The UK new car sales market slid almost 16% in March – despite the launch of a new registration plate that traditionally draws buyers into showrooms.
Latest figures from the Society of Motor Manufacturers & Traders (SMMT) show that 474,069 cars were registered in the month, 15.7% down on March 2017 and completing a full year of falling sales.
First-quarter sales in 2018 have slid more than 12% compared to 2017, but the SMMT has tried to put a gloss on the figures, arguing that the March figure is still the fourth highest on record and that so far this year more than 700,000 motorists have driven home in a new car.
Diesel has now fallen below a third of total new car registrations
March 17 ‘a blip’
As we predicted last month, the March results were inevitably going to look poor in comparison with last year. Increases to vehicle excise duty (road tax) last April led to a significant blip in registrations in March 2017, producing the highest-ever month for sales as motorists rushed to buy new models and beat the price rises.
“March’s decline is not unexpected given the huge surge in registrations in the same month last year,” says SMMT chief executive Mike Hawes, adding; “Despite this, the market itself is relatively high with the underlying factors in terms of consumer choice, finance availability and cost of ownership all highly competitive.”
“Consumer and business confidence, however, has taken a knock in recent months and a thriving new car market is essential to the overall health of our economy,” Hawes argues.
“This means creating the right economic conditions for all types of consumers to have the confidence to buy new vehicles. All technologies, regardless of fuel type, have a role to play in helping improve air quality whilst meeting our climate change targets, so government must do more to encourage consumers to buy new vehicles rather than hang onto their older, more polluting vehicles.”
Wintry weather in March added to the challenges facing dealers trying to meet sales targets.
More diesel disaster
Hawes’s comments come in the wake of further disastrous sales figures for diesel-powered cars – registrations slid another 37% in March with 153,594 leaving showrooms. Diesel’s slice of the UK market is now at 32%, whereas at the end of 2015 it was virtually equal to petrol at 50%.
Despite the protestations of various UK industry figures, it’s important to remember that the same thing is happening worldwide, with customers moving away from diesel in all the major European markets. German results reported today showed a 25% decline in diesel sales against an overall 3% decline.
Sales of ‘alternatively-fueled’ vehicles – encompassing hybrids and electric vehicles and often pointed to by the SMMT as a positive aspect of the market, continue to rise, but the rate has slowed significantly. Registrations in March were up 5.7% with 24,126 vehicles registered, claiming 5% of the market – a market share that has not really grown in the last year despite a continued increase in the number of new hybrid and electric models available to buy.
Fiesta still rules, Corsa improves
The Ford Fiesta retains its rock-solid place at the head of the best-sellers top 10, with 19,272 vehicles registered in March. The Volkswagen Golf holds second on 13,966 and the Nissan Qashqai third on 12,018.
It was also a stronger month for the Vauxhall Corsa, vaulting back up to fourth place after a slow start to the year.
Kia has announced an extension and some changes to its scrappage scheme, as well as a range of other discounts and offers, for cars sold and registered by the end of June.
Previously only available on Picanto and Rio, the scrappage scheme will now be offered on Picanto, the all-new Stonic compact SUV and remaining stock of the run-out Cee’d hatchback. Rio models are no longer eligible.
Customers can receive £2,000 off the price of one of these new models when they scrap a qualifying part-exchange car that is at least seven years old. Terms and conditions apply, and we’ve checked the fine print for you below.
Hybrid offers
To help promote its range of hybrid models at a time when interest in hybrids is at an all-time high, Kia is offering a hybrid test drive incentive until the end of June.
Any customer who test drives the Niro (either the hybrid or plug-in hybrid version) or Optima plug-in hybrid will receive £1,000 off if they decide to purchase the car.
On Sportage, the deposit contribution is £500 for the grade ‘1’ model, customers wanting a grade ‘2’ or above with a petrol engine will receive a £1,250 deposit contribution. Those purchasing a grade ‘2’ or above with a diesel engine will receive a £1,500 deposit contribution.
For the Stonic, the deposit contribution on PCP finance contracts has increased from £1,000 to £1,500 and is available on all grades and engines.
The newly-updated Sorento enjoys a deposit contribution of £2,000, available on all models.
The Mazda 2 and Mazda 3 hatchback models are now available in a Sport Black special edition, featuring some styling tweaks and additional features.
The Mazda 2 Sport Black will be limited to 500 examples, while the Mazda 3 version will be limited to 700 vehicles. Both models feature gloss black paintwork for the rear spoiler, mirrors and other trim bits, along with black (Mazda 2) or ‘dark’ (Mazda 3) alloy wheels.
Each model will only be available in three colours: red, blue and either grey (Mazda 2) or white (Mazda 3).
Mazda 2 Sport Black
The Mazda 2 Sport Black is powered by a 90hp 1.5-litre petrol engine and is based on the mid-spec SE-L model. It sits in the middle of a revised Mazda 2 range that has been simplified and upgraded for 2018, with extra equipment all round.
Over and above the SE-L specification, the Mazda 2 Sport Black gets 16-inch black alloy wheels, privacy glass, free metallic/mica paint in a choice of three colours (Deep Crimson mica, Dynamic Blue mica or Machine Grey metallic) and jet black detailing.
The Mazda 2 Sport Black is priced at £15,995 on-road.
Mazda 3 Sport Black
The Mazda 3 Sport Black is powered by a 120hp 2.0-litre petrol engine and is based on the SE-L Nav specification. Like its smaller brother, it gets larger alloy wheels – 18-inch in this case – in a dark alloy finish. It is also available in a choice of three premium paint colours (Soul Red metallic, Snowflake White pearlescent and Eternal Blue mica), with jet black detailing to the rear spoiler and wing mirrors.
The LED headlights get adaptive steering ability to angle into corners, plus there’s a reversing camera, keyless entry, heated steering wheel and a Bose surround-sound stereo.
The Mazda 3 Sport Black is priced at £21,595 on-road.
Both Sport Black models are on sale now while stocks last.
Unions at the Vauxhall plant at Ellesmere Port, Merseyside will have no doubt looked on enviously at their colleagues in Luton today.
PSA Group, which bought Vauxhall and sister German brand Opel from the US giant General Motors in August 2017, has announced major investment in the Luton plant.
The next generation Vivaro van will be built at Luton, and production will be revamped up from 60,000 vehicles a year to 100,000, securing the plant’s future for at least the next decade.
However at Ellesmere Port, home of the Vauxhall Astra, the wait, and the uncertainty with it, continues. And it could continue for some time – PSA head Carlos Tavares has said that a decision on the plant’s future needs to be taken “soon.” But that soon is 2020, the deadline to make decisions about the next Astra, expected to replace the current model in around 2023.
Concerns for the future of both UK plants were sparked as soon as PSA took over – the French firm, parent of Peugeot and Citroën, has not been afraid to shut its British factories before, pulling Peugeot production out of Coventry in 2006. Where once the sprawling Ryton and Stoke plants stood are now new industrial units and housing estates.
Cost cutting essential
As soon as PSA took over Vauxhall and Opel in 2017, it made clear that operating costs at the two UK plants were higher than their equivalents in mainland Europe and cost cutting has been underway since. The Ellesmere Port workforce of around 1,800 was cut by 400 in October, and a further 250 posts went in January.
Luton has also been making cost cuts – at the announcement of the Vivaro investment, thought to be worth around £100m with the UK Government contributing £9m, Tavares stated that the plant has reduced its annual running costs by around 17%. But to match other plants in Europe, it needs to find another 20%.
PSA head Carlos Tavares (left) is being urged to secure the future of Ellesmere Port.
It wasn’t the cost-cutting that swung the deal for Luton – a major reason PSA decided to put new money into the UK, instead of competing sites in Germany and Poland, was due to the high expense of installing a new paint shop at the other locations, whereas Luton already has one.
Brexit is also weighing heavily on PSA’s mind. Tavares admitted at the announcement that the investment had been made “despite the Brexit uncertainty,” and speaking to the BBC at the Geneva motor show in March he said that continuing uncertainty undermines Ellesmere Port’s chances of future investment.
“No one is going to make huge investments without knowing what will be the final competitiveness of the Brexit outcome,” Tavares argued.
Union pressure
Unions at Vauxhall have welcomed the Luton news, but urged PSA to make a similar decision at Ellesmere Port. “The investment into Luton is very welcome, but we do expect to hear of similar plans for Ellesmere Port, where the workforce has been just as loyal and is just as deserving of a secure future but continues to live with a cloud hanging over it,” said general secretary of the Unite union, Len McCluskey.
Earlier, Mr McCluskey had insisted that it was in PSA’s interest to continue making cars in the UK. “The UK market is vitally important to Peugeot and if he wants to protect that market share he should openly commit to new models in both Ellesmere Port and Luton,” he said.
“Our Vauxhall plants are among the most productive in the PSA family, and the products our members make are among the most popular vehicles in the country.”
Despite the strong words, for now all the Ellesmere Port workforce can do is to continue to cut costs, and to wait…
This is the facelifted and fettled version of the wildly popular Mk3 Mini three-door hatch. Having occupied a position in the UK’s best-selling cars charts on and off for many years, the Mini has a dedicated and choosy fan base who love its pastiche of retro design elements, perky engines and sporty driving dynamics.
With a brand-new Volkswagen Polo GTI on sale now, and the latest version of the Ford Fiesta ST on the way, this high-performance Cooper S model has its work cut out for it.
What’s new?
The only way this new Mini could shout about its British heritage more is if the horn played ‘Jerusalem’. The latest car is absolutely covered in Union Jacks, with the new LED taillights the boldest implementation of this.
Elsewhere, changes are relatively small. UK cars now get full LED headlights as standard, with an unbroken ring of LEDs functioning as daytime running lights. Mini’s new, simpler logo features throughout, and inside there are a few tech upgrades.
Personalisation has been ramped up, too, with the Mini Yours program giving buyers unprecedented levels of control over what their car looks like.
