Cars with diesel engines are still the right choice for many motorists, a leading motor industry figure has argued.
Speaking at the annual media test day organised by the Society of Motor Manufacturers & Traders (SMMT), CEO Mike Hawes acknowledged that confusion over the policy towards diesel engines – confusion he described as avoidable – had resulted in potential customers “sitting on their hands” unsure of what engine to choose in their next car.
Anti-diesel rhetoric, much of it ill-informed, is being blamed for a major shift away from the format – diesel’s share of the UK market has slumped to around 30%, whereas at the end of 2015 diesels claimed a virtual 50:50 split with petrol-powered cars.
Demand for petrol cars has risen 38.5% in 2018, which raises potential issues for meeting emissions targets as petrol vehicle emissions of CO2 are higher than those for diesels.
Rising emissions
Market confusion has seen renewals in the fleet market slowing so older, more polluting cars are staying on the road for longer. As a result fleet average CO2 emissions in 2017 rose by just under one per cent – the first time this has occurred since records started being kept.
“This is not because the industry has stopped progressing – the average new car on sale last year produced 13 per cent less CO2,” Hawes said. “Industry investment in technology is delivering results, but the market is shifting.”
The SMMT view is that consumers should be encouraged to buy the right fuel for their driving needs and pockets. “For some, especially those who do higher mileage, diesel still remains the right choice,” Hawes said.
SMMT chief executive Mike Hates – arguing diesel should still be the choice for many.
“For those who drive in cities and urban areas, small efficient petrol cars, hybrids, plug-ins or electric may be the better choice. Each new generation of electric cars is boasting greater range and there are now 80 cars powered at least in part by electricity now on the market, including 50 different plug-ins.”
He added, however, that such technology still forms only a small part of the market. “There were 47,000 plug-in vehicles registered last year in a total market of 2.54 million – less than 2% of the market which shows how far we have to go.”
Consumer choice
Hawes added that the automotive industry shares the Government’s ambition of a zero-emission future, “but what matters is making sure we take the consumer with us.”
Much better infrastructure in terms of charging locations and methods is needed, and a “world-class package of incentives” to drive demand.
“(Electric cars) remain at present more expensive trechnologies, so we need to appreciate the vital role that advanced petrol and diesel engines still play. They will be there for the medium to long term.
“Last year the Government said it would end the sale of conventional petrol and diesel engined cars by 2040 – that is still 22 years away, and most new car buyers will probably go through seven changes of vehicle before then. We need to make sure the consumer buys now the right type of car that they need.”
There are now many emissions-friendly buying options but most remain expensive choices.
The European version of the Citroën C5 Aircross has been unveiled with a claim that it will be an ‘ultra comfortable’ SUV.
The big sister to the recently-launched C3 Aircross, the C5 variant appears a year after being first revealed for the Chinese market, and will go on European sale at the end of 2018.
Citroën is making bold claims for the C5 Aircross, which will assume flagship status in the range. It is promised to be the most comfortable SUV in its segment, making use of the brand’s Advanced Comfort programme, Progressive Hydraulic Cushion suspension and Advanced Comfort seats.
Versatility will be offered by three individual sliding, folding and reclining rear seats, and boot space that is claimed to be best in class. The trend for personalisation will be answered by a choice of 30 exterior colour combinations.
Autonomous tech
Technology highlights will include 20 driver assistance systems, among them Highway Driver Assist, effectively a semi-autonomous system combining adaptive cruise control with Stop & Go (keeping the car at a set distance from a vehicle in front and both stopping and pulling away again if needed).
Also included will be an Active Lane Departure Warning System. This not only warns a driver of vehicles in their blind spot but applies force to the steering wheel if they try to pull out into an occupied lane.
The Grip Control traction control system will be specified, a means of maintaining traction on slippery surfaces without going the full four-wheel-drive route.
Six connectivity technologies will be on offer to buyers, based around an eight-inch touchscreen and including wireless smartphone charging.
The C5 Aircross will also be the first Citroën to offer a plug-in hybrid powertrain – this will appear at the end of 2019, around a year after the launch models and promise low CO2 levels and an all-electric driving range of 37 miles.
Traditional powertrain choices will range across two petrol models and three diesels. The petrol versions will be a 130hp unit combined with a six-speed manual transmission and a 180hp variant with the latest eight-speed automatic gearbox.
Diesel buyers can choose between a 130hp unit with six-speed manual or eight-speed auto transmission and a 180hp with the auto ‘box.
