Renault has launched a new service and warranty plan dubbed EasyLife, which is now available across the entire new car range.
Described as ‘a comprehensive peace-of-mind offering’, the EasyLife Pack is said to guarantee that the car will be maintained by officially trained technicians using genuine Renault parts, diagnostic tools and equipment.
Owners will pay £99 for the pack, which lasts for three years and covers up to three services. Renault says that buying the pack will save an owner up to £560 compared to previous prices.
The pack is usable in any of Renault’s 160 dealers and stays with the vehicle if sold. The warranty and roadside assistance part of the pack can be extended for a fourth year for £300, or alternatively the servicing and warranty for £400. A fourth year of all three sections is available for £500.
Both the cost of the EasyLife Pack servicing plans and the extensions can be added to the customer’s finance agreement.
Three-year warranty
The warranty is over three years/60,000 miles on all models except the ZOE and Koleos, which are both three years/100,000 miles. The roadside assistance covers home, recovery and onward travel and promises to help the customer and their vehicle get to any single location in the UK mainland or Northern Ireland.
Renault UK managing director Vincent Tourette believes that by launching the EasyLife Pack, the brand is making the customer’s relationship with their car as simple and as easy as possible.
“The EasyLife Pack allows our customers to save money on their servicing, manage future costs and ensure their vehicle is maintained by authorised, trained and professional staff in one of our nationwide retailers,” Tourette says.
Range-topping versions of the Citroën C3 Aircross compact SUV have had their safety specification boosted by the addition of autonomous emergency braking as standard.
The top Flair variants of the C3 Aircross will now be fitted with AEB (which Citroën calls Active Safety Brake with Forward Collision Warning). This uses the camera mounted at the top of the windscreen to detect obstacles, such as a stationary vehicle or a car moving in the same direction at a slower speed, and between speeds of 3mph to 52mph will brake automatically if there is a risk of collision.
Autonomous emergency braking remains an option on the rest of the C3 Aircross range, only available as part of a ‘Family Pack’ that costs £490.
As a result of the system now being included in the standard equipment, insurance group ratings for the C3 Aircross Flair have been improved and now start from 4E.
Citroën offers the C3 Aircross Compact SUV with up to 12 driver assistance and safety systems, plus four connectivity technologies.
C3 Aircross Flair prices now start from £16,990 – £90 more than when the model launched in November 2017. This buys the 82hp petrol model, the car also available with 110hp and 130hp petrol engines and 100 and 120hp diesels.
SEAT is to turn its Cupra performance trim level into a separate, standalone brand.
In a similar fashion to Citroën’s move in 2015 to establish DS Automobiles as a separate entity, Cupra will become its own line, and SEAT has announced its formation by unveiling a new copper-shaded logo. Industry sources suggest that as with DS Automobiles, Cupra models will appear without SEAT branding.
The first Cupra models are set to be unveiled at an event on 22nd February and will then make their public debut at the Geneva Motor Show in March. No details of these models have yet been released but they are expected to include the Leon and Ibiza variants that have traditionally spawned hot Cupra models, and be headed by a Cupra variant of the Ateca SUV.
However Cupra – the name is derived from ‘Cup Racing’ – could also expand to encompass new standalone models, such as pure sports cars, that are not in the mainstream SEAT line-up.
Motorsport linked
The Cupra brand is expected to work closely with the SEAT Sport competition division that produces cars for international motorsport series, notably the TCR touring car category that has recently adopted for the FIA’s World Touring Car Cup.
“Cupra has always been the sportiest expression of SEAT,” a release launching the new brand stated. “Now the time has come for it to gain its own soul, its own DNA, its own identity by becoming a new entity. All new Cupra vehicles will feature the new Cupra logo.”
What is it? The new Honda Civic diesel completes the latest generation of the family hatch.
Key features Low emissions and high economy, smooth drive, strong safety package
Our view The new Honda Civic Diesel is an effective, efficient family hatch that shows the best of current diesel technology. Filling a big gap in the Civic range, it takes the plusses of the Civic petrol line-up and adds a welcome extra element.
Diesel – the new villain of the auto industry, according to the politicians. And as a result of negative and to a great extent ill-informed publicity, diesel sales over the last year have plummeted, down 17% on 2016.
So why, one might think, has Honda chosen now to launch a diesel version of the new, tenth-generation of its Civic hatch, which first appeared in early 2017? Quite simply, because it doesn’t have one in the range, and even with the anti-diesel rhetoric, people still want diesels – especially those running fleet cars.
Offering buyers the diesel option is expected to put a distinct upturn into Civic sales, which have been declining at around the same rate as the overall market, and Honda is confident that before long some 31% of all Civics sold will be oil burners.
This is also quite a diesel – even though it is not an all-new unit but a heavily revised version of the previous 1.6-litre engine.
Honda is proud to point out that the engine has been tested to the new, stricter European emissions testing regime – this includes ‘real world’ tests yet the latest diesel returns fuel economy and emissions both slightly improved on its predecessor and right at the top of the class when compared to rivals. On paper, it’s a winner…
The new Civic diesel engine complies with the latest, stricter real-world tests
Buying and owning a Honda Civic diesel
The new engine is the only effective change to the new tenth-generation Civic that we tested back in May 2017. And like the petrol models, it is a British-built car, Honda’s Swindon plant the global hub for Civic, sending them across the globe.
The car is very different to its predecessor, Honda tearing up the designs of its previous somewhat radical-looking, and therefore marmite-opinion forming, model to produce something larger and much more mainstream.
Like the petrol Civic, the diesel is available in four trim levels, at prices starting from £20,120, just over £1,300 more than the equivalent petrol version. That buys the S, though the £22,065 SR, the third of the four trims, is expected to be most popular.
So the engine then. Trying to keep CO2 emissions down, while also reducing the NOx particulates that are causing the current urban air quality concerns, would normally mean increased fuel consumption. So Honda put its engineers to work.
A host of technical innovations include forged steel pistons instead of aluminium to reduce cooling losses, and several friction-reducing technologies to cut friction losses to levels normally only seen in petrol engines.
All this means combined cycle fuel economy of 80.1mpg and CO2 emissions of just 93g/km – seriously impressive, and achieved without having to get involved in any additives such as AdBlue.
At 120hp, with 300Nm of torque, the diesel is the least powerful option in the Civic range. The alternatives are petrol units of either 1.0 litre and 129hp, or 1.5 litres and 182hp – plus the bonkers Type R with its 320hp. The diesel’s 9.8 seconds to 62mph is around half a second quicker than the 1.0-litre petrol, though the 1.5-litre variant cuts the time to 8.2 seconds. But the diesel also goes more than 20 miles further per gallon compared to the smaller petrol engine, and with some 17 grams lower emissions.
Safety rates highly across the Civic range too. The ‘Sensing’ package is standard, comprehensive active technology that includes autonomous emergency braking, lane departure warning, a system that applies gentle steering movements to prevent the car veering out of its lane, and even an adaptive cruise control that calculates what will happen if cars ‘cut in’ to the space ahead, and reacts accordingly.
Unsurprisingly the Civic has a top five-star Euro NCAP safety rating, though this was only achieved when the car was retested following modifications to its rear seat restraints.
Inside the Honda Civic diesel
Honda has abandoned the sci-fi interior of the previous Civic for something more mainstream and effective.
The Civic diesel interior replicates that of the petrol version tested in 2017, and our comments from then still hold firm. Honda has abandoned the sci-fi look of the previous cockpit for something more mainstream and more effective.
The various controls mostly work very well, though the second-generation Honda Connect infotainment system is not to the same quality, either in its graphics or its ease of use, as the rapidly advancing variants of some rivals. However, the system does include smartphone integration through Apple CarPlay and Android Auto.
This is a significantly larger car than its predecessor, 14cm longer and 3cm wider, though with a 2cm lower roofline. And this means a great deal more room inside, notably a massive increase in rear knee space by 10cm, and a 478-litre boot that is right up with the best in the class.
Generally, the new Civic is a comfortable car to sit in and to travel in.
Driving the Honda Civic diesel
The Honda Civic’s road manners are one of its strongest features
The diesel powerplant in our test car was combined with a six-speed manual gearbox – there will be a CVT auto version, but not until mid-2018. And the overwhelming first impression of travelling in the diesel Civic is just how undramatic it all is.
We have become very used to modern diesels having none of the rattle that once was the calling card of such engines, but this Honda unit takes matters to a new level. It is almost silent in operation – the only way to make this unit noticeably audible is to take it to the top of the rev range.
You never need to, however, as it pulls so very strongly from low revs – acceleration is as swift as it is smooth, making the car relaxingly confident to drive.
A major feature of the roads on the Italian launch route around Rome was their lack of quality. But this also served to demonstrate how effective the Civic’s chassis is. It soaks up the bumps and holes, never transmitting their effect to the cabin, so passengers will enjoy their Civic experience as much as the driver.
In the corners, the Civic remains just as confident. A complete change of installation under the bonnet has had no effect on the car’s balance, and cornering is an exercise of precision and confidence. The road manners are one of the biggest highlights of this car.
Summary
Dropping a diesel engine into a car can have a major and adverse effect – but not in the case of the new Honda Civic. This is a highly accomplished car that demonstrates all that is good about the most modern diesels, being responsive, confident and highly efficient.
Despite what the politicians may tell us, there are still plenty of motorists for whom diesel remains the most sensible option – some 67% of Civic diesel drivers will likely be fleet buyers.
The Honda Civic Diesel costs from £20,120, which is around £1,300 more than the cheapest petrol equivalent. But particularly for high-mileage drivers, it is well worth considering.
It’s now the end of January, so we’re well into 2018 already. It may still be early days, but we already know quite a bit about how things are likely to play out for the British car industry this year.
Like last year, it’s expected that new car sales will continue to fall and diesel sales will continue to flatline.
We know that there will be continued wrangling over Brexit, and that the British car industry is nervously waiting to find out what trading terms will be imposed as a result.
The exchange rate for sterling has been volatile, which makes forecasting and setting prices rather difficult for both locally-manufactured and imported vehicles.