How does it look?
Those patriotic taillights are the big talking point – they make the Mini totally unmistakable, even from a distance, and are bound to be a bit of a Marmite choice.
The headlights now feature an unbroken ring of LEDs – a far more premium touch – but elsewhere the Mini retains its cute proportions and retro styling. Whether you prefer this to the more contemporary style of cars such as the Audi A1 is a personal choice, but sales figures definitely come out in the Mini’s favour.
The Mini Yours personalisation programme will allow you to add your own choice of design to the projector lights, indicator repeaters, door sills and dash – our test car was named after the Royal family, and proudly displayed ‘Phillip’ on the front wings. The programme launches in the UK in July.
What’s the spec like?
The new Mini features an improved equipment tally, but buyers should be wary of the extensive options list. As standard, the car comes with a six-inch infotainment display, DAB digital radio, LED lights front and rear, air-conditioning, and remote central locking.
Equipment levels increase with engine spec, but most buyers will opt for the ‘Chili Pack’ of options. This adds rear parking sensors, automatic lights and wipers, different alloy wheels, improved upholstery and sports seats.
Personalisation is vast and varied, and with the Mini Yours pack, it’s possible to have as many as 12 Union Jacks adorning your car. Please don’t specify all of them, though.
What’s it like inside?
The Mini’s interior remains a sticking point, as its retro design hinders usability to a point. It’s characterful, but buttons and switches are scattered about the cabin. The small gauge cluster is hard to read, while the central infotainment display looks a bit lost within its vast surround.
Lighting is another issue, with an irritating strip in the centre console and a gaudily lit panel in front of the passenger clashing with the rest of the cabin backlighting.
Space for rear passengers and luggage is poor, but this won’t matter to most buyers – there’s plenty of room in the front, with comfortable and easily adjustable seats. Five-door models fix this to a point, but the Mini really isn’t a great family car.
What’s under the bonnet?
The entry-level 1.2-litre engine has been replaced by a detuned version of the Cooper’s 1.5-litre unit. The rest of the range is identical in power, though fuel economy has improved.
Our Cooper S model produced a hefty 192hp. Despite the Mini weighing a fairly porky 1,265 kilos, performance is sprightly, with 0-60mph despatched in 6.6 seconds. Top speed sits at 146mph.
The engine has plenty of low-down grunt, but doesn’t encourage you to rev it hard. The best progress is to be made in the mid-range, thanks to that turbocharged torque. All Minis get an excellent six-speed manual ‘box as standard, with rev-match technology in ‘Sport’ mode.
Most automatic models are fitted with a new seven-speed automatic transmission, which is smooth to shift but seemed too happy to change down unnecessarily. Hot JCW and Cooper SD models feature a heavier-duty eight-speed auto instead.
What’s it like to drive?
The Mini sticks to the road like glue in hard cornering – Mini says it handles ‘like a go-kart’ and has been trading on this since the brand was reborn in 2001. It’s fantastically entertaining on a twisty road, and the relatively stiff suspension ensures the car remains flat in cornering.
The steering is nicely weighted – albeit slightly too heavy in ‘Sport’ mode, and offers bags of feedback. It’s not a match for really hardcore hot hatches such as the Peugeot 208 GTi by Peugeot Sport, but it walks all over the likes of the Audi S1 or Volkswagen Polo GTI.
That stiff suspension does mean the ride isn’t ideal for longer journeys, though. The Mini doesn’t exactly crash into bumps and potholes – it sort of bounces over them instead, courtesy of its short wheelbase.
Summary
The new Mini isn’t a big change over the old car, but it didn’t need to be. The updates help freshen up what’s now a four-year-old car, and the result is eye-catching and feels premium.
The best part of the Mini – the driving experience – has been left virtually untouched, and while it’s no luxury limo it remains amazing fun on a twisting road and more than accomplished in town.
Lower-spec Cooper would be our choice over the somewhat pricey Cooper S, but whatever engine or trim you go for the Mini hatchback is a great small car.
Model as tested: Mini Cooper S 3dr hatch Price (on-road): £20,630 Engine: 1.5-litre turbocharged petrol Gearbox: Eight-speed automatic Power: 192 hp Torque: 300 Nm Top speed: 146 mph 0-60mph: 6.6 seconds Fuel economy (combined): 47.1 mpg CO2 emissions: 138 g/km
What is it?
The Vauxhall Insignia GSi revives a long-lost badge on a more overtly sporty version of the large fleet car.
Key features Sports styling, diesel version, all-wheel-drive
Our view The Vauxhall Insignia GSi is a new option for those that enjoy enthusiastic driving, without going to extremes. While no more powerful than other Insignias, its chassis is extremely well balanced, particularly effective on flowing cross-country routes.
Adding the GSi brings the Insignia firmly into competition with cars such as the Ford Mondeo ST-Line and Volkswagen Passat S-Line, but without leaving them in its wake.
Similar cars Ford Mondeo ST Line, Volkswagen Passat R-Line, Audi A4 S Line
The launch of the Vauxhall Insignia GSi marks the return of a badge not seen on one of the brand’s models for ten years. The moniker suggests sportiness, so what is it doing on a car regarded as a staple in the fleet market?
The answer is to give the big car some extra image at a time when it, and its entire sector, is under attack. Those who used to choose such big saloons or estates as a matter of course are now going increasingly for SUVs, while fleet types are being drawn to the likes of BMW and Audi as the premium brands try to snap up sales from customers who were once regarded as below them.
Vauxhall thinks there is still mileage in this market though, evident in the fact that when the Iatest-generation Insignia launched in 2017, it gained extra snappy names – Grand Sport for the hatch and Sports Tourer for the estate. We’ve since seen a more off-road themed variant in the Country Tourer, and now the GSi becomes the new ‘halo model’, the range-topper.
Previously that job was done by the Insignia VXR, and while announcing that the Corsa supermini will also soon get the GSi treatment, Vauxhall insists this is not the end for VXR – in future, such cars will be more hardcore, while the GSi way will be a more ‘real world’ sensible sportiness.
Evidence of this is the fact that there are no engine upgrades to the GSi – all the performance work has been done to the chassis. Yet in petrol form (yes, there is also a diesel variant) the GSi has lapped the renowned 14-mile Nurburgring test track 12 seconds quicker than the VXR variant of its predecessor…
Evidence of the ‘sensible sporty’ image is clear in the Insignia GSi’s visual upgrades. The looks are bolder but not outrageously so. And UK buyers get more bling as standard than their European equivalents – a larger rear spoiler and 20-inch alloy wheels are standard on Brit versions.
In terms of rivals, Vauxhall sees the GSi taking on the Ford Mondeo ST-Line and Volkswagen Passat R-Line. For GSi, money one can have the Ford with similar power output but not all-wheel-drive, or less power and AWD. The Passat S-Line comes in at 20hp less and again in 2WD form – to get AWD you need to pay an extra £5,000 or so for the 240hp variant.
Bravely, Vauxhall also tells us that they could steal some sales back from the premium sector, suggesting that an Insignia could be a much more economic option compared to something from Audi’s S model line-up for example.
Vauxhall sees the GSi taking on the Ford Mondeo ST-Line and Volkswagen Passat R-Line.
Buying and owning a Vauxhall Insignia GSi
The Vauxhall Insignia GSi is pitched as a range-topping model and offered in both Grand Sport hatch and Sports Tourer estate variants.
It gains the most powerful options in the diesel and petrol engine range, both of 2.0 litres and offering 210hp in the diesel and 260hp in the petrol. These engines are both familiar, already available in other Insignia variants, and as mentioned there are no power upgrades – the car’s secret is elsewhere, as we will see shortly.
An eight-speed auto transmission is standard equipment, with manual shift paddles and modified to provide more slick shifts than on the standard car. It is combined with an all-wheel-drive transmission described as ‘unique to the segment’ by Volker Strycek, a former top German racing driver and as head of Vauxhall-Opel’s performance department responsible for applying the GSi effect to the Insignia.
The AWD centres on a twin-clutch torque-vectoring unit; it constantly varies the grip applied dependent on the road conditions, and as a result particularly improves the performance out of corners, eliminating understeer – a tendency to go straight on rather than turn as the driver desires.
It is on the chassis where the team led by Strycek have carried out most of their work. The new Insignia starts off with an advantage by being up to 160kg lighter than its predecessor, modern metals, in particular, cutting poundage from the body.
Start point was to drop the GSi’s ride height a centimetre lower than the stock car. It employs bespoke springs, dampers, anti-roll bars and driveshafts, while the GSi-specific wheels and tyres cut unsprung weight on each corner by 1.5kg. Brakes from racing supplier Brembo are fitted, with larger front discs.
Further changes have been carried out to the car’s Flexride active suspension system, retuned for the GSi’s role. It includes a Sport mode with configurable settings plus a ‘Competitive Mode’ – an on-track setting which reduces the input of the car’s electronic stability control and allows more aggressive cornering.
Range-topping status brings with it a long equipment specification. The standard list includes a host of technology, including keyless entry and start, an eight-inch colour touchscreen, navigation, Bose premium sound system, head-up display and Vauxhall’s On Star connectivity and emergency service. Heating extends to the front and outer rear seats and the steering wheels, while those up front also get massaging and seat ventilation.
More potency requires a safety specification up to the mark. The Insignia gained a five-star Euro NCAP crash-test rating when tested in 2017. However, it’s worth noting that significant safety items require options list spending – a rear camera is £350, adaptive cruise control £570, while £1,025 buys a ‘driver assistance pack’ including park and lane-change assistance, a 360-degree camera and a rear cross traffic alert.
Inside the Vauxhall Insignia GSi
The interior of the GSi is similar to other Insignia models, with several upgrades
The interior of the GSi is similar to other Insignia models, with some notable upgrades, particularly in the sports seats – another aspect that UK buyers get as standard while their European equivalents have to spend on the options list.