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The Yaris Hybrid isn’t exactly new – in fact, it’s been around since 2011, pre-dating the recent rush manufacturers have made towards hybridisation and proving that Toyota may not have been the first, but it’s certainly one of the most committed.
Perhaps strangely, the Yaris Hybrid sits virtually in a class of one, with most manufacturers favouring larger cars and crossovers when it comes to hybrid models. The Yaris is more compact and easier to park and drive, while it also retains a more conventional look than even in-house siblings such as the Prius.
We’re testing it here in its latest form, which received a heavy facelift over the outgoing car.
What’s new?
The facelifted Yaris range – introduced in 2014 – gained Toyota’s latest family ‘face’ – a bold, X-shaped grille with a prominent badge front and centre. For 2017, along with a price hike, the entire range received a Safety Sense system containing autonomous emergency braking, lane departure warning and automatic high beam.
There are new lights front and rear, and a selection of two-tone paint finishes, which the interior gets some new soft-touch plastics. The old Toyota Touch 2 infotainment system remains though.
How does it look?
Image will likely always be a problem for the Toyota Yaris – ever since the first model, it’s become a go-to car for retirees. Even jazzing it up with posh paint schemes and bold exterior design touches can’t fix that. However, it does look genuinely smart, and there are some great colours on offer.
The car’s overall silhouette is relatively bulky and upright, but it’s slimmed out by side rubbing strips and that pinched front ‘face’. Bi-Tone models also improve matters, with a black roof disguising the car’s practical silhouette.
What’s the spec like?
The Hybrid powertrain is available across all Yaris trim levels, which comprise Active, Icon, Icon Tech, Design, Excel and Bi-Tone. Entry-level cars do miss out on alloy wheels but still get the full suite of safety tech plus front electric windows, dual-zone climate control and USB and Bluetooth connectivity.
Step up a grade and Icon brings alloys, keyless start, cruise control, a rear-view camera and the Touch 2 Infotainment system. Our Icon Tech model added satnav and front parking sensors.
Missing from the range are Apple CarPlay and Android Auto, though – a shame, as the Touch 2 infotainment system is pretty poor to use and would be improved by the addition of either of these systems.
What’s it like inside?
The Yaris’ interior is poor. Though everything is well screwed together, the switchgear is outdated and the materials, for the most part, feel cheap and nasty.
The facelift did at least add a swathe of soft-touch material across the dash – but if anything, that serves to highlight the plasticky glovebox and dash top even more. Items such as the USB port look hastily tacked on, while the automatic gear selector is enormous and ugly.
Things improve as you move rearwards, though. Yaris has a large boot and tonnes of room for rear-seat passengers. Headroom abounds throughout, and the big windows and characterful single wiper ensure good visibility.
What’s under the bonnet?
The Yaris engine range is offered in three flavours. There are 1.0-litre and 1.5-litre petrol units, plus the 1.5-litre petrol-electric hybrid we have here. The hybrid model makes up nearly half of Yaris sales in the UK, and on paper looks quite attractive, offering a decent level of power, average performance for the class and stellar economy.
We can vouch for the latter, having achieved over 60mpg on more than one occasion during our time with the car.
As with most hybrids, it’s best around town. Here, the punch of silent electric power pushes you away from the line before the petrol engine kicks in. It’s rather good fun. There’s very little electric-only range, though – this isn’t a plug-in hybrid.
Out on the open road, things are less convincing, and the Yaris Hybrid isn’t a great motorway cruiser. Best to stick within the city limits where this car makes most sense.
What’s it like to drive?
Toyota has proved it can make the Yaris fun to drive with the incredible GRMN. Unfortunately, none of that car’s DNA makes its way into the hybrid. It’s definitely lacking a fun streak – though it is at least reasonably comfortable and remains composed in corners. The steering, however, is just too light and remote.
The hybrid drivetrain is quiet around town, but on the motorway the CVT gearbox it’s paired to drones and makes for a rather unpleasant voyage. The seats are also pretty flat – we missed having some lateral support – and the steering wheel didn’t adjust out far enough for us.
Summary
The Yaris Hybrid remains a car without rivals even seven years on from its debut, but being the best in a class of one is easy. The real problem is its narrow range of ability – this is a car that’s wonderful in town but rather poor on the open road.
Those who do high mileage would be better served by another diesel supermini, and anyone who regularly drives out of the city should probably choose a turbocharged petrol. As a second car or town runabout then, the Yaris makes sense – but it’s too compromised to recommend elsewhere.
