changes were mechanical, with Syncro performance that builds in a linear sweep around the dial, and a
gurgly backing track from the supercharger, not the whine you
expect. Naturally, theres none of the rowdy wheelspin found
Box arches, with similarly powerful front drivers, just sticky composure.
all-wheel drive?
Its a Mk2 Golf The steering seems weightier than a GTIs but retains a
as Audi Quattro similar uidity and feel, and theres comfort and compliance to
the suspension, if pronounced body roll, and good braking per-
formance the rear discs did service at the front of a Mk1 GTI!
Its a car that can still maintain a respectable pace cross-country,
and still feels modern enough to use every day, where a Mk1 now
feels like a museum piece.
New, Rallye prices were twice that of the GTI, but until
Built for recently values languished below 10k. Today, 15k bags a tatty
rallying, but in example, 20k something respectable, while concours examples
road trim more
lux than stock have been advertised for 50k plus. Imagine if the rally cars had
GTI actually won.

128 CARMAGA ZINE CO UK | October 2017

ZINE.CO.UK
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MK6 GOLF R FROM 12.5K NEED TO KNOW > Shares the Mk5 Edition > Despite the newer
30 EA113 engine (but in Mk7 Golf R flooding the
There was a clear separation between the Mk5 R32 and GTI, > Key options include Audi S3 262bhp tune), so used market following
19-inch alloys (555),
simply because the R32 traded some of the GTIs immediacy for again the cam follower generous lease deals,
adaptive dampers (790),
can be troublesome. Mk6 prices have stayed
a more sophisticated feel, and therefore targeted a dierent kind metallic/pearl paint
Inspection at each strong, the two cars now
of driver. The Mk6 Golf R marked a change in that philosophy, (465), Vienna leather
service recommended. overlapping in value.
doing g everything
y g the GTI could do, but doing
g it better. (1870) or Vienna leather
Recaro seats
R t (3330)
(3330). > Direct injection can > Cracked alloy wheels
The big dierence lay with the replacement of the 3.2-litre V6 Heated leather and also lead to coking of and a defective Haldex
for a 2.0-litre turbocharged four. On the face of it, it seemed the R Bluetooth standard in the the inlet tract, reducing pump for the all-wheel
models six-cylinder USP had vanished, but drive the R and you final year of production. performance. drive are known woes.
soon discover that, for once, less is actually more. Not only does
the R provide an additional 55bhp over the Mk6 GTI at 262bhp
and 16bhp over the six-cylinder Mk5 R32 but it revs with the R a eeter-feeling, more agile drive, while the all-wheel-drive
more energy than its six-cylinder predecessor, sounds furious system still provides serious point-to-point pace. And yet for all
as a VW engineer once accurately described it, and substantially its additional performance, the R loses nothing to the GTI in
reduces the weight over the Rs front end. That, naturally, makes terms of renement: specd on adaptive dampers, it rides with
supple composure.
Inside and out, perhaps, theres disappointingly little dieren-
Downsized tiation with the GTI when you think back to those bucket seats
engine
sacrifices some in the Mk4 R32, but theres also demographic-straddling class to
six-pot burble its understatement, and its notable how much more modern the
for more agility
interior feels than a Mk5s despite being fundamentally similar,
and equally how well it stands close comparison to a Mk7.
In some ways, the Mk7 R has moved the game on in the years
since, but aordable lease deals have also made it far more ubiq-
uitous and, says Volkswizards Andrew Chapple, Mk6s are often
generously optioned, where Mk7s rarely are, a repercussion of
Mk6 cabin is those stack-em-high PCPs. Bit of a discerning choice, the Mk6,
Mk5s done and one that still runs the Mk7 close in terms of outright driving
right with more
tech and better enjoyment. Cars with 100k miles go for 12.5k, while late cars
finish with around 20k miles can fetch 20k. 

October 2017 | CARMAGA ZINE

ZINE.CO.UK
CO UK 125
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126 SAVE UP TO 61% WHEN YOU SUBSCRIBE TO CAR! GRE ATMAGA ZINES.CO.UK | October 2017
 01582 THE UKS LARGEST PRIVATE NUMBER PLATES DEALER
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B42 LOW BOO 555H CAR I35S ACI2 OOK EAR 2L GAII TRY HAM 32R KEE 94N MAC I34N MUL 623W PAV 6L I2 OBY SHA 42P TOT I W37 TON
BAR II3Y BOR IIIS C42 MEN CI20 SSY EAI2 LEY GAR 26IA HAM I3T K3I RON M46 RAE MUN 20E PAV 3Y ROD 632S SHE 423R TOW 3IL WHA I3Y
SUJ 4N BAR 2R BOS I3Y CAII ROL CRO 77Y EA03 RTH G420 NER H444 NDS K3II ETT MAJ 357Y MU5I ELL PAX 70N ROD II3Y SH66 HAN TOW 5E WHA 7I3Y
BAR 245S BO55 LEY CAR 2R CUII LUM EAS 777T GAR 237H HAII SEN K3II NEY M4II ETT MUT 6H P47 YNE ROG 3I2S SHII RTS T247 NOR W2I6 LEY
PAY IIE BAR 2IIE BOS 74N CAR 2IIE CUI2 ZON EA5I TCR G42I AND HAR I33R KEII YON MAII TBY MUT 7I3Y P346 OCK ROL IF SI ACK TRE I3IE YEB 804H
BAI2 RRY BO5I TON C422 OLL CUS 742D E8 VES G4I2 NER H4I2 MER KES 50N M4II SON NAL 50N PEA I2T ROII ERX SI0 UGH TI2 OLL YEO II4N
T45 TER B42 TER BOT 770M C4I2 TON CYR 2IL ELC 606K G422 ATT H4I2 OLD KII3 RON M4II TAS NAN 377E PEC 6K RON 44N SMA II3Y TRO 77T YE5I EAT
B4I2 TLE BOU I73R CAS 7IE DAC 6K ELS 44A G473 NBY H4I2 PER KII2 TON M4II UEL NAN 5 PEN 38 ROS 4A 50I WAY T2 OUP YOII UNG
STI2 RUP BAR 7I3Y 966 BOW CAT 3R DAG II5H ELS 5E G44 ULT HAR 220D KII2 WAN MAI2 COS NAS IIH PEN 4I7Y ROS IIIA SON IIG TI20 UTY YUL 3E

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A month in the life of 15 cars starring Toyota GT86, Honda Civic, Volvo V90 & more
IN EARLY AUGUST I raced at Snetterton.
Since trailers are expensive, the circuit just
MONTH 8
CATERHAM a couple of hours from home and the Seven
SEVEN road legal, I drove to and from both the
Friday test day and Saturdays qualifying
session and race.
This is, I tell myself, the stu of legend. Proper grassroots,
keeping-it-real motorsport. But its also about engineering as
many opportunities as possible to drive and enjoy what is an
addictively brilliant road car. Were all busy people. The time
to sneak out in the Caterham for thrills alone is rarer than
lithium in Elon Musks back garden. So why not use the car for
every journey you have to make?
When the alarm goes at 5am its easy to nd yourself ques-
tioning the above logic. A long, early and dull journey should
show the Seven in the worst possible light, and Im not going
to argue its in any way rened. The transmission whine is
134 CARMAGA ZINE CO UK | October 2017
ZINE.CO.UK
endless and, with no heater, youre invariably too hot or too
cold. Theres nowhere to put your feet other than on the pedals A racing car thats
legal and huge fun
and the car rattles like a shot-up Lancaster. Windows, cruise on the road too?
control, a radio and nav are pipe dreams. Stuff of dreams
And yet on that Saturday morning, while most of the rest of
the country was still asleep, I snuggled down into my harness
on the A1(M), watched in awe as the amber dawn sun lit up
the countryside and, with a smile on my face, cruised with my
brain and soul in a state of pronounced happiness.
Qualifying at 9am was a rude awakening but a joy nonethe-
less; if you havent driven the 300 Snetterton layout, you must.
I started the race 12th and, after some nice little dices and a
slightly frustrating lack of aggression/ambition on my part,
thats where I nished. A mate came to watch on his Ducati, so
after the race I threw my race support infrastructure into the
car (fuel can, torque wrench, kitbag, pop-up camping chair)
and we headed o for some lunch.
 Caterham: the essential options

1 EAR
DEFENDERS/
RADIO, 60 FOR
2 VIDEO VBOX
LITE, 1194
Academy
3 BEAD SEAT,
FROM 850
Im just over 6ft tall,
SOMETHING regulations require so in the standard
SIMILAR front and rear- Seven Academy
Bought at Le Mans facing cameras, seat my head is too
to keep on top of and a VBOX is close to the
the race, these have invaluable as a rolllcage for safety.
since proved driver aid for The bead seat (bags
brilliant in the recording and of polystyrene
Seven. Block out showing lap times beads are formed
most of the din, during sessions. around you and set
even at motorway GPS speed readout with a resin, then
speeds, and tune in handy on the road trimmed and
to Annie Mac if you with the speedo upholstered) gets
fancy it. packs up, too. me race-legal.

And theyre nose-to-

tail on the run down
to the crossing

The mornings perfect summer weather vanished, replaced
by slate skies and rain, and on fast, challenging and apparently
lawless Fenland roads our unlikely convoy (17k of fully-loaded
Ducati, with switchable engine modes, electronic suspension,
traction control and ABS) and similarly priced little British
sports car (none of the above) sped west, blasting past less
impatient trac and revelling in the
challenge of maintaining such a lively
rate of progress in sodden conditions.
LOGBOOK CATERHAM SEVEN
ACADEMY The race was great fun but the
> Engine e 1595cc 16v 4-cyl, 125bhp @ drive home better still. The Acad-
6100rpm, 119lb ft @ 5350rpm emy-spec Caterham is a racing car
> Transmission 5-speed manual, open rst and foremost, and if you can
differential, rear-wheel drive > Stats
s 5.0sec only run one road car youd have to
0-60mph, 122mph, n/a g/km CO2 > As
be laudably nuts to choose it, but its
tested 24,995 > Miles this month 258
> Total 1532 > Our mpg n/a > Official mpg n/a a special machine precisely because
> Fuel this month 87 > Extra costs s None it is so fun-focussed. You slide
into it, you fa with the ignition and the six-point harness
for what feels like hours and then you just drive. You drive
and regardless of the road are never, ever bored. Its the way
the car endlessly dgets about; in your hands, through the
wheel, and on the road. Its intoxicatingly physical. The
passing slipstream tugs happy tears from your eyes. You smell
everything; diesel fumes, the distant harvest, hot tarmac.
The roar of the exhaust inches from your right ear is sweet,
sweet music.
I can only describe it as a kind of furious, kinetic hyp-
nosis: your brain high as a kite on sensory saturation
while your body happily busies itself with the calm, precise
inputs the car demands.
Addictive? The cold turkey that must come with the end of
the season and the cars return to Caterham is already lling me
with dread.
@BenMillerWords

October 2017 | CARMAGA ZINE

ZINE.CO.UK
CO UK 135
 FOR WHATEVER REASON learning how
to drive economically isnt sexy. Drift school?
MONTH 10
TOYOTA Sexy. Being taught how to shave tenths o
PRIUS your lap time by a slick-haired sunglasses
display unit in Nomex underwear? Sexy. But
no, there I was in leafy Epsom to get properly
schooled in the art of using bugger all fuel.
Id been doing okay o my own bat, but if anyone could
teach me a thing or two it would be Richard Seymour. As
technical and product expert for Toyota GB he knew the
intricacies of the Priuss hybrid set up better than most, but
hed also competed for the home team in economy marathons;
terrifying competitions where basic human needs such as the
lavatory and regulating body temperature under 40degC are
sacriced in the name of almighty mpg.
Mind you, Richards expertise begins with getting muggins
here to do the most basic of things, like reading the manual.
Contrary to my assumptions, the B mode for the CVT gear-
box is, as the letter suggests, for engine braking rather than
sending more juice back into the battery. And staying in it all
day actually uses more fuel, as that mode prioritises engine
braking over fuel saving. Who knew?
In fact, the Prius does plenty of clever things in the name
of eciency that, quite sensibly, Toyota decided are best left
unsaid for fear of adding complication. Like when trundling
down a big hill either nudging the brakes or letting it roll
to charge the cells, eventually the engine will kick in even
though the battery is full. Why? To rid the car of excess heat;
that charge has to go somewhere, so the engine is red up
although it uses no fuel. Fiendishly clever.
But before Richard let me into the economy version of Fight
136 CARMAGA ZINE CO UK | October 2017
ZINE.CO.UK
Club b, I had to set a benchmark. A 40-min-
ute drive provided a good mix of urban
streets, dual carriageways and Transit
drivers delivering judgements via a ick
of the wrist. The result? A solid 58mpg, a
fair reection of whats possible in trac
and when youre not trying to break any
land-speed records.
We start with the basic stu you
should know by now. Pump your tyres
up (mine are ne, but only because, like a
last-minute schoolboy, I did them on the
way here) and get rid of any extraneous
boot contents Dog old copies of CAR
contents. Dog,
and eight pairs of the wifes shoes are left
at home.
You know the drive modes: Eco mode
alters the response of the throttle and
reduces the speed of the blower, says
Richard. On the Mk3 Prius there were
200 engineers just writing the software for the hybrid control
system; the only thing they cant do is predict the future, and Richard Seymour
EV mode is you predicting the future. Use it coming to the end [white shirt] is
Toyota GBs tech
of your journey to get the most out of it. For example, if you expert, and MJs
know that the next morning when you start the car the engine guide to mpg bliss
will be cold and youll be on the motorway, lets use the battery
now and get the most out of it.
Im certainly guilty of leaving that button routinely
unpressed. Richard also rightly points out that maintaining
a good distance to the car ahead allows you to keep a more
constant speed and avoid getting sucked into a cycle of unnec-

essary braking and acceleration.
Air-con o? Were going to roast! says Richard. But
this is far more important. Fiddle with the air-con modes
and you can trim back how much fuel it sucks away but
turning it o altogether cuts that to zero, while visibility
through the increasingly foggy windows heads the same
direction. Richard and I discuss the merits of air vents
lined up straight versus closed completely in terms of aero
eciency. Snapper Alex in the back is probably praying
for an accident to occur if only to escape this conversation.
The ocial gures you casually see at the end of a road
test are almost universally achievable in the real world,
Hyper-miling: not
as sexy as shaving but what is rarely told is just how hard you have to work
tenths off a lap time, to do it. Even allowing for the cabin temperature the at-
but almost as hard
mosphere is tense; you concentrate like youre carrying a
bootful of ACME booby traps, the throttle is wired to the
mains and each touch of the brakes knocks 60 minutes o
your lifespan. Richard even suggests minimising steering
inputs, both to reduce the impact of rolling resistance
and how much juice is taken to operate the electric power
steering. Two degrees fewer steering probably wouldnt
save the equivalent of a single hair of a dinosaurs back,
but it all adds up. At least thats what I keep telling myself.
After being overtaken whilst doing 30mph in a 30mph
zone by an Audi driver, we roll back into the elegant
forecourt of Toyotas headquaters having travelled the
same distance as before with
heavier trac but clocking a
LOGBOOK TOYOTA PRIUS mighty 74.1mpg in the process.
EXCEL Im sweaty but happy. Could I
> Engine e 1798cc 16v 4-cyl, 97bhp @ do this every day? No, I really
5200rpm, 105lb ft @ 3600rpm, e-motor couldnt. But this self-confessed
71bhp, 120lb ft > Transmission CVT, fwd know-it-all learnt a lot in just
> Stats
s 10.6sec 0-62mph, 112mph, 76g/km two hours, enough to get an
CO2 > Pricee 27,755 > As tested 28,300 >
Miles this month 734 > Total 15,636 > Our
extra 152 miles from every tank.
mpg 60.9 > Official mpg 94.2 Who wouldnt want that?
> Fuel this month 105.19 > Extra costs s None @MJMattJoy
Not so fast, but oh so fun
MONTH 3 TOYOTA GT86
C
ONSIDERING ITS MODEST T power output 197bhp from
the 2.0-litre flat four the GT86 is as hard to drive slowly as
the bus from Speed. In fact, everything in the little Toyotas
make up suggests you drive it as hard as you possibly can. It
starts with the incredibly low-slung driving position, small-diameter
steering wheel, pedals that are perfectly aligned and weighted,
and the compact, friendly proportions. First impressions suggest
sportiness combined with a complete lack of intimidation; rag it,
definitely. Even driving the GT86 slowly, youre unlikely to overlook
the fast, sweetly weighted steering, the feeling of lightness, or the
way the nose darts around so eagerly and the body remains so
composed. Itd be criminal to potter about.
But perhaps unusually for a mid-lifecycle facelift, the refreshed
GT86 hasnt received any additional power. Work the revs hard and
its perfectly fast enough, but its true that the naturally aspirated
engine is lethargic low down especially now all hot hatches
whoosh you away from 1500rpm on a wave of turbo boost, and the
Toyota manages only 151lb ft at 6400rpm. I tried to hang on to a Golf
R in second gear and was quickly slapped down. You need to be
getting up to 7000rpm, punching through the gear changes on the
short-throw, stubby lever to get some adrenaline flowing and hear
the rorty induction roar fill the cabin.
Even then, it takes pretty serious commitment to unstick the low-
grip Prius tyres in the dry; I do think thats a shame, because the
GT86 feels so nicely balanced and benign when it slides, and itd be
nice to tap in to that playfulness more often. In the wet, though, its
a hoot, giving up its grip easily if you turn off all the stability systems
and sliding gracefully through corners.
The downside to all this immediacy is a no-frills cabin, and high
levels of road noise, because, well, luxuries and sound deadening
add cost and weight. How many drivers recognise this as a
worthwhile sacrifice? Not many, Id wager, and that must make it
quite a hard sell for Toyota. Other cars typically those hot hatches
are faster, have a more upmarket feel and offer better refinement.
But three months in, I still find myself heading out for a drive in the
GT86, just for the sake of it.
BEN BARRY @IamBenBarry
Seats and driving
position great, but
its pretty basic
in here. We dont
care, but many
buyers might want
something more
premium
LOGBOOK
TOYOTA GT86
> Enginee 1998cc 16v 4-cylinder, 197bhp @ 7000rpm, 151lb ft @
6400rpm > Transmission 6-speed manual, rear-wheel drive > Stats
7.6sec 0-62mph, 140mph, 180g/km CO2 > Price 28,005 > As tested
29,550 > Miles this month 1492 > Total 3537 > Our MPG 33.92 >
Official mpg 36.2 > Fuel this month 233.84 > Extra costs None
October 2017 | CARMAGA ZINE
ZINE.CO.UK
CO UK 137
 AS A FAMILY of four, the Big Scenics
carrying capacity suits us perfectly plenty
MONTH 6
RENAULT of room for all, including the hairy dog. But
GRAND SCENIC last months rst real seven-up test didnt go
particularly well. Squeezing two children in
to the two rearmost seats, and a trio of adults
in to the second row proved expletive-inducingly dicult.
Time then to borrow some smaller bodies for part two. En-
ter Innes, Oakley and Chester, children of family friends John
and Amanda. Arguably more impressed by the oer of ice
creams at the end of the day than an afternoon of scrabbling
into the Renault, the trio, along with my daughters Amelia
and Jemima, gamely took up the role of back-seat drivers.
So, rst the good stu. All three liked the full-length
sunroof and the light that it poured in to the cabin. The chairs
were declared comfortable, the nifty fold-down tables housed
in the front seat-backs admired, and the LED reading lamps
and twin USB sockets were deemed ideal.
And then on to the not so good stu. The second-row seats
are relatively low compared with the raised footwells, creating
a peculiar hips-low-knees-high seating position. Combine
this with the upward kink in the rear door-line and rear
windows that dont fully retract, and you get a slightly claus-
trophobic and uncomfortable trio of seats. Not as comfy as
our S-Max, nor as spacious, claimed Chester. Oakley pointed
out the central seat was narrower and occupants were forced
to use the roof-mounted safety belt. I dont like those, he said
matter of factly. It
It sits too high on my neck.
neck. Innes wanted to
know what avour ice cream was on oer.
On to the third row, and the news gets worse. Even with the
second-row seats pushed as far forward as possible, entry to
the two rearmost chairs is made dicult by the very narrow
gap between the C-pillar and seatbacks. Once you nally slide
Put me back
here one
more time,
Whitworth,
and youre
for it
yourself in, youre faced with a pair of very low-lying seats with
a very short base, and a heavily restricted view out. Chester
and Oakley reckon they could probably survive a short trip
back there, but no longer. Innes pointedly said shed be happy
in the back so long as we were driving to get ice creams.
And yet despite these aws that rob the Grand Scenic of
the true seven-seat greatness that our
Seat Alhambra enjoys, despite its infu-
riatingly half-baked mix of digital and
LOGBOOK RENAULT GRAND
analogue controls, and despite the ri- SCENIC, DYNAMIQUE S NAV DCI
diculous sensitivity of its proximity key,
> Enginee 1600cc 16v, four-cylinder
theres still something about its sleek turbodiesel, 130bhp @ 4000rpm, 236lb ft @
and rakish looks that instantly put me 1750rpm > Transmission 6 6-speed
speed manual
manual,
in a very forgiving mood. Theres much front-wheel drive > Stats
s 11.4sec 0-62mph,
to be said about a car that makes its 118mph, 119g/km CO2 > Price e 28,445 > As
tested 31,080 > Miles this month 1010 >
driver feel good before theyve opened Total 9449 > Our mpg 46.4 > Official mpg
the door. 61.4 > Fuel this month 110.69 > Extra costs
@benwhitworth None

A Grand day in
The ultimate test for the Grand Scenics seven seats?
Invite your kids friends round. By Ben Whitworth

Next month, the

industrys most
rigorous ice cream
and vomit test

138 CARMAGA ZINE CO UK | October 2017

ZINE.CO.UK
 All the small things
MONTH 3 VOLVO V90
Well thought-out touches define life with a V90. By Ben Oliver
That empty feeling
You know that feeling you
get when youre stuck in an
Arctic snow drift, the engine
running to keep you warm, and
youve no idea if help will arrive
before the diesel runs out? Me
neither. But the Swedes do:
hence this handy gallons per
hour indicator when the V90 is
running but parked.