These seats are specially designed units, inspired by those made by specialist Cobra for racing cars – they are lighter even than the specific Recaro units fitted in the previous Insignia VXR, and they have more precisely sited seat belt routing at shoulder height. As well as all the functions already described they are swathed in leather.
Ahead the driver enjoys the much more effective cockpit design that debuted with the new Insignia range. The central touchscreen removes many extraneous buttons, making for a much less cluttered look and encouraging a more premium feel to the car.
The latest Insignia boasts a wheelbase stretched more than 9cm over its predecessor, which translates to plenty of interior space. However, the sloping roofline of the hatch does make for cosy rear-seat headroom, and while the boot looks big rivals offer significantly more actual space.
Driving the Vauxhall Insignia GSi
On motorways, it’s a comfortable, refined cruiser. Pointed at a B-road peppered with fast bends, it will surprise any enthusiastic driver.
The launch event served up just the diesel variant of the GSi – despite everything that is happening around diesel at present, Vauxhall still expects this to account for a higher percentage of the car’s sales.
For a start, it’s cheaper than the petrol engine, with better economy and emissions – though beaten very significantly in this area by rivals from other brands. And while some 50 horsepower less potent than its petrol sibling, it is highly flexible, with its entire 480Nm torque offering on offer from a mere 1,500rpm.
Combine this engine with the grippy all-wheel-drive system and the significant chassis upgrades and the real attraction of the Insignia GSi becomes very apparent. Strycek and his team certainly know their stuff – this is an exceptionally well-balanced car, and at its best when one takes on a swift, flowing cross-country route.
Performance-pitched cars normally come with compromises – most often rock-hard suspension that can soon become wearing particularly on the small of the back. Not the GSi – on the motorway it is a comfortable, refined cruiser, and pointed at a B-road peppered with fast bends it will surprise any enthusiastic driver. It doesn’t feel particularly fast, but it does feel fun to drive.
Summary
Vauxhall insists that the Insignia GSi is not a replacement for the VXR and this is true – it’s not quick enough to offer the image of an outright performance car.
Equally, however, it does not come with the limitations one gets used to with VXR, models you can’t really use every day unless you are some kind of masochist. The GSi you can – it offers enough beautifully balanced, swift progress to enjoy, without sacrificing the comfort you need.
Buy a GSi and you will also be driving a reasonably exclusive car – the Insignia sells around 25,000 examples a year but Vauxhall’s number crunchers expect only around 500 of these to be GSi models. They will also be more highly biased to retail sales than the Insignia’s usual fleet majority – few user choosers are likely to persuade their fleet manager to let them drive a GSi.
Should you choose a GSi? Well, it will appeal to a very specific audience. Rivals from Ford and Volkswagen offer better economy but not all the specification for the money, while it’s difficult to see too many choosing this car over a BMW or an Audi, unless funding really is the critical factor.
In such circumstances, and for those who like to drive enthusiastically without requiring performance to track day levels, the Insignia GSi is certainly worth a look.
The facelift version of the Hyundai Tucson SUV has made its debut at the New York International Auto Show.
Built in Europe, the Tucson is Hyundai’s global best-seller. The Korean brand will expect it to challenge models such as the Nissan Qashqai and the Toyota RAV4 – an all-new version of which is also debuting in New York.
Changes to the Tucson involve a subtle restyle, updated powertrains – downsized with improved CO2 emissions – and more technology.
Three diesel and two petrol engine options will be available, but it’s not yet clear if all will be on offer to UK buyers. Most powerful will be the 2-litre diesel of 186hp, which will be combined with either a six-speed manual or a new eight-speed auto transmission and all-wheel drive.
Two 1.6-litre diesels will be offered with either 115 or 133hp, both front-wheel drive with six-speed manual and the higher output model also available with a seven-speed dual clutch auto and all-wheel drive. Petrol options are both 1.6 litres and encompass a front-wheel-drive model with 132hp, and an 177hp variant with either FWD or AWD.
Styling upgrades include changes to the bumpers, skid plate and grille, plus a new light signature with LED headlamps and new wheel design.
Among technology highlights are a seven-inch information screen with Apple CarPlay, Android Auto and Bluetooth smartphone compatibility, phone charging, a premium sound system and 3D navigation.
A strong safety package will also be offered including autonomous emergency braking, lane keeping assistance, a driver attention warning and speed limit indicator. Hyundai’s Surround View Monitor, using cameras to provide 360-degree vision during reversing, will be on offer, as will be an adaptive cruise control using front radar sensors.
The new Tucson is expected on UK sale in summer 2018 at prices yet to be announced – the current model starts from £19,855.
The fifth-generation Toyota RAV4 has been unveiled at the New York Auto Show – in a market where the SUV is the best-selling car.
Expected on UK sale early in 2019, the new RAV4 is the first model built on the brand’s Toyota New Global Architecture platform. This has a lower centre of gravity and more effective weight distribution than its predecessor, leading to improved economy and handling through the more rigid body construction.
Another aspect of the new platform is the wheelbase, extended by 30mm to free up more interior space. Combined with shorter front and rear overhangs, this produces a length of 4.6m, almost identical to the outgoing car. The new RAV4 is slightly wider and Toyota says luggage space is also increased, though by how much is yet to be revealed.
Significantly different is the styling, the new RAV4 given a distinctly bolder look designed to emphasise its credentials as an off-road SUV – the higher ground clearance evidence of this.
Toyota adds that both of the powertrains in the RAV4 will be new, a 2.0-litre petrol unit and a 2.5-litre hybrid. A diesel option is not expected to be offered, and it’s possible that UK buyers will only be able to choose the hybrid – performance and economy figures for which are yet to be released.
The hybrid uses a newly-developed electric motor drive that employs two electric motors, one on each axle. This format cuts energy losses which aids fuel economy, while offering an effective all-wheel-drive system. A front-wheel drive variant could also be offered.
When the new RAV4 goes on sale its biggest rival will be the Nissan Qashqai, British built and currently the UK’s best-selling SUV.
The first Sportback version of the Audi RS 5 performance model has been unveiled at the New York Auto Show.
The five-door model will sit alongside the existing RS 5 Coupe, and employ the same mechanical specification including the 2.9-litre V6 petrol engine. This boasts two turbochargers mounted between the banks of cylinders.
Peak power of the unit is rated at 450hp, alongside 600Nm of torque produced between 1900 and 5000rpm. This results in a 0-62mph time of 3.9 seconds and the potential for a terminal speed of up to 174mph.
All-wheel-drive standard
An eight-speed automatic transmission is mounted as standard, its shift times tuned for more rapid response, and combined with the permanent all-wheel-drive. As standard, the power is split 40:60 front to rear, though when conditions require up to 85% can be sent to the front axle or 70% to the rear.
UK-spec RS5s also gain a sport differential on the rear axle. The cockpit-operated drive select control allows various aspects of the quattro all-wheel drive system and several other elements of the driving experience to be tailored to the driver’s individual preferences.
The car’s five-link suspension is also specifically modified to RS specification, while a sport variant on the options list includes Dynamic Ride Control – this offers adjustable, electronically controlled damping, along with ceramic brakes and RS-specific steering.
Exterior styling upgrades include extended wheel arches and a wide, flat single-frame grille, solid air intakes with a honeycomb structure typical of an RS, gloss black design elements and a front spoiler with matte aluminium quattro lettering.
The rear end gains an RS-specific diffuser insert, RS exhaust system with oval tailpipes and a spoiler lip. The RS 5 Sportback sits on 19-inch wheels as standard, while a range of 20-inch designs is on the options list.
Inside are sport seats in Nappa leather with honeycomb stitching, a flat-bottomed multifunction sports leather steering wheel and RS-specific information displays in the ‘virtual cockpit’ digital display providing information on tyre pressure, torque and G forces.
The RS 5 Sportback will also be a practical performance car. Its boot offers a 480-litre capacity extending to 1300 litres when the rear seats are fully folded. Alternatively, these can be folded in a 40:20:40 split ratio.
Audi is targeting the RS 5 Sportback initially at the North American market, targeting the likes of the BMW M3 – a UK on-sale date is yet to be announced but industry observers predict it will be around the end of 2018.
The car finance sector has started 2018 with some surprisingly good results, based on the information published last week by the Finance and Leasing Association.
Despite private new car sales falling by nearly 10% in January, point-of-sale consumer car finance (ie – finance arranged via car dealers) on new cars was down by only 4%. In addition, the amount borrowed was up by 4% on last year, meaning that the average amount borrowed on new cars was up by more than 8% compared to the same month in 2017.
Point-of-sale finance continues to monopolise the new car finance market, with more than 88% of private new car buyers using finance sourced by the dealer to fund their cars. This is up from about 86% a year ago. Most buyers use a personal contract purchase (PCP) to fund their new cars, borrowing more than £19,000 per vehicle on average in January.
Cars bought on finance by consumers through dealerships, January 2018
New business
Jan 2018
% change on prev. year
3 months to Jan 2018
% change on prev. year
12 months to Jan 2018
% change on prev. year
New cars
Value of advances (£m)
1,167
+4
3,686
-1
18,840
+1
Number of cars
61,204
-4
186,674
-9
988,025
-7
Used cars
Value of advances (£m)
1,544
+20
3,785
+15
15,697
+12
Number of cars
131,870
+13
320,855
+10
1,372,597
+7
Total cars
Value of advances (£m)
2,711
+13
7,471
+6
34,537
+6
Number of cars
193,074
+7
507,529
+2
2,360,622
0
Data (c) Finance and Leasing Association
Used car finance continues to soar
The news for finance companies was even better on the used car front. The number of finance agreements sold increased by 13% compared to the same month last year, while the total amount borrowed increased by 20%, meaning that average borrowing on used cars increased by 6%. Used car buyers borrowed, on average, £11,700 in January.