Model as tested: Toyota Yaris Hybrid
Price: £20,875
Engine: 1.5-litre four-cylinder petrol hybrid
Power: 100 hp
Torque: 111 Nm
Max speed: 103 mph
0-60mph: 11.8 seconds
Fuel consumption (combined): 78.5 mpg
CO2 emissions: 82 g/km
What is it?
The Skoda Kodiaq is the Czech brand’s already big-selling large SUV, and it’s first seven-seater.
Key features
Seven seats – wide petrol/diesel engine range, spacious on compact footprint
Our view
Skoda has made a very good job of its first ‘proper’ SUV, the Kodiaq fulfilling the brief in all of the important areas – practicality, quality and refinement. It offers surprising space for its ‘estate car on big wheels’ exterior visuals, boasts lots of clever touches and includes enough powertrain options to meet the shift among buyers in favour of petrol.
Similar cars
Kia Sorento, Nissan X-Trail, Land Rover Discovery Sport
The Skoda Kodiaq is the company’s first seven-seat model
Full review
The Skoda Kodiaq is regarded as the Czech brand’s most important new model for some time. It is the brand’s first large SUV, and its first seven-seat car of any sort, and has kicked off an SUV offensive, quickly followed by the smaller Karoq and with more to come.
In just over a year since launch, the Kodiaq has done exactly what its makers expected of it – and more. Global sales passed 100,000 in its first eight months on sale, and it has secured an impressive haul of industry awards to boot.
However, the Kodiaq is not so easy a car to pigeon-hole. The model shares its platform with others of the recent rash of VW Group compact SUVs, such as the SEAT Ateca and the Volkswagen Tiguan. In terms of perceived size, however, the newer Karoq more directly takes on such in-house rivals.
The Kodiaq is more obviously up against such seven-seat challengers as the Nissan X-Trail and Kia Sorento. One could even suggest, with Skoda trying very hard to move itself upmarket, that the Kodiaq could rival the Land Rover Discovery Sport.
The one major difference between the Skoda and its larger rivals? Very few of them offer petrol engine choices at a time when diesel sales are sliding, whereas the Kodiaq range includes three petrol options.
In terms of styling, the Kodiaq fits the brief. There is nothing radical here, but a solid, purposeful car that looks every bit as worthy of consideration as the ever-growing number of rivals in the market. In fact, its visuals are more estate car on big wheels than SUV, while not lacking the elevated driving position that buyers of SUVs covet.
Buying and owning a Skoda Kodiaq
The Skoda Kodiaq can easily deceive – as mentioned, it looks a big car both in terms of exterior visuals and space when one slips into it. But this is a compact SUV, built on the very clever Volkswagen Group MQB platform which both makes the most use of interior space and saves weight.
This is not, despite the image portrays, Skoda’s largest car. It’s shorter than the Superb saloon, and only a little longer than the Octavia family car. Park a Sorento alongside and the Kodiaq will sit in its shadow, but again, once inside the difference is not so much – this is the SEAT Ateca layout but with the Volkswagen Passat wheelbase and therefore space.
It’s increasingly relevant to talk about petrol engines and our test car boasts the mid-level 1.4-litre petrol unit with a six-speed automatic gearbox and front-wheel drive.
This version is also available in all-wheel-drive with either the auto or a six-speed manual, while the other petrol choices are a 125hp version in front-wheel drive and six-speed manual and a 2.0-litre petrol, 4WD with 180hp and a seven-speed version of the auto box.
Diesel engines still make a lot of sense for many users, however, and Kodiaq buyers have four choices. They comprise a 150hp with a six-speed manual gearbox and 4WD, the same engine with the seven-speed auto in both front-wheel drive and all-wheel drive versions, and a range-topping 190hp version with automatic gearbox and 4WD.
When the Kodiaq launched, there were plans to add an entry-level 115hp diesel, but whether this will still happen in the current climate remains to be seen.
No faulting the Kodiaq’s safety systems – these include autonomous emergency braking with pedestrian recognition as standard, and the car earned a top five-star rating when tested by crash tested by Euro NCAP.
Our test car is to SE L specification, the fourth of what are now seven trim levels available to Kodiaq buyers, from the entry-level S starting from £22,630 up to the flagship Sportline version starting from £33,135. Also included is a Scout model, aimed at those who are more likely to leave the tarmac in their 4×4 and boasting such extras as ‘off-road’ bumpers.
Our SE-L includes such niceties as satellite navigation, cornering LED fog lamps, an electric boot, parking sensors, keyless entry and adaptive headlamps.