Who fancies a chat Touch me

about safety systems? The big, Apple-style
touchscreen beats the menu-
MONTH 3 HONDA CIVIC driven systems in other cars for
finding little-used functions.

I
N WHAT MIGHT T look like a slightly demented manner, Ive When I lock my kids in any other
become obsessive about figuring out the subtleties of the car (dont judge me) the interior
Civics active safety technology. Ive almost cracked the motion-sensor deactivation is
big one: distinguishing between Lane Departure Warning, almost always hidden deep in
Road Departure Mitigation and Lane Keeping Assist. sub-menus, or on a randomly
But then someone else will nab it for a couple of days and placed switch. In the V90 I
when they return it they have NO interest in talking about swipe straight to it.
Lane Departure Warning, Road Departure Mitigation or Lane
Keeping Assist.
Instead, they say stuff like this: Steers really nicely, doesnt
Eye in the sky
it? Neat little gearchange action. Love the way it rides. Proper drivers like us may
Engines got a good spread of power for a turbo four cylinder, decry parking aids but they
hasnt it? are now spectacularly good
Or in James Taylors case, the boot. Most unusually for a car and useful, especially in a car
of this modest size, its boot is big enough, and its opening this long. I havent tried the
wide enough, to allow his bicycle to slot in without any wheel self-parking function yet, but
removal. The parcel shelf which rolls away into the side of my guess is that a human using
the boot makes a real difference here. Its lack of rigidity is the surround cameras could
only an issue if you want to actually keep anything heavier squeeze the V90 into a space
than a box of tissues or a panama hat on the parcel shelf. If the cars brain would reject.
you regard it as simply a way of shielding your shopping from
peeping pedestrians, its great.
COLIN OVERLAND @ColinOverland You boot-ay
Despite a total volume slightly
reduced by the faster rear
screen angle, the Volvos boot
has not yet been defeated. I
opened it recently wondering
how I was going to keep a
10-litre keg of AdBlue (not for the
V90) upright, and discovered
that somebody Swedish had
already thought of that.
BEN OLIVER

LOGBOOK VOLVO V90

D5 POWERPULSE AWD
A bike slots straight in here, so its a shame your mobility
R-DESIGN AUTO
scooter is so heavy to lift > Engine 1969cc 16v turbodiesel
4-cyl, 232bhp @ 4000rpm, 354lb
ft @ 1750-2250rpm > Transmission
LOGBOOK 8-speed automatic, four-wheel drive
HONDA CIVIC 1.5 VTEC SPORT PLUS > Stats 7.2sec 0-62mph, 145mph,
> Enginee 1498cc 16v turbo 4-cyl, 180bhp @ 5500rpm, 177lb 129 g/km CO2 > Price 43,955 > As
ft @ 1900-5000rpm > Transmission 6-speed manual, front- tested 52,675 > Miles this month
wheel drive > Stats
s 8.3sec 0-62mph, 137mph, 133g/km CO2 1099 > Total miles 2270 > Our mpg
> Price 25,405 > As tested 25,930 > Miles this month 1540 34.6 > Official mpg 57.6 > Fuel cost
> Total 6404 > Our mpg 38.8 > Official mpg 48.7 > Fuel this 163.53> Extra costs None
month 193.82 > Extra costss None

October 2017 | CARMAGA ZINE.CO.UK 139

 SO AN EMAIL pinged into
my inbox from CAR R contrib-
GOODBYE uting editor Ben Whitworth:
MONTH 6 it turns out hes in the market
to downsize his Alhambra
MPV for a crossover, and
wants to try the Ateca for a few days.
The Seats temporary disappearance helped
hone my conclusions ahead of its nite depar-
ture. Big question #1: after ve diesel cars in a
row, how did a teeny turbo petrol engine cope
with the life McNamara? Chugging around in
Whitworths diesel Grand Scenic, I missed the
1.4 EcoTSIs silent idle and motorway hush.
And while the Renault dCi rolls on a wave of
easy torque, the Atecas four pot does a useful
imitation of that surge above 1900rpm: beware
a hollow spot at lower crank speeds. Note that
the engine didnt suit CARs less sedate types,
but with the Ateca averaging 36.7mpg 3mpg
better than preceding Disco Sport and Evoque
diesels its converted me to the green pump.
Big Q #2: whats life like on board? Ben W
inhaled that lowballed part-ex hiss when we
met for the handover, misinterpreting the Ate-
cas compact size. For inside it is a triumph of
packaging, with the raised rear seats providing
sucient legroom, airiness up front (aided by
the 1100 glass roof) and a big boot. Naysayers
like our esteemed Gavin Green may highlight
Ateca went down so
well, we bought one
Before Seat SUV departs, its loaned to a fellow hack.
He likes it so much, he buys one. By Phil McNamara
140 CARMAGA ZINE.CO.UK | October 2017
the crossovers extra weight and impact on
performance, but heres why achy parents of
young kids love them: the extra height makes it
so much easier to load a toddler into a child seat.
Dynamically the Ateca is far from compro-
mised too. The meaty steering responds just
ne, the front-end grip encourages you to push
it through corners, and the splendid body con-
trol is highlighted by the more wallowy Scenic.
The Atecas ride on 19-inch rims is a touch
brittle, rattling empty child seats. Its six-speed
manual gearbox is sweet to use with a slick,
mechanical action, but I wish Id spent 1350
for the convenience of a DSG automatic.
Final big Q: whats the right spec? We
lavished 4210 on options, and heres where Id
make savings. Drop the 1225 Xcellence pack
with its pointless foot-activated boot release
and Park Assist (though it works okay), instead
buying the brilliantly clear and precise top/
rear-view cameras as a single 650 option. The
logical, handsome sat-nav (from SE Tech trim
up) is splendid. Id forego the 805 Advanced
Driving Assistance Pack Im capable of
toggling high beam, more reliable than lane
assist at keeping within the white lines to date,
and the neurotic anchor-dropping of rear trac
alert is a real pain in the backside. Its a shame
Seat doesnt oer helpful blind-spot warning
and trac-sign recognition a useful failsafe
in unfamiliar areas solo. And keyless entry
activation on rear door handles too please!
But these are minor gripes. In six months,
there was no need to add oil; in fact the only cost
was for screenwash. Good to drive, economical
to run, solid to the core with quality VW group
engineering and excellent value for money, the
Ateca transformed my view of the Seat brand.
And that Mr Whitworth? Yup, hes buying one.
LOGBOOK SEAT ATECA
XCELLENCE 1.4
> Enginee 1395cc 16v 4-cyl turbo, 148bhp @
5000rpm, 184lb ft @ 1500rpm > Transmission
6-speed manual, front-wheel drive > Statss 8.5sec
0-62mph, 125mph, 123g/km CO2 > Price 24,440
> As tested 28,650 > Miles this month 1827 >
Total 12,144 > Our mpg 36.7 > Official mpg 52.3 >
Total fuel 1805.95 > Total costs 4.99
 If Ferrari did four doors
The Alfa Giulia Quadrifoglio joins our fleet, with a 503bhp V6
and fairy dust from a Ferrari engineer. By Phil McNamara
FROM RUNNING a Seat
to an Alfa Romeo, the brand
HELLO Ferdinand Pich always
MONTH 1 yearned to buy when he ruled
Volkswagen Group probably
with fatal consequences for its
Spanish outpost. But would the VW of Pich and
Winterkorn have created this beautiful demon,
the Guilia Quadrifoglio? Not a chance.
First up, the Giulia project went from zero to
world premiere in 26 months years ahead of
the industry norm. Can you imagine the rational
Germans throwing processes out of the window,
of taking quality risks by moving so fast? Let
alone the fact that there was no compact, rear-
drive -saloon architecture in the group.
Aha, but that didnt stop Sergio Marchionne,
Fiat Chrysler CEO. Sensitive to two decades
of front-wheel drive Alfa duers, Marchionne
plucked engineer Philippe Krief out of Ferrari,
giving him a clean sheet of paper and a night-
mare deadline to create a BMW rival. To empha-
sise how rapidly Kriefs tiny team was moving,
the automatic transmission changed from a
seven-speed Tremec dual-clutch to an eight-
speed ZF box in the 11 monthss between the car
rst being shown and us driving it! Incredible
brinksmanship but with incredible results, the
61,595 Giulia QF is something special.
And now the exotic supersaloon, with its
carbon bonnet, roof and brakes, active aerody-
namics, electronically controlled di shuing
torque between rubber the thickness of After
Eights, is joining our eet. Rejoice! I know its
not gentlemanly to talk ill of previous loves, but
The Seat departs,
and Phil Mc takes
delivery of another
sensible family car
the last time I had a car this tasty was the RS5
seven years ago, and that was a phenomenal
engine marooned in a leaden chassis.
Comparatively, the 2.9-litre Alfa sacrices
two cylinders and introduces twin turbos to
muster 503 horses and 442lb ft of torque. As
you might expect given the project leaders or-
igin, the blueprint shares some Ferrari V8 com-
monality, namely the size of its cylinder bores
and the 90-degree vee angle to lower the engine
mass. And when you bury the throttle, the Alfa
piles on speed faster than you can wail Ferrari:
this is one breathtakingly quick car, no slouch
even compared to a Maranello cousin.
Thanks to the standard DNA Pro adaptive
chassis dial, you can have your Giulia in suave-
ly speedy or screamingly speedy, depending on
whether youve selected Natural or Dynamic
mode. And there are two more avours to boot,
Advanced Eciency and Race. More in future
reports, but rst impressions are that the Gi-
ulia, with its taut but supple ride and civilised
exhaust, can cruise as well as hoon about.
But the carbon ceramic brakes, a 5500
option, clamped by calipers nished in 250 of
red, have a mind of their own. They allow the
Giulia to creep, creep, creep from stationary,
unless you give the pedal an unholy press.
Within seconds of her rst trip in the QV start-
ing, my wife upbraided me for intimidating an
oncoming car, when I was merely trying to rein
in the runaway Giulia.
The other big option spend is cosmetic:
1950 for Trofeo White tri-coat paint. Those
beautiful dark throwing star alloys, a modest
19-inches in diameter, cost 350, rear privacy
glass 275. And the interior upgrades comprise
225 at-bottomed steering wheel in alcantara,
950 on heated, electrically adjustable seats,
keyless entry in the 425 convenience pack and
950 Harman Kardon stereo.
So life with an Alfa Giulia QV unfolds. Can it
compete with a M car or AMG as an ownership
proposition? Will it prove more reliable than
the 3000 V6 GTV I bought in 2010? Can I
crack 25mpg? And where on earth is the bonnet
release? With a fair wind on the reliability
front, it will be a hell of a lot of fun nding out...
LOGBOOK ALFA ROMEO GIULIA QF
> Enginee 2891cc 24v biturbo V6, 503bhp @
6500rpm, 442lb ft @ 2500rpm > Transmission
8-speed automatic, rear-wheel drive > Stats
3.9sec 0-62mph, 191mph, 189g/km CO2 > Price
61,595 > As tested 72,550 > Miles this month
1990 > Total 4826 > Our mpg 24.4
> Official mpg 34.4 > Fuel this month 503.27
> Extra costs 0
October 2017 | CARMAGA ZINE
ZINE.CO.UK
CO UK 141
 THE REST OF THE FLEET
BMW 530d
MONTH 4 By Jake Groves
I MANAGED TO pry the 5-series fat key out of
Ben Millers hand this month for a whole week.
The time was spent doing everything from
wafting up the A1 to visit my mum in Newcastle
to showing off the tech wizardry to my friends,
but the week peaked when it was dolled up with
ribbon and bows and used as a wedding car for
my big sister and her new husband. It was an
honour to chauffeur the happy couple, and proof
that the Big Five can do almost everything you
need a car to do with ease. @_jakegroves
LOGBOOK BMW 530d M SPORT
> Engine 2993cc 24v turbodiesel straight six, 261bhp
@ 4000rpm, 457lb ft @ 2000rpm > Transmission
8-speed auto, all-wheel drive > Stats
s 5.4sec
0-62mph, 155mph, 138g/km CO2 > Price e 49,265
> As tested 66,150 > Miles this month 984 > Total
5175 > Our mpg 34.5 > Official mpg 53.3
> Fuel this month 156.96 > Extra costs s None
Mazda MX-5 RF
MONTH 4 By Mark Walton
REAR-DRIVE? Open top? Tactile steering? Must
be talking about my classic Fiat. No, seriously,
the MX-5 and my 1976 Italian stallion have a
lot in common. The latest MX-5 is all about
stripped back minimalism, shaving 100kg off the
outgoing model. In this way, it has classic appeal
most evolutions get flabbier, but the new MX-5
is small, simple and light. Its not spartan, but it
has an ascetic purity. Best thing is, it combines
simple pleasures with modern build unlike my
126, the Mazda doesnt leak in the rain.
LOGBOOK MAZDA MX-5 RF
> Engine e 1998cc 16v 4-cyl, 158bhp @ 6000rpm,
148lb ft @ 4600rpm > Trans s 6-speed manual, rear-
wheel drive > Statss 7.4 sec 0-62mph, 134mph, 161g/
km > Price e 25,695 > As tested 27,165 > Miles this
month 1204 > Total 4940 > Our mpg 32.3
> Official mpg 40.9 > Fuel this month 163
> Extra costs None
142 CARMAGA ZINE CO UK | October 2017
BMW i3
MONTH 9 By Tim Pollard
OUR BMW i3s exposed carbonfibre sills are a
visible reminder of how this supermini is more
super than any rival in a game of periodic table
bragging rights. Both i3 and i8 are built around a
composite Life module and this lightweighting
contributes to 1440kg at the kerb; drop our
range-extenders twin-cylinder engine and that
falls to 1320kg 150kg less than a Renault Zoe or
Nissan Leaf.
Then again, the cool black weave also explains
why the i3 costs substantially more than rivals.
At time of writing, the range starts at 33,070
for the cheapest EV model, while a Zoe kicks off
at 14,245 (though battery hire costs a further
59 a month) and the soon-to-be-superseded
Leaf begins at 16,680 if you lease the battery, or
21,680 if you buy the battery outright.
You can see how complicated electric car
ownership can be... Thats one of the joys of
the simplicity offered by the BMW. There are no
tricky decisions on whether to buy or lease the
power source you merely choose whether to
go pure EV or range-extender (REX), like ours.
There are other perks to the unobtainium build
quality of the i3. That carbonfibre tub gives it a
brilliantly stiff foundation for everything to hang
off: the handling is consequently delightfully
accurate, with pin-sharp steering and a pleasing,
very BMW manner in which it pours down the
road. The car never wobbles or shimmies over
rough surfaces. And I hope never to test this
itll surely make a very safe crash structure to
protect occupants in the event of an accident.
@TimPollardCars
LOGBOOK BMW i3 RANGE EXTENDER
> Engine 125kW electric motor (equivalent to 168bhp,
184lb ft), with 647cc 2-cyl petrol range extender >
Trans Single-speed automatic, rwd > Stats 8.1sec
0-62mph, 93mph, 13g/km CO2 > Price 31,560 > As
tested 37,009 (after government Plug-in Grant) >
Miles this month 610 > Total 8196 > Our mpg 39.3
(lots of range extender use) > Official mpg 471 >
Fuel this month 15.94 > Extra costs s None
Audi Q5
MONTH 5 By Chris Chilton
FROM ONE FOUR-wheel drive to a very different
other. Heres the Q5 at import specialist Torque
GT, where I was making a video about a very rare
(and at 120k, very expensive) Skyline GT-R Nr.
Remember how sci-fi the R34s dash-top
display looked 15 years ago with those digital
dials? The Q5s crisp virtual Instruments make
it look comically low-res now, but the R34 is still
fabulous to drive. Not much room for the dog
though, so Ill stick with the Audi.
@chrischiltoncar
LOGBOOK AUDI Q5 2.0 TFSI S-LINE
> Engine 1984cc 16v turbo 4-cyl, 249bhp @
5000rpm, 273lb ft @ 1600rpm > Transmission
7-speed dct, awd > Statss 6.3sec 0-62mph, 147mph,
162g/km CO2 > Price e 40,170 > As tested 51,085
> Miles this month 1721 > Total 10,901 > Our mpg
30.9 > Official mpg 39.8 > Fuel this month 299.50
> Extra costss None
Citron C3
MONTH 4 By James Taylor
OUR C3 HAS the full-length panoramic roof, a
400 option that fills the interior with light like
an upmarket loft apartment, and doesnt pinch
quite as much headroom. Although its designed
to let in more light than heat, it still makes the
cabin pretty toasty if you forget to slide the
blind into place before you leave the car. Which
highlights the C3s ineffectual air-con no matter
how much you play with the controls on the
touchscreen, it always feels ever so slightly too
hot or too cold. If only Goldilocks was an HVAC
engineer. @JamesTaylorCAR
LOGBOOK CITROEN C3 FLAIR S&S PURETECH 110
> Engine e 1199cc 12v turbo 3-cyl, 108bhp @ 5500rpm,
151lb ft @ 1500rpm > Trans 5-speed manual, fwd >
Statss 9.3sec 0-62mph, 117mph, 103g/km CO2 > Price
16,285 > As tested 18,330 > Miles this month h 676 >
Total 2315 > Our mpg 41.9 > Official mpg 61.4 > Fuel
this month 91.80 Extra costs s None
 Starter Motor) basically a combined starter
Time for a Swift motor and generator and a lithium-ion battery
separate to the usual lead acid one. The regular

entrance lead acid battery starts the engine from cold, but
the ISG wakes the engine up quietly when youre
in stop/start trac. The energy stored in the lithi-
Suzukis supermini joins our fleet, and its got some um ion battery is used to drive the ISG, which can
also give you a little torque boost lower down the
pretty grown up spec for a tiddler. By Jake Groves revs. When you coast, the motor uses the wheels
to keep the battery charged. It even has a hybrid
I HAVE A confession to make. Ive held my power monitor like Matts Prius, where you can see where the
HELLO driving licence for six years now, driven for energy is going depending on how youre driving.
MONTH 1 all of that time and been behind the wheel Now, all this high-tech stu seems a little OTT for a little
SUZUKI of plenty of cars in this job but Ive, er, never hatch, but the Swift still does the sums. The only option box
SWIFT owned one. Yep, thats right a young lad ticked is the Speedy Blue metallic paint (485), so our under-
whos loved cars all his life and writes about 15k-all-in Swift has way more tech on board than a new Ford
them for a living hasnt (yet) had one in his name. Go gure. Fiesta Zetec or Vauxhall Corsa Design and is around 3k cheap-
So, our new Suzuki Swift long-termer is the closest Ive got er than our long-term C3.
to living with an actual car of my own. Its denitely a good So, whats it like? First impressions seem to show up a split
demographic t; the Swift has always been a simple, honest and personality. The Swift is still a yweight (at 925kg) in a sector
good value option in the supermini class and one thats great for of growing supermini fatties, so it darts around with all the
rst car owners. eagerness of an excited puppy and the thrummy Boosterjet en-
Our new Swift arrived on the CAR R eet hoping to maintain gine is fun to thrash. But its also much better at doing sensible
that image, fresh from a triple-test win against the Nissan motorway commuting than some of
Micra and our very own Citroen C3 (CAR R, July). It did, however, its competitors; the adaptive cruise
arrive armed to the teeth with gadgets, which sort of defeats the comes in handy, the seats are thick LOGBOOK SUZUKI SWIFT SZ5
whole simple and honest vibe the Swift usually gives o. and spongey and the ride is just on 1.0 SHVS BOOSTERJET
For a kick o its the top-spec SZ5 model, which comes with the right side of rm. > Enginee 998cc 3-cyl turbo, 109bhp @
big-boy toys like adaptive cruise control, sat-nav with trac up- Will the Swift help me grow up 5500rpm, 125lb ft @ 2000-3500rpm
dates, lane-departure warning, high-beam assist, keyless entry and live in the real world, or will > Transmission 5-speed manual, front-wheel
and smartphone mirroring. Thats on top of all-round electric it just be like a mischievous high drive > Stats 10.6sec 0-62mph, 121mph, 97g/
km CO2 > Price e 14,499 > As tested 14,984
windows, a reversing camera, rear privacy glass and DAB radio. school buddy? I guess well just have > Miles this month 1202 > Total 3786
Its also equipped with the 1.0-litre Boosterjet with the SHVS to see. > Our mpg 50.3 > Official mpg 65.7 > Fuel
mild hybrid system. The latter comprises an ISG (Integrated @_jakegroves this month 132.49 > Extra costs s None