Dealer-sourced finance has continued to grow at a substantial rate over the last decade, with the total amount lent to car buyers in January 2018 more than double what it was five years ago.
It is hard to say how much this continuing growth can be attributed to people choosing a used car over a new one, as used car finance growth has been on a steady upward trend since 2011. Private new car sales started falling (year-on-year) in April 2016 and have fallen every month since then, but there doesn’t appear to have been a corresponding boost to used car finance levels that would indicate it’s all quite that simple.
Will this increase the chances of another interest rate rise?
This is the third month of results published since the Bank of England increased the base interest rate from 0.25% to 0.5% in November 2017, and it has clearly done nothing to slow the car finance market.
Obviously, car finance on its own won’t determine the Bank’s monetary policy, but it is a clear sign that consumers are not reducing their level of borrowing. The amount of debt per customer is at record levels, and continuing to rise each month. If this behaviour is being repeated in other sectors, like personal loans and credit cards, we can expect to see another interest rate rise sooner rather than later.
The performance version of the Alfa Romeo Stelvio SUV, the Quadrifoglio, has gone on sale at prices starting from £69,500.
With 510hp on offer from its 2.9-litre bi-turbo V6 engine the newcomer will join a growing number of performance models in the growing premium SUV market. Challengers are expected to include the forthcoming BMW X3 M and Jaguar F-Pace SVR.
The power, combined with torque of 600Nm from 2500 to 5000rpm, sends the Stelvio Quadrifoglio through 62mph from rest in 3.8 seconds, and onto a terminal speed of over 176mph.
The engine is combined as standard with an eight-speed auto transmission and with the Q4 all-wheel-drive system – in normal mode the vehicle is rear-wheel-drive, with 100% of its torque put through the rear axle, but can transfer up to 50% to the front when conditions demand.
Alfa Romeo’s Chassis Domain Control co-ordinates a suite of electronic aids including active suspension, the electronic stability control and torque vectoring. The latter employs two electronically controlled clutches in the rear differential, separately assigning torque to each wheel, ensuring the most effective power transfer to the road under demanding conditions such as cornering on the limit.
Specification of the Quadrifoglio will be range-topping and will include bespoke 20-inch alloy wheels that require reprofiled wheel arches, a restyled rear diffuser, a four-pipe sports exhaust and bi-xenon headlamps with LED daytime running lights.
Notable elements inside include a leather dashboard and door tops, leather and Alcantara seats, leather steering wheel, carbon fibre trim and stainless steel pedals. An 8.8-inch Alfa Connect infotainment system sits in the centre console and includes Apple CarPlay and Android Auto smartphone compatibility..
The safety specification is extensive too, including Autonomous Emergency Braking, Lane Departure Warning, Blind Spot Monitoring, an Integrated Braking System, Forward Collision Warning and a rear-view camera with guidance lines.
First UK deliveries of the Alfa Romeo Stelvio Quadrifoglio are expected in the summer.
Motorists could be burning through as much as 75% more fuel than stated by car makers, according to new research by German technology company Carly.
The worldwide in-car app collected data from over one million vehicles, including 150,000 from the UK. The results show year-on-year growth of discrepancies in fuel consumption between official lab figures and real-world data in every new model generation between 2004 and 2016, followed by a slight reduction in 2017.
The most significant difference was found in diesel cars from 2016, achieving an average of 75% higher consumption rates than stated in information given by the vehicle manufacturer.
According to the RAC Foundation, the average given fuel consumption for a diesel car in 2016 was 62.5mpg. For a motorist driving 12,000 miles, this would be a cost of £1,087.55 per annum (based on current diesel costs of 124p per litre). Considering the discrepancies found by Carly, this figure could instead be £1,903.21, an additional cost to the motorist of £815.66 a year.
Overall, Carly uncovered discrepancies were greatest in the three most popular vehicle segments in the UK; small cars, compact cars and SUVs.
The Carly app found drivers of small cars are using as much as 55% more diesel and 35% more petrol than the official figures, adding hundreds of pounds to annual running cost budgets.
For compact car drivers, the real-life diesel consumption recorded as 45% higher than manufacturer figures, with the news no better in the increasingly popular SUV segment; burning through 45% more diesel and 40% more petrol than owners might expect. The only market segment where manufacturer data reflected real-world results was diesel sports cars where real-world figures reflected the official data (and let’s face it, a diesel sports car is a bit of an oxymoron anyway).
“There is an ongoing conflict of interest regarding fuel consumption. Over the years the regulations require less and less CO2 emissions, however; drivers want more powerful and luxurious vehicles,” says Avid Avini, one of Carly’s founders.
“With each new CO2 reduction strategy, manufacturers have had to reduce fuel consumption; however due to tests being carried out in laboratories rather than the real-world, the data shows consumption to be improving.
“Miles per gallon is one of the key concerns of UK drivers when buying a car, as ongoing vehicle running costs can have a huge impact on the monthly budget. While it can be difficult for manufacturers to predict consumption, as it is very much dependent on individual driving style, a discrepancy of this size is of concern to consumers relying on manufacturer figures.”
New fuel consumption and emissions tests coming into force in the UK will hopefully start to eliminate these massive discrepancies in the next few years, but used car buyers are likely to be stuck with inaccurate and misleading fuel consumption information for many years to come.
What is it? The Volvo XC40 is the Swedish brand’s first compact SUV, targeting the likes of the Range Rover Evoque and Jaguar E-Pace.
Key features More youthful style, high technology, efficient powertrains
Our view The Volvo XC40 arrives late to the premium compact SUV market but will make its mark within it.
Combining all the major advances of its larger XC60 and XC90 sisters with a distinctive, younger-pitched style, it also scores on the quality of its technology and the efficiency of its powertrains. It is a worthy European Car of the Year.
Volvo appears to be able to do little wrong at present – global sales jumped 22% in 2017 (though they slid 18% in the declining UK market), the 90 Series has earned rave reviews, and now the XC40 has won the brand its first ever European Car of the Year title, before even hitting UK roads.
The XC40 is Volvo’s first compact SUV and one might wonder why the brand has taken so long to get into a market where all the action is. But the car is part of a considered SUV programme that started with the XC90 and continued with the XC60.
This comes at a time when the Swedish brand has been transitioning, moving upmarket to more directly challenge the premium heavyweights. And while the Range Rover Evoque kick-started the premium SUV market a few years ago, only recently has the sector really come to life with the latest versions of the BMW X1, Audi Q3 and Mercedes-Benz GLA.
Interestingly, however, one of the XC40’s likely most direct rivals is only appearing at the same time as the Swedish contender. Volvo will hope to seriously dent Jaguar’s lofty ambitions for its E-Pace.
In many ways, the XC40 reflects the DNA of its successful sisters the XC90 and XC60, in a more compact package. But it also cuts a distinctive visual appearance – a much bolder design first seen on the almost identical Concept 40:1 unveiled in May 2016, and set to form the building blocks for further 40 Series cars that will follow.
It’s an attractive design pitched towards a more youthful audience, featuring plenty of sculpted panels and sharp angles, personalisation options in such areas as the contrasting paint finish on the roof, and neat touches such as the way the doors overlap the sills so you don’t transfer road grime from sill to clothes.
The Volvo XC40 is an attractive design pitched towards a more youthful audience.
Buying and owning the Volvo XC40
The XC40 is the first Volvo on the new CMA (compact modular architecture) platform, which will also underpin coming 40 Series cars. The platform offers many major advances, from improving interior space to saving weight, and is specifically designed to accept a range of drivetrains including plug-in and full-electric units.
Both will form part of the future XC40 powertrain options. For now, it’s a choice of five of the brand’s downsized 2.0-litre Drive-E engines, two diesel units of 150 and 190hp, and three petrol engines of 190hp, 247hp and a brand-new three-cylinder T3 unit offering 156hp.
As is typical for the market, both front and all-wheel-drive transmissions will be available on all models except the T3 that is front-powered only. Volvo expects 60% of all XC40 sales to be of the 150hp D3 diesel, two-thirds of these front-wheel-drive. An eight-speed auto transmission will be the standard, though the D3 diesel and T3 petrol also offer a six-speed manual alternative.
Trim levels are based around the brand’s familiar Momentum, R Design and Inscription grades, though each also offers a Pro version with such extras as a powered, heated driver’s seat and headlamps that bend around corners.
Equipment levels are generous – topping the list on the entry-level Momentum model are navigation through Volvo’s superb portrait-style infotainment screen, remote control of various functions through a smartphone app, auto LED headlamps, a Drive Mode feature offering five engine/chassis settings including an off-road mode, and a 12-inch digital driver’s instrument panel.
R-Design is expected to be the most popular trim and includes both sports suspension and several styling upgrades, but for early buyers the First Edition launch model will be most appealing. It adds close to £5,000 to the cost but also many extras including a tilting glass sunroof, park assist, a premium Harman Kardon sound system and significant extra safety technology.
The XC40 is so new it has not at the time of writing been run into various solid objects as part of the Euro NCAP test programme, but with Volvo’s focus on safety innovation and outstanding results in all its other models, a top five-star result is virtually certain.
The car bristles with the latest safety tech – we are pleased to see that every version comes as standard with the City Safety pack that includes autonomous emergency braking as well as a lane-keeper and road sign and driver alert aids. Only the fact that some of the most impressive technology is on the options list prevents us giving the car a top 10-point safety score.
These options are combined into an ‘Intellisafe Pro’ pack, costing £1,400 and including the Pilot Assist system that autonomously steers the car, BLIS blind-spot warning, adaptive cruise control and a cross-traffic alert with auto braking. This pack does come as standard on the First Edition launch model.
Inside the Volvo XC40
The XC40 features an interior that is minimalist and stylish.
Remember when Volvo interiors were plain irritating, especially the centre console with its full alphabet’s worth of buttons? Those times seem a very long ago. The XC40 is very well screwed together with a layout that is minimalist, stylish – just cool, basically.