Inside the Skoda Kodiaq
A great deal of the Skoda Kodiaq’s popularity is no doubt due to the space inside – it’s a very roomy SUV whether you are sitting in front, middle or even back. Surprising is the plentiful headroom, considering the estate-car exterior appearance.
Okay, the two individual rear seats are not for adults on long journeys and are set rather low, but they are not that cramped either and when they are up the boot is still big enough to be usable – significantly more so than seven-seater rivals.
Fold the rear seats flat into the floor and what’s left is a big boot of 720 litres. Fold the middle seats too and you have a flat, square space of more than 2,000 litres.
The Kodiaq’s second-row seats also slide by up to 18cm, which adds lots of flexibility. SUVs are supposed to be practical cars and the Kodiaq definitely ticks all the boxes in this aspect.
There is not a lot to describe about the driver’s surroundings because what is on offer is thoroughly conventional VW Group fare. Of course, that also means it is all sensibly laid out and well screwed together – today interior quality on Skodas is a given.
This reviewer likes VW infotainment systems, and let’s face we see enough of them, thanks to a clutch of recent newcomers from SEAT and VW itself alongside the new Skoda models.
One can tell a lot from the quality of satnav graphics and the Kodiaq’s are easy to programme, clear to view and reliable, presented on a big nine-inch screen. And all the latest tech is available, from smartphone integration and wireless charging to integrated wi-fi.
Our version also includes plenty of those ‘Simply Clever’ features that Skodas boast and many other models should. Additions such as the umbrellas that pull out of the door panel and the boot light that unclips to become a rechargeable torch are minor additions but no less delightful for all that. As are the little plastic protectors that leap from the edge of the doors as you open them, ensuring you don’t scratch your car’s (or other’s) paintwork in tight car parks.
Driving the Skoda Kodiaq
Initially, it feels odd driving an SUV, a large one at that, without the low-down torque and pulling power one gets with a diesel engine. Of course, that option is available in the Kodiaq range whereas the petrol power of our test car is not currently an option with several of the Skoda’s rivals.
The 150hp engine is by no means outclassed, however, making the most of the light Kodiaq weight compared to rivals and in our case the poundage savings of doing without an all-wheel-drive powertrain.
The car feels sprightly, accelerates crisply and quietly with slick shifts from the auto transmission. It gets to 62mph from rest in under 10 seconds, which is plenty fast enough for most owners.
On the motorway cruise, the Kodiaq is a very well-behaved machine, oozing refinement. This is particularly true if you have a reasonably full cabin – the extra weight of additional occupants helps to dampen the effects of potholes, but at all times the suspension does a pretty good job of smothering all but the worst road surfaces.
Of course, this is not a car to attack a series of challenging B-road bends in, but then again it’s not meant to be. Corner with enthusiasm and the Kodiaq will let you know with some body roll. However, it is all very predictable and controllable, the steering well weighted and precise in action.
Overall, the Kodiaq’s road manners will not excite. But they will relax, making the eating up of long distances a process without fatigue – it’s no surprise the car is doing well on the fleet market.
Summary
For its first ‘proper SUV’ (the just-departing Yeti was an SUV, but a pretty one-off type), Skoda has done a very good job with the Kodiaq. The car ticks all the boxes that such models need to – it’s practical, roomy to a degree that belies its actual size and boasts impeccable road manners, making it an easy car to live with.
The Skoda Kodiaq offers most things its rivals do plus some extras several of them don’t, including, perhaps fortuitously, a sufficient range of petrol engines. As the bedrock of the Czech brand’s SUV offensive, the Kodiaq is set to establish itself as one of the most popular models in a Skoda showroom.
Audi has been on something of a crusade in refreshing its top-end luxury machines as of late. Last year saw a new A8 and A7 grace the market — but it hasn’t stopped there.
Introducing the new Audi A6 — the latest fresh face to join the German firm’s line-up. Much like its larger siblings, it’s more an evolution of the luxury saloon concept than a revolution but there’s a lot to shout about.
With the recent release of an updated BMW 5 Series and a now two-year-old Mercedes-Benz E-Class, Audi could be playing something of a game of catch up here. Is the A6 up to that task?
What’s new about the new Audi A6?
As to be expected with the launch of an A6, there’s a lot of new stuff going on here.
Most noticeably are its looks. It takes on the bolder design language introduced on the A8 — bringing a sleeker appearance along with a much wider grille and fresh headlights.