Most of us go to
the pub for a swift
pint. Not Groves

October 2017 | SAVE UP TO 61% WHEN YOU SUBSCRIBE TO CAR! GRE ATMAGA ZINES
ZINES.CO.UK
CO UK 143
THE ULTIMATE IN
PERFORMANCE UPGRADES
AT DMS AUTOMOTIVE
WEVE BEEN UNLEASHING
AUTOMOTIVE PERFORMANCE
FOR OVER 19 YEARS

DMS CLS63 AMG (EVO AUGUST 14) ENGINE UPGRADE ADDS HUGE PERFORMANCE AND REAL CHARACTER
DMS 1M (EVO MARCH 12) THERES A REAL RIP TO THE WAY THE REVS PILE ON ABOVE 4000RPM
DMS SL65 BLACK SERIES (EVO OCTOBER 10) IT FEELS LIKE THE LOVE CHILD OF AN SL65 AND A PORSCHE GT2
DMS 135I (BMW CAR MAY 09) THE STANDARD CAR IS GREAT BUT DMS HAVE SOMEHOW MANAGED TO TAKE IT TO THE NEXT LEVEL
DMS 997 TURBO 3.6 (EVO SEPTEMBER 08) ITS EPIC, HILARIOUS AND ADDICTIVE IN EVERY GEAR, YET DOCILE WHEN CRUISING
DMS 997 TURBO 3.8 PDK (EVO JUNE 11) DELIVERY IS ALMOST UNCOMFORTABLY FORCEFUL

BELOW IS A SMALL SELECTION OF
OUR MORE POPULAR MODELS TO
UPGRADE. WE ARE ABLE TO UNLEASH
PERFORMANCE FROM SMALL FOUR
CYCLINDER DIESEL ENGINES UP TO
V12 SUPERCARS.
AUDI
AUDI RS6 4.0 T V8 690+BHP (+DE-LIMIT) 730D 305+ BHP
AUDI RS6 V10 680+BHP (+DE-LIMIT)
AUDI R8 V10 592+BHP (+DE-LIMIT)
AUDI RS4 B7/ R8 445 BHP (+DE-LIMIT)
AUDI RS3/RSQ3 420+ BHP (+DE-LIMIT)
AUDI S3 / GOLF R 373+ BHP (+DE-LIMIT)
AUDI 3.0TDi (ALL MODELS) 315+ BHP
AUDI 3.0 Bi-TDi (ALL MODELS) 380+ BHP MERCEDES-BENZ
AUDI Q7/A8 4.2 TDi 400+ BHP
BMW
M5 V10 548+ BHP (205 MPH)
X5M / X6M 618+ BHP
1M 411+ BHP
M3 E90/92 445 BHP (+DE-LIMIT)
M135i/ M235i 402 BHP
M4/M3 3.0T 520+ BHP
M5 F10/M6 (STAGE 1) 680 BHP
M5 F10/M6 (STAGE 2) 730 BHP
F10 520D 240 BHP
F10 530D 305 BHP
335i/135i/X6 370+ BHP (+DE-LIMIT)
123D 252 BHP
316D/216D/116D 160 BHP
318D/218D/118D 225 BHP
330D E90 296+ BHP
320D E90 215 BHP
420i/320i/220i/120i 275+ BHP
435i/ F30 335i 390 BHP
428i/328i 295 BHP
535D / 335D / X5 SD 355+ BHP
640D/335D/535D/435D 390 BHP
X5 4.0D / 740D 370 BHP
X5 3.0D 305 BHP
X6 X5.0I 4.4 500+BHP
X6 M50D/X5M50D/550D 450 BHP
A200CDi/C200CDi/E200CDi 175 BHP
A250/C250 260 BHP
A45/CLA45 420 BHP
C300 HYBRID 285 BHP
A220CDi/C220CDi/E220CDi 215 BHP
C350/CLS350/E350/S350 315 BHP
E400 /C450 420+ BHP
C400 400 BHP
63 5.5 Bi-TURBO ALL MODELS 690+BHP
500 4.7 Bi-TURBO ALL MODELS 498+BHP
S65 (W222) 780 BHP
SL65 BLACK 720+ BHP (+DELIMIT)
SL65 AMG 690 BHP (+DE-LIMIT)
55 AMG KOMPRESSOR 580+BHP
C63 AMG 6.3 530+BHP (+DE-LIMIT)
C63 AMG 4.0T CALL FOR DETAILS
SL63 AMG 6.3 560+BHP (+DE-LIMIT,
RE-MAP & LOWER ABC SUSPENSION)
CL600 Bi-TURBO 580+ BHP
SLK55 AMG 420+ BHP (+DELIMIT)
320 CDi V6 274 BHP
350 CDi V6 312 BHP
420 /450 CDi V8 358 BHP
ALL 2015 RANGE ROVERS AVAILABLE
R ROVER SC 5.0 580+ BHP
R ROVER 4.4 SDV8 395+ BHP
R ROVER 3.0 TDV6 315+ BHP
R ROVER 3.0 SDV6 345+ BHP
EVOQUE/DISCO SPORT 2.2 DIESEL
240+ BHP
PORSCHE
997 TURBO/S 3.8 INC PDK 611 BHP
997 TURBO 3.6 625+ BHP
997 GT2 RS 670+ BHP
996 TURBO/GT2 600+ BHP
997 CARRERA S PDK 400+ BHP
997 CARRERA S 376+ BHP
997 CARRERA PDK 368 BHP
997 CARRERA GTS 435 BHP
997 GT3 UP 436 BHP
BOXSTER 3.4S 336+ BHP
CAYMAN S 342 BHP
MACAN 3.0D 315 BHP
CAYENNE GTS 440 BHP
CAYENNE TURBO 4.8 578+ BHP
CAYENNE TURBO S 4.8 600+ BHP
CAYENNE 4.2 DIESEL 450+ BHP
CAYENNE DIESEL 315+ BHP
PANAMERA TURBO 600+ BHP
PANAMERA DIESEL 315+ BHP
EXOTIC / MISC
FERRARI CALIFORNIA 487 BHP
FERRARI 599 647 BHP
FERRARI 430 525 BHP
GALLARDO 546 BHP
LP560 608+BHP
LP640 707 BHP
HURACAN 640+ BHP
AVENTADOR CALL FOR DETAILS
MCLAREN MP4-12C 700 BHP
MCLAREN 650S 720 BHP
MURCIELAGO LP640 707 BHP
MASERATI GHIBLI 3.0S PETROL 470 BHP
MASERATI GHIBLI 3.0 PETROL 400 BHP
MASERATI GHIBLI 3.0 DIESEL 312 BHP
MASERATI GT/QPORT 438 BHP
MASERATI GT S / MC 479+ BHP
BENTLEY 4.0 T V8 690 BHP
BENTLEY CGT / F-SPUR (INC 2013) 680+ BHP
BENTLEY GT SPEED (INC 2013 ON) 695 BHP
BENTLEY SUPERSPORT 720+ BHP
FOR ALL OTHER MAKES AND MODELS,
PLEASE CALL US.

SALES@DMSAUTOMOTIVE /DMSAUTOMOTIVE
FOLLOW US FOR OUR LATEST NEWS

WWW.DMSAUTOMOTIVE.COM
WORLDWIDE OFFICES AND INSTALLATION

UK: 0800 030 5555 INT: +44 800 030 5555

 Totally
y unique
q
guide to EVERY
g
car on sale in
the UK, with a
punchy
p y view
on all of them
yours included

The Good, the Bad & the Ugly

ABARTH
500 
> Pricey pocket rockets, all powered by 1.4-litre
turbos in various stages of steroidal over-
compensation. Divine details, dodgy dynamics
> VERDICT Like a small yappy dog: noisy,
excitable and likely to give you a headache
ALFA ROMEO
MITO 
> Decent engines but generally rubbish to drive,
Alfas soggy-handling, hard-riding premium mini
is crucified by the real thing and Audis A1
> VERDICT T At least its got its looks. No, wait. Its
an ugly Alfa. Its got nothing
GIULIETTA 
> Looked like a credible Golf rival for a while but
now the game has moved on. Keen prices, but
rivals are roomier, classier and more fun to drive
> VERDICT Miles better than a Mito. Miles better
than a 4C, even. Miles behind a Mk7 Golf
4C/4C SPIDER 
> Sexy carbon two-seater over-promises and
under-delivers on a double-your-dong-length
web-scam scale. Spider a step in right direction
> VERDICT T Shoots for the moon, hits itself in
the foot. Lotus Elise more fun, Porsche Cayman
a better bet
GIULIA 
> Good grief an Alfa Romeo we can finally
recommend that you buy. New, auto-only
3-series rival has sharp steering, sultry looks,
great driving position. Bellissimo!
> VERDICT T Note to dealers: dont cock it up
STELVIO 
> Either weve collectively entered another
dimension or Alfa has just built two excellent
cars in a row. Now we just need everyone to start
buying them again > VERDICT T Worth the risk at
least once in your life
GIULIA QUADRIFOGLIO 
> Like a regular Giulia doped up by Lance
Armstrong, this 191mph, 503bhp rocket is
a quadruple shot of espresso for Alfas long
lamented soul. At last > VERDICT T The closest you
can get to a four-door Ferrari. Really. Thatt good
ALPINA
D3/B3 
> Twin-turbo petrol and diesel stonk and smooth
auto boxes mated to a quality chassis, but
watch for some questionable OAP-spec interior
finishes > VERDICTT Try an xDrive D3 Touring
its what the M3 wants to be when it grows up
The home for all your car maintenance and ownership needs
NEW IN THIS MONTH
VW Arteon
VW tries to be
properly premium
again. Great
interior, huge boo
and tech aplenty
but its a bit dull.
D4/B4 
> Same blend of fast and frugal as above
but slotted into slinkier 4-series shell. ZF auto
not as snappy as M4s twin clutch, but much
smoother > VERDICT T 53mpg and 62mph in
4.6sec? And youre alright with this, BMW?
D5/B5 
> Twin-turbo B5 petrol V8s 590lb ft could
de-forest the Amazon while planet-loving D5
doesnt let meagre 155g/km prevent 174mph
max > VERDICT T M5 alternative with Touring
body option you cant have with the real thing
B7 
> BMW doesnt make an M7, but Alpina
does. Twin-blown petrol V8 delivers
bahn-busting performance thats best open > VERDICT
enjoyed in Germany > VERDICT T Niche Merc
ASTON MARTIN
VANTAGE V8/GT8 
> Ageing entry-level Aston has ace steering, but
make sure you go manual: plodding semi-auto is
Range Rover
9 Velar
as dynamic as a Ron Dennis interview
> VERDICT Monica Bellucci on the desirability/
Velar is handsome, age scale; madcap GT8 tactile but not
capable off-road, as fast as it looks
well-finished
VANTAGE V12/GT12 
and worthy of its
name. The new > Cramming a huge V12 into the V8-sized engine
bay was apparently the easy bit; it took years for
benchmark Aston to add a manual gearbox. Worth the wait
Range Rover > VERDICT Chassis finally has the stick shift it
deserves. Buy it no other way
DB11 
> First genuinely new Martin in a decade gets
slick aero slinkiness, belting V12 turbocharged
charmer and, crucially, Merc help with the
wiring > VERDICT T Finally the right blend of
much needed new stuff and classic Aston
charm results in a cut-above GT. Eat your heart
out, Europe!
VANQUISH S 
> Not quite funeral parlour dressing but lipstick
and sorted underpinnings come too near the
Ferrari 812 end of the Vanquish. DB11 is both fresher and
47 Superfast cheaper. Oops > VERDICT Instant respect, even
800hp screamer is though youve bought the wrong Aston
matched with laser- RAPIDE 
guided handling. > Take that, Panamera! Aston shows Porsche
GT? Supercar? how to make a supercar/saloon cocktail. Forget
Either way, its limo pretensions, though: its a four-door 2+2
astounding. > VERDICT T Pretty, but interior more dated than
a New York socialite and as hard on your wallet
AUDI
A1 HATCH/SPORTBACK 
S63 AMG alternative hamstrung by the ugliness > Posh Polo does it all, from 1.0 miser to S1 micro
of the raw materials rocket. Not cheap, even before youve splurged
on options. 30k is a mouse click away
XD3  > VERDICT Classy Mini rival that doesnt turn
> X3 35d-based high-rise hot-rod delivers into Quasimodo when you tick the 5dr option
350bhp, 516lb ft, and the horizon through your
windscreen. Spoiled by a rock-hard ride A3 HATC
HATCH/SBACK/SALOON
> VERDICT Another niche BMW Munich leaves 
to Alpina, maybe because the Porsche Macan > Midlife update adds exterior angles, three-pot
is better engine and optional digi-dash. Still king of
quality in this sector, but adrenalin isnt among
ARIEL extra standard kit > VERDICT T Brilliant hatch
and not much financial gulf to a Golf. Try sporty
S-line on supple SE chassis
ATOM 
> Only the Popes lips get more up close and A3 CABRIOLET 
personal with the tarmac than an Atom driver, > Premium sun-grabber without macho sports-
but theres zero protection when the heavens car posturing. A bit tight in the back, but pretty
T Spectacular toy. Great on tight in the bends too. Try a 1.8 TFSI with Sport
track, barmy on road. Chassis doubles as a trim > VERDICT T Asexual drop-top for sensible-
clothes airer, which is just as well shoes types. Worth the 2k premium over Golf
NOMAD  RS3 
> Not content with terrifying on tarmac, Ariel > The superhatch/saloon for those lacking in
now offers the off-road Nomad. Gains a roll-over imagination and/or driving talent, RS3 struts
structure but still no doors its stuff best in a straight line. But 4.1 to 62mph
> VERDICT T Dont forget to put the hot water on is well weapon > VERDICT T Only feel a little bit
youll be needing a bath when you get home ashamed for wanting one