Particularly good is the driver’s environment. Every car gets a digital instrument display on a 12-inch screen and the latest incarnation of Volvo’s oh-so-good portrait-style nine-inch infotainment touchscreen.
The screen takes a little getting used to, but once you do it’s so user-friendly, and offers full connectivity through Apple CarPlay or Android Auto, as well as voice activation and the on-call convenience and emergency assistance service.
Our one gripe concerns the graphics of the satnav system. They are simply not as crisp as those offered particularly by VW Group products, while panning out the screen loses the detail of side roads rather earlier than on rivals.
However, if your XC40 is lucky enough to be fitted with the around-view parking monitor (standard on the First Edition, otherwise part of the £1,600 Xenium pack that also includes the sunroof and automatic parking), this is pure witchcraft. On screen appears a crisp view of the car, but seemingly filmed from 20 feet above it, making inch-perfect parking a doddle.
Interior space is competitive with the opposition. The XC40 is longer and wider than several of its rivals and this translates to good space within for four adults, five at a push.
A range of clever touches adds to the appeal – for example, if you want to go beyond the standard 480-litre boot space by removing the parcel shelf, there’s a space to stow it under the floor. Moving the speakers from the doors has freed up cavernous storage pockets, while even the glovebox includes a curry hook – a small point, but useful nonetheless.
Driving the Volvo XC40
Progress in a Volvo XC40 is enjoyable for both driver and passengers
Big news in the powertrain department is the new T3 petrol engine but, unfortunately, supplies of cars with this unit are a little behind the rest, so on the launch event we had to content ourselves with the T4 and T5 petrols and the D4 diesel.
All three engines impress with their flexibility and eagerness, though all three can add a slightly intrusive engine note if pushed hard. However, you don’t really have to push them that hard, because they accelerate briskly and especially with the eight-speed auto transmission, seamlessly up the range.
We remain particularly impressed by the D4 diesel. It is an extremely flexible unit, refined too, and not at the expense of efficiency – plus 55mpg fuel economy and CO2 emissions of under 140g/km, on an all-wheel-drive model with an auto gearbox, shines above many of the XC40’s rivals.
The XC40 is a supremely comfortable vehicle to travel in – the ride seems angled towards relaxing, smothering bumps and ruts in very effective fashion.
Remarkably, however, such comfort does not evolve into a wallowy performance if one tries to push on through a series of challenging bends. The XC40 remains composed, upright and confidence-inducing, even if the Drive Mode system is set to favour the default comfort setting over a more sporty mode.
To sum up, progress in an XC40 is highly enjoyable, for the driver and their passengers.
Summary
The Volvo XC40 starts at £27,905, which buys a front-wheel-drive T3 petrol powered machine in Momentum trim with a manual gearbox. Diesels start at £28,965, all-wheel-drive at £30,405 with the D3. Cheapest First Edition variant is the D4 in AWD form, costing from £39,305.
A major debut with the XC40 is ‘Care by Volvo’ – initially available to customers inside the M25 motorway, the brand calls it a subscription service and it is much more than a contract hire programme.
Inspired by mobile phone contracts, a fixed monthly fee covers rental of the car, servicing, roadside assistance and remarkably, insurance for up to three people aged between 25 and 79 – this last Volvo expects will be particularly attractive to younger drivers.
The car is replaced every 24 months while subscribers also get access to a different Volvo for 14 days a year – perhaps a large estate for the family holiday for example. And Volvo intends to add a range of connected services to the programme.
All of which could be an attractive means to get in what is a highly attractive vehicle. It’s becoming increasingly difficult to find aspects of modern Volvos to criticise – each is a step forward in comfort, practicality, style, economy, performance and particularly safety.
The XC40 may be arriving a little late to the premium compact SUV market – but it is going to carve itself a large slice of it.
Key features Bigger and more refined than before, significantly upgraded cabin, more safety features, better infotainment
Our view The Vauxhall Insignia Sports Tourer is a welcome addition to the traditional estate sector for buyers who need a hard working load-lugger rather than a lifestyle SUV.
First report – December 2017
Fuel economy has been almost as good as claimed
Sometimes when it comes to serious load-lugging, nothing can do the job better than an estate. However, the trusty estate has lost ground in recent years to some of the larger SUVs that also deliver decent payloads and can comfortably seat five people.
Vauxhall believes it has a viable alternative. With its fleet heritage, the car maker performed respectably with Astra and Vectra in this sector, but for its all-new large family car offering the off-trend estate name has been discarded in favour of something more dynamic: the Insignia Sports Tourer.
The Car Expert is testing a model in high-end Elite Nav spec to assess the ownership experience over the next three months.
First impressions are positive. The car oozes quality from the neatly-defined exterior styling, complete with attractive door creases and a contour tracing chrome strip, to a first-class cabin with full leather trim, high-quality soft-touch plastics and clear instrumentation which together shows just how much the brand has upped its game in interior design.
While the car will be chosen for its voluminous rear space (an impressive 560 litres with the seats up, almost tripling to 1,665 litres with them down; 135 litres more than the old model), the real star is the small 1.6-litre turbo diesel engine which effortlessly punches above its weight to deliver 136hp. So far it has made light work of several long motorway journeys where cruising speed is effortlessly reached and maintained and around town, where power delivery is never found wanting even when pulling away when fully laden.
So far fuel economy, has been impressive with a running average of 52.6mpg and a best journey of 61.1mpg (a 320-mile motorway jaunt), against a claimed 62.8mpg. Not bad at all.
Second report – January 2018
The Insignia is guaranteed to stick out of most parking spaces
Our long-term Vauxhall Insignia Sports Tourer is designed to carry families and their gear in comfort as well as transporting hefty loads. We’ve found this super-sized estate does both exceptionally well, especially when called upon to swallow up bulky items with the back seats down to reveal a wide, deep and flat load bay.
To date, our cargo inventory has included a seven-foot Christmas tree, a large oval patio table, a mountain bike and random items of furniture. All have been easily accommodated and no item has so far proved too bulky to load and stow securely. Much of this is down to the low and wide loading point and high ceiling which is much higher than the car’s cleverly tapered profile makes it look.
In terms of comfort, estates can be something of a mixed bag because they are designed for load-lugging but invariably spent a lot of time being driven empty. This inevitably means compromises in the ride and handling package. However, we’ve found the Insignia to be comfortable to drive and be driven in, regardless of what’s being carried, with its relatively soft suspension setting making motorway journeys particularly comfy and ironing out most rough surfaces.
The real surprise, however, is the car’s agility. Although it is guaranteed to stick out of most parking spaces, reversing into them, or parallel parking, is effortless thanks to its tight turning circle, front and rear sensors and a reversing camera which doesn’t cry wolf at the first sign of an obvious obstacle.
The car is also equipped with all sorts of creature comforts from Apple CarPlay, a wi-fi hotspot, to an interactive App and Vauxhall’s OnStar telematics and safety system, which we’ll talk about next time.
Third report – February 2018
Curtis has been enjoying Apple CarPlay, although a faulty USB hub ruined his fun initially.
Our long-term Insignia Sport Tourer continues to impress by delivering excellent load-lugging functionality coupled with impressive fuel economy.
Since last month, our running average has improved marginally from 52.6mpg to 53.1mpg – but more satisfying was the 66.1mpg the car returned on a 92-mile round trip. Granted most of those were motorway miles, driven at a steady speed with the car unladen, but it just shows how flexible our Insignia’s super frugal 1.6-litre diesel engine can be.
As the miles pile on, what’s really struck us is just how good the car’s environment is. Yes, the leather seats are supportive and comfy and there’s plenty of leg, head and shoulder room for all, but what is really impressing us is the rather excellent infotainment system which bundles DAB radio, smartphone access, streaming services and satnav all in one place; or IntelliLink as Vauxhall calls it.
Common with many new cars, our Vauxhall Insignia features the brilliant Apple CarPlay (and Android Auto for non-Apple mobiles), which replicates selected apps from an iPhone on its eight-inch tablet-style screen.
Once hooked up, this means you can chop and change between Spotify, BBC iPlayer Radio and your favourite podcasts. Furthermore, Google Maps can be accessed if you prefer its interface and functionality to the car’s satnav system; which I do. And text messages can be read by an amusingly robotic voice and responded to via Siri safely whilst on the move.
However, the system did have a perplexing glitch. Each time we plugged in the iPhone, the system would fire up and then hang. If we jiggled the lead around it would work for a while before failing again.
On one particularly long journey, we used the satnav to find the nearest Vauxhall dealer. A helpful sales executive confirmed it was a known problem with the USB hub. The car subsequently returned briefly to Vauxhall, the faulty hub was replaced and it has been performing perfectly ever since.
The car’s list of useable tech continues with Vauxhall’s impressive Onstar connectivity system and a dedicated My Vauxhall app which we’ll report on next month.
Fourth report – March 2018
After four busy months on The Car Expert fleet, it’s the end of the road for our Vauxhall Insignia Sports Tourer.
Vauxhall’s always performed well in the estate sector with hard working, if not terribly refined, load-luggers built for high mileage company car drivers. However, things have moved on and the brand has been forced to up its game to offer something better suited to more demanding buyers looking for a wagon with a German badge.
Well, the good news is that Vauxhall has upped its game for the latest-generation Insignia wagon which debuted in 2017. It might have the Griffin badge on its grille, but this car was engineered and built in Germany by Opel for the needs of ultra-demanding German drivers. It shows.
If you’re in the market for an estate with over-generous levels of usable space and haven’t driven a Vauxhall for a while, then you’ll be pleasantly surprised by the Insignia. Outside the car is undeniably stylish, cleverly utilising a chrome strip to give a sleek profile. While the interior in Elite trim is smart and upmarket with smooth surfaces and excellent visibility.