Under the bonnet, the A6 is the first-in-class to offer mild-hybrid technology across all of its engine choices as standard while new suspension options have been introduced in an effort to create a more agile car.
As for technology, the A6 now features self-learning navigation which aims to create an optimal route based on your driving history along while centre console-based physical controls for functions such as air conditioning and audio controls have been replaced with touchscreen utilising haptic feedback.
How does it look?
Audi’s designers are experts, if not the pioneers, in Russian doll car design — with each model taking after the last. The A6 is no exception to the rule, with the German firm’s updated design language as first introduced on the A8 making a strong impact on the A6’s own looks.
Large wheels help give the A6 plenty of presence (PA)
The A6 remains sporty despite its high comfort levels (PA)
That means a hugely wide grille upfront with bold headlights sitting at either side, while a sleeker overall look is seldom interrupted by creases in the bodywork.
It’s a handsome thing to look at and has the presence of a car far bigger than it actually is in the flesh. You’re likely to turn heads in a big Audi anyway, but the striking design could do that without the four rings up front.
What’s the spec like?
Full UK pricing has yet to be confirmed for the Audi A6 so value for money is difficult to judge at the moment, but what we can say is that it’s going to be a seriously well-equipped package — if likely to be expensive once the options list is explored.
Standard luxuries on the saloon include full LED headlights, 18-inch alloy wheels, all-wheel drive, mild-hybrid technology and Audi’s MMI infotainment system displayed on a ten-inch touchscreen. As for safety assistance, there’s also pre-collision warning, parking sensors with a rear-view camera and cruise control.
Our S Line test machine also came with upgraded ‘Audi Matrix’ LED headlights and daytime running lights, lower suspension and an S Line styling package — while heated/ventilated seating was also included. Again, UK pricing isn’t official, but we expect it to reach £60k+ in this specification.
Continued on next page:Interior, drive and our verdict
Two new engines have been unveiled for the Vauxhall Astra, both conforming to new and stricter emissions standards.
Both the 1.6-litre petrol unit of 200hp and a 1.6-litre diesel with 136hp are available to order now and meet the strict Euro 6d-TEMP emissions standard, which includes real driving emissions measured on public roads and comes into force for new registrations in September 2019.
The 1.6-litre direct injection petrol engine includes a close-coupled Gasoline Particulate Filter (GPF) which helps oxidise particles that accumulate in the filter.
It offers 300Nm of torque alongside its 200hp, and with six-speed manual or automatic transmissions produces a 0-60mph time of 7.3 seconds and a 146mph maximum speed. Combined cycle fuel economy is quoted at 43.5mpg and CO2 emissions are 151g/km.
First diesel to meet new rules
The second unit is the first Euro 6d-TEMP diesel engine available in the Astra range. Its emissions measures include Selective Catalytic Reduction (SCR) technology, which helps further reduce nitrogen oxide emissions. Using an injection of AdBlue is reduces NOx particles to nitrogen and water.
The diesel’s 136hp is produced alongside 320Nm of torque. Again offered with either manual or automatic transmission, it achieves combined fuel economy from 64.2mpg and CO2 emissions from 116g/km.
What Vauxhall describes as a ‘rapid transition’ to Euro 6d-TEMP compliancy is part of the brand’s quoted strategy to become a leader in vehicle emissions reduction. This strategy will see four electrified models introduced by 2020. The next generation Corsa will also be available as a fully electric vehicle, while the Grandland X will be offered as Vauxhall’s first plug-in hybrid.
By 2024, Vauxhall intends to become fully electrified, offering a hybrid or a battery electric version of every passenger car model.
Prices of Astras with the new diesel start from £20,595 and with the petrol unit £24,435.
The next Volvo S60 saloon will be the first model from the Swedish brand not to offer a diesel engine amongst its powertrains.
No future new models will offer a diesel option either, Volvo saying that the lack of such engines highlights the brand’s commitment to a long-term future beyond the traditional combustion engine.
In July 2017 Volvo was the first traditional car maker to commit to all-out electrification, and from 2019 all models launched by the brand will be available as either a mild petrol hybrid, plug-in petrol hybrid or battery electric vehicle. Volvo describes this plan as the most comprehensive electrification strategy in the car industry.
“Our future is electric and we will no longer develop a new generation of diesel engines,” said Håkan Samuelsson, President and Chief Executive of Volvo Cars. “We will phase out cars with only an internal combustion engine, with petrol hybrid versions as a transitional option as we move towards full electrification. The new S60 represents the next step in that commitment.”