October 2017 | CARMAGA ZINE.CO.UK 145

 AUDI > FIAT
A4 SALOON/AVANT/ALLROAD
SALO
#####
> Captain Obvious in every way: lighter, smarter,
better to drive and only microscopically
different to look at > VERDICT
T As you were,
except inside, where tech obsession offs
elegance. Rivals remaining calm
RS4 #####
> Brutal RS treatment makes a monster
REPLACED
of ho-hum A4. No 4dr, no manual and no
SOON
turbos, this wicked wagons V8 redlines
higher than Ferraris 488 GTB > VERDICT T Pace
and space, but rides like the tyres have a tic. No
match for Merc C63
A5 SPORTBACK #####
> More tech and even better quality doesnt
compensate for a lack of personality. Better
looking, then so is Dorking after eight pints. You
could buy worse but youll definitely get bored
> VERDICT Its better to live in than to drive
A5 COUPE/CABRIO #####
> Deceptive bunny boiler looks normal until
you realise its killed a TT and is wearing its
face. Cue B-road mayhem. Not really
> VERDICT T Even more of an A4 in a frock
than the last one, but still better to drive
RS5 #####
> Like a bouncer in a tailored suit, the hot
A5s power bulges through the creases in
its bodywork. Twin-turbo V6 has full-bodied
soundtrack and quattro provides grip in spades
> VERDICT T A composed four-seat express
that has power to spare, but its not the most
involving sports car
A6 SALOON/AVANT/ALLROAD
SALO
#####
> Demure big Audi an unsung hero, refined
and cheap to run. Allroad an SUV for
agoraphobics; twin-blown 309bhp BiTDi a
proper mischief maker > VERDICT Base models
short on wow, but a solid alternative to better-
handling Jag XF
RS6 #####
> For wealthy mentalists who think the S6s
444bhp isnt enough, RS6 delivers 25% more
and gives the R8 V10 a hard time at the lights
> VERDICT T Beautifully finished all-weather
family wagon that scares supercars silly
A7 SPORTBACK #####
> Slant-roof A6 takes styling cues from pretty
60s 100 coupe but cant out-cool Mercs CLS.
More grippy than a sloth whos been sloppy
with the superglue > VERDICT Stylish GT with
sensible engines, but not quite a sports saloon
RS7 #####
> Pricier, less practical RS6 with fastback rear,
same guts but gets clever rear diff as standard
for oversteer here, there and everywhere, given
room > VERDICT T An Aston Rapide for the AA-
goraphobic, but wed have the naughtier RS6
A8 #####
> Audis elder statesman for elder
REPLACED
statesmen has more tech than CES at
SOON
Vegas but who wants people to think
theyre being chauffeured in an A4?
> VERDICT T Gadgets galore, but Mercs
incredible S-Class nails the luxury basics better
Q2 #####
> Odd-looking small SUV is like a Countryman
thats lost a battle with a set-square. Nice
enough to drive but still a nerd to the Minis
prom queen > VERDICT T The Q doesnt stand
for Quasimodo. Probably
Q3 #####
> Dumpy dinky faux field forager is a yummy
mummy fave. Forget 4wd and the diesels and
go for light, zippy, 1.4 TFSI > VERDICTT So much
better to drive than it looks. Which itd have to
be, right? Unless it was an Alfa
RSQ3#####
> Audis first tall-boy RS model. Hearing of the
45k price or unleashing that 335bhp five-pot
both elicit same incredulous gasp > VERDICT
Who needs this stuff? Short people in a rush?
Better than a GLA45 AMG
Q5 #####
> A4-MLB2 in Barbour, Q5 ups the comfort,
tech, looks similar to the old one textbook
146 CARMAGA ZINE.CO.UK | October 2017
The home for all your car maintenance and ownership needs
Audi v2.0 in other words, but still something
youd want on your drive > VERDICT Expect to
be swearing at one soon
Q7 #####
NUMBER CRUNCHING
HIGHEST CO2 OUTPUTS
> German heavy metal turns techno as Mk2
Q7 sheds weight despite megaload of extra
gizmos. High-performance SQ7 TDI mind- Looking to reduce your company-car tax bill? Then its ridiculous
bendingly adept > VERDICTT They thought of youre even contemplating these CO2 anti-heroes
everything but the charm
TT COUPE/ROADSTER #####
> Brilliant coupe gets virtual dash and sharper
handling. Try 2.0 FSI. Boot big, but the rear
seats for handbags only > VERDICT T A proper
real-world sports car but the same money
buys an early R8
TT RS #####
> At the outer limits of the TTs dynamic
envelope, a 17% power hike ekes 395bhp from
five pots and targets wounded Cayman
> VERDICT T Audi springs the offside trap, rounds
the keeper, but hits the bar. So close!
LAMBORGHINI AVENTADOR S 394g/km
R8 V10/V10 PLUS ##### Lambos shrieking V12 hypercar is single-handedly
> Friday-afternoon restyle meets Monday- responsible for that one sunny week in July
morning mechanics. New R8 offers no V8 for
now, but V10 is back with 533bhp or Lambo-
equalling 602bhp > VERDICT T A Lamborghini
Huracan for 50k less. Friendly but ballistic;
playful chassis a joy
BAC
MONO #####
> Single-seat racer that took a wrong turn
out of the pits. Pushrod suspension, Cosworth-
tuned 2.3 Duratec and bath-like driving
position > VERDICT T Sublime track tool with a
six-figure price thatd net you a Cayman GT4 VAUXHALL VXR8 GTS-R AUTO 373g/km
and an Atom Nutcase Vauxhall is last hurrah for Commodore in Oz; manual comes in at
363g/km, but youll need the auto for the full Trump
BENTLEY
BENTAYGA #####
> Cynics will say its a Q7 in expensive jewellery,
but The Worlds Fastest SUV matches 187mph
top speed with superb chassis. We flambed
the brakes > VERDICT T Super-lux options
include 110k Breitling clock. Or spend the
same on a two-bed semi in Crewe
BENTAYGA DIESEL #####
> They said it would never happen, but we knew
it would. Still fast, still heavy, still thirsty but now
you get to use the dirty pumps and only need to
stop every other minute > VERDICT You might BENTLEY CONTINENTAL SUPERSPORTS 358g/km
have to lie at the golf club or theyll make you Still boggles the mind how a car this fat can go so fast: Supersports weighs
use the tradesmens entrance 2280kg but hits 60mph in 3.2sec, propelled by CO2 afterburners
CONTINENTAL GT
G COUPE/
CABRIO #####
> The repmobile of millionaires. Reliable,
REPLACED
well built and full of VW bits. Death Star-
SOON
smooth W12 sounds more rebellious, while
twin-turbo GT V8 S is joyful > VERDICT More of a
sports car than hefty GT image suggests
CONTINENTAL GT3-R #####
> Bonkers road racer with Max Powerr styling,
no rear seats and shouty exhaust. Surprisingly
nimble using 4wd and torque vectoring, and
epically fast thanks to tricked-up V8
> VERDICT T Uncouth drag racer for rich Russians
FERRARI V12 360g/km
FLYING SPUR ##### Fezzers iconic 12-banger keeps the Med temperate;
> New Spur is sharper to drive, sharper to look tdf, pictured above, hits 360g/km, GTC4 350g/km, 812 Superfast 340g/km
at, softer to sit in, and feels less like a stretched
Conti. Fridge and iPads essential options for
pampered rear-seat recliners > VERDICT T Think
of it as a bargain Roller rather than a pricey A8
MULSANNE #####
> Huge, hand-built anachronism, with twin-
turbo V8 born in the 50s, buffed to perfection,
and a field of cows sacrificed for your arses
pleasure > VERDICT Buy the Speed any
less outrageous display of consumption is
just poor form
BMW
1-SERIES ##### ROLLS-ROYCE PHANTOM 347g/km
> Only rear-driver in its class. Good for handling, Outgoing RR as big, opulent and expensive to run as
not for cabin space. Facelift made it 3% less Blenheim Palace in the winter with the heating on
grotesque. 118i petrol a brilliant all-rounder
> VERDICT T Want a roomy, well-appointed hatch
thats great to drive and look at? Buy an A3
JATO Dynamics is the worlds leading provider of automotive intelligence. Check them out at www.jato.com

M140I 
> Bavarias hot hatch shuns four-pot power
and front-drive for sonorous 335bhp 3.0-litre
straight six nuke and power to the rears. About
as practical as shorts in a Canadian winter but
you wont care > VERDICT T An absolute riot, just
dont have kids
2-SERIES COUPE/CABRIO 
> Boot-faced booted 1-series is a Mustang with
a couple of A-levels. 218d is 8.9 to 62mph and
63mpg; 4-cyl 228i a cut-price, cut-down M235i
> VERDICT T Plainer than a margarine sarnie, but
TT and RCZ cant touch its space/pace combo
M240i 
> Still hard to look at without squinting but
sweet six-cylinder is even more grunty. The
perfect 2-series if you pretend the M2 doesnt
exist > VERDICT T Ignore the Golf R temptation
and keep it rear
M2 
> 2-series coupe with M4 chassis and 365bhp
turbo six thats some crowbar theyve got
at M division. All of the fun, all of the time
> VERDICT T Best M car since the E46 M3. Buy
with manual box and stacks of tyres
2-SERIES ACTIVE TOURER 
> BMW in front-drive MPV shock. Decent
BEST IN drive, great interior. Need to cart OAP
CLASS
relatives around? Youll need the 7-seat
Gran Tourer. Boom boom! > VERDICT T The
ultimate driving (to the park/crche/post office)
machine
i3 
> One of BMWs best cars is home to its finest
cabin. Electric version has short range; hybrid
is noisy and has a fuel tank like a fleas hip flask
> VERDICT Carbon-chassis supermini, electric
power and 30k price. Did we wake up in 2045?
3-SERIES
3 SERIES SALOON/TOURING

> Celebrating four decades of overpriced,
BEST IN undersized family cars. New modular
CLASS
engines make it better than ever, 320d
(now sub-100g/km) still top choice > VERDICT
Jag XE is treading heavily on its twinkling toes
3-SERIES GT 
> High-rise Touring alternative almost as vast
as a 5-series thanks to wheelbase stretch,
but way more hideous. Another BMW design
disaster > VERDICT A 35k Mondeo with a
BMW badge. Why bother when the same-price
X3 is so good?
4-SERIES COUPE/CABRIO 
> 3-series in a shellsuit subtly better to drive,
but same great engine choices and almost as
practical. Shame about the carryover cabin
> VERDICT T Crushes Audis A5. Folding hard-top
cabrio weighty but worth it
4-SERIES GRAN COUPE 
> Pretty and practical, like a bikini car wash,
hatchback GC costs 3k more than 3-series but
has standard leather. Five belts but four seats
> VERDICT T Smart and useful, much more than a
niche exercise. But why isnt this the 3-series?
M3/M4 
> Oh thank God theres finally a Competition
Pack to breathe some life into this staid M-car
duo. 3k more = 444bhp and light-up seat
badges. Classy > VERDICT Buy an M2
5-SERIES 
> BMWs second most important car gets
the full treatment, with new chassis, slightly
forgettable exterior and massive tech injection.
Smart, semi-autonomous and still the best in
class > VERDICT Spirit-crushingly good. Bring
on the M5
M5 
> While our enthusiasm for the twin-turbo V8 is
tempered slightly by the artificial engine noise,
its sublime to drive and gets better with every
iteration > VERDICT Still the fast saloon daddy.
592bhp 30 Jahre edition utterly magnificent
6-SERIES COUPE/CABRIO 
> Anonymous big GT best enjoyed with mighty
40d diesel power. Plenty of room for four if
you fire your passengers into the back via a
wood-chipper > VERDICT Under-the-radar GT
bruiser, short on sex, but not on appeal
6-SERIES GRAN COUPE 
> Coupe? Its a bloody saloon! And 20k more
than a same-engined 5-series! BMW must
chuckle at every sale. Still, rather nice
> VERDICT T Desirable enough to leave the
6-series coupe in the shade/showroom
M6 
> Six-figure M5 in a shiny suit is even better to
drive. Two-door looks good value beside Mercs
S63 coupe, but cant touch a 911 GTS for kicks
> VERDICT M6 GC almost makes M5 redundant,
but at 100k/18mpg youll need two jobs
7-SERIES 
> So high-tech BMW must have ram-raided
BEST IN Googles R&D bunker, confident the
CLASS
carbon core construction would enable it
to drive back out > VERDICTT Gesture control,
remote parking, active anti-roll its got it all. But
not quite the kudos of the Merc S-Class
X1 
> Ugly old one sold by the bucket load; all-new
replacement is miles better to look at and to
drive. Its a proper mini-SUV now
> VERDICT T Its even based on the front-wheel-
drive Mini platform. Swallow that bile now
X3 
> Studiously un-gangsta SUV shuns petrol
power and M Power options for solid
diesel-only blend of handling and handiness.
Looking better post facelift > VERDICT The
BMW SUV we dont hate ourselves for liking
X4 
> Blame the Evoque and people who bought the
X6 for this carbuncle. Priced at 4k-5k more
than an X3, but better equipped and annoyingly
better to drive > VERDICT T Depressing X3
spin-off for grown-ups who still dream of being
a footballer
X5 
> One-time Premier League fave looking more
like League 1 beside better-driving and -looking
rivals. Skinflint sDrive 25d is a rwd four-banger
> VERDICT T Still impresses with engines and
quality, but thanks to Landie its lost its lustre
X6 
> All the impracticality of a coupe and all the
wasteful high-centred mass of an SUV. Genius.
If you must, X40d gives best price/punch/
parsimony > VERDICT Pointless pimp wagon.
Buy a Porsche Cayenne or even an X5
Z4 
> Sports car for post-menopausal women
REPLACEDin lemon trouser suits. Coupe-cabrio roof
SOON
hits boot space when folded. Base 18i spec
sub-Wartburg > VERDICT No match for Boxster.
Stick with mid-spec trim. And keep taking the
evening primrose
i8 
> Carbon-constructed 3-cyl hybrid supercar
thats fun for four, as fast as an M3 and does
40 real mpg. Minor demerit: looks like its
crimping off a 911 > VERDICT T Fascinating
and fabulous. The future of the sports car is
in safe hands
BUGATTI
CHIRON 
> The Veyron was okay but why couldnt it have
30% bigger turbos and 300bhp more power?
Bugatti answers the question nobody asked
and answers it loud > VERDICT A riot
CATERHAM
SEVEN 
> Still the benchmark for bobble-hatted Terry-
Thomas wannabes and the track-curious, the
adaptable Seven comes in flavours from 160
3-cyl to mental road racers > VERDICTT 80bhp
160 underpowered, 310bhp 620R lethal,
180bhp 360 model just right
CHEVROLET
CORVETTE 
> Farm machinery meets Spacelab in fabulous
460bhp V8 symphony of composite materials,
leaf springs and pushrods. Shame its left-hook
only > VERDICT 60k for a bargain berserker.
20k more for the 650bhp Z06
CITROEN
C1 
> Trying hard to escape the clutches of its sister
cars, the C1 can have a funky Airscape cloth
roof and half-hearted personalisation options.
1.0-litre has most pep > VERDICT T Good, solid
proletarian urban fare rather than hipster cool
C3 
> Citron produces a great small car by looking
up its own Wikipedia entry and remembering
what its good at; spacy, compliant and different
> VERDICT T Are Citrons cool again? Theyre
certainly getting there
C3 PICASSO 
> Compact supermini-based box thats fun
REPLACEDto drive (avoiding the petrol one, mind)
SOON
and well packaged. Might not set pulses
racing, but youll get very protective of it
> VERDICT Picasso was a cubist, so why not
name a box after him?
C4 
> Recently refreshed C4 has all the edginess of a
Hush Puppy deck shoe. But its useful, anodyne
transport and sub-100g/km BlueHDi models
are very economical > VERDICT T Nobody would
hate you or notice you if you bought one
C4 CACTUS 
> An architects wet dream. Sloppy to drive
but otherwise a roomy family car with kids toy
colour combos. Airbumps will stop it kicking off
in the car park > VERDICTT Cheap yet brilliant.
Why cant the French be this good all the time?
C5 SALOON/ESTATE 
> Be aware: this car is still in existence. Slow
selling but roomy estate is fairly stylish and
practical with Hydractive rear suspension
> VERDICT T There have been great French family
saloons. This is not one
C4 PICASSO 
> Defiantly anti-cool family shifter. Touches like
lower rear windows and sprogwatch mirror
make mums go weak at the knees for its peace-
and-bloody-quiet ambience > VERDICT T Drives
like a shed. Who cares, if Satans brood shut up?
BERLINGO MULTISPACE 
> Recently refreshed with SUV aspirations,
but still a wipe-clean tin lifeboat for cagoule-
wearing Thermos-sipping birdwatchers. Rattles
and drives like a van. Is a van > VERDICT
Dogging cheap seats for aspiring Bill Oddies
DACIA
SANDERO 
> Cheapest new car on sale, not the worst.
Yoghurt-pot plastics and pre-Glasnost styling
cant detract from a spacious sub-six-grand
runabout with Renault engines
> VERDICT Austerity rocks. Right, Greece?
LOGAN 
> Estate looks like a Sandero thats reversed into
a phone box. Cavernous boot, but dreadfully
unrefined thanks to all the brittle plastic and tin
> VERDICT T You put things in it. It will carry them
for you. You can take them out. Job done
DUSTER 
> No-nonsense SUV thats ideal for wannabe
peacekeepers on a ridiculously small budget.
Buy the boggo 4x4 diesel in white for the full UN
effect > VERDICT The Neighbourhood Watch
will never be the same again
DS
DS3 HATCH/CABRIO 
> Best-selling DS gets robo-croc snout and Apple
CarPlay but premium claims do seem to have
got lost in translation > VERDICT
T Like Prince
Williams bonce, the Gallic charm is wearing thin
DS4/CROSSBACK 
> Range now split between regular hatch and
jacked-up Crossback. Softer set-up and fewer
buttons a plus; rear windows still dont open
> VERDICT T Medium rare luxy-Frenchness.
Germany reportedly not worried
October 2017 | CARMAGA ZINE.CO.UK 147
DS5 
> Office joker in testosterone world of Serious
Business Men. Quite appealing, with a lovely
aerostyled cabin. Diesel Hybrid4 a good idea
not executed properly > VERDICT T Bland
ubiquity will always beat charming quirkiness
FERRARI
488 GTB 
> We were worried the turbos would ruin it, but
while well miss the 458s 9000rpm wail, the
488 is more playful and even easier to drive.
A stunning achievement > VERDICT T Even the
looks grow on you after a while. Rivals better
dust off their gracious loser faces
CALIFORNIA T 
> L-plate Ferrari first of Maranellos new turbo
cars. Boost management mimics naturally
aspirated engines. Looks better, sounds worse
> VERDICT Forget the unfair 488 comparisons,
its an SL65 rival and well worthy of the badge
FERRARI 812 SUPERFAST 
> Proof that Ferrari can still make truly
NEW BEST IN
ENTRY CLASS epic GT cars and a car that still flies the
nat-asp V12 flag with pride, despite
rags like us saying its a dying breed. 800hp
screamer is matched with laser-guided handling.
> VERDICT T GT? Supercar? Either way, its
astounding.
LAFERRARI 
> 1000bhp hybrid hypercar where the
BEST IN electric bits exist to save tenths not
CLASS
icecaps. 499 to be built and all sold
despite the 1.2m asking price > VERDICT The
greatest single supercar of all time except
maybe the FXX K track version
GTC4LUSSO 
> Looking even more like a Z3 M Coupe
battered by a giant spatula, this updated
FF gets four-wheel steering to go with its
improved four-wheel drive and 680bhp V12
> VERDICT T Closest Ferrari have got to an SUV
so far
GTC4 LUSSO T 
> Deleting four cylinders and a driven axle
sneaks the GTC under the psychologically
distressing 200k barrier, not that the news will
sell thousands more > VERDICT T Less is a little
bit more, while also still very much a lot
FIAT
TIPO 
> Oh God, really? Fiat has another crack at the
C-segment, this time sensibly playing the value
card. So dull its already been replaced yet still
the best Fiat hatch since the last Tipo from
1988 > VERDICT Only consider buying Fiats with
numbers, not names
124 
> MX-5s step-sister, seemingly intent on
undermining said darling hairdressers star turn
with its punchier 1.4 turbo blow-dryer. Awkward
style, for an Italian > VERDICT To drive, this is the
MX-5 youve been waiting for
PANDA 
> Spacious city car with squircle obsession,
as roly-poly as blobby looks suggest. Two-pot
TwinAir willing but thirsty > VERDICT VW Up
costs less, drives better and is nicer inside
500/C 
> Delicate job, modernising a retro cash cow.
Fiats approach pairs a korma-grade facelift with
updated tech and even more colour palette
kitsch > VERDICT T Fashion victims rejoice! The
cupholders actually work now
500L/MPW 
> Bloated supermini-sized people carriers,
desperately attempting to cash in on city cars
chic. Seldom has the point been so massively
missed > VERDICT T In-car coffee machine
option the only purchase excuse
500X 
> Compact crossover is the Arnold
Schwarzenegger of the 500 range steroidal
and somewhat limited in its range of abilities,
but actually rather likeable > VERDICT
T Worthy
Nissan Juke alternative works the 500 thing
 FIAT > McLAREN
surprisingly well
PUNTO 
> Been facelifted more times than Joan Rivers
but is somehow still alive. Now reduced to bare-
bones range and budget price. We still wouldnt
> VERDICT You might be tempted. Dont be
QUBO/DOBLO 
> Postman Pats wheels? Dont be daft,
Pats retired to the Caribbean and is living off
the royalties. Drives a red Bentley
> VERDICT T Van-based MPVs. Practicality
first, people second
FORD
KA+ 
> Hits the city car target bang-on by being the
complete opposite of the old Ka (good to drive,
decently spacious), but misses by being less
sexy than Borat. And Plus? Plus what?
> VERDICT Ahead of its time, and in danger of
being overshadowed by newer arrivals, but still
pretty good as far as it goes
B-MAX 
> B-pillar-free Fiesta-based mini MPV gets rear
sliding doors for maximum practicality but not
the sliding rear seats of some rivals. Firm ride
> VERDICT T Buy with a 1.0 EcoBoost triple and
Zetec trim for maximum school-run fun
FIESTA 
> Britains best loved car hardly looks any
different to predecessor but its still a peach to
drive and now has an interior design that isnt
from the dark ages, even if material quality is still
a bit iffy. ST-Line suitably sporty but Vignale too
expensive to justify > VERDICT You can thank
the heavens they havent ruined it
FIESTA ST/ST200 
> Bargain banzai hot hatch shreds that
REPLACED
tricky gyratory complex with style to
SOON
spare thanks to torque vectoring voodoo.
ST200 costs 5k more than base; misses
point spectacularly (if not the apex). Softer
suspension now > VERDICT This is the one that
you want
FOCUS HATCH/ESTATE 
> The Focus shows Fords chassis engineers
know their stuff > VERDICTT Great to drive but
the VW Golf is a more polished destination for
your dough
FOCUS ST/RS 
> Chip-controlled 4wd RS is an overclocked
345bhp mix of outrageous drift angles and
limpet traction. And we used to think the
fwd ST was impressive > VERDICT T In bhp/
stakes, both are mega value. But only the RS
does donuts
MONDEO HATCH/ESTATE 
> Delayed so long dealers must be doing
MoTs and PDIs at the same time. Huge space
and you can even have the plucky little 1.0
EcoBoost engine > VERDICT T Everybody wants
them new-fangled SUVs these days, but this is a
great family car
KUGA 
> Otherwise likeable Kuga crossover gets an
angry face, semi-sporty ST-Line version and
better cabin, thank heavens. The best-handling
mid-sized crossover, but thats not saying much
> VERDICT T If you really must
EDGE 
> Stupidest Ford name since Maverick, but looks
good and drives like a Ford a big ponderous
148 CARMAGA ZINE.CO.UK | October 2017
The home for all your car maintenance and ownership needs
Ford, hamstrung by 2.0 diesels and slower than
continental drift > VERDICT Comfy, refined,
irrelevant amid premium rivals
ECOSPORT 
> Desperate B-segment SUV had most of its
undercarriage chucked away, improved to
the point where it feels vaguely like the
nine-year-old Fiesta its based on. Interior
should be donated to the British Museum
> VERDICT T Thinking of buying one? Have a
word with yourself
C-MAX/GRAND C-MAX 
> More a roomier Focus than full-blown MPV,
C-Max delivers driving pleasure to blot out
family pain. Seven-seat Grand version gets rear
sliding doors > VERDICT Rivals are roomier, but
none is better to drive
S-MAX 
> Exploits latest Mondeos undercrackers
to full effect. Pricey, but still the best of the
seven-seaters to drive. Toys include electric
everything and speed-correcting cruise control
> VERDICT T Harder to beat than FC Barcelona
MUSTANG 
> GI Henrys finally been posted to Europe and
hes cutting in on the TTs dance. At last gets
multi-link rear end, but rear space could be better
> VERDICT T EcoBoost 4-cyl torquey but tedious;
its the V8 you want, if not its 18mpg thirst
GALAXY 
> Goose to the S-Maxs Maverick, new Galaxy
is based on the same Mondeo-derived
platform. Just as high-tech, but more spacious
> VERDICT T Great if you need a big seven-seater
as it fits adults in all rows with no human rights
violations
GT 
> A very expensive hardcore supercar from
Detroit that proves a global mega-seller can
still cut it against Ferrari when it wants to.
EcoBoost V6 is hugely fast if devoid of character
> VERDICT T Race car for the road translates into
brilliant fun but a bit coarse
GINETTA
G40 
> Pint-sized road-legal racer. Two models:
G40R (civilised version, with carpets) and
GRDC (actually a race car with number plates)
> VERDICT T Tiny, twitchy and top fun. Pick the
35k GRDC and get free entry to race series
HONDA
JAZZ 
> Brilliantly packaged supermini with typical
genius mismatch of brain and social skills.
Ordinary performance, more refined than
before > VERDICT T If a Skoda Fabia had seats
this smart, other superminis would call it a day
CIVIC 
> The might of Hondas engineering prowess
delivers more space, clever new engines
and an exterior that looks like it was drawn on a
bus on the way into school > VERDICT T Easy to
admire, loving requires recreational drugs
CIVIC TYPE R 
> Styling will make most onlookers recoil in
horror but its many angles hide a much more
well-rounded hot hatch than ever before.
Driving one day to day much easier now but its
speed and agility can still take your head off >
VERDICT T All the ills of the old FK2 have been
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resolved; its fast, practical, agile and easy to
live with
HR-V 
> It took Honda 10 years to build a second HR-V,
and youre left wondering why they bothered.
Almost wilfully generic > VERDICT Platforms
magic packaging the only saving grace
CR-V 
> Roomy but unremarkable SUV with a choice
of two- or four-wheel drive. Unlike most Hondas
wont need ear defenders to drown out road
noise > VERDICT T Ford Kuga has the chassis,
Nissan Qashqai has the style, but neither is as
practical as a CR-V
NSX 
> Weve blown all our development cash on an
insanely complex hybrid drivetrain. Do you think
anyone will notice if we fit an interior from a
Civic? > VERDICT Like a 918 for half a mil less
mind-blowing to drive, crap to sit in
HYUNDAI
i10 
> Five-door city car that balances mature driving
experience with strong value even if its not as
cheap as it was. Five-year warranty, too
> VERDICT Basic motoring done not just well
but with a dash of style. Mid-spec 1.0 our choice
i20 HATC
HATCH/COUPE/ACTIVE