Add to this creature comforts such as heated front seats which come on automatically when it’s cold and at a temperature it judges to be the most appropriate for the conditions; a much appreciated warm welcome when the Beast from the East sent temperatures plummeting to record lows in March. In a welcome touch of inclusivity, there are even heated seats in the rear which were greatly appreciated on a 5am run to Heathrow Airport to drop off some long-haul passengers dressed for warmer climates.
During the extended cold spell, we also appreciated the integrated heater element in the front windscreen, which quickly thawed the heaviest of frosts, and the heated steering wheel; something I had previously dismissed as a gimmick until faced with starting high mileage journeys in sub-zero temperatures.
There’s a lot more to like from the all-inclusive infotainment system to the excellent head-up display which for just an additional £290 is an absolute must-have optional extra. We also liked the app that allows you to keep an eye on tyre pressure and fuel levels, open the doors and sound the horn and flash the lights; great if you can’t quite remember where you parked in a large car park.
After 8,128 miles we remain fans of the economic but plucky 136hp 1.6-litre diesel engine, which never ceased to punch above its weight. It delivered some outstanding fuel economy with an overall average of 53.5mpg and an all-time best of 66.1mpg.
Over the months we’ve found the ride and refinement to be good with even the noisiest stretches of the M25 failing to intrude too much. The six-speed manual transmission proved to be more than adequate although an automatic box would be more suited to the car upmarket aspirations.
The estate market might be smaller than it was back in the days before the proliferation of SUVs but it is no less competitive with fewer brands chasing bigger market shares. For car buyers with regular load lugging requirements there is no substitute for an estate and with an on the road price of £26,320 the Vauxhall Insignia Sports Tourer makes a convincing and classy case for itself.
Volkswagen has unveiled the third-generation version of its Touareg large SUV, ahead of putting the car on UK sale in the third quarter of 2018.
The new model was revealed in Beijing, China, reflecting the increasing importance of the Chinese market to European brands – Volkswagen describes China as “its largest market” and sales of SUVs in the Asian country have mushroomed in recent times.
Described as a milestone for the brand’s SUV campaign, the new Touareg is a global SUV and is being pitched further upmarket as a premium model on the basis of new design, significantly advanced technology and higher quality materials.
The Touareg is 8cm longer and 4cm wider than the vehicle it replaces, and this results in a significant increase in luggage capacity, from 697 to 810 litres with all seats up. The body, meanwhile, has seen a significant diet, 106kg lighter due to the use of 48/52% mix of aluminium and high-strength steels in its construction.
Highlight of the interior is Volkswagen’s ‘Innovision Cockpit’ – a fully digital instrument setup on a 12-inch display can be combined with the Discover Premium infotainment system which uses its own 15-inch screen, resulting in a major reduction in buttons and switches. Volkswagen says that the car can adapt to individual occupants’ tastes, using a new level of connected systems and programmes.
The Touareg will also offer the largest and widest range of driver assistance, handling and comfort systems yet seen on a Volkswagen. These range to a thermal-imaging camera spotting pedestrians and animals at night, all-wheel steering and a front cross traffic alert system.
European Touaregs will initially go on sale with V6 diesel engines of either 231hp or 286hp. A V6 petrol engine of 340hp is set to follow, while a V8 turbodiesel of 421hp is also planned and is predicted to be in the eventual UK line-up.
Early Chinese versions of the Touareg will include a plug-in hybrid model with 367hp – Volkswagen is not saying when this is likely to come to Europe though it is expected to. All powertrains are expected to include an eight-speed auto transmission and all-wheel-drive.
As part of its 25th birthday celebrations, the Vauxhall Corsa range will see the return of the Corsa GSi name to the UK later this year.
The Corsa GSi takes the key chassis and design elements from the current Corsa VXR model using the sporty three-door body, with a raft of exterior design cues to set it apart from the regular car.
Large air intakes and a honeycomb grille dominate the front of the car, while deep sill extensions and carbon-trimmed features adorn its flanks. At the rear, a deep rear spoiler matches the extra bodywork to the front and sides, while a chrome tailpipe completes the look.
Inside, leather Recaro seats allow drivers to sit low in the car. A leather sports steering wheel and aluminium pedals continue the sporty theme. The GSi comes standard with Vauxhall’s IntelliLink touchscreen infotainment system, offering Apple CarPlay and Android Auto connectivity.
Riding on 18-inch alloy wheels, the Corsa GSi takes its suspension and brakes – with red-painted calipers – from the current 210hp Corsa VXR. The firmer springs and dampers offer better control at high speeds, and improved grip in both wet and dry conditions.
More information about the new Vauxhall Corsa GSi will be available later in the year when order books open.
Mazda has announced UK pricing and specification for updated versions of its Mazda 6 model, which goes on sale this summer. It features an upgraded cabin, mildly-revised styling, a new petrol engine and an upgraded diesel engine.
Priced from £23,045 to £32,795, the range features 24 models across four trim levels: SE-L Nav+, SE-L LUX Nav+, Sport Nav+ and GT Sport Nav+.
Matched exclusively to the range-topping GT Sport Nav+ trim is Mazda’s new 2.5-litre SkyActiv-G engine, making its UK debut and paired with a six-speed automatic gearbox. With a cylinder deactivation system, this direct-injection four-cylinder engine switches between four and two-cylinder operation to improve fuel economy in light use without affecting performance when required.
The 2018 model year visual changes include a fresh frontal design focused around a new grille, which has its mesh positioned deeper within the surround. Revised LED headlamps include the wingtip motif from the grille surround, and the front fog lights are now incorporated into the headlight cluster. As a result, the lower bumper has been redesigned for improved aerodynamics.
At the rear, the saloon has a remodelled boot lid, while both the saloon and estate feature cleaner rear bumper styling. Topping off the styling updates are new alloy wheel designs and the introduction of the Soul Red Crystal paint colour that has been popular in other Mazda models.
Inside, highlights include a larger eight-inch centre display screen, a seven-inch screen in the driver’s instrument binnacle and the adoption of a full-colour head-up display. The dashboard and door trims have been redesigned, seat comfort has been improved and the top-spec GT Sport Nav+ features more luxurious materials such as Sen woodgrain trim, brown Nappa leather and suede.
In addition to the new 2.5-litre SkyActiv-G petrol engine, the 2.0-litre SkyActiv-G version has been enhanced with new intake ports, new pistons and revised fuel injection and cooling. For diesel drivers, the 2.2-litre SkyActiv-D diesel engine now produces 184hp (up from 175hp) in its highest state of tune.
The new Mazda 6 also benefits from suspension fine-tuning for improved ride, handling and steering characteristics.
With an increase in standard active safety equipment across the range, all models now feature a range of advanced technology including blind-spot monitoring with rear cross traffic alert, adaptive cruise control, lane-keep assist and autonomous emergency braking.
Jaguar’s all-electric I-Pace has gone on sale in the UK in S, SE and HSE derivatives alongside a First Edition.
With a 90kWh lithium-ion battery, the I-Pace claims a range of up to 298 miles (on the new WLTP cycle) and owners will be able to achieve a 0-80% battery charge in an hour and a half using a rapid charger unit (50kW).
I-Pace will be fully compatible with next-generation DC rapid chargers (100kW) as the technology is rolled out across the UK, which will enable a zero to 80% charge in just 40 minutes. Home charging with an AC wall box (7kW) will achieve the same state of charge in just over ten hours, which is acceptable for most overnight charging purposes.
A number of smart range-optimising technologies help to squeeze every mile out of the car’s range. This includes a battery pre-conditioning system, which automatically raises (or lowers) the temperature of the car’s battery while plugged in to maximise range when you drive away.
Twin electric motors for all-wheel drive traction
Skateboard-style arrangement of electric motors and battery pack
Two electric motors – which feature driveshafts passing through the motors themselves for compactness – are placed at each axle, with the aim of delivering a combined performance of 400hp and 696Nm, and all-wheel-drive, all-surface traction. The two motors help launch the I-Pace from a standing start to 60mph in just 4.5 seconds.
The I-Pace’s aluminium architecture uses sophisticated riveting and bonding technology to deliver a light, stiff body structure. Together with the structural battery pack, it has a torsional rigidity of 36kNm/degree – the highest of any Jaguar.
The battery is placed centrally between the two axles, and as low down as possible, with a seal between the housing and the underfloor. This location enables an ideal 50:50 weight distribution and a low centre of gravity: together with the advanced double wishbone front and multi-link rear axle with (optional) air suspension and configurable suspension settings, Jaguar promises agile handling and outstanding ride comfort.
Its sleek, coupé-like silhouette is inspired by the Jaguar C-X75 concept car from several years ago, and also helps provide class-leading aerodynamics. When additional cooling is required, active vanes in the grille can open to allow more air in, then close again when no longer needed to smooth airflow and reduce drag.
Improved interior space and infotainment
i-Pace interior promises to be a significant improvement over the rest of the Jaguar range
Inside, the layout optimises space for passengers. Although the I-Pace is a mid-sized SUV, the cab-forward design and electric powertrain mean that interior space is more comparable to large SUVs. Rear legroom is helped by the lack of any transmission tunnel, plus there is extra storage space under the seats. Boot space is 656 litres, increasing to 1,453 litres when the rear seats are folded flat.
I-Pace also debuts Jaguar’s new Touch Pro Duo infotainment system, which uses a combination of touchscreens, capacitive sensors and tactile physical controls to make it intuitive to use. Hopefully, this will eliminate a significant weakness in all Jaguar models of recent years, whose infotainment systems have lagged behind those of its rivals.
The navigation system is also designed to specifically address the unique needs of an electric vehicle. It can assess the topography of the route and gain insights from previous journeys, including driving style, to calculate personalised range and charging status. The aim is to provide improved accuracy to ensure maximum driver confidence.
The Jaguar I-Pace is available to order now, with prices starting at £58,995 on-road (including the £4,500 government plug-in car grant).