Twin engine powertrains as used on the XC60 will b effete din the S60.
Targeting the premium sector’s mass-selling BMW 3 Series, Audi A4 and Mercedes-Benz C-Class, the new S60 is the latest model to be built on the in-house-developed Scalable Product Architecture (SPA) platform, also used on the recently launched 90 series and the V60 estate launched earlier this year in Stockholm.
The new S60 will initially be available with a range of four-cylinder Drive-E petrol engines and two petrol plug-in hybrid options. Mild hybrid versions will follow next year and all versions will be built at a brand-new plant outside Charleston, South Carolina – America is a core market for the model.
At the 2018 Beijing Auto Show last month, Volvo stated that it is aiming for fully electric cars to make up 50% of its global sales by 2025. China is the world’s leading market for electrified cars.
A mild-hybrid diesel variant of the Kia Sportage SUV will go on sale before the end of 2018.
The powertrain, dubbed EcoDynamics, will reduce CO2 emissions of the Sportage by aiding acceleration with electric power from its additional 48-volt battery, and using a mild-hybrid starter-generator (MHSG) unit to extend the time that the diesel engine is not under load.
According to its creators, the mild-hybrid technology offers advantages over full hybrid units, particularly in the performance generated for the cost. The system cuts CO2 emissions of the diesel engines, Kia quoting savings of 4% on the new Worldwide harmonized Light vehicles Test Procedure (WLTP), and up to 7% via the current New European Driving Cycle (NEDC).
The mild hybrid system is compact and can be easily incorporated into existing vehicles. On most vehicles, the battery will be located under the boot floor minimising any space penalty. The battery will link into the vehicle’s power system allowing a significant reduction in the size of the 12-volt starter battery and the starter motor, which will normally only be required for cold starts at low temperatures.
The MHSG is mounted in the engine bay and connected to the crankshaft by a belt. In ‘motor’ mode, under acceleration, it uses battery charge to add torque to the engine to aid acceleration. When coasting, or braking, it switches to ‘generator’ mode to recharge the battery.
When the battery is sufficiently charged the system can even switch the engine off under deceleration or braking, automatically restarting as soon as the driver presses the accelerator pedal to provide a ‘Moving Stop & Start’ function.
Versatile technology
Kia adds that the system is equally compatible with manual and automatic transmissions, and front, rear or all-wheel drive layouts. And while debuting on a diesel engine, it will be adapted for petrol units.
Following the launch of the Sportage mild-hybrid model, the forthcoming third-generation Kia Ceed will also be offered with the technology. Kia says that the new powertrain is the first new technology to be launched as part of the brand’s wider powertrain electrification strategy.
With the new unit, Kia claims to be the first manufacturer to offer consumers hybrid, plug-in hybrid, battery-electric and 48-volt technology across its model line-up. Future plans will see the launch of 16 ‘advanced powertrain’ vehicles by 2025, including five new hybrids, five plug-in hybrids, five battery-electric vehicles and in 2020 a new fuel-cell electric vehicle.
Order books have opened for the Mercedes-AMG GT S Roadster, at prices starting from £126,630.
When it arrives on UK roads in August 2018, the soft-top will complete the AMG GT range of performance cars and take up a mid-point in the soft-top line-up between the 476hp GT Roadster and 557hp GT C Roadster.
Power for the GT S Roadster is supplied by a 4-litre V8 biturbo petrol engine, producing 522hp – 46 more than the AMG GT version – and 670Nm of torque. This translates to a 0-62mph sprint time of 3.8 seconds and a maximum speed of 192mph. Combined cycle fuel economy is quoted at 24.6mpg with CO2 emissions of 262g/km.
All versions are equipped with an AMG Speedshift DCT seven-speed automatic gearbox, driving through the rear wheels.
The AMG-GT S Roadster will be supplied as standard with an AMG performance exhaust system, 19-inch alloy front wheels and 20-inch versions at the rear, the AMG Ride Control suspension with adaptive damping, Active Air Control system, LED headlamps and an automatically extending rear spoiler.
Inside the car boasts Nappa leather upholstery, the Airscarf neck warming system and the Comand Online connectivity technology amongst its standard features.
Owners will be able to choose from black; beige or red for the car’s three-layer fabric roof.
Options include the £3,195 Premium equipment line, which adds Keyless-Go entry, a Burmester surround sound system, reversing camera with parking assist; illuminated door sills with ‘AMG’ lettering and a Mirror package.