Much of the UK car industry is owned by foreign interests, and this means that decisions affecting us here are made in head offices many thousands of miles away. This presents an ongoing risk for British jobs, as those foreign entities will inevitably act to protect their interests at home ahead of here in the UK.
These issues and economic uncertainty mean that it’s more important than ever to understand why a strong local automotive industry is so important to the UK, and for consumers to be aware of British options when they are making their new car choices.
The overall automotive industry provides nearly a million jobs in the UK, plus countless others that support the industry or benefit from it. As well as the big-name car companies, there are thousands of component suppliers in the automotive supply chain and billions of pounds spent each year on world-class research and development.
What are we doing about it?
Over the course of this year, our three sites – The Car Expert, The Van Expert and The Truck Expert – will be exploring the best aspects of the UK automotive industry, and highlighting all the good work that is done here.
As with everything else we do, we want to give consumers information to help them make informed decisions. We want people to be aware of the benefits of driving a British car, and draw attention to the vehicles built here so that consumers can give them fair consideration.
We feel that this is important and that it needs to be covered. We are not saying that everyone should abandon imported new cars and only drive British cars, as obviously we don’t live in a totalitarian country. But we do think it should be a point of consideration for any new car buyer.
We’re not going to bring you mindless nationalism. We are, however, going to bring you news, reviews and features over the course of this year that put a spotlight on the best of the British car industry, and make sure that British products are given their fair chance to prove themselves.
We will also cover other aspects of the broader UK automotive industry, to highlight the world-class innovation that goes on. British ideas and developments are helping to shape the cars of the future, and we will try and cover as many of those as possible throughout 2018.
Where will your next car be built?
More than 2.5 million new cars were registered in the UK in 2017, but fewer than one in seven of those were actually built here – and that rate has been falling for years.
From the whole country’s point of view, it would be advantageous if that ratio was a bit more favourable. Even if sales of locally-built cars doubled, it would still make up barely more than a quarter of total sales, but the economic benefit to this country would be significant.
If you are buying a new car in 2018, one of your buying considerations should be “Is this car made in the UK?” We are not asking for it to be the dominant factor in your purchase, but it does deserve to be one of the criteria you take into consideration when buying a new (or near-new) car.
Our wish is simple: that every new car buyer in 2018 considers a British-built car. We’re not insisting that you must buy one, but simply that you give one a try. If you like it, great. Keep it on your shortlist. If you don’t like it, fine. Buy something else, but at least you gave it your consideration.
The UK has a world-class automotive industry. At virtually every price point in the new car market, there is at least one British-built car that is worthy of your consideration. It may not be quite what you’re looking for, but it will definitely be worth a look. And that’s all we are asking.
Our wish is simple: that every new car buyer in 2018 considers a British-built car.
Just four of 27 European nations saw car sales decline in 2017 – and only Ireland prevented the UK sliding to rock bottom of the table.
Britain’s car market is still the second biggest in Europe, its 2.5 million+ registrations beaten only by Germany with just over 3.4 million. But while Germany’s figure was almost 3% up on 2016, UK figures slid by nearly 6%. Only Ireland slumped at a greater rate, its 131,360 registrations more than 10% down.
Overall the European new car market had a positive year, up 3% with more than 15.5 million registrations, the highest number in a decade. Some countries, particularly Eastern European nations, saw much higher sales boosts – Lithuania topped the table with growth of 27% (25,836), followed by Hungary (up 20% to 116,240), Croatia (17% to 50,412) and Poland (17% to 487,329).
European growth is not as strong as in previous years, however – in 2016 the figure was 6.5%, a year earlier 9.3%. December’s results were also the lowest in five years, suggesting the market is slowing down, and the finger of blame is increasingly being pointed at the UK and Brexit, seen as damaging consumer confidence.
Diesel slides across Europe
One area where Europe is replicating the UK is in the decline of diesel. While the Society of Motor Manufacturers and Traders (SMMT) blamed “confusing anti-diesel messages” from Government and others for a 17% slide in UK diesel registrations, the cars are falling in popularity across Europe too.
Diesel registrations across Europe slipped 8% to 6.76 million, a market share below 44%, which is the lowest for such cars since 2007. In the UK, diesel now has a 42% market share, down from nearly 48% a year earlier.
Meanwhile, the growth of the SUV continues unabated. The number of new SUVs registered hit 4.5 million, almost 20% up on 2016. In 10 years, the SUV slice of the market has gone from just 8.5% to just under 30%.
The biggest brand in Europe remains Volkswagen, and its Golf the most popular car. However, it was the market leader in only five European markets, with more than half of the Golf’s 483,105 registrations made in Germany. And while down 1% on 2016, Golf sales were still almost double those of Britain’s best-selling car, the Ford Fiesta, with 254,539.
In further bad news for Ford, the Fiesta figure slumped 15% compared to 2016, although a part of this will certainly be a result of the transition from the old model (introduced in 2009) to the all-new model in the second half of the year.
The latest Hyundai Santa Fe will launch at the Geneva Motor Show in March, and a newly-issued teaser picture gives clues to the look of the brand’s large SUV.
The newcomer is only shown in side profile, but appears to be adopting Hyundai’s latest family front end, with split headlamps, seen on the recently launched Kona small SUV.
Hyundai is currently giving little away about the latest version of its largest model, that first appeared in 2001. However, the Santa Fe will be fitted with a new package of active safety features, dubbed Smart Sense technology.
According to Hyundai, Smart Sense includes an industry-first Rear Occupant Alert, that monitors the rear seats to detect passengers. If the seats are occupied it alerts the driver when they leave the car.
The rear cross-traffic collision warning system has also been enhanced, and will now automatically brake the car if approaching traffic makes a collision likely when the driver is reversing out of a parking space with limited rear visibility.
More information on the new Santa Fe, including the car’s powertrains, will be revealed closer to its unveiling at the Geneva show on 6th March. And The Car Expert will be at the show to bring you the latest news on all the important new models.
The RAC has launched a new personal loan offer aimed at winning used car buyers away from the ever-increasing popularity of personal contract purchase (PCP) car finance.
Called Flexiloan, the payment structure of the loan mimics that of a PCP agreement, with low monthly payments followed by a large balloon. The RAC hopes that the product will appeal to car buyers who like the low monthly payments of a PCP but want greater control and flexibility over managing their finances.
The Flexiloan product is aimed at used car buyers rather than new cars buyers, with customers having to choose a car that is at least two years old (and no more than four years old). This is different from a normal personal loan application, where you can essentially spend the money however you like. The RAC says that this is to make sure that borrowers are choosing a balloon value that is appropriate for the expected value of the car at that time. It also hopes that Flexiloan will be extended to cars only a year old later this year. Mind you, given that the customer can sell their car at any time or even buy a different car once the money is in their bank account, this seems a bit pointless.
Like any personal loan, the funds are provided to the borrower directly, and you then pay the seller yourself. The car can be bought from a dealer or a private seller.
Borrowers can choose to manipulate the monthly payments and final balloon amount to achieve a balance that they are happy with. Unlike a PCP, there is no option to give the car back to the finance company at the end of the agreement, so you have to pay off the balloon one way or another. However, there is more flexibility to do that with the Flexiloan than there is with a PCP, and you can re-finance the balloon with the RAC if you don’t have the cash to pay it off (although this will presumably be at a higher interest rate).
Being a personal loan, the Flexiloan is a form of unsecured finance. That means that the finance company lends you the money and you use it to buy a car. The car is yours from day one, unlike a PCP or hire purchase (HP), which are secured loans and therefore the car does not truly belong to you until the last penny has been paid off. However, it also means that Flexiloan does not come with voluntary termination rights, so you can’t give the car back once you have paid 50% of the total amount payable like you can with a PCP or HP.
If your circumstances change and you need/want to sell the car, you are free to do so. You still have to pay back the finance company what you owe (which you can do with the money you got by selling the car), but the loan is separate from the ownership of the car. With a PCP, it’s not your car to sell so it is much more difficult to manage the situation if you need to get rid of the car before the end of the agreement.
The other major difference between a personal loan product and a PCP is that there are no requirements regarding annual mileage, servicing or vehicle condition – once again, it’s your car so you can do as many miles as you like, service it wherever you want, and not worry about dents and scratches.
Can Flexiloan tempt borrowers away from PCPs and other personal loans?
Based on what has been offered so far, and from the RAC’s explanation, Flexiloan looks like a fairly niche product at this stage. There are several restrictions and limitations that will exclude most buyers, and the impression is that the RAC is using Flexiloan to generate attention for its overall finance programme.
One of the keys to the RAC’s likely success or failure with Flexiloan is likely to be how competitive they can be on their interest rates. The advertised example on the RAC website is 12.9% APR, which is very high compared to other personal loan providers. The quote calculator uses an 8.9% APR to come up with its predicted numbers, which it claims is the representative rate (which means that at least half of customers can expect to be offered that rate).
Meanwhile, the RAC’s eternal rivals over at the AA are offering personal loans from only 3.1% APR for AA members. That means you will be paying hundreds, or even thousands, of pounds more in interest on a Flexiloan and not saving that much on your monthly payments (plus you have to pay off the balloon at the end). A representative from the RAC rather sniffily criticised lenders offering low interest rates, claiming that those lenders reject a very high number of applicants in order to preserve the advertised rates.
The RAC is clearly targeting dealer-provided finance, however, and used car PCPs tend to have interest rates that are comparable to those advertised examples for Flexiloan. Used car PCPs are usually offered at more than 10% APR, although you are normally able to negotiate the rate by a percentage point or two.
Key points to note about the RAC Flexiloan
Flexiloan is a form of personal loan.
A personal loan is a form of unsecured finance, and is not connected to the car. You can sell the car at any time, but you still need to pay back the finance company what you owe.
A personal loan does not include clauses for voluntary termination or repossession, as the finance company does not own the car at any point.
The interest rate is fixed for the entire duration of the product. However, if you choose to re-finance the final balloon payment rather than paying it off from your savings, you will almost certainly not be offered the same rate for the re-financing.