The image of a Range Rover may conjure up thoughts of opulent interiors, intimidating looks and go-anywhere ability. But under the skin, the engine choices have remained stubbornly powerful, polluting and thirsty. Until now?
Now Land Rover has introduced the Range Rover plug-in hybrid, which gives city dwellers an alternative to plain old internal combustion. It combines a four-cylinder petrol engine with an electric motor and battery, capable of travelling up to 31 miles on battery power alone – perfect for commuting or cross-city jaunts.
This engine is priced near the top of the existing model line-up – dearer than both V6 and V8 diesels plus the V6 petrol, but not as expensive as the fire-breathing V8 petrol models. It can count the new Bentley Bentayga hybrid and Porsche Cayenne hybrid as rivals.
The biggest change for this model is the powertrain – but more on that later. For 2018, every Range Rover model receives some extra glitz and bling, along a with a few worthwhile upgrades.
There’s a new grille inspired by the smaller Range Rover Velar, the tailpipes have been integrated into the rear bumper and there are new lights front and rear.
Inside, nearly every button on the centre console has gone, replaced instead by a dual-touchscreen setup. Where buttons remain, they’re seamlessly integrated into one another, and light-up too.
Thicker windows and noise-cancelling tech aim to make the car even quieter than before, and there are new seats, too.
How does it look?
The Range Rover is massive, intimidating and unmistakable, and 2018’s changes only serve to build on this. The Velar-inspired grille and new headlamps walk a fine line between glitzy and vulgar (you’ll have to decide which), and a wide array of colours and trims mean you can style it to suit either the country club or the nightclub.
Only some subtle badging marks this out as a hybrid, with the electric charging port concealed neatly behind the Land Rover badge in the front grille.
What’s the spec like?
The PHEV powertrain is available across all Range Rover trim levels and even base models are seriously luxurious vehicles.
Entry-level Vogue models, which start at £86,965 on-road, get a full Windsor leather interior, triple-zone climate control, a fixed panoramic glass roof, 20-inch alloy wheels, and matrix LED headlights to name but a few choice items.
Step up to £93,465 Vogue SE and the wheels grow to 21 inches, the excellent Terrain Response system comes as standard and the stereo becomes an excellent Meridian system.
Top-spec Autobiography includes executive rear seating, walnut veneer, 24-way electric seats with heating and cooling and a suede headliner for £105,865.
It’s rather easy to increase these prices with a few items from the options list on any of the models, but Apple CarPlay and Android Auto are still disappointing omissions. That’s our only major gripe, though.
What’s the Range Rover plug-in hybrid like inside?
Nearly every traditional button has been eliminated from the inside of the latest Range Rover, a move which looks good but takes some getting used to. The central twin-touchscreen setup works quite well, with the upper handling media and navigation while the lower takes on driving modes, climate and seat controls.
There’s very little to mark it out as a PHEV in here either – though we would have liked a few buttons to save delving into confusing sub-menus to control battery charge and usage.
Everything is incredibly plush, though, and the interior is a lesson in duality – after all, how many other cars can wade in water 90cm deep while giving you a hot stone massage?
There’s also plenty of room, especially in long-wheelbase models. The battery pack underneath the boot floor does eat into space, though, and the load area beneath the parcel shelf is long and wide but shallow – you still get 802 litres of space to play with, though.
What’s under the bonnet?
The Range Rover PHEV debuts the brand’s first plug-in hybrid powertrain. It mates a 300hp, 2.0-litre petrol engine with an 85kW electric motor for a maximum power figure of 405hp. That’s good for a 0-60mph sprint of 6.4 seconds and a top speed of 137mph – or 85mph if travelling on electricity alone.
Land Rover claims a combined fuel economy figure of 101mpg. The reality is very dependent on how you drive. If you charge the car every night and the majority of your journeys are within the 31-mile electric range, you might hardly need to use the petrol engine. In solo cruising with a discharged battery, though, we achieved a more realistic Range Rover economy figure of 24mpg.
The engine is powerful, with a seamless transition between power sources. Push it hard, though, and the raucous note of the comparatively small engine penetrates the cabin.
What’s the Range Rover plug-in hybrid like to drive?
Range Rovers are at their best while ‘wafting’ at high speed on a smooth road – nothing’s changed here. Air suspension irons out the bumps and the vast wheels make mincemeat of minor road irritations.
What’s surprising is how well the Range Rover hides its size – it’s remarkably easy to drive, aided by peerless visibility and accurate steering. However, the heavy hybrid model isn’t quite as responsive as its siblings down a twisting road – the retuned suspension doesn’t hide bumps in the same way, and changes of direction are more ponderous.
It’s ideal in the city, though, where the serene sensation of running on pure electricity makes the Range Rover feel somehow even more luxurious.
Verdict
The Range Rover has been around for a few years, but this bang up-to-date hybrid drivetrain and fresh interior ensure it feels as good as it ever has.
The new hybrid model is an impressive achievement, too, but works best in city conditions – those with regular long trips to accommodate would be best served by one of the diesel engines.
Whichever form you buy it in, though, the Range Rover is a serious rival to the best luxury cars out there – and one that makes you feel like a king every time you drive it.
Model as tested: Range Rover P400e PHEV Price (on-road): £86,965 Engine: 2.0-litre petrol with electric motor Power: 405 hp Torque: 640 Nm Top speed: 137 mph 0-60mph: 6.4 seconds Fuel economy (combined): 101 mpg CO2 emissions: 64 g/km
In the past 12 months, potholes caused damage to vehicles costing a total of £915 million to repair, according to a study for Kwik Fit. That’s an increase of 34% on the figure of £684 million from two years ago.
The average cost of repairing damage to components, including tyres, wheels, suspension and bodywork, has risen only slightly – from £108.60 in 2016 to £111. However, the number of drivers whose vehicles have suffered damage has skyrocketed over the last 24 months – from 6.3 million drivers a year to 8.2 million – leading to the total bill for repairs increasing by £231 million.
According to the survey, some 70% of drivers say they have hit at least one pothole a week over the last 12 months, with a quarter (25%) hitting one every single day. Drivers in the north-west of the country have the worst experience, with over a third (36%) of drivers suffering a pothole impact on a daily basis.
Poor weather and visibility make potholes harder to see
Drivers give a combination of factors as the reasons for hitting pothole; 88% of drivers cited road or weather conditions, such as the pothole being hidden by a puddle or it being too dark to spot, but many (47%) also said they had to make a deliberate decision to hit the pothole as avoiding it would have compromised their own safety and that of other road users.
Almost one in ten drivers (9%) admitted that the impact was their own fault, as they were either not paying attention to the road surface or driving too fast to stop in time.
A quarter of drivers who have hit potholes over the last year have suffered costly damage to their car, with the most common repairs being to tyres (4.2 million), wheels (2.7 million), suspension (2.4 million) and bodywork (1.2 million).
Drivers overwhelmingly believe that the nation’s roads are deteriorating, with 76% saying that the road surfaces on their most frequently made journeys are in a worse condition than five years ago, with 52% saying they are significantly worse.
One in five local roads structurally poor
This mirrors the findings of the ALARM report from the Asphalt Industry Alliance, also published today, which reveals that one in five local roads are now classed as ‘structurally poor’ – a 20% increase on last year.
The condition of the road network is having an impact on driver behaviour, some aspects of which are likely to make the situation even worse. One in eight drivers (12%) say they drive a longer route than the most direct journey as it has better road surfaces, thus adding unnecessary wear and tear to both road and vehicles, as well as using extra fuel; 1.5 million drivers say the poor road surfaces have caused them to switch their car to a more rugged vehicle such as an SUV or 4×4, while one million have bought a cheaper vehicle which they don’t mind getting damaged.
The impact on vehicles has also led to drivers changing their car maintenance habits; 5% of drivers say they buy cheaper tyres as the road surfaces damage them before the tread wears out. However, 1.5 million drivers (4%) do precisely the opposite, buying more expensive tyres which are better at coping with the poor condition of the roads. Over two million drivers (6%) say they have left damage to their car unrepaired as they are sure it will get damaged again soon.
Roger Griggs, communications director at Kwik Fit, says: “The poor condition of the road network is hitting motorists’ wallets ever harder. Unfortunately, experience of past years has shown us that the recent cold weather will only make the problem worse and we are likely to see even more drivers suffering serious damage from impacts with potholes.
“It’s important to note that while sometimes a pothole will cause a blowout to a tyre, in many cases the damage is not immediately obvious.
“Often a pothole can cause a slow puncture, bulge on the inside tyre wall or hairline crack in the wheel rim, which only becomes evident days after the impact.”
Ford has opened the order books on its new crossover version of its best-selling model – the Fiesta Active.
Three variants are available to choose from. The Fiesta Active 1 costs £17,790 on-road, the B&O PLAY costs £19,190 and Active X is priced at £20,290.
All three feature more rugged body styling, rough-road suspension with increased ride height, roof rails, front fog lights and 17-inch alloy wheels. There are three selectable drive modes: Eco, Normal and Slippery, while rough-terrain capabilities are managed by a recalibrated hill-start assist configuration for the Fiesta’s electronic stability programme (ESP).
Ford’s SYNC 3 infotainment system enables drivers to control audio and connected smartphones using voice commands, or via the tablet-style colour touchscreen, and is compatible with both Apple CarPlay and Android Auto.
The Fiesta Active B&O PLAY is equipped with a distinctive black roof with black roof rails, and matching electrically operated and heated door mirrors, plus a B&O PLAY premium audio system with 360-degree sound and 10 speakers.
The Active B&O PLAY includes a yellow colour theme and additional features such as cruise control, rain-sensing wipers, auto-dimming rear-view mirror, a centre console with armrest and illuminated cup holders, plus a four-inch TFT instrument cluster screen with traffic sign recognition.
More equipment is fitted as standard to the Active X, including partial leather upholstery with heated front seats, electrically-folding door mirrors with puddle lights, satnav and DAB digital radio on a larger eight-inch touchscreen, keyless entry and start, and a reversing camera with rear parking sensors.