Extra safety features are also on the options list in the form of the £1695 Driving Assistance package that includes Blind Spot Assist; Lane Keeping Assist; Distance Pilot Distronic; and Pre-Safe driver aids.
Those seeking to add to the performance potential of their cars can choose the £1,795 AMG Dynamic Plus package with bespoke engine and transmission mounts and firmer and specifically tuned suspension. AMG high performance ceramic brakes are also available for £5,995.
The domination of the SUV in today’s car market has been cemented with the unveiling of the Rolls-Royce Cullinan.
The much-trailed 4×4 from the world’s best-known luxury car marker is described by its creators as “quite possibly the most anticipated Rolls-Royce of all time.”
Rolls-Royce first announced that it was planning to build ‘the Rolls-Royce of SUVs’ three years ago and the move, once unthinkable, is no real surprise. Luxury manufacturers have been falling over themselves to get into the SUV market and take on the likes of Range Rover, from Lamborghini to Maserati and of course the former sister brand and now most direct rival to Rolls-Royce, Bentley.
No production figures for the Cullinan are being released but industry analysts believe that it could push Rolls-Royce’s current annual volume of 4,000 cars to more than 6,000, in the process following the experience of other upmarket brands in becoming the biggest-selling model in the Rolls-Royce range.
The biggest yet?
The Cullinan physically overshadows its rivals, its 5.3m length some 20cm more than that of a standard Bentley Bentayga, while it tips the scales at some 200kg heavier than the Bentley at 2,660kg. It also stands 9cm taller than its rival – one of the many luxury aspects of the car will see it drop the body by 4cm when the doors are unlocked or their handles touched. Start the engine and it will rise again.
The body is to a ‘three-box’ design, according to its makers the first SUV to be so built, with a proper partition wall between the passenger and luggage compartments. The wheelbase of 3.3m, 30cm longer than the Bentayga, will ensure interior space and comfort expected of a Rolls-Royce.
Rolls-Royce also insists that the Cullinan will offer true off-roader ability. Its powertrain combines a 6.75-litre twin-turbo V12 petrol engine of 571hp and 850Nn of torque with a new all-wheel-drive and all-wheel steer system, and has been extensively tested in widely varying environments across the globe.
A top speed of 155mph is quoted for the Cullinan, though its 0-62mph figure is yet to be revealed. Less impressive are the efficiency figures – the car boasts a combined cycle fuel consumption of 18.8mpg and CO2 emissions of 341g/km.
The financial penalties that come with such figures are likely to be of little concern to the car’s target market, however. Rolls-Royce expects many Cullinan buyers to be “younger, very successful high-net-worth individuals who are heavily engaged in the experience economy, and want a Rolls-Royce that would take them to the ends of the Earth in ultimate luxury.”
“Effortless everywhere” is the phrase used by Rolls-Royce CEO Torsten Müller-Ötvös to describe the Cullinan, he adding that the brand knew it had to offer clients what they couldn’t find in the SUV market.
“They do not accept limitations or compromises in their lives – they are the new pioneers, and for them it’s about their sense of adventure and daring in how they live their experiences,” Müller-Ötvös says, adding; “This approach to life demands a motor car that can go-anywhere in ultimate luxury and style – Rolls-Royce style.”
First deliveries of the Cullinan – the name comes from the world’s largest raw diamond, today a part of Britain’s Crown Jewels – are expected at the end of 2018, each costing from £250,000.
Aston Martin will return the Lagonda badge to the market in 2021 on a new luxury electric SUV.
The announcement follows the unveiling of a radical concept, the Lagonda Vision, at the Geneva motor show in March, and the new production car’s design language will be evolved from the concept.
According to its creators, the Lagonda SUV “will be the first in a range of state-of-the-art, emission-free luxury vehicles.” It will also be the first luxury SUV “exclusively driven by zero-emission powertrain technologies.” This powertrain will be a battery-electric unit with all-wheel-drive but what form it will take is not currently being revealed.
Near-future tech
In fact, no firm details of the new SUV have yet been announced, apart from a single artist’s impression of the car and an assertion that it will be built using near-future technologies. The Vision Concept made great use of the repackaging opportunities of electrification, allowing the layout of the interior to be finalised before the car was built around it. This resulted in extensive interior space.
At Geneva, Aston Martin promised that the new Lagondas would remain true to the heritage of the company founded by Anglo-American entrepreneur Wilbur Gunn in 1904. Gunn’s Lagondas were known for their innovation, one model in 1910 boasting a form of monocoque decades before the technology became widely accepted.