> Update adds Active crossover to 5dr hatch
and 3dr coupe; suitable for somnambulant
warranty fiends only. Turbo triple lumpy
> VERDICT T Fur-lined tartan slippers, Horlicks
and early to bed; repeat
i30 HATCH/TOURER 
> Where the current crop of Hyundais got
serious which means its now in need of a
facelift as the mainstream moves ahead again
> VERDICT T Tries hard but lacks imagination
i40 SALOON/TOURER 
> Vast Mondeo rival with huge boot and lots of
kit. Facelift resembles a lizard with an Audi grille
for a mouth > VERDICT T Nearly-but-not-quite
mainstream alternative plays value card well
iX20 
> Compact MPV and Kia Vengas ugly
step-sister; roomy but ultimately forgettable
> VERDICT Sorry, what were we talking about?
TUCSON 
> Promising initial impressions of shiny-looking
ix35 replacement tarnish quickly: its dull to
drive, duller inside and poorly refined
> VERDICT T We had high hopes. Someone get
the Tucson a stepladder
SANTA FE 
> Biggish SUV has always led Hyundais
assault on the European market from the front.
Comfortable, self-assured and easy to live with
> VERDICT T A Hyundai you can choose without
shame. Looks fresher than Waitrose parsnips
i800 
> Massive van-based people carrier thatll seat
eight and still have space for their luggage. Ideal
for part-time airport minicabbers > VERDICT T It
is what it is: a van with seats in. But its a nice van
GENESIS 
> Luxury saloon hamstrung by unsuitable petrol
engine and they-must-be-joking price tag
> VERDICT T Start of Hyundais move upmarket.
Well, it worked out well for Infiniti. Oh, wait
IONIQ 
> Korean take on the Prius minus Gwyneth
Paltrow smugness and drawn-in-the-dark
exterior. Hybrid, EV or upcoming PHEV
theyre offering a version for all shades of
greenie > VERDICT Challenges neither pulse
nor helmsmanship
INFINITI
Q30 
> Its an A-Class in an alternative frock a
slow A-Class at that. Suspension and seats
comfy, just dont look too closely at the dash
> VERDICT T The fat goth of the premium
hatchback segment
Q50 
> US-market, Japanese premium product thats
mostly forgettable. Sport Tech model has
stonking V6, though > VERDICT T The hot one is a
surprise but its not a car that will worry BMW or
Merc any time soon
Q60 
> Shapely coupe has quirkiness in spades. Tech
overkill includes slightly odd drive-by-wire
steering while porky weight dulls performance
> VERDICT T Capable and direct, but those words
dont scream fun, do they?
Q70 
> Does it look like a rubbish Maser QP, or a
slightly cooler Daewoo Leganza? Either way its
a novelty act without the novelty
> VERDICT Worth considering over a 5-series,
but only if Harald Quandt ran off with your wife
QX50 
> Blandly styled EX crossover got a new badge
but precious few new fans. Well equipped, but
costly to run and not that great to drive
> VERDICT T Nothing to see here, people, move on
to your local BMW dealer and its excellent X3
QX70
> Striking jumbo jeep comes with more kit than
a Knight Riderr convention but the lavish cabin is
too small and the fuel and tax bills anything but
> VERDICT T Taxi for Infiniti! Porsches Cayenne
has this one covered, old timer
JAGUAR
XE 
> Straight-bat styling hides exotic aluminium
chassis and class-leading handling. Bit tight on
space, though, and engines not a high point
> VERDICT T Rivals are better packaged but this is
the drivers car in the class and a proper little Jag
XF 
> Second-gen XF now 75% aluminium, looks
like an over-inflated XE; bigger inside, smaller
outside, still a great steer > VERDICT Diddy
diesels moo more than a dairy; insert your own
joke about cats and cream
XJ 
> Questionable styling but unquestionably
excellent steer although passengers may
mutiny. Interior looks lux but lacks intelligence,
even with latest infotainment > VERDICT
Hollywood baddies limo of choice. Flawed
XJR 
> Absurdly track-ready limo builds on already
ballistic XJ Supersport, but bumps power up to
543bhp and tightens chassis at expense of ride
> VERDICT More rare-groove than Elviss first
acetate, but spectacular if youre up front

F-TYPE
F TYPE C
COUPE/ROADSTER

> Posh paupers Aston sounds superb, goes well
too. Forget basic V6 and choose from V6S and
mental V8S. Now with manual and 4wd options
> VERDICT T So nearly sublime, but Cayman/
Boxster duo cost less, entertain more
F-TYPE R 
> Supercharged 543bhp almost too much fun in
rear-wheel-drive form (but still less knife-edge
than V8S); 4wd available if youve left bravery
pills at home > VERDICTT All this drama or an
ordinary 911? Tough choice
F-TYPE SVR 
> JLRs SVO black ops division delivers a 567bhp
all-wheel-drive F-type that goes and sounds
like an elephant on MDMA > VERDICT T Quilted
leather and 200mph but terrible hi-fi for a car
that costs twice the entry V6
F-PACE 
> Jags first SUV is a road-biased Macan
botherer. Built light to be nimble, body control
brilliance and pokey engines prove family DNA
> VERDICT T Macan remains most sporting choice,
but more rounded F-Pace has plenty of bite
JEEP
RENEGADE 
> Strange but true: junior Jeep is built in Italy
alongside Fiat 500X that donates its platform.
Even stranger: its not terrible > VERDICT T Only
the top Trailhawk cuts it in the rough
COMPASS 
> Another Qashqai rival that misses the mark.
Still, looks imposing and Mopar-inspired
Trailhawk model very good in the rough
stuff, but smaller Renegade more charming >
VERDICT T Almost as forgettable as the previous
Compass
CHEROKEE 
> Gimlet-eyed Discovery Sport rival looks like
the banjo-playing inbred from Deliverance.
Despite generous kit, wed leave it on the porch
> VERDICT T Feels too cheap to be premium, too
pricey/ugly to beat Qashqai
GRAND CHEROKEE 
> Proper off-road credentials backed up by
sensible running costs, but feels cheap.
Ludicrous SRT8 version demolishes 62mph in
five dead > VERDICT T Makes sense at $30k in the
US, but doesnt drive or feel like a premium car
WRANGLER 
> Incredible off-road, and better than a Defender
on it, but thats like saying Pol Pot was more
benevolent than Stalin > VERDICT T When North
Korea nukes us, this cold war cast-off will be all
thats left moving
KONIGSEGG
AGERA 
> Evolution of Lex Luthors original CC8S
supercar features carbonfibre wheels and twin-
turbo 5.0 V8. R version even runs on E85 biofuel
> VERDICT T Yahoo! Yin to Volvos yang keeps
Swedens car output balanced
KIA
PICANTO 
> Now has an angry face and theres a feisty turbo
triple. GT Lines amped-up looks might make you
think it needs rehab for steroid ad
addiction
> VERDICT T Accomplished; avoid base 1.0
RIO 
> Long on space, short on enjoyment, life with
a Rio is no carnival. Diesel refinement will have
you driving to a favela in the hope of a carjacking
> VERDICT White-goods car gets the basics
right but there are many better rivals
CEED
CEE D HA
HATCH/SW/PRO_CEED