You have to use the loan money to buy a car that is between two and four years old
What is it? The Alfa Romeo Giulia is the Italian brand’s latest mid-sized saloon, competing in the most competitive sector of the premium market.
Key features Bold styling, rear-wheel-drive, all-wheel-drive top model
Our view The Alfa Romeo Giulia maintains much of the reputation long held by the Italian brand, being a very stylish, sporty contender but with a host of minor irritations that take the edge off its appeal.
However, the car offers enough to make it worthy of consideration for those wanting something different to the mass-selling mostly German rivals such as the BMW 3 Series and Audi A4.
Its diesel engines, in particular, feel pacey but return impressive economy and emissions. On the road, it displays impressive ride quality, while still driving like a sporty car. And it offers a good selection of standard equipment with an impressive standard safety package.
There is quite a lot riding on the success of theAlfa Romeo Giulia. The Italian brand has always considered itself a premium player, pitching itself against the might of the German badges of Audi, BMW and Mercedes-Benz.
Problem is, competing against these brands means taking on the all-conquering Audi A4, BMW 3 Series and Mercedes-Benz C-Class. And Alfa hasn’t been doing that since 2011, when the not exactly earth-shattering 159 was discontinued.
In that time not only have the Germans upped their game, but British pretender Jaguar has carved itself a place with the much-admired XE. The Alfa Romeo Giulia, reviving one of the Italian brand’s most classic badges not seen for close on four decades, faces pretty tough competition.
On paper, there is much to breed optimism. Firstly, the car looks the part. Built on the same brand-new platform as the Stelvio SUV, it offers sharp, purposeful proportions, with a very attractive version of the deep plunging vee-grille that really makes one wish that front registration plates were not mandatory in the UK. Its distinctive profile will certainly stand out amongst a sea of 3 Series and A4 clones.
That platform is also rear-wheel-drive, with an all-wheel-drive big-engined top model available too. This suggests that the Giulia should have the performance to go with the visual promise.
The Giulia offers sharp, purposeful proportions, with a very attractive version of Alfa’s deep vee-grille
Buying and owning an Alfa Romeo Giulia
Potential buyers of the Alfa Romeo Giulia are not short of choice – the range includes five engine options from frugal to frantic, all of them we are told new units, and six trim levels.
The majority of customers are likely to be driving the Giulia as some form of company car, so two versions of a 2.2-litre turbodiesel form the core of the range, with either 150 or 180hp on tap.
With the increasing shift to petrol, Alfa Romeo will no doubt be glad that the Giulia range includes a 2.0-litre unit with 200hp, along with the 280hp 2.0-litre unit exclusively offered in the Veloce model.
The range-topping Quadrifoglio, meanwhile, is a serious performance machine. The Quadrifoglio employs a 2.9-litre V6 bi-turbo petrol engine of some 510hp, along with 600Nm of torque and all-wheel drive. Such potency propels the Giulia into the very exclusive climes of the sub-four second club, achieving 0-62mph in 3.9 seconds.
Sadly there is just one transmission available, an eight-speed dual-clutch automatic. While such gearboxes are normal in the executive market, the availability of a proper manual shift, particularly for the performance-pitched Quadrifoglio, would be desirable.
Giulia prices start from £29,875, which buys the entry-level 2.0-litre petrol car. An extra £1,700 gains the second level Super Trim, while the cheapest diesel, the 150hp variant in Super trim, costs £32,115.
At £33,315 the 180hp diesel Super is £1,200 more than its 150hp sibling. Both diesels are also available in Technica trim – which was formerly just £245 more than Super but since September 2017, weirdly, retails for £1,080 less! The 180hp version is also offered as a mainstream range-topping Speciale model at £35,515.
The Veloce sits above the rest of the range at prices from £38,260, while the Quadrifoglio, with its engine sourced from a little-known Alfa Romeo sister brand called Ferrari, has its own exalted status at prices starting from £61,595…
A definite highlight of the standard specification is the highly-awarded safety package. Autonomous emergency braking is included on all cars, as part of a forward collision warning system that also encompasses pedestrian recognition. Also standard on all cars is lane departure warning, resulting in the Giulia not only gaining a five-star Euro NCAP safety rating, but also the best–ever score at the time for adult passenger protection at 98%.
Despite DAB digital radio, parking sensors and cruise control all being standard on the entry-level trim, Super is a preferable choice if budgets allow. The alloy wheels are 17-inch instead of 16, the seats gain leather bits and notably, the centre console screen grows from six inches to almost nine, and includes navigation.
Inside the Alfa Romeo Giulia
The Giulia’s dashboard is a wonderful example of minimalist style
Generally, the Giulia is spacious inside with a good-sized boot, though it is much more a four-seater than five-seater. The slope of the rear roofline might also prove slightly uncomfortable for taller occupants in the back seats.
Alfa Romeo has always been known for style and the Giulia interior certainly meets the brief. For a start, it’s quite minimalist, with no host of buttons and switches complicating matters, just the controls one needs.
The dash and instrument panel look as though they have been crafted, with lots of pleasing swoops, deep-set binnacles for the instruments and the like, and all slightly angled towards the driver’s position. Particularly impressive is the infotainment screen, contained behind a big glass panel that makes it appear truly integrated with the car, much more so than those on German rivals.
The trouble is, while maybe not so stylish, the interior fit and finish on those German rivals feels more solid than does the Alfa’s. And the Italian contender irritates in lots of little ways. The switches and knobs do not quite feel as decisive in action, even though the big rotary dial that controls most of the infotainment functions is quite easy to use. And that screen might look good at rest, but is less impressive in action, the graphics, in particular, a bit ‘last generation’.
Driving the Alfa Romeo Giulia
Giulia makes a good job of matching rivals like the BMW 3 Series
Our test car is diesel powered and the immediate question when choosing the oil burner is 150hp or 180hp? The only relevant factor is cost.
At 7.1 seconds the more powerful engine is 1.1 sec quicker to 62mph than its less potent sister – yet it quotes the same combined cycle fuel economy and CO2 emissions. Both of these are impressive at 67.3mpg and 109g/km respectively.
This efficiency by no means restricts the car’s performance appeal. Alfa Romeo has a reputation for pace and the diesel engines maintain it. While a little noisy at idle, the engine in our test car quickly evens out under acceleration and feels as swift as it is.
The lack of a manual gearbox is a shame, but the eight-speed auto is very efficient and smooth. And if you really must shift yourself, on all models above the entry-level Giulia the spec does include steering wheel paddles.
Playing its part to the full is the chassis. To succeed in this market the Giulia must take on the epitome of on-the-road excellence that is the BMW 3 Series, and it does a very good job of it. The chassis is slightly on the stiff side, but this does not transmit itself into the cabin, and miles of motorway progress will not leave occupants fatigued. In corners, the Giulia’s power steering is rapid to the touch, perhaps too much so, which does lead to corrections when cornering enthusiastically. However, the body stays upright and never feels any less than totally stable.
Summary
In many ways the Giulia is a typical Alfa Romeo – it is chock full of the style that the Italian brand does so well, while also retaining many of the minor irritations that seem to be equally reminiscent of this badge.
However, the Giulia also offers enough to allow one to overlook its little foibles. Its diesel engines, in particular, feel pacey but return impressive economy and emissions. On the road, it displays impressive ride quality, while still driving like a sporty car.
The Alfa Romeo Giulia will never be as numerous in the company car park as the mass-selling German machines – and that could make it an appealing option, especially for the fleet driver looking for something just a little different.
What is it? The SEAT Arona is the brand’s second and smallest SUV, competing in a mushrooming market.
Key features Distinctive styling, competent on-road performance, extensive standard safety package
Our view The SEAT Arona is a distinctive addition to a market of many similar vehicles. It matches the best of its rivals for practicality, quality and equipment, but it adds a quality driving performance that many of those rivals lack.
This is a highly accomplished small SUV and should become one of the biggest sellers in the sector.
After a 2017 in which every second new car tested appeared to be a small SUV, 2018 starts in a similar fashion. Latest to enter this now so crowded market is the SEAT Arona, but the Spanish brand remains convinced it can take a slice of the action with only its second SUV.
The optimism is perhaps well founded. SEAT’s first SUV, the Ateca, launched in the autumn of 2016 and there has been a waiting list for them ever since.
Partly as a result, SEAT’s UK reputation is rocketing, sales up 18% in 2017, in a market that overall slipped more than 5%. And it is easy to see why everyone wants to launch into the small SUV market, when demand for such cars has blossomed by 30% in just two years.
SEAT appears to be the guinea pig for Volkswagen Group chassis – always the first of the four brands to launch a model on new underpinnings. So it is with the Arona, which uses the MQB O platform – this debuted under the latest SEAT Ibiza supermini launched in 2017. VW plans its own small SUV on the platform, the T-Cross, but we won’t see that until later in the year.
Why is MQB O important? Because it is versatile, and light, which all adds up to a more efficient car, and one able to offer a lot more space inside, particularly in the rear seats and the boot.
Being a SEAT, however, the new model has to maintain the brand’s reputation for more distinctive looks, and a dash of style is sorely needed in a market sector that is gaining many innocuous members not very distinguishable from each other.
The Arona is certainly not innocuous – its visual appeal doesn’t quite go as radical as, say, the Citroën C3 Aircross, but it is certainly purposeful. The exterior styling is clearly related to its larger sister the Ateca, with sharp lines and muscular creases giving the car more presence than several of its ever-growing numbers of rivals.
The Arona’s exterior styling is clearly related to its larger sister, the Ateca
Buying and owning a SEAT Arona
The SEAT Arona follows the modus operandi for the segment to the letter. It is a car compact on the outside and spacious within, with the high-up driving position that is one of the prime appeals to the growing numbers of small SUV buyers.
The car goes on sale with a five-strong engine line-up, that will be familiar to anyone that knows the Volkswagen group – the range is almost identical to that offered in the new VW Polo supermini that we tested only a week before the Arona. Three petrol units are expected to command the vast majority of sales – particularly as almost three-quarters of Arona buyers will be paying for the car themselves rather than driving it as a company vehicle. The choices are a three-cylinder 1.0-litre unit with either 95 or 115hp, and a 1.5 of 150hp. Those who want diesel can choose between 1.6 engines with 95 or 115hp.