On-road safety is boosted thanks to lane-keeping technology, rear seat belt minder, rear centre headrest, auto headlamps, heated windscreen and tyre pressure monitoring, while passenger comfort aids include electric windows, rear privacy glass, driver seat height and lumbar adjustment and air conditioning.
Ford’s award-winning 1.0-litre EcoBoost petrol engine is offered with four different power outputs: 85hp, 100hp, 125hp and 140hp, allied to a new six-speed manual gearbox. CO2 emissions are as low as 105 g/km. For diesel buyers, all three Fiesta Active models are also available with an 85hp 1.5-litre engine, with CO2 levels as low as 96g/km.
Minor trim updates and a more powerful electric motor have been announced for the Renault Zoe, with customer deliveries due to start in late summer.
Starting from £18,420 on-road (including the government plug-in car grant but excluding battery rental), the latest version features a new R110 electric motor offering increased power (up 20hp) but still with the same 186-mile real-world range – claimed to be the best of any mainstream electric vehicle. The R110 motor provides 110hp of power at 3,000rpm and 225 Nm of torque from just 250rpm. It accelerates from zero to 62mph in 11.9 seconds and has a top speed of 84mph.
For customers more likely to use public rapid chargers whilst travelling longer distances, the Q90 electric motor option is still available with both trim levels. This charges the Zoe from 0-80% full in just over an hour when using a 43kW charge point. The Zoe Q90 with Z.E.40 battery provides an estimated real-world range of 174 miles. The Q90 delivers 90hp at 3,000 rpm and 221 Nm of torque from 250rpm, accelerates to 62mph in 13.5 seconds and has a top speed of 84mph.
Zoe enters a purple patch
The latest Zoe offers new optional ‘Aconite’ dark metallic purple paint and an optional purple interior pack. Android Auto has been added to the R-Link Evolution infotainment system, allowing drivers to display driving-compatible Android applications stored on their smartphone on the Zoe’s touchscreen.
The optional Purple Interior Pack consists of a violet satin finish for the dashboard trim strip and air vent, gear lever base, speaker surrounds and top-stitching, with black and violet fabric upholstery.
The 2018 Zoe range has been simplified to a choice of two trim levels, Dynamique Nav and Signature Nav.
The entry-level Dynamique Nav comes with keyless entry, automatic lights and wipers, rear parking sensors, cruise control, climate control, seven-inch infotainment system with TomTom satnav. The top-spec Signature Nav adds leather upholstery, audio system by Bose, heated front seats, electrically-folding door mirrors and a reversing camera.
Zoe continues to be available to purchase in two ways. First, under a battery hire scheme, where pricing starts at £18,240 on-road after the government plug-in car grant, with battery leasing from £59 per month on top. Alternatively, drivers can buy the Zoe outright, with pricing starting from £24,020 on-road after the government plug-in car grant of £4,500 is accounted for.
Every Zoe purchased by a retail customer includes a 7kW fast-charging wallbox with free home installation.
New finance offers as well
Renault has also updated its finance offers for the entire Zoe range for the first half of 2018, with options available for both personal contract purchase (PCP) and hire purchase (HP).
Renault is offering 4.9% APR on three-year PCP deals (known as Renault Selections). Alternatively, customers can opt to finance their new Zoe on a 0% APR HP five-year deal. The offers are available either with or without the battery included.
As always, we have checked over the finance offers and highlighted the points you need to be aware of.
The fine print on the Renault Zoe finance offers
These finance offers are for selected new Renault Zoe models only. Renault PCP agreements are branded “Renault Selections”. HP agreements don’t get a catchy name.
The offers listed on the Renault website are only examples, and you are entitled to adjust the deposit and annual mileage to suit your own needs (within limits).
The annual mileages shown on the website examples are all set at 6,000. This is less than most drivers average per year, so make sure you are choosing an annual mileage allowance that suits your needs.
The 0% APR offers apply to selected hire purchase agreements only. If you want different terms, the interest rate may no longer be 0%.
The excess mileage on the PCP packages is 8p/mile. That’s £80 for every 1,000 miles you go over your limit, so make sure you allow yourself enough mileage when setting up the finance agreement. The fee only applies if you are giving the car back and claiming the guaranteed future value (GFV). HP customers do not need to worry about excess mileage.
Cars have to be ordered by 2 July 2018 and delivered by 31 August 2018.
The deposit contribution cannot be used in conjunction with any other advertised offer.
The finance offers are provided through Renault dealers by Renault Finance. If a dealer offers you a finance deal that does not match these details or from another lender, it is not part of this offer.
McLaren Special Operations (MSO), the bespoke division of McLaren Automotive, is extending its Sports Series with the introduction of the 570GT MSO Black Collection.
It features a new MSO bespoke carbon black exterior paint, as well as an upgraded sports exhaust with lightweight Nano Black finisher and sport pack. Only 100 examples are being offered globally at a price of £179,950, with deliveries starting this summer.
The MSO Defined Black Pack replaces standard-fit dark palladium components including front and rear splitters, side skirts and air intakes with black. Completing the look are the five-twin-spoke forged wheels with a new gloss black diamond finish, shod with Pirelli P Zero Corsa tyres and black brake calipers with carbon ceramic brakes.
The interior of the McLaren 570GT is enhanced with new MSO Black Collection trim, which includes a unique combination of jet black leather with carbon black Alcantara accents on the centre tunnel, lower instrument panel, headliner, steering wheel and speaker surrounds.
The electric and heated memory sports seats are wrapped in semi-aniline leather featuring unique MSO logo embroidery on the headrests. The ignition key is painted in carbon black, as is a bespoke dedication plate located under the centre console.
A panoramic roof incorporating a UV-filtering black privacy tint glass is standard and can be upgraded at additional cost to include an electrochromic function. This allows customers to select their preference from five different degrees of tint using electrochromic ‘smart glass’ technology.
The 570GT MSO Black Collection also includes the GT Upgrade Pack comprising vehicle lift, rear-view camera, electrically-adjustable steering column and a 12-speaker Bowers & Wilkins stereo system.
If you want a new hybrid car that won’t plunge in value during its first year then the one to go for is the Toyota C-HR, according to a new study by automotive data researchers HPI.
In fact, Toyota and its luxury brand Lexus dominated the results between them, affirming the company’s long-standing commitment to hybrid cars as a viable alternative to diesels for car buyers.
The HPI analysis looked at hybrid and plug-in hybrid vehicles at one year old and 10,000 miles, and found the Toyota C-HR (£26,301 new) retains 84.5% of its value in that period and loses around £4,000. The Lexus NX (£38,976) comes a close second, holding 79.5% of its value and losing £8,038 over the same period.
Commenting on the study, Chris Plumb from HPI said: “While hybrids have grown in volume in recent years, they still remain relatively scarce in the used market compared to the traditional fuel types.
“As plug-in hybrid vehicles have not been widely adopted by fleets in any volumes, supply reaching the markets is patchy and demand exceeds supply. Buyers should avoid high mileage and poor condition examples as they are a turn-off to second-hand buyers. Finally, always make sure you pick a vehicle with a full service history.”
The list is completed by; the Toyota Prius+ (78.6%), Suzuki Ignis (78.3%), Toyota RAV4 (77.4%), Kia Niro (77.2%), Toyota Prius (76.6%), Lexus IS (74.4%) and Hyundai Ioniq (74.1%).
Less than a third of UK drivers have enough personal association with their cars to give them a pet name, according to a survey by driving organisation IAM RoadSmart.
The poll, carried out by the independent road safety charity on its Facebook and Twitter channels, revealed how unsentimental Brits are when it comes to their vehicles.
On Facebook in the space of 24 hours this week 703 people voted: some 469 people said their car did not have a name (67%), while 234 had given their car a moniker. On Twitter 131 people voted. Some 69% said they had not given their car a name and 31% had.
Some names given to cars include a Hyundai i20 called Holly, a BMW called Brad, a Jeep called Dudley, a Volkswagen Beetle in yellow and black called Bumblebee and a Land Rover called Toby.
Other more individual choices include Gargamel (after the evil character in the Smurfs cartoon series), Black Dahlia, NATO Anti-Tank Vehicle (a Volvo 340!) and Dorcas (a Biblical character known for her good works).
One very affectionate account read: ‘Mr Bimble, our Metro – 23 years old, still bimbling along, and left everyone standing in the snow!’
Two people chose to call their cars KITT, after the talking Pontiac driven by Michael Knight (played by David Hasselhoff) in the ‘80s TV series Knight Rider. One of these is a Tesla Model S.
Sarah Sillars, outgoing chief executive officer of IAM RoadSmart, said: “People seemed to enjoy our survey, and while they clearly have a lot of affection for their vehicles, giving them a name seems to be a step too far for the majority. But even some of the very best drivers remain more than happy to buck the trend and give their car a name.”
Styling upgrades include changes to the bumpers, skid plate and grille, plus a new light signature with LED headlamps and new wheel design.
Toyota adds that both of the powertrains in the RAV4 will be new, a 2.0-litre petrol unit and a 2.5-litre hybrid. A diesel option is not expected to be offered, and it’s possible that UK buyers will only be able to choose the hybrid – performance and economy figures for which are yet to be released.
Inside are sport seats in Nappa leather with honeycomb stitching, a flat-bottomed multifunction sports leather steering wheel and RS-specific information displays in the ‘virtual cockpit’ digital display providing information on tyre pressure, torque and G forces.
Highlight of the interior is Volkswagen’s ‘Innovision Cockpit’ – a fully digital instrument setup on a 12-inch display can be combined with the Discover Premium infotainment system which uses its own 15-inch screen, resulting in a major reduction in buttons and switches. Volkswagen says that the car can adapt to individual occupants’ tastes, using a new level of connected systems and programmes.