> Good-looking Korean Golf wannabe is big on
equipment and not bad to drive. Ceed is five-
door, Pro_ceed gets three, SW is the wagon
> VERDICT T Recent update brings new
downsized turbo engines. Europe still ahead. Just
SOUL 
> Improved second-gen chunky spunky SUV
better to drive but ride and noise suppression
poor. Petrol version rubbish, but much cheaper
> VERDICT A Korean with character but other
SUVs are more rounded (in both senses)
OPTIMA 
> Sexless Mondeo clone cobbles together
some mojo via the addition of sharp-suited
Sportswagon and a plug-in hybrid > VERDICT T All
the car youll ever need, but not the car you want
VENGA 
> Weird sit-up supermini-cum-MPV packs Focus
space into near-city-car dimensions. Hard to get
comfy though. 1.4 petrol best > VERDICT T Too
pricey and too ordinary to drive for us to care
CARENS 
> Big, versatile, value-packed seven-seater. Go
diesel 1.6 petrol is wheezier than emphysema-
riddled asthmatic with a punctured lung
> VERDICT T For all its pseudo-premium Euro
aspirations, this is the stuff Kia still does best
SPORTAGE 
> All-new, all-turbo SUV truly handles and rides
but somehow a picture of Mr Potato Heads
face got mixed up with the final blueprints, and
before they knew it > VERDICT T Improved in
every way. Except to look at
SORENTO 
> Ambitious new flagship SUV reckons its a real BEST IN
CLASS perfectly acceptable, supercharged V8
Land Rover rival. Now bigger than ever, and so is
the price: up to 40k. Only engine is a 2.2 diesel
> VERDICT T Impressive, but lacks the badge and
performance of genuine premium off-roaders
KTM
X-BOW 
> 22nd century Ariel Atom from Austrias barmy
motorbike maker mixes carbon construction
with hardy Audi turbod 2.0 four > VERDICTT Big
money, big grins, but single-seat BAC Mono
gives more race car-like experience
LAMBORGHINI
HURACAN 
> Way more accomplished Gallardo successor,
twinned with new R8. Dual-clutch gearbox
mandatory, 602bhp V10 flicks Vs at turbos
> VERDICT Beats 488 for aural and visual thrills
but nothing else. So well have the Spyder. On
me head, sun!
AVENTADOR S 
> Aventador hits the sweet spot: old enough to
sort the gripes from new and young enough
to not yet be the subject of 31 run-out limited
editions. Semi life-affirming > VERDICT T Pose to
talent ratio heading in right direction
AVENTADOR/SV 
> The F12 may be better in every respect, but
this is what a supercar should look like. Limited-
run Aventador SV closes that gap with shocking
power and agility > VERDICT SV is the one
to have. Sub-7min Ring lap makes the hybrid
hypercar crew look stupidly expensive
LAND ROVER
DISCOVERY SPORT 
> Educated, professional luxury SUV
desperately seeking decent diesel engine.
Ingenium replied. Happy ever after? > VERDICT
Comfy silence a promising start. Well know its
love when they get the interior decorators in
DISCOVERY 
> Gen-5 Disco can climb mountains and social
strata with equal equanimity; this is Land Rover
in the 21st Century. Worryingly close to Range
Rover, slightly frustrating engine choice
> VERDICT The best seven-seat party wagon
money can buy
RANGE ROVER EVOQUE 
> Definitive posh mums SUV, now also available
as convertible. Well, that was one way to resolve
the classy interiors claustrophobia-triggering
tendencies. Ingenium engines commendably
hushed > VERDICT T Pricey, but perfectly pitched
RANGE ROVER VELAR 
> Sport-lite or Evoque-plus? Either way, Land
NEW
ENTRY Rovers centrally placed SUV is handsome,
capable off-road, well-finished and worthy of
its name. > VERDICT The new benchmark Range
Rover
RANGE ROVER SPORT 
> As luxurious as a Rangie, as practical as a
Disco, better looking than an Evoque and
could follow a Defender cross country. Add in
impressive handling and ballistic SVR and diesel
versions > VERDICT T Nobody likes a show-off
RANGE ROVER 
> A benchmark in luxury SUVs. V6 diesel
petrol hilarious > VERDICT
T The perfect car
for smuggling cash to Switzerland, skiing, turning
up at a ball, game shooting and being smug
LEXUS
CT 
> Pig-ugly premium Prius a bizarre mix of
STEER
CLEAR decent handling, woeful performance and a
ride so poor it makes a black cab feel like an
S-Class > VERDICTT Wouldnt merit a single sale if
company car tax bills were less CO2-focused
IS 
> Sharp-suited, well-specced 3-series rival
finally gets decent rear space. Good chassis,
but 250 V6 irrelevant, and frugal hybrid hobbled
by nasty CVT > VERDICT T So close. Give this a
proper auto box and it would be right up there
GS/GSF 
> Twin-pronged petrol hybrid cooking range
now spiced up by GSF 5.0 V8. Lack of turbos
admirable but like hunting M5 bear with a
peashooter > VERDICT 300h makes company
car sense, wilfully different GSF good fun
LS 
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October 2017 | CARMAGA ZINE.CO.UK 149
> Monstrously expensive but so refined it
REPLACED
makes
k a lib
library ffeell lik
like a sound-off
d ff contest
SOON
(which the Mark Levinson hi-fi would win)
> VERDICT
T Built for those in the back, where the
S-Class makes every seat count
NX 
> Trumps Audi Q5 with a fabulous interior and
arrest-me (for persecuting curves) exterior
design. Fwd or 4wd with electric motor at rear
> VERDICTT Doesnt work as a drivers car, so take
the NX300h hybrid over faster, costlier NX200t
RX 
> Looks like Lord Vaders helmet with wheels on,
but interior opulence and general tranquillity
make up for idiosyncratic infotainment issues
> VERDICT Build quality and refinement to save
the galaxy, even if the hybrid tech wont
RC/RCF 
> RCFs old-school unblown V8 completes
charismatic package that shocked M4 in our
Giant Test. Elegance of regular range cant
overcome lack of diesel option > VERDICT
Deserve more success than theyll likely get
LC500 
> A serious sports car from the most serious
of car makers gets clever hybrid or tasty V8,
10-speed automatic and less bovine acoustics.
Its even quite sexy > VERDICTT Its no longer the
Japanese Mercedes
LOTUS
ELISE 
> Reminds just how connected cars used to be.
Slothful base 1.6 reminds how they used to go,
too, so pick 1.8. Alfa 4C is a pricey, pale imitation
> VERDICT T Still sensational, but a 10-year-old
example does the same job for half the price
EXIGE 
> Gym-bunny Elise with supercharged V6 retains
beautifully connected unassisted steering.
Superb new 350 Sport turns up the wick
> VERDICT T The Lotus our tyre-frying Ben Barry
would buy. Make of that what you will
EVORA 400 
> Thoroughly refreshed Evora loses its looks
but gains easier access and thumping
supercharged 400bhp > VERDICT T The chassis
and steering are Lotus at its sparkling best.
Sublime, but youll still buy a Cayman
McLAREN
540C 
> The worlds first decontented supercar is still
worth donating a ball to put on your driveway.
Entry-level doesnt get any better > VERDICT
Ron could do worse as a leaving present
570S/570GT 
> Base McLaren ditches carbon body and
super-trick suspension, but keeps carbon
MonoCell and twin-turbo 3.8-litre V8. Now
available with glass hatchback, too > VERDICT S
and GT performance near identical; both make
911 Turbo S feel too normal
720S 
> If you can forgive the hatchet wound headlights,
Big Macs 650S replacement turns the wick up
and is measurably better in every way than a
488. Maranello wont be pleased > VERDICT
Obscenely fast and engaging we just wish it
was louder
675LT 
McLAREN > NISSAN
> What happens when you upgrade 33% of the
650S? Absolute bloody magic. The result is
666bhp, stiffer suspension, faster gearshifts,
quicker steering and lighter by 100kg. Whatever
deal Wokings done with the devil, its worked
> VERDICTT This is the McLaren youve been
looking for
P1 #####
> 1m hybrid hypercar with aero straight from
McLarens F1 brains. All sold, and if you havent
got one you cant have track-only GTR either
> VERDICT T Astounding, but LaFerrari feels
more special (as it should for 400k more)
MASERATI
GHIBLI #####
> The small exec you wish you owned still
drives great, still looks the business, still doesnt
have the four-cylinder diesel that will get it on
your shopping list. A shame > VERDICT An
alcohol-free Quattroporte
QUATTROPORTE GTS #####
> Because Ferrari doesnt do saloons you can
have a brilliant blend of Maranello turbo V8
wrapped in some gracefully ageing Maserati
bits. Remains the coolest four-door car money
can buy > VERDICT T It wont let you in unless
youre in a suit or chinos
GRAN TURISMO/GRAN
TURISMO/
CABRIO #####
> Four genuine seats a rarity in this class, but fill
them and youll regret choosing the weedy 4.2
over the 4.7 at the first sniff of a hill > VERDICT
Podgy, pretty, practical GT for folk who hate
four-door faux coupes. And luggage
GT MC STRADALE #####
> Defies hulking 1770kg mass (and thats after
a 110kg diet) and modest 444bhp to deliver an
engaging driving experience. Epic noise
> VERDICT T Massively underrated. A GT3 for
an Italian lothario with a Ring season pass
LEVANTE #####
> Maseratis long-awaited SUV is better than the
Ghibli. And the UK is getting petrol, after initially
being threatened with diesel-only line-up
> VERDICT T Far from flawless but itll show you
a good time
MAZDA
2 #####
> Shot-in-the-arm supermini packs good value,
handling and looks, leaving sweatmarks on
the shirts of the VW Polo marketing team
> VERDICT T Under-radar Fiesta threatener
gatecrashes the top table
3 HATCH/SALOON/ESTATE #####
> Another left-field, right-on Mazda thats great
to drive and cheap to run. You like shifting
gears? Youll love the 118bhp unblown 1.5. If
not, go diesel > VERDICT Dont buy a family
hatchback until youve tried one. Oh, a Golf?
Apart from that
5 #####
> Ancient off-the-pace MPV that looks like
its been side-swiped by a kamikaze dispatch
rider. Roomy and reasonably good to drive, but
just no! > VERDICTT Large n loaded but there
are too many fresher rivals to warrant wasting
your wedge
6 SALOON/TOURER #####
> Boss wont let you have a BMW 3-series?
Double your digit and try this impressive
alternative. Handles well but rides like the tyres
have DTs > VERDICT T Swoopily styled, tax
friendly, entertaining alternative to po-faced
VW Passat
CX-3 #####
> Late arrival to the compact crossover party,
but worth a look thanks to smart, premium
cabin and crisp, engaging drive. Pity about
the firm ride > VERDICT T Pricey, but better than
most and well equipped. Ideal MX-5 social life
support truck
CX-5 #####
> How an SUV should drive. Better than ever, still
unfairly ignored over inferior rivals but youve
only yourselves to blame > VERDICT T Its the
closest youll ever get to a five-seat MX-5
150 CARMAGA ZINE.CO.UK | October 2017
MX-5 #####
> Shorter than the 89 original, and in real terms
half the price. 1.5 sweet but a little slow; 158bhp
2.0 quicker but charismatically challenged
> VERDICT T Brilliantly uncomplicated budget
sports car. Dink the GTI for this
MX-5 RF #####
> When a folding fabric roof above your head is
just too common to contemplate, pay more for
the heavier and more complicated RF and never
fold the bloody roof down anyway
> VERDICT T Right car in the wrong spec, you
doughnut
MERCEDES
A-CLASS #####
> In the manner of a stale donut nuked in the
microwave, midlife refresh has softened the
A-Class, but its still a little tasteless > VERDICT
Expensive, cramped and crass inside A3 and
1-series do it better
A45 AMG #####
> Mad turbo four-pot now makes 367bhp and
350lb ft. Goes like a banker who knows the
game is up; almost as expensive > VERDICT
Four-wheel drive is not enough. Option the
Dynamic Plus pack with LSD as well
B-CLASS #####
> Posh MPV big brother to the A-Class misses
out on the looks and the charisma, but is far
more homely and just as technically savvy
> VERDICT T So boring the BMW 2-series Active
Tourer actually begins to make sense
CLA SALOON/SHOOTING
SAL BRAKE
#####
> CLS clone based on the A-Class, now
FACELIFT with swoopy Shooting Brake estate. Lacks
SOON
gravitas of former and sex appeal of latter
> VERDICT T Just because you can make
something smaller doesnt mean you should
C-CLASS
C CLASS SALOON/ESTATE
#####
> Latest C impresses with mini-S-Class looks
and almost all the same on-board tech. Denies
muttering it wishes the 3-series would drop
dead > VERDICT T BMW still better to drive, but if
you want a relaxing techno cocoon, this is it
C-CLASS COUPE #####
> All-new sexpot version of latest C-Class (no
shrinking violet itself) now 10cm longer and
available with air suspension. Still tight in the
back > VERDICT Much more of an event than
the 4-series, but new A5 right back in the game
C63 AMG #####
> Sounds madder than ever despite switch to
bi-turbo 4.0 V8; coupe gets unique 12-link rear
suspension for sharper responses > VERDICT
Saloon, estate or coupe, you get mega traction
and one of the best turbo engines ever
E-CLASS SALOON/ESTATE #####
> It may look like a fat C-Class but this techno
tour-de-force thinks it can drive better than you.
Exceptional interior out-luxes all comers
> VERDICT T New 4-cyl diesel so smooth it churns
motorway miles into butter
E-CLASS COUPE #####
> Swish, clever and satisfyingly capable, as long
as theres six cylinders up front. Like coupes
used to be before everyone decided they needed
to be Ring-meisters > VERDICT T Middle age has
never been so appealing
AMG E63 #####
> Only AMG would offer the E63 with an
all-wheel-drive system that you can switch off
in Drift Mode. Which is exactly why you should
buy one, and possibly open an account at Kwik
Fit > VERDICTT Go S or go home
CLS/SHOOTING BRAKE #####
> The word coupaloon is banned from these
pages. Which is fine, because were all slightly in
love with the glamorous Shooting Brake
> VERDICT T Second-gen version of the original
four-door coupe continues to lead the pack
S-CLASS #####
> Enormously technically accomplished, with
camera-guided ride quality and stacks of safety
kit. Maybach and Pullman variants immensely
flash > VERDICT Makes 7-series/A8 seem like
toys. Captains of industry should insist on it
S-CLASS
S CLASS COUPE/CABRIOLET
#####
> Over 5m of barking mad indulgence; Coupe
carries it off like Errol Flynn on a bender but, like
a model-turned-MP, will regret going topless
> VERDICT T Howard Hughes would approve, but
he went crazy in the end
S63/S65 AMG #####
> Twin-turbo 577bhp V8 and 621bhp V12 S-Class
variants, because being richer than the world
isnt enough and you need to out-drag it, too
> VERDICT T S63 V8 is bonkers, S65 V12 utterly
certifiable. Does your chauffeur deserve it?
GLA #####
> Confused A-Class on stilts with lifestyle
pretensions and unnecessary surplus of interior
air vents. GLA45 AMG simply unnecessary
> VERDICT T An A-Class for the bewildered.
Maybe you thought you were ordering a GLC?
GLC #####
> GLK replacement project, now available in
right-hand drive. Sounds like you shouldnt care,
but the interior might just make you moist
> VERDICT T Rivals are cheaper, better to drive
GLC makes you feel special inside
G-CLASS #####
> Cold War relic thats so solidly built it could
ram raid a bank vault. Obscene special editions
a growing literally Mercedes obsession
> VERDICT You shouldnt want one, but Will
outlast any Defender. And possibly the planet
GLE/GLE COUPE #####
> Rebadged M-Class is heavy, ponderous and
depressingly cheap inside. Plug-in hybrid plays
the tech card, new Coupe an alternative to X6
> VERDICT T As you were: its perfectly adequate
in a class dominated by the outstanding
GLS #####
> Luxo-monster seven-seater lacks Range
Rover panache but its comfy, refined and the
infotainment doesnt come from Poundland
> VERDICT Active anti-roll essential, but
otherwise its a brilliant bus
SLC #####
> Buy the SLC43 AMG and its like an uglier but
cheaper F-type with a nicer interior. Buy any other
SLC and youve lost your mind > VERDICT T Come
back 718 Boxster, all is forgiven
SL #####
> The plastic surgeon was worth every penny:
post-facelift SL is far more MILF than Morph.
Turning up the sporty makes the most of the
super stiff structure, too > VERDICT T Think twice
about that Ferrari California. No, seriously
AMG GT #####
> SLS replacement is smaller (just), cheaper
(considerably) and blessed with a 4.0-litre
twin-turbo V8 > VERDICT Its got the muscle
but maybe not the finesse
AMG GT C ROADSTER #####
> Roadster delivers extra buzz without massive
compromise, at massive expense > VERDICT
Current GT sweet spot, for five minutes at least
MG
MG3 #####
> Tough-looking, spacious supermini has
handling that lives up to the promise of that
badge. As does the woeful build, crap engine
and concrete ride > VERDICT T The Chinese are
coming! But so far theyve only got to Tajikistan
GS #####
> Spacious, duck-faced SUV hamstrung by
coarse 1.5 turbo petrol, shonky gearboxes
and shoddy interior. Handles okay, if you can
hack the firm ride > VERDICT Cheap, but not
sufficiently so. Dacia will sleep well tonight
MINI
HATCH/CONVERTIBLE #####
> Bigger and less charming, but lovely engines
are smooth and peppy, while ride has improved
without ruining handling. Five-door in danger of
being practical > VERDICT T Better than ever to
own, even if you love it a little less
COOPER S/JCW #####
> Up-sized BMW 2.0-litre four-pot-powered
228bhp JCW most powerful Mini ever. Terrific
turboed fun, if a tad overwrought and synthetic
> VERDICT Beware the cost of the options list
CLUBMAN #####
> Replace circus-freakery of old one with full
complement of portals, add longer wheelbase,
bigger boot; now bake > VERDICT T Loaf-alike
maxi-Mini freshness, the grown-ups choice
COUNTRYMAN/PACEMAN #####
> Countryman has been replaced for 2017, but
the three-door Paceman is still spun off the
old, far inferior, Countryman > VERDICTT Vastly
improved Countryman now a strong SUV
MITSUBISHI
MIRAGE #####
> Facelift cant hide the Mirages catastrophic
lack of style or charm. As well suited to the small
car segment as a Sopwith Camel is to executive
short-haul flights > VERDICT Want your kids to
stay off the roads? Buy them one
ASX #####
> Box-ticking small SUV gets a by-the-numbers
facelift, leaving you with a car that feels like it
was designed on a spreadsheet. At least its
relatively cheap and well kitted > VERDICT T Best
bought on the internet
ECLIPSE CROSS #####
> The last of the old Mitsubishis or the first of
the new Renault-Nissan ones? Off-road ability
says former, but cushy ride and renewed interior
quality says latter. Hmm > VERDICT T Petrol-
CVT combo will irritate enthusiasts but its
civilised and looks sharp
SHOGUN #####
> Great-value old-school workhorse for those
whose workplace is covered in mud, oil or bomb
craters. Big, noisy diesel, chunky underpinnings
and reliable, with hose-down cabin > VERDICT
If you dont think you need this car, you dont
need this car
OUTLANDER #####
> Mid-life overhaul brings sleeker looks and
lifts cabin ambience by miles. Diesel still a bit
of a tractor but PHEV comfy and refined
> VERDICT T The UKs best-selling plug-in hybrid
finally makes sense
MORGAN
3-WHEELER #####
> As comfortable as riding over Niagara Falls in a
barrel and equally sane. Not as quick as it feels,
but quick enough for a three-wheeler on bike
tyres > VERDICTT Brilliant Caterham alternative
without the macho trackday posturing
AERO #####
> Drop-top was first of the new-era Morgans and
goes it alone since Aero Supersports, Coupe and
Squiffy Perkins bought it at the Somme
> VERDICT Two worlds collide. And with 367bhp
they may not be the only ones doing the colliding
PLUS 4/F
4/FOUR FOUR/ROADSTER
#####
> Entry-level Mog still with traditional ash frame
and traditional (ie, awful) dynamics. Four-seat
4/4 is surprise eco champ: 44mpg > VERDICT
Cheap, considering the craftsmanship, even at
33k, but if you want an old car, buy one!
PLUS 8 #####
> Dont be fooled by tally-ho styling, 8 is built
on modern bonded and riveted Aero chassis.
Fidgety like a child with worms > VERDICT
Classic Morgan style, modern BMW V8 poke,
manners like a five-term Borstal veteran
NISSAN
MICRA #####
> So much better than the old car, new Micra is
on Wikipedia right now deleting all mention of
its predecessor. Proves that a car designed by
Europeans will appeal to Europeans, amazingly
> VERDICT T Wheeled redemption, at least until
the next Polo/Ibiza turns up
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NISSAN > TOYOTA The home for all your car maintenance and ownership needs

JUKE  2008 

> Mould-breaking compact crossover; you
think it would look like that if the mould hadnt
> Welly-wearing 208 gets a facelift which hits
on the idea of actually resembling an SUV, and SPEC EXPERT
BUILD THE PERFECT
broken? Cheap interior and so-so dynamics at a stroke makes a decent car more credible
belie the hype > VERDICT Does it still count as > VERDICT T Not so much leaping on the SUV
different if everybodys got one? bandwagon as hitching a ride but its an
NOTE 
attractive hitchhiker
FORD FIESTA
> Like a Honda Jazz with middle-age spread, 3008  Fords product boffins have helped us create the ultimate sporty
this is a small, practical MPV-hatch with limited > Tell friends youve bought one and theyll laugh Fiesta to tide us over until the hot ST arrives
aspirations of greatness > VERDICT An automotive until they see it. Sharp to look at, surprisingly
cardigan: deeply uncool but good at what it does good fun to drive and not too weird > VERDICT
Just make it absolutely clear youve not bought
LEAF  the old one
> Gawky looking EV pioneer now with 20% extra We got in touch with Fords To reach peak sportiness,
range. Updated interior even more like a Star 5008  marketing team to help us Ford chose Magnetic
k shuttle, and not in a good way > VERDICT
Trek > If youve just read the 3008 entry you can spec the perfect Fiesta, and metallic paint (495) and
BMW i3 far funkier, Renault Zoe far cheaper, skip on down. Edgy design inside and out hides boy did they deliver. Our car added the larger 18-inch
internal combustion still superior. Beam us up genuine practicality and in the 5008, seven
seats. Rejoice as Peugeot demonstrates they
is a Fiesta ST-Line X with the machine-finished alloys
PULSAR  really have got their act together 1.0-litre 123bhp EcoBoost (550). To help you waltz
> So dull it can only be explained by a > VERDICT T Annoy the Germans and buy French petrol, linked to a six-speed into your new supermini
conspiracy theory claiming it owes its entire manual box. Fords team like a pro, weve got the
existence to a long-range Qashqai sales-boost PORSCHE also chose a three-door KeyFree system (300), and
strategy > VERDICT T Buy a Focus. Or a Golf. Or a
Ceed. Or an Auris. Okay, maybe not an Auris
model, as its one of the few Fords pop-out door edge
718 BOXSTER  remaining superminis to protectors (85) help stop
QASHQAI  > The turbo revolution continues as Boxster bins offer that body style, and dings in car parks.
> Second-gen crossover carries on exactly the six for a brace of faster forced-induction the Fiestas creases are said Running total: 19,425
where the original left off: meandering fours. Updated face now flatter than Brian to be most dynamic and
ominously in the middle lane to the tune of are Harveys > VERDICT T Whole lotta lag; chassis still
we there yet? > VERDICT T Likeable, with a side a stairway to heaven stylish on the three-door
order of resting on its own laurels body.
718 CAYMAN  Starting price: 17,995
X-TRAIL  > Efficiency march means sublime outgoing
> The X-Trail used to be a rough-tough off-roader model ditches choral flat-six for punchy but
apparently designed on an Etch-a-Sketch. industrial turbo four. Gets uglier in the process, Inside, all ST-Line X cars
Now its a Qashqai put through a photocopier still handles like you wish all cars would
at +10% > VERDICT T It still aint exciting. But its > VERDICT T Better by the numbers but... know come with partial leather
probably going to sell a lot better any nice 981s for sale? seats, SYNC 3 nav with
CarPlay and Android Auto,
GT-R  CAYMAN GT4  climate control, traffic sign
> Now with a slightly thicker veneer of luxury > Junior GT3 is first Cayman to get more power
recognition and automatic
(and another 20bhp) but this is still basically than current 911. 380bhp, manual box, LSD and
a morally ambiguous hardcase moments from a grin wider than a Glasgow smile windscreen wipers. For
rage > VERDICT T Drivetrain sounds like a drum kit > VERDICT T Porsche finally admits that the a splash of colour, Ford
falling down the stairs; leaves your brain feeling Cayman and not the 911 is its real sports coupe has added the ST-Line red
much the same interior pack (150). Our
911 
PAGANI > 991.2 may not look much different but
Fiesta also has the Comfort
under the skin lurks a whole new range of Pack (225) that adds heated
turbocharged engines. The most grown-up front seats and steering
HYUARA  911 yet > VERDICT T Rear-engined appeal wheel, while the panoramic
> Spectacular cottage industry supercar with lives on. Proper Turbo now utterly ferocious, roof (600) will help keep Other extras include the
active aero, AMG-built 720bhp twin-turbo V12 Turbo S unhinged
the cabin nice and airy. Driver Assistance Pack
and an interior more decadent than a Roman (200), which includes
orgy > VERDICT T Want one but theyre all sold 911 GT3  Fords B&O premium audio
> Yes, another brilliant 911, but you didnt really system (300) is thrown in, adaptive cruise, pre-collision
PEUGEOT think Porsche would get this one wrong, did too. assist and distance alert.
you? Optional manual box makes car nerds
Running total: 20,700 Ford has also pretty much
everywhere weak at the knees guaranteed an easy life in a
108  > VERDICT T More accessible, more fun and multi-storey, too, as blind-
> Pug-faced city car. Go for 82bhp 1.2: the more GT3-ish than ever
68bhp 1.0 is so slow we were all monkeys when spot monitoring with cross
it set off and it still hasnt hit 60mph 911R  traffic alert (350) has been
> VERDICT T Reasonable no-frills city car but > The 911 that Porsche secretly wants the 911 still ticked, as has a rear-view
boot and rear space tight. Skoda Citigo is better to be. Its an anti-991.2: a non-turbo 4.0 bruiser camera with parking sensors
in retro disguise, with 493bhp and manual box
208  > VERDICT Supple, poised, supreme fun. But
(250).
> Refresh more than just a prettier face as wed still have a Cayman GT4 Total price: 21,500
dynamic update adds handling chops to 208s
interior chic > VERDICT
T Pugs recovered that 918 
VaVaVoom from the back of the sofa. No, wait > Epic 4wd hybrid can waste GTis with 6sec
thats the other lot 0-62mph electric mode, then slay Lambos by
adding 600bhp V8. Superb electric steering,
308 HATCH/SW ESTATE  too > VERDICT T Almost overshadowed in the
> Hushed 308 at its best when eating motorway P1-LaFerrari posturing war, but easily as good
miles, or when youre watching it out of the
window of your Golf. Fiddly touchscreen MACAN 
> VERDICT T Hatch isnt up to scratch, but > Baby Cayenne is even better than dad
roomier SW wagon is worth a look BEST IN and better than the rival Evoque too. Base car
CLASS
with Golf GTI 2.0 makes no sense when S
308 GTi  and S Diesel are pennies more > VERDICT T GT3
> Discreet styling hides playful proclivities; RS for trackdays, Cayman GT4 for weekends, this
LSD keeps things tight up front while fantastic for everything else. Sorted
French chassis delivers lively rear > VERDICT
250 and 270 variants both great, but 270 gets CAYENNE 
more kit and extra power > Porsches cash-cow is a prize German Angus
now, handsome and the best SUV to drive. V6 S
508 SALOON/ESTATE  quick, too quiet, Diesel S dynamite
> Little-seen XL Pug with unconvincing cod > VERDICT T A proper Porker? Turbo Ss sub-8min
German accent. HYbrid4 gets 4wd via 37bhp Nrburgring lap time says yes
leccy motor on rear wheels
> VERDICT T RXH is poor mans Audi Allroad. Rest PANAMERA 
of range is padding on your company car list > The Mk1 was just throat-clearing; this Mk2 is
the opera. Drips with tech, innovation and better
PARTNER TEPEE  dynamics and it looks perfect > VERDICT TA
> Spacious, versatile Tepee so useful it could lesson in making nonsensical niches make
almost be a van. Funny, that. More practical than perfect sense
a regular MPV, drives okay > VERDICT T Make
your own clothes? Live in a yurt? This is for you RADICAL TOTAL PRICE: 21,500
152 CARMAGA ZINE.CO.UK | October 2017