The 95hp units, petrol or diesel, are supplied with five-speed manual gearboxes, a six-speed version standard across the rest of the range, though the 115hp petrol unit can also be had with a seven-speed automatic transmission. And as is the norm in this market, this is an SUV with off-roader styling but no all-wheel-drive option – SEAT says there isn’t a market for it.
Where the Arona does depart radically from the norm is in its trim levels. We’ve all heard about the ‘trend to personalisation’ resulting in sometimes hundreds of equipment and colour combinations on offer. Well, SEAT says that its research suggests buyers are being overwhelmed by such choices.
So instead of a basic trim and a whole load of options on top, all of the Arona options have been grouped into six ‘Easy Trim’ packs, the idea being that you simply make three choices when buying the car – engine, colour and trim pack.
Effectively the extra specification that most customers choose is already loaded on – for example, all of the trim packs include metallic paint and a twin-colour roof. And this also affects the prices – while at first glance Arona prices might seem more expensive than rivals, they already include the extras that buyers of competing cars would have to add on top.
Particularly impressive is the Arona’s standard safety package. Autonomous emergency braking, with pedestrian recognition, is included on all cars, as is a speed limiter and hill hold, contributing to a top five-star Euro NCAP safety rating. Extra systems such as blind-spot detection and rear cross traffic alerts are offered further up the range.
Inside the SEAT Arona
The cockpit will be familiar to anyone who has driven a SEAT Ibiza
The Arona is a spacious vehicle within, especially in the rear where the car comfortably outstretches recently launched rivals such as the Hyundai Kona.
While there are belts for three in the back, a trio of adults will be rather too cosy, but one should remember this is a supermini SUV – consider it a four-seater and it knocks virtually all rivals aside, both in legroom and especially headroom.
It’s not quite as versatile as some rivals – one can’t slide the rear seats, for example, to prioritise people or luggage space. But considering that as well as rear seat space the 400-litre boot is some 46 litres more than the segment-setting Nissan Juke, and 39 better than the equally-new Kona, the SEAT certainly impresses.
Once settled into a driving position that is not as high up as some rivals, the cockpit ahead will be familiar to anyone who has driven a SEAT Ibiza, being virtually the same. It’s practical, with quality controls, but the overall impression is dulled by an excess of cold, grey plastic.
The Easy Trim concept ensures that equipment levels are high, however. All cars, for example, come with a central touchscreen, and the five-inch version of the entry-level SE trim jumps to eight inches on every grade above.
Unless finance is scarce the SE, costing from £16,555 should be dismissed. The infotainment system on the second level, SE Technology, offers so much more for an extra £990, including navigation and Smartphone compatibility through the Apple CarPlay, Android Auto and Mirrorlink systems. Wireless smartphone charging and parking sensors are also included from this level.
Above SE Technology, the trims split dependent on whether one desires sporty (FR, FR Sport) or luxury (Xcellence, Xcellence Lux), the most expensive version being the Xcellence Lux with the 115hp diesel at £24,235.
Driving the SEAT Arona
The Arona offers the most satisfying driving ability of the recent crop of small SUVs
At the launch event, The Car Expert drove the expected biggest-selling version of the Arona, the FR model with the 115hp petrol engine, and the more powerful 150hp TSI Evo variant.
The 115hp engine is well suited to its surroundings, and responds rapidly and smoothly. Its pulling power from low revs is impressive, almost diesel-like, and with no hint of coarseness unless worked very hard.
The larger unit is not surprisingly rather swifter, and turns the Arona into quite a performance SUV. But alongside the 1.0-litre, it seems an unnecessary extravagance.
One less impressive aspect of our cars was the manual gear shift – it felt surprisingly woolly for today’s market, encouraging a couple of mis-shifts.
A theme of all the recent small SUVs tested has been pretty uninspiring ride quality, but the Arona does rather better than most, at least the 1.0-litre version, which on the launch route was only unsettled by very uneven road surfaces.
The higher trims and bigger engine gain Dynamic Chassis Control, altering the suspension response, and the Drive Profile system, which switches the steering and throttle response between normal, eco, sport or individual modes. Alloy wheel sizes also increase from 17 to 18in, and all of this appears to combine very well.
The car’s cornering ability matches its ride comfort – it is well composed and precise, while not offering too much to excite an enthusiastic driver. However all things are relative, and again in its handling the Arona stands firmly above its rivals. It turns in as pointed, stays pleasingly upright and maintains high grip levels throughout a bend – definitely the most satisfying driving ability we’ve experienced on the recent crop of small SUVs.
Summary
SEAT came late to the compact SUV sector with the Ateca and immediately carved itself a sizable slice of the market. Now it looks set to do just the same in the smaller SUV market.
The SEAT Arona matches the best of its rivals in terms of space, quality and equipment. But in terms of its drivetrains and on-road performance it steps ahead of the competition – in a sector that is becoming known for practical vehicles that are only adequate on the road, it bucks the trend by delivering a satisfying drive.
The Arona is by no means the cheapest small SUV on the market, but it is one of the best, and will become a very significant model in the SEAT line up.
This is the new Nissan Leaf, the second generation of the best-selling electric vehicle, which accounted for nearly half of all pure electric car sales in the UK last year. It’s loaded with advanced technology, has a new look and a longer range.
Nissan says 12,000 orders have been taken since it was revealed three months ago, with 7,000 of those previous Leaf owners.
It’s also the poster child for Nissan’s ‘Intelligent Mobility’ ecosystem. The Japanese firm is branching out to promote a more sustainable society, using renewable energy and allowing owners to plug their vehicles into the grid to support the national network.
What’s new about this new Nissan Leaf?
Pretty much everything is new, from the uprated battery and motor system underneath, to the styling of the exterior and interior. There’s also Nissan’s ProPilot semi-autonomous driving assistance features, which appear in the UK for the first time here on top-spec cars – one of these is essentially adaptive cruise control and the other parks the car itself.
The other standout feature is e-Pedal. It’s a glorified version of the driving mode found in many electric vehicles that ramps up the regenerative braking effect, but here it’s tuned so that 90% of driving can be done without using the brakes. It’s really easy to use and really helps to extend range.
How does it look?
To put it politely, the old Leaf had a polarising design, the awkward, bulbous styling did nothing to fight the mainstream buyer’s perception that electric vehicles aren’t to be taken seriously – though it didn’t harm sales among EV buyers, clearly.
The second generation car moves the game on substantially. It’s a handsome looking car, with a sharply styled front end that works better in front of you than it does in pictures.
What’s perhaps more important is that now it looks like a serious car that ordinary people could buy, not an oddball EV that takes some explaining.
What’s the spec like?
Electric vehicles are notoriously more expensive than petrol and diesel models, but that’s beginning to change, with the new Leaf’s starting price £1,500 cheaper than before.
There are four trim levels – Visia, Acenta, N-Connecta and Tekna. Entry-level models start at £21,990 after the government’s green car grant, and get LED rear lights, seven-inch infotainment system, fabric seats and automatic headlights.
ProPilot is only standard on top-spec Tekna vehicles, which start at £27,490, but there is a traditional cruise control system standard across the rest of the range.
Top-spec models also get full LED headlights, leather heated seats and steering wheel, and a seven-speaker audio system by Bose.
The brand is offering PCP finance with a 5.9% APR representative rate and a variety of deposit contributions depending on model, and HP finance at 0% APR (no interest or fees at all). but without any deposit contributions. The offers run across the full range of Mitsubishi models, including the newly-launched Eclipse Cross SUV.
Reflecting the industry’s struggles to shift diesel vehicles, Mitsubishi is offering a £5,000 deposit contribution on Outlander diesel models of you take a PCP, compared to a £2,500 contribution on the plug-in hybrid version.
The ASX compact crossover comes with a £3,000 deposit contribution for diesel models and £2,000 on petrol models. The venerable Shogun large SUV and L200 pick-up are available with £2,000 deposit contribution.
The all-new Eclipse Cross is offered with a £750 deposit contribution, and finally, the Mirage Juro is available with a £700 deposit contribution.
These offers are for selected new Mitsubishi models only.
The offers listed on the Mitsubishi website are only examples, and you are entitled to adjust the deposit and term to suit your own needs (within limits).
Cars have to be ordered and delivered by 27 March 2018.
The finance offer is provided through Mitsubishi dealers by Shogun 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.
The 0% APR finance offer applies to specific hire purchase agreements. If you want different terms, the interest rate may no longer be 0%.
A 0% APR offer means that you should pay absolutely no interest or fees over the course of the agreement (although penalty fees may still apply). The monthly payment should be easy to work out, as it should simply be the total amount borrowed divided by the number of months in the agreement.
The 5.9% APR advertised rate is a representative rate. That basically means you may not be offered finance at that rate based on your personal circumstances, but at last half of all customers must be offered that rate.
The finance offers are not available in conjunction with any other offer, although you are still free to negotiate the best possible price for the car with your dealer.
As with any car purchase, work out your budget before you visit the showroom and don’t be persuaded to go beyond it – regardless of what the smiling sales executive suggests. They don’t have your best interests at heart, but The Car Expert does!
The story of the current Land Rover Defender is not quite over – 150 ’70th Edition’ models are to be made available, at a cool £150,000 each.
Ahead of the launch of the next-generation Defender, predicted for 2019, Land Rover Classic is going to “re-engineer” 150 used vehicles for the project celebrating the 70th anniversary of Land Rover. The Defender was withdrawn from sale in January 2016 after a production run traceable directly back to the original Land Rover of 1948.
The major focus of the 70th Edition model is the addition of the first V8 engine seen in a Defender since 1998. The 5.0-litre unit puts out 405hp and 515Nm of torque. This compares to 122hp and 360Nm of the last of the regular Defenders, and makes the anniversary version the fastest Defender ever created by Land Rover – 0-62mph time is quoted at 5.6 seconds.
The engine will be combined with an eight-speed ZF automatic transmission with a sport mode. A handling kit of beefed-up springs, dampers and roll bars will be added, and uprated brakes fitted behind 18-inch diamond-turned alloy wheels and 265/65 R18 all-terrain tyres.
The 70th Edition will be available in a choice of eight body colours, including a pair of satin finishes. Machined aluminium will also feature on the door handles, fuel filler cap and Defender bonnet lettering, along with bi-LED headlamps.
Inside the 70th Edition gains a full leather interior trim, applied to the dashboard, door panels, headlining and Recaro sports seats. A bespoke infotainment system from the Land Rover Classic department is also fitted.
Land Rover intends to offer the 70th Edition in both the 90 and 110 wheelbase lengths. All will be sold direct by Land Rover Classic, UK prices starting from £150,000 for a 90 version.
Vauxhall has launched a new finance and insurance offer on certain Corsa models to try and boost flagging sales of its supermini.
The Corsa nameplate reaches its 25th anniversary this year, and Vauxhall will be hoping to turn around a disastrous sales slide for the current-model Corsa in 2017. Sales fell 38% compared to the previous year, against an industry drop of less than 6%. With a host of new and updated rivals now in showrooms, this year could be even tougher.
Until the end of March, Vauxhall is offering a year of free comprehensive insurance and 0% finance on Corsa Energy and Limited Edition models purchased on a conditional sale finance agreement. A conditional sale is very similar to a hire purchase agreement, but with minor differences that won’t affect most buyers.
Inevitably, there are terms and conditions, and restrictions on the free insurance offer. For example, according to Vauxhall’s website you must be between 21 and 75 years of age, you must not be a musician or a foreign student, and (I’m assuming that this bit is poorly worded) you can’t be a horse or a greyhound…
With a lengthy list of insurance exclusions based on age, licence endorsements, employment and residence status, it is essential that you check that you are eligible for the free insurance before committing to buying a car because of this offer.
The finance offer means you can buy a new Corsa interest-free on a term up to five years on a conditional sale agreement. Like a hire purchase, there are no mileage, servicing or condition requirements for a conditional sale, so you are not locked into an endless cycle like you are with a PCP.
What should you look for in the fine print?
These offers are for selected new Vauxhall Corsa models only (Energy and Limited Edition specifications).
The offers listed on the Vauxhall website are only examples, and you are entitled to adjust the deposit and term to suit your own needs (within limits).
Cars have to be ordered and delivered by 2 April 2018 for the 0% finance offer, and 31 March 2018 for the free insurance offer.
The finance offer is provided through Vauxhall dealers by Vauxhall 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.
The 12 months’ free insurance is subject to numerous restrictions, and you will be declined insurance by the insurer (Vauxhall Insurance Services) if you do not meet the given criteria. You should check that you will not be refused cover before buying the car on the basis of the insurance offer.
The 0% APR finance offer applies to specific conditional sale agreements. If you want different terms or a different finance agreement (like a PCP), the interest rate may no longer be 0%.
A 0% APR offer means that you should pay absolutely no interest or fees over the course of the agreement (although penalty fees may still apply). The monthly payment should be easy to work out, as it should simply be the total amount borrowed divided by the number of months in the agreement.
As with any car purchase, work out your budget before you visit the showroom and don’t be persuaded to go beyond it – regardless of what the smiling sales executive suggests. They don’t have your best interests at heart, but The Car Expert does!
An updated version of the Jeep Cherokee SUV has been unveiled at the North American International Auto Show in Detroit, USA.
The new version of the brand’s mid-sized model, competing against rivals such as the Land Rover Discovery Sport, is expected on UK sale before the end of 2018.
It will launch at a time when Jeep is struggling to hold onto sales in Britain. Registrations of new Jeep models totalled just 6,380 in 2017, less than half the 14,090 total of a year earlier.
Changes to the Cherokee include a new front-end design with the grille, LED headlamps and bonnet reshaped closer to the look of other recent Jeep models. The interior also undergoes a redesign with new Satin Chrome and Piano Black gloss detailing.
Technology upgrades include Jeep’s latest Uconnect infotainment systems, based around seven- or eight-inch touchscreens with pinch-and-zoom capability. They control communication, entertainment and navigation and include smartphone compatibility through Apple CarPlay and Android Auto.
Engine upgrades
The Detroit car is displayed with what Jeep describes as “one of the most technologically advanced engines in the automotive industry.” The new unit is a 2.0-litre direct injection turbocharged inline four-cylinder engine with Start&Stop and Jeep says it will sit alongside 3.2-litre V6 and 2.4-litre 4-cylinder units, with all available with a nine-speed automatic transmission.
Details of what powertrains will be available in the UK are yet to be announced though they are expected to be improved. Current Cherokees are offered with 2.0 and 2.2-litre diesel engines and the 3.2-litre petrol.
Not only is the Cherokee a ‘proper’ 4×4 off-roader, it offers three different all-wheel-drive transmissions, dubbed Jeep Active Drive I, Jeep Active Drive II and Jeep Active Drive Lock. All are said to have been improved, while retaining rear-axle disconnect technology to improve fuel efficiency when 4×4 capability isn’t needed.
What is it? The new Volkswagen Polo is the sixth generation of the big-selling supermini.
Key features More space, more efficiency, more technology
Our view The new Volkswagen Polo is a thorough evolution of an already impressive package. The sixth-generation car does everything its predecessor did, but better.
Buyers of the new Polo will find more space, no less quality, enough technology and an exemplary safety package. And out on the road, the car performs in an effortless manner that makes it very easy to live with.
The Polo might not have quite the handling prowess of its direct rival, the best-selling Ford Fiesta. But the VW matches its rivals in many areas and exceeds them in many others.
The Volkswagen Polo is a prime example of what the German brand does so well. Now entering its sixth generation, the supermini has steadily increased its sales on a basic recipe of reliability and safety.
While emissions scandals and their fallout over the past couple of years have turned VW into the badge that some love to hate, the fact remains that its cars still sell in great numbers – last year sales were up 0.7%, which doesn’t sound a lot until one considers the market as a whole slipped almost 6%. And almost unnoticed, VW’s 208,000-plus registrations moved the brand ahead of Vauxhall to become the UK’s second biggest car badge after Ford.
The Polo is a massive part of that. With close to 48,000 finding homes with UK buyers in 2017, it’s Volkswagen’s second-biggest seller, though some way behind the Golf. And the Polo holds seventh in the UK’s ten best-selling cars.
In terms of superminis, only the Ford Fiesta – Britain’s most popular car of all – and the Vauxhall Corsa beat the Volkswagen. When it first launched way back in 1975, the little Polo sat in the shadow of cars such as the Renault Clio and Peugeot 205, but it has steadily overtaken them, basically because it is so damned dependable…
So this latest version of the Polo was always going to be a case of evolution rather than reinvention. From the outside, it will immediately be recognisable as a Polo, though there has been a subtle styling makeover – the creases are more distinct, the proportions a little more muscular and LED lights are standard now. The big improvements, however, are in more practical areas.
The Polo has been a massive part of Volkswagen’s UK success.
Buying and owning a Volkswagen Polo
The new Volkswagen Polo is built on the same platform, dubbed MQB 0, as the much-praised Ibiza from sister brand SEAT. These versatile underpinnings offer a whole host of practical improvements, producing a car that is longer and wider than its predecessor.
Shorter overhangs mean an extended wheelbase and therefore more interior space, while the roofline is slightly lower, yet with more headroom within. And like just about all of its rivals, the new Polo comes in five-door form only, Ford and Vauxhall the only major brands persisting with three-door superminis.
Following the example of its predecessors, the new Volkswagen Polo offers a wide choice of engines. The complete launch range stretches across five petrol options from 65 to 200hp, and a pair of diesels with 80 or 95hp. However, we won’t see the 200hp petrol engine, destined for the Polo GTI variant, until later in 2018.
Volkswagen expects more than nine out of ten Polos to be petrol powered, and most popular will be the 1.0-litre three-cylinder units, with the best seller of all predicted to be the 95hp version – 65 and 115hp choices are also available.
In terms of transmissions, five-speed manual gearboxes are standard. A six-speed version is available on the larger petrol engines, as is a six or seven-speed automatic depending on model.
Buyers will have much to choose from in terms of equipment too. Once the two GT variants join the range there will be some seven trim levels, ranging from the 1.0-litre 65hp S model at £13,855 up to the 2.0-litre automatic GTI+ at £22,640.
Common to all Polos is an improved safety package – with the result that not only did the new car gain a top five-star safety rating in its Euro NCAP safety tests, it was named the best in its class for 2017. Safety technology fitted to all new Polos includes autonomous emergency braking with pedestrian recognition, as well as more airbags including a front and rear curtain system.
This safety prowess has an effect in other areas too – the entry-level Polo can now attract basement Group one insurance, which is good news in particular for younger buyers.
Inside the Volkswagen Polo
Previous VW interiors have been renowned for their blackness, but in the new Polo you can brighten things up
On stepping inside the Polo the first impression is of a lot of space – a 9cm extension to the wheelbase means plenty of room in the back, and this is certainly one of the few superminis in which four adults can travel long distances in comfort.
Perhaps most impressive is the boot. Space is up by some 25%, to 351 litres. Not only is that a whole lot more than the Polo’s direct rivals, it’s 35 litres more than Britain’s best-selling car, the Ford Focus, from the next class up…
For years journalists have got away with describing Volkswagen interiors as “typical VW interiors” because they all looked the same. The brand is making more effort now, however. The practicality remains, extending to a major reworking of the centre console, moving the air vents downwards to place the infotainment touchscreen on the same axis as the driver’s instrument panel.
In a prime example of the march of technology, the ‘Active Info display’ – basically the digital dashboard that we were wowing over on upmarket Audis not so long ago, is now offered as an option. It costs £325 or £475 depending on model, on all but the entry-level S grade, and VW claims it as a first in the supermini segment.