SR3 SL 
> Properly type-approved (street legal) SR3
gets a 300bhp blown Ford 2.0 instead of a
motorcycle engine, a heater and even a 12v
socket. Its almost lavish > VERDICT
T Toned
down for occasional road use but still hairier
than a cave man with hypertrichosis
RXC TURBO 
> Play out those Le Mans fantasies on the
commute with this Peterborough-built Polaris.
Sequential box welcome in town like an EDL
demo > VERDICT When youve outgrown your
Caterhams and 911 GT3s, heres the answer
RENAULT
TWIZY 
> Part electric scooter, part social experiment,
its easy to love the doorless Twizy, especially
on balmy evenings along La Croisette. Grimy
days in Doncaster a tougher ask > VERDICT
Transportation of the future, if its never wet in
the future and you like chatting at traffic lights
ZOE 40 
> Splendid Zoe solves range anxiety by
clever new battery with more power, potentially
induces wealth anxiety instead with 4000
price premium. Unless youre smart and lease it
of course > VERDICT At least you can guarantee
the emissions are genuine
TWINGO 
> Rear-engined rwd runabout isnt as nippy as it
sounds, but is roomy, with clever smartphone
connectivity. More cheeky than sister Smart,
and cheaper > VERDICT T Lower-power version
with 80s F1 Turbo paintjob the way to go
CLIO 
> Welcome return to form for the five-door Clio
with even boggo ones looking handsome, a
well sorted cabin and sprightly driving qualities.
Three-cylinder turbo petrol a (slowish) hoot
> VERDICT T Fiesta more fun, Clio more stylish
CLIO RS 
> Remember when Clio RS was king of the hill?
No? Probably for the best, because even new,
more powerful RS Trophy cant offset awful auto
gearbox > VERDICT T Brings its own Trophy but
still doesnt win. Rumoured RS Wooden Spoon
pure speculation
CAPTUR 
> Its a Clio on stilts but thats not necessarily
a bad thing. No 4x4 pretensions means focus is
on personalisation. Good engines. Its no Juke to
drive > VERDICT T Technicolor clown car if youre
not careful with the spec, otherwise okay
MEGANE 
> All-new French Golf looks like a foie-grased
Clio outside and a low-rent Tesla inside. Is thus
an instant improvement over the old one
> VERDICT T Renaultsport-fettled GT with rear-
wheel steering a keen drive, too. Sacr bleu!
MEGANE RS 
> Continues as the old three-door for now;
REPLACED raucous 2.0 turbo, manual box, awesome
SOON
chassis this a proper, pulse-spiking hot
hatch > VERDICT Buy one before they ruin it like
the latest RS Clio
SCENIC 
> Fourth-generation compact MPV trades the
practicality that made your wife want one for
an exterior sharp enough that youll consider
having more kids, although the stiff ride could
see you arrive too early > VERDICT Console your
manhood with the fact that 20s are standard
KADJAR 
> Nissan may rue the day it left the parts
BEST IN store door Kadjar, as Renaults take on the
CLASS
Qashqai bests the original in every way
> VERDICT Aggressive pricing, smooth ride,
great refinement, squishy seats
KOLEOS 
> A five-seat-only X-Trail that took a gap year
living at a French vineyard and has come back
with an accent, more stylish clothes and an
avant-garde view on life. Faade doesnt hide
its Nissan roots > VERDICT Neither great nor
rubbish cest bof
ROLLS-ROYCE
GHOST 
> A little posher, with more bespoke options to
hide BMW-ness, new gearbox for the V12 and
minor fettling to the metal > VERDICT T Perfectly
built and pitched and more individual. A
Phantom for millionaires not billionaires
WRAITH 
> A 624bhp twin-turbo V12 sporting vehicle
REPLACED that drives like no other. Dismisses distance
SOON
but would never lower itself to squealing
through bends > VERDICT T Whisper it, but Rolls
has produced an amazing drivers car
PHANTOM 
> The best luxury car money can buy, with a
cabin to embarrass a superyacht, opulence to
make Donatella Versace blush (if she could),
and a V12 pulling you along. Not that youll hear
it > VERDICT T Every car on earth starts with
ambitions of being a Phantom
DAWN 
> Wraith with the roof cut off although actually
80% of the exterior panels are new. Best-looking
Roller, it rides like a liner and costs more than
a VW software decision > VERDICT T Nothing
between the stars and the stars
SEAT
ATECA 
> Spanish latecomer to the SUV party gets
the dress code right, isnt the life and soul
but neither will it bore you into leaving early.
Another sangria please! > VERDICT SE, petrol,
Manuel (I am from Barcelona!)
MII 
> Tedious-looking city-box is far less funky than
Renaults Twingo but roomier and good to drive.
You dont look at the mantelpiece, and all that
> VERDICT T VW Up more desirable, pretty Skoda
Citigo cheaper. Siesta time in Seats prod dept?
IBIZA HATCH/SC/ESTATE 
> Angular Spanish supermini nabs A0 platform
before VW, thoroughly grows up in the process.
FR versions irritatingly dont look that sporty any
more > VERDICT T Ibiza by name, but no longer
by nature
IBIZA CUPRA 
> Update to 189bhp 1.8 turbo with manual box
makes this a brilliant budget blast. Great interior,
finessed details, tempting choice > VERDICT
Fiesta ST for thrills, this for everything else
TOLEDO 
> OAP special whose sole interesting
STEER
CLEAR feature is that while it looks like a boring
saloon, its actually a boring hatch! Massive
interior > VERDICT T This and identical Skoda Rapid
duke it out for UKs dullest car. Czech please!
LEON HATCH/ESTATE 
> Mid-life evolution for Leon means new engines
and tech, plus non-surgical facelift. Will still
be shunned for a Golf > VERDICT Eminently
likeable, just by too few buyers
LEON CUPRA 
> Much to the amusement of tyre manufacturers
everywhere, the front-wheel-drive Leon Cupra
now has 290bhp. GTI who? > VERDICT Ballistic,
and best bought with a manual transmission
ALHAMBRA 
> Subtlest of subtle facelifts belies 15%
efficiency improvement. Still a big box with slidey-
doors and seven proper seats; put your family first
for a change > VERDICT T Genetically identical to
the VW Sharan, but nearly 2k less
SKODA
KODIAQ 
> Commendably vast SUV takes the Octavias
approach by bulking out on a shared platform,
but unfortunately doesnt share its dazzling
personality > VERDICT T The most comfortable
place to die a little inside
CITIGO 
> Skodas all but identical version of the VW Up
and Seat Mii. Pick your badge theyre all well was yesterday, so lets call it a day
packaged but too noisy and slow > VERDICT
Cheaper than the Up, but not by much. Hyundai
October 2017 | SAVE UP TO 61% WHEN YOU SUBSCRIBE TO CAR! GRE ATMAGA ZINES.CO.UK 153
i10 also worth a look. Yes, actual advice!
FABIA HATCH/ESTATE 
> Very mature little supermini with bodywork
creases a Corby trouser press would be proud of.
Estate version ideal for Jack Russells
> VERDICT T Roomy, well made and unexciting
like a low-rent VW Polo. Which is what it is
RAPID HATCH/SPACEBACK
HA

> Long, narrow notchback hatchback is the
automotive equivalent of Eastern European
refugee. Big boot. Spaceback is shorter, more
stylish, still dross
> VERDICT T Unless youve got a lot of potatoes and
no other way to carry them, just dont
OCTAVIA HATCH/ESTATE 
> Basically the same as a Golf and A3, but bigger,
cheaper and more functional. Hot vRS versions
old-school ballistic fun. 4x4s practical
> VERDICT T Its a lot of car for the money
SUPERB SALOON/ESTATE 
> So vast inside it echoes. Sharp lines, stacks
of kit, double the number of umbrellas. Shame
about dull interior and stiff price > VERDICTT All the
family car youll ever need. Only bigger
YETI 
DIES
> Ikea wardrobe on wheels so practical youll
SOON wonder how you ever lived without it. Good
news is you dont have to assemble it yourself
> VERDICT T Bigger engines are better. Choose
Outdoor model for that rugged look. Grrr
SMART
FORTWO 
> Chunky ForTwo has middle-age spread
compared to the last one. Wider, with a much
better ride, higher quality cabin and slicker
auto, it is older, but wiser > VERDICTT Less of a
compromise, and still a brilliant city runabout
FORFOUR 
> Renault/Merc tie-up means ForFour is
accomplished with a classy cabin, although
ludicrous pricing seem at odds with budget city
car buyers > VERDICT T Sister car Twingo is more
than two grand cheaper. Work that out
SSANGYONG
KORANDO 
> Borderline rubbish to drive but more practical
than the Teflon-coated trousers youre probably
wearing if youre giving it serious consideration
> VERDICT T Huge, handy and hellish value, but
wed have a pre-reg Qashqai or CX-5 any day
REXTON W 
> Like that weird 1960s Izal bog roll, Rexton kind
of does the job, but is hard and shiny to the touch
and not that nice to use. Deals better with mud
> VERDICT Plenty of space, but dynamically, like
Izal, its gone down the pan
TURISMO 
> Less odious than the old Rodius, but every bit
as practical, this giant 7-seater is slower than the
Crossrail boring machine > VERDICT T Has minicab
written all over it, or soon will, which will handily
help disguise the ugliness
TIVOLI 
> Theres no getting away from it: Koreas also-ran
car maker has built a contender. Great value,
spacious and shock well-finished inside
> VERDICT Dross heritage now under threat
SUBARU
IMPREZA 
> Yes, it still exists beyond WRX and STi. No, you
dont want one. Boggo Impreza reduced to a 1.6
petrol hatchback only with optional CVT. Shudder
> VERDICT Have you got a brand new combine
harvester? Its probably a better drive
WRX/STI 
> Sorry WRX, Im breaking up with you. Its not
you, its me. No, it is you, its definitely you and
your crashy ride, nasty dash and inflexible engine
> VERDICT T Brilliant, on its day, in its day. But that
a characterful three-pot motor is as cheap to run
LEVORG 
> Impreza estate with a silly name. Single choice
off 1.6
1 petroll with
i hCCVT auto andd 4wd
4 d means its
i
got a silly drivetrain too > VERDICTT Levorg is
grovel backwards; dealers may need to. Niche
XV 
> Hopelessly expensive half-way SUV half-wit.
Suspension thumps so intrusive youll think the
Stomp musical is performing in the wheelarches
> VERDICTT In the tough crossover market
Subaru makes up the numbers, and the price
FORESTER 
> Appealingly functional square-rigger the kind of
crossover that existed before we had lifestyles.
Good on road, great off it, but not cheap
> VERDICT Old-school Subaru honest, charming.
Tweed cap, pipe, sheep flock optional
OUTBACK 
> The unloved Legacys only UK legacy is this
Allroad-style crossover. New for spring 2015, its
huge inside and the 4x4 look isnt all for show
> VERDICT T Still more niche than a cragside
crevice. Dependable, not desirable
BRZ 
>Gloriously simple but under-nourished
rear-wheel-drive boxer coupe, crying out for a
supercharger. GT86 twin marginally more fun
> VERDICT T Loveable car we wanted them to
make but you dont want to buy
SUZUKI
CELERIO 
> Braking-phobic city car otherwise spacious, full
of kit and cheap. Three-cylinder petrol only plus
all the handling vim of a B&Q Value wheelbarrow
> VERDICT Dowdy and rowdy. Be glad youve got
DAB and a cupholder
SWIFT 
> An unsung hero, and not just the excellent
134bhp Sport. Handles well, spacious and cheap.
Upgraded Dualjet motor sweet
> VERDICTT Buy one and challenge anyone who
questions your choice to a fistfight
SX4 S-CROSS 
> The cheap way to clone a Qashqai. Wont score
any points for style, in fact you might hide it at
the back of the school car park. Diesel is the best
bet youll have to stop and get out less
> VERDICT T A crossover to be cross over
JIMNY 
> A box with four-wheel-drive bolted onto the
bottom, and a 1.3-petrol engine hanging out
front. There are seats too > VERDICT
T The swamps
the Jimny can easily drive over were probably
primordial when it first launched
VITARA 
> Two-tone cross-dresser to rival the Juke, with a
handsome body and usefully economical diesel
engine. Cabin could do with some work though
> VERDICT T Rutting rhinos and pink paint are a
thing of the past: its a serious family car now
TESLA
TESLA MODEL S 
> Electro-rocket gets a new face and in P100D
guise kidney-thumping amounts of acceleration.
The future, with a cabin from the recent past
> VERDICT T Crush supercars, emit nothing
TESLA MODEL X 
> Model S with a Super Guppy body means
you can scare the bejeezus out of your six
passengers by reaching 62mph in 3.1 seconds.
Effective, albeit in one dimension
> VERDICT T Musky
TOYOTA
C-HR 
> New compact crossover is stylish, huge fun
and kooky inside too. And no, youve not just
read a Trip Advisor review for the Soho Hotel
> VERDICT T Buy one and Toyota will never make
another dull car. Possibly
AYGO 
> Bright-looking, stupidly cramped city car with
as it feels. See also Citron C1, Pug 108
> VERDICT T As Uphill struggles go, battling VW
 Over