As is increasingly the case in today’s market a host of connectivity and infotainment tech is also available. Entry-level cars get an eight-inch touchscreen system including DAB digital radio, Bluetooth and a CD player (how nostalgic…) while SE and above includes the ‘Car-Net App Connect’ system with full smartphone compatibility for Apple CarPlay and Android Auto.
The cockpit scores on practicality and mostly on quality. There is a little obvious plastic about, but not a lot, and whereas previous VW interiors have been renowned for their blackness, now you can brighten yours up with flashes of ‘Reef Blue’, ‘Energetic Orange’ or ‘Silver Silk’ – though only on certain models.
Driving the Volkswagen Polo
The Polo rides comfortably and easy to drive
During the launch event, The Car Expert tried both the expected best-selling 95hp 1.0-litre petrol version with manual gearbox and its larger 115hp sister with the automatic transmission.
The Polo’s success has been built on being a very easy car to live with and this sixth generation is no different. It’s virtually effortless to drive, whether negotiating choked town centres or out on the motorway. Ride comfort is excellent throughout, with cabin occupants cosseted and enjoying relaxed progress.
By relaxed we don’t mean slow. The 95hp model reaches 62mph from rest in a little over 10 seconds, well up with its rivals, and does it with no hint of hurrying along. Cruising along at speed limits it remains highly refined.
Point the Polo at a challenging series of B-road bends and you perhaps won’t enjoy quite the satisfying performance of its Ford rival, but you will also feel totally in control and never flustered – basically, it does everything it needs to, very well indeed.
On the basis of the test drive, we see no reason why the average supermini buyer would need any more than the 95hp variant – it has a useful extra amount of go over the base-level 65hp version.
However there is something to be said for the 115hp model should one plan a lot of motorway driving – which with this supermini one really can. The extra power and the so-slick DSG automatic gearbox makes for rapid munching of motorway miles with ease.
Summary
The Volkswagen design team were clearly given a simple brief when creating the sixth-generation model – don’t muck it up. They have both succeeded and gone beyond the brief, as this new model does everything its predecessor did, but better. Anyone looking for a quality supermini that they want to get into, enjoy driving and not have to think about, should certainly check out the Volkswagen Polo.
An all-new version of the Mercedes-Benz G-Class will arrive at UK dealers in August, though you might initially fail to notice.
The second-generation of the traditional off-roader SUV looks on the outside very similar to the original model, launched way back in 1979 and a major rival to the Range Rover.
Mercedes insists, however, that “each part and every bolt came under scrutiny” during the design process for the new model, with the main focus on increasing the car’s rigidity, comfort and handling.
The G-Class is one of the most recognisable SUVs on the road, and that’s not about to change
Retaining the traditional look, with its squared-off, angular lines and protective strips, was deliberate. The G-Class is one of the most recognisable SUVs on the road that appeals to a particular audience – one that needs a very durable, albeit luxury, vehicle. For this reason the model also retains its body-on-ladder-frame form of construction.
While familiar in its visuals, the new G-Class is a larger vehicle, 5cm longer and 12cm wider than its predecessor. Mercedes says that quality is significantly higher, with narrower panel gaps and areas such as the wheel arches flowing into the body, rather than appearing to be add-ons.
The interior has undergone fundamental changes, though the digital ‘widescreen cockpit’ is an option.
More fundamental changes have been carried out inside the car, with the emphasis on quality. While retaining the durable look of its predecessor, the interior is more comfortable. Rear-seat legroom, in particular, has been substantially improved by some 15cm thanks to a wheelbase extended by 4cm.
A major increase in technology features on the new model. While the redesigned driver’s instrument panel retains analogue dials as standard, a digital display is available on the options list. This combines with an infotainment display above the centre console in the form of two 12-inch screens to form a ‘widescreen cockpit’ already seen on recently launched Mercedes-Benz cars.
The base of the centre console includes a touchpad for driver inputs and there is a multi-function steering wheel, but traditional elements also remain, such as the grab handle mounted ahead of the passenger seat for additional stability when off-roading.
The designers of the G-Class claim that it is the most off-road capable version yet, Its ground clearance has been increased 4cm to 24cm, the fording depth raised 10cm to 70cm, and its tilt, approach and departure angles improved. However the changes also include a new trailing-trim rear suspension system around the rigid rear axle to provide greater ride comfort on tarmac.
Mercedes-Benz is yet to confirm G-Class models and prices for the UK market though it is predicted that the first version on sale will be the Mercedes-AMG G63, powered by a 4.0-litre V8 engine of 611hp and costing from around £140,000. Industry sources also expect an entry-level diesel version to be launched in 2019, at around £85,000 which would be £7,000 less than the current cheapest G-Class.
What is it? The Skoda Karoq replaces the previous Yeti model in the enormous compact SUV marketplace battle.
Key features Spacious, practical, value for money
Our view The all-new Skoda Karoq is more than just a replacement for the popular (at least in the UK) Yeti. In fact, it’s almost an anti-Yeti. Gone are the squared-off proportions, left-field styling and general feeling of character. In their place is an accomplished and far more mainstream model.
The Karoq feels like it has absorbed the good points from most of its rivals in the compact SUV marketplace and combined them into one package. The only problem (depending on how you look at such things) is that it’s almost entirely unmemorable in every way.
If you don’t actually like cars and just want something to get you from point A to point B with comfort and practicality, and without breaking the bank, it’s pretty much perfect.
Another week, another compact SUV arrives in UK car showrooms. This week, it’s the Skoda Karoq joining the party. It replaces the Skoda Yeti, although it’s a very different sort of creature.
The compact SUV (or compact crossover, if you prefer) is the 21st-century version of the family hatchback. Two adults up front, two-and-a-bit kids in the back and enough boot space for a week’s worth of shopping or a weekend’s worth of luggage. Every manufacturer worth mentioning now has at least one of these vehicles in its line-up, and sometimes more if it’s trying to segment different demographics.
Skoda previously had the Yeti in this market. Although it wasn’t the first compact crossover in the shopping centre car park, it was certainly around a few years before most others jumped on the bandwagon. The Yeti’s identity befitted a new and unusual type of vehicle, a left-field choice compared to something like a regular Skoda Octavia hatch or estate. It was tall and square, with oddball headlights and a distinctive appeal. It wasn’t as wacky as the best-forgotten Skoda Roomster, but it certainly stood apart from the pack. And that summed up Skoda at the time – sharpening up its act but still drumming along to its own beat.
Skoda has absorbed the best aspects of its rivals to create the Karoq
Now, however, things have moved on. The small-medium crossover market is no longer a niche; it’s the default choice for a family car. And Skoda is no longer a niche player, either. Over the last decade, the brand has gone from bargain bin to family favourite, and the decidedly different Yeti became rather out of step with the rest of the range. A mid-life facelift smoothed out the looks a bit, but it still had limited appeal in the fastest-growing market segment on the planet.
The Skoda Karoq, therefore, epitomises where the brand is right now. It’s a bit bigger than its predecessor, but that’s normal in the automotive market. What’s really changed is that the Karoq is a far more mainstream offering than the Yeti, which is one of the reasons it has picked up a new name. This is not a New Yeti; in fact, it’s almost an anti-Yeti. The styling is smooth and rather bland (although the front end, like all Skodas, is overly fussy), and dimensions are good to excellent in every direction compared to the class average.
Under the skin, the Karoq shares its platform and mechanical bits with the SEAT Ateca and Volkswagen Tiguan – plus a myriad of other vehicles based on the Volkswagen Golf underpinnings. On the surface, however, Skoda seems to have absorbed all the best bits from its very many rivals in this market and assembled them into a Karoq. Does that make it the best of its kind? Well, yes and no.
Has Skoda built the ideal family car for the 21st century?
Buying and owning a Skoda Karoq
Like the rest of the Skoda family, the Karoq offers a lot of value for your money. The range consists of four trim levels, including one aimed specifically at fleet customers, plus two petrol and two diesel engines. In particular, the entry-level SE and mid-spec SE L models include a very competitive level of kit compared to similar vehicles from other manufacturers.
The top-spec Edition models include almost everything you could ever want in a family car, but the price is getting close to £30,000 for petrol models and beyond that for diesel models (although the diesel models do come with four-wheel drive, whereas the petrol models are only available as front-wheel drive).
The fleet-spec SE Technology won’t generally be available from dealerships for retail customers, although presumably they’ll pop up as used cars after a year or two. These models are probably the best value of all, as the price is the same as the regular SE but you get satnav, adaptive cruise control and front & rear parking sensors thrown in. Plus fleet buyers won’t pay anywhere near the retail price anyway, so company car drivers are getting the pick of the range and the best pricing.
Petrol engines consist of 1.0-litre and 1.5-litre options, producing 115 and 150hp respectively. Both are available with a six-speed manual or (for an extra £1,300) seven-speed automatic transmission. The petrol models are expected to be the bigger sellers of the Karoq range, especially with the current anti-diesel sentiment created by Skoda’s evil-empire parent company, Volkswagen. If you do want a diesel engine, there’s a choice of a 1.6-litre producing 115hp and a 2.0-litre with 150hp, with the same choice of gearboxes.
The diesel models might have identical power statistics to the petrol equivalents, but they produce more torque for carrying a full car-load of passengers and luggage, plus they have theoretically better fuel consumption and emissions. Of course, this is Volkswagen we are talking about so you can’t really trust their numbers…
If you want or need four-wheel drive, you need to have the 2.0-litre diesel engine. This makes it considerably the most expensive choice of Karoq.
Safety-wise, it’s good news all round. The Skoda Karoq comes fitted standard with autonomous emergency braking (which Skoda and other Volkswagen brands insist on calling Front Assist) to help reduce collisions, and it was awarded five stars from Euro NCAP for its safety systems and crash-test performance. Edition models get additional accident-avoidance safety tech that is optional on lower models, like lane-keeping assist and blind-spot monitoring.
Inside the Skoda Karoq
Interior is conventional but very well finished
If the outside of the Skoda Karoq is impeccably drawn, solidly-built yet largely bland, the interior is much the same story. Materials are of good quality, it’s all well screwed together and the layout looks thoroughly conventional. There’s none of the quasi-futuristic look of a Peugeot 3008, and thankfully none of the dodgy plastics of some of its lesser rivals.
Everything is laid out very well, following the current trend for eliminating as many buttons as possible and throwing everything into a large central touchscreen. Despite the fact that touchscreens are still not well suited to driving, everyone’s going that way and Skoda is no different. The base-level eight-inch screen is actually easier to use on the move than the higher-spec nine-inch unit found on the Edition model, as it has a proper volume knob (although placed on the wrong side of the screen, away from the driver) and better virtual button placement either side of the screen.
All models get Apple CarPlay and Android Auto compatibility as standard (note to BMW: stop charging nearly £300 for this!). The sound quality is decent from the regular system but definitely better if you cough up another £400 for the optional ten-speaker Canton sound system.
The seating position and level of adjustment in both the front seats and steering wheel is very good, visibility is much better than most cars since the Karoq is not pretending to be a sports car or private jet, rear-seat passengers have plenty of room and the boot is reasonably large and well-shaped for family kit-shifting requirements.
Driving the Skoda Karoq
Lower-spec models with smaller wheels are most comfortable
Our drive route on the Skoda Karoq launch went from Lincoln to Grimsby and back, so there wasn’t a lot in the way of hills and valleys. There was a good combination of motorway, A-road and windy, crumbly B-road driving, however, so we got to give the Karoq a good workout in varying conditions.
We drove the 1.5-litre 150hp petrol engine in both manual and automatic forms, and it is a great option for most family customers. It is zippy in city traffic and will hold its performance well with a load of passengers and cargo. If you don’t want a diesel but you still have to carry stuff around, it’s the best engine in the range.
The automatic transmission is smooth and efficient, happily working its way through all seven gears as needed to give you either performance or economy as needed. The manual gearbox is light and easy to use, and a lot more enjoyable than the auto if you’re not stuck in stop-start traffic every day. The steering is light and lifeless, like almost every car in this segment, but the Karoq responds well to your directions.
The ride is generally very good, but it’s actually the cheaper models (SE and SE Technology) that feel comfier due to their smaller wheels and taller tyres. If you want to sacrifice comfort for style with the 18-inch wheels and lower-profile tyres on the SE L and Edition models (and optional for the lower models), there’s not too much to worry about as the more blinged-up Karoq models still soak up most bumps, potholes and speed humps without trouble. Handling is not especially exciting, but the Karoq goes pretty much exactly where you want to with no fuss or bother.
The seats are both comfortable and supportive, so a three-hour first leg followed by another 90 minutes after lunch was no problem at all. Noise levels from the petrol engine were good – the diesel is likely to be a bit noisier, but if you have the stereo on or are chatting to your passengers, you probably wouldn’t notice.
All in all, it’s extremely competent without raising your pulse – perfect if that’s what you’re looking for.
Summary
In almost every objective way possible, the Skoda Karoq is a very good vehicle. It does exactly what it says on the tin, with no surprises (unless you live under a rock and haven’t seen a Skoda since about 1997). For a family with a couple of kids, it ticks all the boxes.
The only downside is that, within half an hour of driving the Karoq, nothing especially memorable comes to mind. It was very good at everything and bad at nothing. Actually, if you want to pick nits, the standard-spec cruise control buttons on the indicator stalk are fiddly to use. The optional (£300) adaptive cruise control gets its own stalk and it’s much easier to operate. But that’s really about it.
So if you’re simply looking for a comfortable, practical family car that offers good value for money, the Skoda Karoq should probably be at the top of your shopping list. If you want to enjoy throwing your smallish hatchback-based crossover down a B-road like a sports car, or if you want to stand out from the crowd, this is not that sort of vehicle. If you don’t really like cars and just want one that does the job of moving you and your loved ones from here to there, this is quite possibly it.
November’s rise in interest rates by the Bank of England appears to have done nothing to slow the increase in car finance debt, according to the latest lending results published this week by the Finance and Leasing Association (FLA).
November 2017 results show that the same pattern is continuing – the number of new car finance deals dropped in line with new car sales, while the amount of money being borrowed per car broke new records despite increasing interest rates. Meanwhile, used car finance continues to grow rapidly in both the number of deals and amount borrowed.
Car dealers and manufacturers might be grumbling about the drop in customer numbers over the last nine months, but their finance companies are still lending billions of pounds to buyers, with November’s results setting new records.
Cars bought on finance by consumers through dealerships
New business
Nov 2017
% change on prev. year
3 months to Nov 2017
% change on prev. year
12 months to Nov 2017
% change on prev. year
New cars
Value of advances (£m)
1,385
+2
5,627
+1
18,413
+2
Number of cars
69,287
-8
284,432
-9
974,049
-7
Used cars
Value of advances (£m)
1,237
+16
3,866
+13
15,003
+11
Number of cars
104,683
+10
331,601
+7
1,322,786
+6
Data (c) Finance and Leasing Association
The number of new private car sales fell by 5% in November, according to SMMT data. This was mirrored by an 8% drop in the number of finance deals on new cars, according to the numbers from the FLA. However, the amount of money lent to car buyers increased by 2% compared to the same month in 2016, meaning that the average borrowing for a new car reached a new record of £19,989.
86% of all privately-purchased new cars are financed at the dealership, with the vast majority of those being financed via a personal contract purchase(PCP).
For used cars, both volumes and total borrowing continue to increase rapidly. November saw a 10% year-on-year increase in the number of used cars financed by dealers, with the amount borrowed growing by 16% over the same month in 2016. This also meant that average borrowing hit a new record of £11,817 per used car. Used car lending for 2017 has already reached a new record of more than £14 billion, with one month of results still to be calculated. 2016 was previously a record year, with £13.5 billion lent to used car buyers.
Record lending will fuel fears of overheated car finance market
With December results still to be announced, it is certain that the overall 2017 results will show a record amount of money being lent to both new and used car buyers, despite the drop in new car sales. Average borrowing has also increased in December every year for the last seven or eight years, so it is entirely possible that we may see average borrowing break the £20,000 mark for new cars and £12,000 mark for used cars at the same time.
This is not exactly the news that the Financial Conduct Authority (FCA) or the Bank of Englandwill have wanted to see, after the BoE increased its official interest rates at the start of November. With the Bank’s base rate increasing from 0.25% to 0.5%, finance companies have been quick to pass on rate increases to customers. Yet the amounts being borrowed continued to increase, which will no doubt fuel concerns that the car industry is failing to adequately regulate its own lending behaviour.
The Bentley Bentayga SUV range is being extended with a new V8-engined model.
According to Bentley the new model will be the most sporting version yet of the Bentayga, which has proved highly successful since its launch into the growing premium SUV market. However it won’t be the fastest, that title remaining with the Bentayga W12.
The V8 is a 4.0-litre twin-turbocharged petrol unit familiar from elsewhere in the Bentley range. It produces 550hp and 770Nm of torque, which gives the Bentayga a 4.4-second 0-62mph time and a terminal speed of 180mph.
The car returns 24.8mpg combined cycle fuel consumption and produces CO2 emissions of 260g/km. Aiding the emissions figure is start-stop technology that can activate when the vehicle is at ‘near-to-stop’ speeds.
From launch the Bentayga has been offered with an eight-cylinder diesel engine, offering a 4.8-second 0-62mph time, combined cycle economy of 35.8mpg and emissions of 210g/km. The range-topping 12-cylinder W12 model, meanwhile, crests 62mph in 4.0 seconds, with combined mpg of 21.6 and a 296g/km emissions figure.
‘Biggest brakes on any car’
Also launching with the Bentayga V8 is the option to add carbon-ceramic brakes, described as the largest and most powerful brakes yet fitted to a Bentley. In fact Bentley claims that no other production car boasts larger front brakes, the discs measuring 440mm and activated by 10-piston calipers. Buyers that choose the standard braking system will still get red-[painted calipers.
Styling additions to the new model include a black and chrome grille, and twin-quad exhaust pipes at the rear. Inside there are three new options – a high-gloss carbon-fibre finish replacing the traditional veneer surfaces; a wood and hide steering wheel available in seven different veneer finishes; and a new red leather dubbed Cricket Ball.
Bentley is pricing the Bentayga V8 at £136,200, which is only £400 more than its diesel sibling. And the range will be further enlarged later in 2018 by the launch of a hybrid version of the SUV.
Volkswagen has won a major accolade for safety, taking half of the best-in-class awards made by crash-test specialist Euro NCAP.
The safety body recorded its busiest-ever year in 2017, conducting crash tests on 69 new cars, from which it was able to declare best performers in six categories. After a difficult year still suffering from fallout resulting from the emissions scandal, Volkswagen will be delighted by best-in-class wins for superminis (Polo), small off-roaders (T-Roc) and executive cars (Arteon).
The German giant could not take the overall best performer award, however, which went to the Volvo XC60 in the large off-road class. Other winners were the Vauxhall Crossland X in the small MPV class, and the Subaru XV/Impreza that took the small family car award.
Facelifts miss out on tech
Euro NCAP’s testers praised the fact that despite increasingly tough testing regimes, most new models to the market – the vast majority of those tested – gained top five-star safety ratings. However the tests also showed an increasing gap to older facelift cars – ratings for these suffered due to their lack of modern safety technology such as driver-assistance systems.
Euro NCAP secretary general Michiel van Ratingen described Volkswagen’s three wins as a great achievement underlining the company’s commitment to providing the highest levels of safety to its customers.
“Subaru and Opel (Vauxhall) are also offering class-leading products while Volvo continues to underline its reputation for safety,” Ratingen said.
“More broadly, though, it is encouraging to see so many new cars performing so well in all areas of safety, and being equipped with greater and greater levels of life-saving technology,” he added.
Highlights from the test regime include the advance of pedestrian-detecting autonomous braking systems. First tested by Euro NCAP in 2016, the technology was available on 82% of the cars tested in 2017 and standard equipment on 62% of them. Similarly speed assistance was offered on 92% of the new cars tested, standard on 82%.