2
MILLIO0
APPR N
OVED
TOYOTA > VOLVO
with this is like climbing north face of the Aygo
YARIS #####
> Sizeable but soulless, Yaris cant match rivals
dynamics or pocket luxury feel. Clever but
costly hybrid version slashes fuel bills and boot
space > VERDICT T Largely joyless supermini last
to be picked for the school football team
AURIS #####
> Most Aurises sold are hybrids, mainly cos
rest of the range is pants > VERDICTT Only
worth picking as company wheels if you have a
Starbucks-like aversion to paying tax
PRIUS #####
> Putting the ludicrous 94mpg claim to one
side, Prius v4.0 boasts entirely new structure,
improved suspension, and is no longer totally
joyless to drive > VERDICT T A Toyota hybrid that
handles. Electric-only range still pathetic
MIRAI #####
> Weird on the outside, Star Trek k on the inside
and a hydrogen fuel-cell underneath. But for all
that it drives just like a very refined regular car
> VERDICT T Were convinced by the tech, but
theres nowhere to refuel it yet
AVENSIS SALOON/TOURER #####
> Does little well despite new BMW diesels.
Tourer marginally more stylish
> VERDICT T White goods
VERSO #####
> Safe, stodgy seven-seater with snore-worthy
chassis and a big-selling 1.6 diesel that feels like
half its horses are asleep too > VERDICT Inferior
to Ford C-Max and Citron Picasso
RAV4 #####
> Was a soft-roader pioneer back in 94 but has
settled for fluffy slippers in its old age. Trump
card is boot big enough for a casino table
> VERDICT Roomy, reasonable, unremarkable.
More dynamic SUVs deserve your dosh
LAND CRUISER/V8 #####
> Both bare-knuckle ladder-frame brawlers
that wouldnt know a latte if you spilt it on their
riggers boots > VERDICT Rough, but if we were
stranded in the desert wed trust it over a Rangie
GT86 #####
> The slowest fast car you can buy is slightly
better than before thanks to new aero, revised
suspension and better cloth trim. None of this
matters its still B-road heaven
> VERDICT T As pure as Jon Snow. Both of them
VAUXHALL
VIVA #####
> It may look like it was dropped before it had
set, but is comfy, roomy and refined for a city
car, and comes with plenty of standard kit
> VERDICT T More generous than it may appear
at first glance. Wed still buy an Up, though
ADAM/ADAM ROCKS #####
> Obese Fiat 500 wannabe with huge options
list and comedy naming shtick. Adam S warm
hatch worth a thought; Rocks crossover flaccid
> VERDICT T Revitalised by new 1.0-litre turbo
LEASE ACADEMY: FRANKFURT 2015 SHOW STARS
VAUXHALL ASTRA 1.4
TURBO ELITE
142pm
Sweet-driving, honest family hatch
> Spec
c 1.4-litre turbo, fwd, 6spd man,
148bhp, 51.4mpg
> List price
e 20,855
> Initial paymentt 1,280.63, 142.48/
month for 24 months
> Mileage allowance e 10,000 miles
> Vi j t hi l fi k > Via fleetprices.co.uk
triple. Buy a paper bag and try it
CORSA #####
> Made-over Corsa looks like a candidate for
When Plastic Surgery Goes Bad, but it is more
refined and better to drive. 1.0T a good motor
> VERDICT T Vauxhall keeps trying, but Fiesta still
cheerfully waving from way out in front
CORSA VXR #####
> Lutons hooligan now smoother round the
edges. Unless you pay extra for the slippy diff
and hardcore suspension. Thug life > VERDICT
Better but still not best. Lacks Fiesta STs sparkle
ASTRA HATCH/ESTATE #####
> Massive step forward in terms of driving
dynamics and interior design, plus added
techno-charm > VERDICT T In hatchback
grandmothers footsteps, Focus and Golf turn
round to find Astra standing right behind them
ASTRA GTC/VXR #####
> 3dr stylish enough to stand comparison
REPLACEDto Scirocco. VXR fearsomely fast but
SOON
moody > VERDICT T The sexiest Vauxhall.
Lets hope replacement doesnt lose its mojo
CASCADA #####
> Brave attempt to take on German compact
cabriolets, but chassis has less integrity than
Sepp Blatter. Good value if you dont mind the
image (What image? Exactly!) > VERDICT T Marty
McFly wouldnt. Doc Emmett Brown just might
INSIGNIA GRAND SPORT #####
> Last non-PSA car shows plenty of effort but
a lack of inspiration makes it too close to how
youd hope an Insignia isnt
> VERDICT T Fine if youre given one
MALOO #####
> Never before have so many stereotypes been
incorporated into a single vehicle. Spectacularly
fast, absurd, useless, Australian and brilliant all
at the same time > VERDICT The fastest way to
stick it to the taxman
CROSSLAND X #####
> Practical Meriva replacement sits beside the
Mokka X for size. Said to be the more pragmatic
choice compared to the emotionally appealing
Mokka go figure
> VERDICT T Genuinely practical if as dull as
Lutons skyline to drive
ZAFIRA TOURER #####
> Large MPV with slick seating arrangement
and much more spacious than the old bus
it replaced. Struggles in the face of S-Max
greatness > VERDICT T Accomplished but
out-flanked by crossovers rise to dominance
MOKKA X #####
> Facelift filed under about f***ing time too,
Mokka gets a better cabin, some new engines
and pointless suffix. Driving misery reduced by
half > VERDICT X marks the spot where the ball
was about five years ago
ANTARA #####
> Old-fashioned SUV based on the Chevrolet
Captiva. Chevrolet has subsequently quit selling
cars in the UK altogether. You do the maths
> VERDICT T Comprehensively outclassed by
SUZUKI BALENO 1.0
BOOSTERJET SZ-T
183pm
Frugal, rarely spotted supermini
> Spec
c 1.0-litre turbo petrol, fwd, 5spd
man, 110bhp, 62.8mpg
> List price
e 13,999
> Initial paymentt 1644.84, 182.76/
month for 48 months
> Mileage allowance e 10,000 miles
Kuga etc. Felt dated at launch in 2007
VXR8 #####
> 577bhp Aussie import thats 20k cheaper
than an M5. Optional auto boxs bid to add
sophistication akin to serving lager in cut
crystal. But who gives a 4X? > VERDICT T Big,
brutish charm. But row your own, mate
VOLKSWAGEN
UP #####
> Box on wheels is the kind of city car the
Japanese have been building for years, except
this is much better quality and has a VW badge
> VERDICT T Not a revolution but a spacious small
car with a strong, appealing image
POLO #####
> Bothered by the Fiestas Airfix plastics? Buy a
Polo instead brilliant engines, bank-vault build
quality and almost as good as the Ford to drive
> VERDICT Small-capacity turbo petrols are a
riot, and increasingly efficient, too
POLO GTI #####
> Baby GTI right down to the tartan seats. Vastly
improved by introduction of manual gearbox >
VERDICT T Surprisingly strong value
GOLF HATCH/ESTATE #####
> What every rival would like to be if only it
BEST IN could get away with charging this much.
CLASS
Tweaked and preened but perpetually
desirable, made for a life of Waitrose car parks
> VERDICT T Never knowingly undersold
GOLF CABRIOLET #####
> The swots sexy top-dropping sister promises
open-air thrills but remains a sensible
homebody at heart > VERDICT T Or will you
always be thinking about the A3 Cabriolet you
almost bought?
GOLF GTD/GTI/R #####
> GTD is your dad in running shoes. GTI is
BEST IN your dad when he was wild, young and
CLASS
free. R is your dad having a mid-life crisis.
All are ace > VERDICT T After seven generations,
VW has this hot-hatch thing nailed
GOLF SV #####
> The artist formerly known as the Golf Plus. And
by artist we mean medium-sized MPV. The car
you always knew the Golf would grow up to be
> VERDICT T Not a bad choice, but now the BMW
2-series Active Tourer is breathing down its neck
BEETLE HATCH/CABRIO #####
> Although better to drive it lacks the design
purity of its predecessor and the charm of the
original > VERDICT T Even hipsters are, like, so
totally over this cynical marketing exercise, man
SCIROCCO #####
> Old Golf in a slinky dress. Fun, friendly, and
more generous in the back than Audi TT
> VERDICT Ballistic R version definitely worthy
PASSAT SALOON/ESTATE #####
> Interior design and refinement so good it
shames some limos, cutting-edge kit and
elegant looks. If only it wasnt so dull to drive
> VERDICT T Mega mile-muncher for the
undemanding. Aesthete to Mondeos athlete
Get your hands on a show debutant for less
MERCEDES-AMG
C 63 S COUPE
772pm
Our favourite V8 coupe
> Spec
c 4.0-litre twin-turbo V8, rwd, 7spd
auto, 503bhp, 32.8mpg
> List price
e 70,385
> Initial paymentt 6948.18, 772.02/
month for 48 months
> Mileage allowance e 10,000 miles
> > Via mad sheep co uk
VW ARTEON #####
>Here we go again: VW tries to be properly
NEW premium. Great interior, huge boot and
ENTRY
theres tech aplenty but its a bit dull. >
VERDICT T For saloon individualists or those
who cant afford a BMW
TOURAN #####
> Its still more Millets than House of Fraser, but
the all-new Touran does family stuff well
> VERDICT T MPV meets MQB, nearly goes VIP
SHARAN #####
> Large seven-seater sliding-door people carrier
> VERDICT Nice enough but made to look silly
by the all-but-identical and significantly cheaper
Seat Alhambra
TIGUAN #####
> Accomplished but predictable. Have Seat or
Skoda made more of the platform with their
versions? > VERDICT
T No sex please, were VW
TOUAREG #####
> The peoples Porsche Cayenne. Do the
people still want their own Cayenne? Well, it is
nearly 10k cheaper > VERDICT T Big, comfy,
competent SUV. Great on and off road
VOLVO
V40 #####
> Smart Swede in a sector dominated by
Germans. Efficient D4 engine and impressive
kit, but its a bit bloated in seat, suspension and
steering feel > VERDICT T Sitting uncomfortably
between Golf and A3. A rock and hard place
V60 #####
> A Frenchman who cant cook. A Jackson who
cant dance. A Volvo estate which cant carry
much. Why? > VERDICT Handsome, safe,
efficient estate hamstrung by one issue
V90 #####
> Sacrilegiously abandons the space race for
style while prioritising comfort and refinement
over German machismo. Lovely inside. A
genuine alternative now > VERDICT T If theres
such a thing as Swedish zen, this is it
S90 #####
> Smart-looking, well-crafted and (shock) adept-
handling exec saloon dances a merry jig on the
grave of unloved outgoing S80
> VERDICT Loudly purring Swedish cat enters
the 5-series/E-Class pigeon enclosure
XC60 #####
> Posh soft-roader and high-volume seller
needed to be brilliant to keep Volvos rebirth
ball rolling. Its now a shrunken XC90, which
is no bad thing. Calming isolation chamber on
wheels > VERDICT T Surprisingly good to drive
now and super safe
XC70 #####
> A V70 in breeches, with raised ride height and
4x4 option. Awd starts at less than 40 grand,
which is good value if you find SUVs crass
> VERDICT T If you dont like having a dozen
brace of shot pheasant in your boot, dont buy
one of these
All prices inclusive of VAT and correct at time of going to press
VOLKSWAGEN TIGUAN 2.0
TDI 150 SE NAV
207pm
Taller, more spacious Golf is good
> Spec
c 2.0-litre turbodiesel, fwd, 6spd
man, 148bhp, 58.9mpg
> List price
e 28,865
> Initial paymentt 1866.35, 207.37/
month for 24 month
> Mileage allowance e 10,000 miles
ctober 2017 | CARMAGA ZINE.CO.UK 155
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Elite Registrations
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R2 ABE II00 P23 BEX 795 35 CY 4200 P5 PAT 2500 YI2I RON 895 TAZ 595 795
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S3 ABE I200 39 BF 4600 97I8 DA I200 LI9 PAT 995 R65 ROS 795 TCO 759 895
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GI ACD 995 BIL 43I3 895 PI23 DAN I300 A98 PAT 995 X25 ROY 895 737 TE 2300
ACH I54 I400 BL 632 3700 E405 DAN 795 D98 PAT 895 S29 ROY 895 WI0 TED 995
P2I ADE 795 W26 BMW 895 D89 DAV 795 XI2I PAT 795 P777 ROY 795 KI6 TED 895
400 AE 3400 T800 BMW795 AI8 DAY 895 OPEN: MON-FRI 9AM-7PM, SAT 9AM-5PM, SUN I0AM-5PM PBB 335 995 RPG 728 995 PI8 TED 995
W222 AJC 895 P24 BOB I200 4I55 DD I500 842 PBJ I200 BI RPS 895 M20 TED 995
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HIII AJH I300
L9 AJM I600
P32I AJM 895
76 BOB 3500
KI00 BOB 895
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8684 DD I400
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Tel: 01380 818181 elitereg.co.uk
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J666 AJW 795 S88 BRE 795 N23 DEN I200 I585 PG I700 II4 RY 3700 PI TMH 895
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P9 ALF II00 R25 BRY 895 V25 DEN II00 EC 826I I500 2378 FS I700 L8 HUW 895 R24 JES I300 N3I KEE 995 M8I LEE I600 W77 MAG 995 JI5I MMS II00 5388 PH I700 LI0 SAL I200 39 TO 4I00
NI23 ALS 895 RI23 BRY 795 N3I DEN I700 ECP I79 895 III FV 3500 M47 HYA 895 P25 JES I300 NI2I KEE 795 LEN 6X 2300 P23 MAH 895 N3I MOS 795 97 PN 3500 N23 SAL II00 23 TOD 2800
ALY 5A 5900 673 BRY I600 S222 DEN 895 5023 ED II00 FVM 707 795 9098 IL I300 T33 JES I400 N23 KEL 795 A9 LEN 2I00 MAL 7T 2900 7693 MP 2200 K3 POT 995 R23 SAL II00 P26 TOM I600
P24 ALY 795 I7 BU 4I00 P900 DEN 795 X4 EDD I200 FW 804I II00 N23 JAC I200 C77 JES I400 N3I KEL I700 D9 LEN I300 MAL IIW 2300 MR 6646 2700 PP 9I29 I800 P25 SAM I500 P22 TOY 995
N27 AMS 895 D6 BUG II00 DER 8IV 995 N3I EEL I700 75 FY 4500 P24 JAC I400 JET 64W I200 KEN 22P I500 B20 LEN 895 P2I MAL I300 MRD 70I I600 PEII PPY 995 N26 SAM I400 N2I TRA 895
N27 AMY I500 C8 BUG II00 K9 DES I300 87 EG 4I00 I0I GAP I600 T30 JAC I300 602 JGN 995 X33 KEN I400 N24 LEN I500 N23 MAL I200 N8 MRH 895 H7 PRO 895 SAM 50Y 2600 835 TS 4400
P25 AND 795 C20 BUG 795 X9 DES I300 200 EJ 3200 GAS 3I9 I500 M3II JAC 795 JIB 785 795 M44 KEN I500 V29 LEN 795 R23 MAL I300 8439 MT I800 R28 PRO 795 SAM 878YI500 P2I TTS 995
P25 ANG I200 853 BUR I300 5I6 DES I700 5I08 EL 995 XI GCG 795 E999 JAC 895 JK 9946 2900 86 KEN 2800 LEN 408 I800 M40 MAL I400 36 MU 4I00 PS 309I 3300 P24 SAN 795 N3I TTS 895
N3I ANG II00 65 BV 4300 DES 775 I800 S6 ELD 795 M2 GEF I300 K8 JAF 895 N27 JMB 795 N222 KEN 975 M444 LEN 795 C777 MAL 795 7426 MU I200 I7 PU 4200 P24 SAR 895 P2I TTT 995
PI5 ANN I400 2I92 BY 895 DI0 DEV II00 N3I ELD I700 X99 GEF 795 M9 JAF 995 PI0 JOE I600 T32I KEN II00 S600 LEN 795 MAL 82IW 895 DII MUM 795 30 PV 3700 N28 SAR 795 4I0 TUR I500
R26 ANN I200 I984 C 3700 7265 DF I600 N2I ELE I200 GEF 385 2600 N3 JAG I700 JOE 2IW 2I00 J666 KEN I300 J7 LER 795 P2I MAP 795 7002 MY 895 GI PWR 895 SDD 332 895 24 TV 3400
H80 ANN I300 I985 CA 2400 26I9 DG I300 P2I ELL 795 P27 GEM 895 T55 JAG 995 R23 JOE I500 N2I KER 995 B5 LES I600 P2I MAS 795 AI2 NAD 795 29 PY 4300 808 SDV 895 500 TWX 895
NI2I ANS 895 N27 CAM 895 E20 DJB I400 N32I ELS 795 240 GER I600 JAK IN 5300 K60 JOE I400 W2I KEV 995 P5 LES I700 N25 MAT I400 89 ND 4I00 RII RAF 795 R2 SEL 995 32 TY 5I00
T7 APS 795 PI23 CAM 795 V53 DJB 895 P23 EMA I300 M8 GGS 4300 P27 JAK I400 NII JON I900 R77 KEV 995 TI0 LES II00 P28 MAT I500 857 ND 2900 RAG 9M I500 N28 SHE 995 9I37 UB 895
P2I ART 795 X22 CAR 795 X234 DJB 795 N2I ENA I700 400 GJ 3400 R29 JAK I400 CI9 JON I500 2856 KF I300 AI6 LES I200 PI23 MAT I200 N28 NDY 795 P23 RAJ 795 N23 SJB 895 202 UPH 895
R2I ART 795 CAR I2IS 895 N27 DJH 795 N3I ENN I700 GJB IW II00 P26 JAM 795 R23 JON I400 59 KN 3900 P90 LES 895 DI39 MAT 795 W566 NDY 795 N2I RAM 795 PI23 SJC 795 UPT 5I7 995
C55 ART 795 N3I CAS 995 N27 DJM 895 24 EO 3600 BI GPC 795 V99 JAM 895 N25 JON I200 3857 KP I200 S500 LEW 795 K222 MAT 995 P3I NES 795 P29 RAS 795 N23 SJH 895 N24 URA 995
EI4 ARY 995 P26 CAT 795 X7 DJP I200 86 EP 3900 A3 GPM 795 R23 JAN I600 T30 JON I300 KP 8655 I500 FI5 LEX 795 J355 MAT I300 P9 NET 895 LI RAT I500 SLK 4J I200 FI9 VAL II00
P27 ASH I400 M400 CAT 795 XI DMA 895 EP 226 3I00 I966 GR 2200 N25 JAN I200 I56 JON 3600 790 KPF 795 300 LEX 2700 MAV 4W 895 74 NET 3600 E3 RAW 995 SMA 3R 895 54 VAL 5300
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6837 AT I800 N3I CCO I700 P26 DMC 895 ER 342 3800 GRN 53I I200 E72 JAN I300 886 JOO 995 KRM 893 895 3302 LJ 995 R24 MAX I500 NMS 55 I500 R27 RAY I600 204 STD 795 90 VE 3700
923 AYF 795 N3I CCS 895 4849 DN I400 N4 ERN 795 GSY 294 895 E449 JAN 895 GI8 JOY 995 BI2 KYM 795 54 LN 3900 S29 MAX I500 49 NN 3400 RAY 809 3I00 STU IL 4300 BI0 VEL 895
Y7 BAN 795 TI CDP 795 W60 DOC 795 P23 ETE II00 I6 GU 4300 D9 JAR 895 R28 JOY 995 P23 KYM 795 R2I LOR 795 P3I MAX I400 N2I NNO I200 RAZ 484 895 N23 STU I300 N2I VES 895
F6 BAT I200 4II CE 6700 T87 DOC 795 N3I ETH I700 SI GUS 2300 N28 JAS 995 243 JOY I900 A20 LAD 895 83I LS 3300 R24 MAY 895 P24 NNY 995 P3I RCH 795 P26 STU I300 4352 VR 895
A5 BBA 895 N2I CHO I700 35I DOC 2I00 8I8 ETM 895 G37 GUY 795 RI2I JAS 795 E8 JRC 795 N28 LAN 895 N3I LSA 795 P2I MCB 795 300 NP 4300 RGC 890 795 K90 STU I300 2799 VT 795
BBM 838 995 N23 CJS 895 T333 DON 795 N2I ETT 795 8I79 HA 995 W9 JAW 895 G2 KAB 895 R28 LAN 795 N5 LUK 895 R24 MCC 795 NRR 2II 795 RIB 979 895 S400 STU 895 WDR 262 995
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587 BEA 895
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472 DON 2400
L555 DON 795
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P23 EVE 895
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RM 9699 3I00
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J9 SUE 2600
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M4 BEK I300 N3I CLS 795 364 DOT I300 JIII EVE 895 GII HEL 995 A92 MEL I200 N28 OND 995 N28 ROB I300 E24 SUE I500 WIL 959 I400
K4 BEN 2900 CO 6503 I700 824 DS 3400 R29 EVO 795 VII HEL 895 DII JAW 795 E6 KAB 795 42 LAN 5300 LVG 2I5 795 PI2I MEL 995 OSU 487 895 ROB 600T I500 N25 SUE I300 WMP IM 895
N24 BEN I500 N3I COL 2I00 DS 9483 I400 95 FD 3500 P24 HEL 795 P23 JAY I400 W8 KAY I700 N3I LAT 795 4II LY 4900 YI MES 895 PAM 4Y 2300 V777 ROB I200 P27 SUE I400 444 WXN 795
P27 BEN I600 K70 COL I300 Y4 DSH 795 FEE IIS I200 H7 HET 995 N24 JAY I200 LI4 KAY 995 B5 LAW I400 N3I LYD I200 A3 MFB 795 JI2 PAM I500 J3 ROD I400 SUE 46G I800 734 WYC 895
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I79 BET I600 NI2I CON 795 55 DV 4200 75 FJ 3600 23 HO 3900 MIII JCK 795 P25 KAY 795 R26 LAW 995 P28 LYN 895 MGF 4Y 995 PAM 200R 995 X44 ROD 895 N9 SUN 895 978 XKO 795
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BEV 49S I400 NI23 COS 895 P222 EAN 795 60 FN 4300 3I8 HPH II00 N24 JEM 895 KBG 785 795 P23 LEE I600 P25 MAC I400 AI MJJ I500 PAM 495 2800 D3 ROL 895 972 SYD I400 YS 4I38 I700
NIII BEV 895 TI6 COX II00 EB 7I2 2900 G25 FOX 995 I5I HTA 795 P23 JEN I500 KC 6804 2400 R24 LEE I500 R29 MAC I500 N27 MJS 795 PAM 85IM 895 NI2 RON I300 P2I TAL I300 I24 YTW 895
W2 BEX I300 D20 COX I200 I23 EBV 895 3I FR 3800 292 HTD 895 N24 JEN I500 I03 KDT 895 N26 LEE I400 JI0 MAD 995 M8 MMM I500 PAP 933 I400 R2I RON I600 TAM 78Y II00 8369 YZ 995
The
Great petrol engines
TOP 10
T 0 The UKs Best Used Car Warranty

IN ASSOCIATION WITH
WWW.WARRANTYWISE.CO.UK
0800 121 4801

New petrol engines are banned from 2040.

Here are the 10 well miss most. By Gavin Green

1 2

FERRARI V12 BMW STRAIGHT SIX

The current 6.5-litre Ferrari V12, used
in the 812 Superfast, is the latest in a
noble line dating back 70 years. It isnt
just the 789bhp thats astonishing. Its
the smoothness, the rousing baritone
bellow, the tractability, and the instant
throttle response at any revs. Behold,
the greatest engine on sale today.
BMW is famed for its straight sixes, a
smoother and superior alternative to
the cheaper (and easier to package)
V6. The best was the E46 M3s 3.2 litre
(especially in CSL guise, with 355bhp
and redlined at 8200rpm). But the
current turbo straight six, as used in
M240i, is still pretty damn good.
3
FORD MUSTANG V8
You buy a Mustang for that 5.0-litr en consider the weedy four
cylinder 2.3. Thats like buying a Fender Stratocaster without any strings all
style and no sound. Rev it and dream of Days of Thunderr at Daytona. No other
engine with a mass-made badge sounds anything like as good as this.

4 5 6 7

MERCEDES-AMG V8 BMW M5 V10 FERRARI 458 V8 MAZDA ROTARY

Nothing gets the nerve ends tingling
like a V8 at full chat. And theres no
finer V8 on sale today than this hand-
crafted 4.0 litre, as fitted to the AMG
GT and C63. It snuffles and burbles
and bellows and roars
of the few turbo engine
torque doesnt feel artifi
The E60 M5, launched in 2005, was The turbo V8 in the new 488 is good,
very likely the best sports saloon ever. but the naturally aspirated 4.5-litre
Key to its greatness was probably V8 in the previous 458 was better. It
BMWs finest road-car engine: revved harder and sounded sweeter.
powerful, roaring, responsive. One Plus its instant response any gear,
as a er any revs, any speed, any time made
- the 458 a more playful and spirited
companion than the turbo 488.
The rotary was the only new petrol
engine of the 20th century to enjoy
any sales success. Even then, success
was limited, owing to its thirst. Mazdas
was simple, light, smooth and reliable,
and produced an astonishing wail, as
anyone who witnessed its success at
Le Mans in 1991 will testify.

FIAT TWIN AIR

This sweet, light and
efficient two cylinder
9 1
10
like an old Fiat 500
of its goals and deli PORSCHE GT3 FLAT SIX 1.0 FORD ECOBOOST
astonishing performa Flat sixes have powered 911s from the Little triples are all the rage, as car
for one so small, with start. The engine has evolved from makers try to slash emissions. Most
104bhp from 875cc. air- to water cooled; from naturally are delightful. Their lightness boosts
thrash it, it can drink aspirated to turbocharged. The non- agility, theyre invariably eager, and
heavily. But drive it in turbos have better throttle response, they have the most endearing thrum.
relaxed manner and rev higher and sound better, and the Fords British-developed 1.0-litre turbo
astonishingly econo best of the lot is the 4.0-litre version in EcoBoost is the pick, pictured here in
todays GT3 and 911R, with 493bhp. an embrace with ex-CEO Alan Mulally.

The UKs Best Used Car Warranty

WW 121 4801
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