Despite the march of technology traditional crash protection is not being ignored. On 96% of the tested cars standard equipment included two or more seating positions compatible with new i-Size child restraints. Rear seat load limiters and belt tensioners were standard on 94% of the test vehicles..
The Volvo XC60 was the top safety crash-test performer of all…
Skoda has announced new PCP finance offers, scrappage and free fuel offers for selected models in its range for the first quarter of 2018.
The brand has various different incentives on offer for different models, which is somewhat confusing but is presumably based on what Skoda’s marketing folk think will appeal to customers of each model.
There are deposit contributions for PCP finance agreements on Citigo and new Karoq (£1,500), Fabia, Rapid and Kodiaq (£2,000), Octavia (£3,000) and Superb (£4,000).
In addition to its £2,000 deposit contribution, the Kodiaq also comes with £1,000 of free fuel if you take a PCP finance agreement with Skoda Finance.
Certain specifications of each model are not included in the offer, so check the details with the dealership. The deposit contributions cannot be used in conjunction with any other offer, like the scrappage offer below.
The PCP offers are all based on a 5.9% or 6.3% representative APR, which is nothing special in the current car finance market, so the money you save in deposit contributions will be eaten up again in interest over the course of the agreement.
Scrappage offer extended
Skoda has also extended its scrappage offer until the end of March, which offers a guaranteed part-exchange value for older diesel part-exchange vehicles.
The scrappage allowances are available on Citigo (£1,500), Fabia (£2,500), Rapid (£3,000), Octavia (£3,500) and Superb (£4,000). You can’t combine the scrappage allowance and the finance contribution, unfortunately.
The scrappage offer is a part-exchange allowance, for selected used cars part-exchanged against selected new cars.
Your current car can be from any brand, but must be built to Euro 4 emissions standard or earlier. This will definitely be cars registered before 31 December 2009, although some cars had Euro 5 specification engines earlier than this.
You must be the owner of the part-exchange vehicle and the buyer of the new car (same name and registered address).
You must have owned the old car for at least six months, to stop people buying an old banger for £200 and then getting a £4,000 part-exchange allowance for it.
The scrappage price is fixed for any car part-exchanged as part of the scheme, not an allowance on top of the car’s value. You are effectively getting nothing for your car, but a discount on the new car (although it won’t be written that way on the contract).
Cars must be sold and delivered by 31 March 2018.
This offer cannot be used on top of any other offers from the dealer/manufacturer/finance company.
The offer is not dependent on you taking any finance package or other products.
Finance
This offer provides a deposit contribution towards selected new Skoda models, over and above any other discount you can negotiate.
The finance package must be a PCP agreement (called Solutions) from Skoda Finance.
The offers set out on the Skoda website are only examples, and you are entitled to adjust the deposit and annual mileage to suit your own needs. The APR shown on the examples is either 5.9% or 6.3% depending on model, but that does not mean you will be offered a similar rate.
The annual mileage used in all of the examples is 10,000, which is average. You need to make sure that the annual mileage you are quoted matches your expected use of the vehicle.
Excess mileage charges may apply at the end of the agreement if you have exceeded your limit, so make sure you allow yourself enough mileage when setting up the finance agreement. The charge only applies if you are giving the car back and claiming the guaranteed future value (GFV).
Cars have to be ordered and delivered by 31 March 2018.
The finance offers are provided through Skoda dealers by Skoda Finance (which is part of Volkswagen Financial Services). 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.
As with any car purchase, work out your budget before you visit the showroom and don’t be persuaded to go over it – regardless of what the smiling sales executive suggests. They don’t have your best interests at heart, but The Car Expert does!
Nissan has extended its part-exchange allowance offer on a number of its models until early April.
Unlike most brands’ scrappage schemes, the Nissan ‘Switch’ offer gives owners of older cars an extra £1,000 or £2,000 towards a new Nissan (depending on model) over and above their part-exchange value.
The offer is only available on certain Nissan models, rather than the whole range. If you are looking for a new Micra, Juke, Qashqai or X-Trail, you’re in luck. For everything else in the range, you miss out.
For the four models above, entry-level Acenta specifications get a £1,000 allowance, while higher-spec models like N-Connecta, Tekna and Tekna+ enjoy a £2,000 allowance.
The money is on the table for any part-exchange vehicle originally registered before 31 December 2009. The allowance can be used in conjunction with Nissan finance offers on those vehicles, which provides anywhere between £1,000 (Micra) and £2,500 (X-Trail) of additional deposit contribution. So if you’re buying a new X-Trail on a PCP, you can get a total of £4,500 off the sticker price.
Nissan is also continuing its unique part-exchange allowance on used Nissan Leaf models. This consists of a £1,000 allowance for eligible part-exchange vehicles and a further £1,000 deposit contribution on Nissan Finance PCP agreements.
What about the fine print? We check out the details
This offer is an allowance over and above your car’s part-exchange value, for selected used cars part-exchanged against selected new cars.
Your current car can be from any brand, but the first registration date (as shown on your V5C registration logbook) must be no later than 31 December 2009.
You must be the owner of the part-exchange vehicle and the buyer of the new car (same name and registered address).
You must have owned the old car for at least 90 days, to stop people buying an old banger for £200 and then getting a £2,000 part-exchange allowance for it.
You must order your new car and take delivery by 2 April 2018.
This offer can be used on top of most other offers from the dealer/manufacturer/finance company.
The part-exchange offer is not dependent on you taking any finance package or other products, although there is additional money available if you do take selected finance packages.
The market was more than 6% up after March, but then the last nine months saw a fall of more than 10% on the same period last year, leading to an overall result that was just under 6% down in total. Private and small business sales fell more than larger fleets, and diesel cars took a massive hammering.
The industry is pointing the finger of blame Brexit, the government and anyone else they could think of, although no-one wanted to put their hands up and accept that the industry has created its own mess with its addiction to PCP and PCH finance deals, which looks like it has come back to bite hard. The forecast for 2018 is for continued decline, although hopefully things will start to stabilise.
However, it’s not doom and gloom for everyone. Some cars kept rolling out of showrooms at a rapid pace, keeping the dealers, manufacturers and finance companies happy.
These are the UK’s ten best-selling cars of 2017. It’s important to remember that the official numbers refer to ‘registrations’ rather than ‘sales’, as some manufacturers engage in a lot of pre-registration shenanigans to boost their sales numbers.
10. Mercedes-Benz A-Class (new entry)
It’s been around since 2012, but the current model Mercedes-Benz A-Class has continued to rise through the ranks each year. Strong residual values, along with competitive pricing and finance deals, have helped the A-Class knock its biggest rival, the Audi A3, out of the top ten best-selling cars list.
The A-Class has hit the top ten in what is likely to be its last full year before a replacement model comes along before the end of 2018. Interestingly, A-Class sales do not include the CLA saloon (it’s not a coupé, despite what Mercedes wants you to believe), whereas the next-generation model is likely to receive a saloon model (precisely like the Audi A3, in fact) and the CLA is likely to be killed off. So the A-Class may see increased sales numbers over the next year or two.
Sales of new cars in the UK slumped by close to 6% in 2017, with industry bosses putting the blame firmly on adverse publicity levelled at diesel engines.
Figures issued by the Society of Motor Manufacturers & Traders (SMMT) revealed a 14.4% decline in new car registrations in December, the ninth consecutive month that the market has fallen. A total of 152,473 cars were registered during the month, bringing the 2017 total to 2,540,617.
The annual figure was 5.7% down on 2016’s total – in January the SMMT had predicted that after five years of growth 2017 would be more challenging but following a record month for sales in March, SMMT chief executive Mike Hawes stated that he expected the market to slow over the rest of 2017, “but not significantly.” The market began falling in April and has not stopped since.
Following the latest figures the SMMT tried to play up the positives, Hawes stating that while the decline is concerning demand remains at historically high levels. “More than 2.5 million people drove away in a new car last year, benefitting from the latest, safest, cleanest and most fuel efficient technology,” he said.
Hawes added that the reasons for the slump include falling business and consumer confidence, and “confusing anti-diesel messages (that) have caused many to hesitate before buying a new low-emission diesel car.” While registrations of petrol-fuelled cars rose by a modest 2.7%, diesels slid by 17.1% – at the end of 2016 diesel engines held almost half of the market, now it is down to 42% and still sliding.
The SMMT blames anti-diesel rhetoric and the potential for tax hikes causing buyers to hesitate over buying. “However, these cars remain the right choice for many motorists – especially those who travel longer distances – with lower CO2, better fuel economy and, with these newer vehicles, dramatically reduced air quality emissions,” the industry body says, quoting its own figures suggesting that on average buyers of diesels save £132 a year on their costs.
Hawes is adding to growing calls for an industry-wide Government scrappage scheme to replace older, more polluting diesel cars. “Keeping older vehicles on the road will not only mean higher running costs but will hold back progress towards our environmental goals,” he said.
“Consumers should be encouraged to buy the right car for their lifestyle and driving needs irrespective of fuel type – whether that be petrol, electric, hybrid or diesel as it could save them money.”
One upside to the latest figures is a surge in sales of ‘alternatively-fuelled’ vehicles, which includes electric and hybrid cars. These rose by 34.8%, 119,821 registered over the year. Such vehicles now enjoy their highest ever share of the market though it is still just 4.7%.
Hawes summed up 2017 as “undoubtedly a very volatile year” and added that lacklustre economic growth means that the industry expects a further weakening in the market for 2018. However he added that this could be good news for car buyers; “The upside for consumers is some very, very competitive deals.”
The engine will be combined with an eight-speed ZF automatic transmission with a sport mode. A handling kit of beefed-up springs, dampers and roll bars will be added, and uprated brakes fitted behind 18-inch diamond-turned alloy wheels and 265/65 R18 all-terrain tyres.
The SMMT blames anti-diesel rhetoric and the potential for tax hikes causing buyers to hesitate over buying. “However, these cars remain the right choice for many motorists – especially those who travel longer distances – with lower CO2, better fuel economy and, with these newer vehicles, dramatically reduced air quality emissions,” the industry body says, quoting its own figures suggesting that on average buyers of diesels save £132 a year on their costs.