Aston Martin bought Lagonda in 1947 and continued the tradition, particularly with the strikingly-styled Aston Martin Lagonda of the 1980s. The last production Lagonda was made in 1994.
According to Aston Martin President and CEO Andy Palmer, reviving one of the most iconic names in motoring creates a unique opportunity. “(It) allows us to cast aside an inherited 20th century approach and instead design cars around 21st century demands and desires,” he says.
“The Lagonda SUV is the first of its kind: a spacious, high-performance 4×4 that successfully reconciles a love of technology, luxury and style,” Palmer adds.
Aston Martin design head Marek Reichman describes Lagonda as a luxury brand, but it is also one rooted in technology. “It will be like no other SUV to drive, so its looks have to reflect that new reality and to serve as pathfinder to a future in which the most desirable and prestigious automobiles still have a place,” he says.
Speculation suggests that the Lagonda could be built alongside the Aston Martin DBX SUV at the brand’s new plant in St Athan, south Wales.
BMW is to recall just under 312,000 cars sold in the UK over an electrical issue that can leave them without any power.
BBC1’s ‘Watchdog’ consumer programme has this week highlighted cases of BMWs cutting out suddenly while being driven, while the issue has also been linked to the death of a motorist on the night of Christmas Day 2016 when he swerved to avoid a broken-down BMW that was displaying no lights.
The recall affects BMW 1 Series, 3 Series, Z4 and X1 models, both petrol and diesel, and all built between March 2007 and September 2011. It is an extension of a recall first issued in February 2017 for 36,410 cars.
According to BMW, the affected cars are fitted with “a design of wiring that means vehicle vibrations could potentially cause frictional corrosion on the plug of the power distributor.”
Effectively this means the car’s battery and fuse box being cut off from each other, with the result that all electrical power is disabled. The car can break down and the driver not be able to use lights or hazard flashers to warn other motorists of their issue.
An inquest into the death of former serviceman Narayang Guran, aged 66, heard that his Ford Fiesta hit a tree in Guildford, Surrey after trying to avoid the BMW.
Issue dates from 2011
The inquest received information that BMW had first been alerted to an electrical issue in 2011, which led to the UK Driver & Vehicle Standards Agency issuing a request to ensure the safety of BMW cars in February 2016. However while there were recalls in the US, Australia, Canada and South Africa, no cars were recalled in the UK until after the accident to Gurung.
BMW told the inquest that a recall had not initially been issued for the fault as it was not considered a critical safety defect, because in most cases owners would be given a warning, such as a car not starting.
However the Gurung family’s lawyer insisted it was a safety issue, pointing out that a total electrical failure would rob the driver of the means to use hazard or head and tail lights to warn other users of their problem.
BMW has now issued a statement in which it says “there may have been some cases of similar power supply issues in vehicles not covered by the original recall. In order to reassure customers with concerns about the safety of their vehicles, we are voluntarily extending the recall.”
Affected owners will be sent a letter within the next three weeks advising them how to have their cars rectified. The replacement of a part will take around two hours and the work will be carried out at no charge.
Infotainment systems in future Volvo cars are set to feature search engine technology from Google.
The Swedish manufacturer has announced that it is working with the online media giant to incorporate its voice-controlled Google Assistant, Google Play Store, Google Maps and other Google services into the next generation of Sensus infotainment systems. These will be based on Android operating system which was developed by Google.
Apps and services developed by Google and Volvo Cars will be embedded into each cars, while thousands of additional apps will be available through the Google Play Store, optimised and adapted for Android-based car infotainment systems.
Volvo adds that the Android operating system of the next Census systems will also allow automatic software updating and adding of new apps. This will allow future Volvo cars to react to the needs of their drivers and offer them up-to-date information and predictive services.
Accelerating innovation
According to Volvo’s research and development head Henrik Green, adding Google services into Volvo cars will accelerate innovation in connectivity and boost the brand’s development in applications and connected services.
“Soon, Volvo drivers will have direct access to thousands of in-car apps that make daily life easier and the connected in-car experience more enjoyable,” Green says.
The centrally-mounted Google Assistant will allow drivers to voice-control in-car functions such as air conditioning, and use apps to play music and send messages, helping the driver to keep their eyes on the road and reduce distractions.
Other advantages will include map and traffic data being refreshed in real time – drivers will have the most up-to-date traffic information and will be offered alternative routes.
Volvo Cars first began working with Google in 2017, announcing that the new generation of its infotainment system would be based on Google’s Android platform. The first Android-based system is expected to appear within the next two years.
Reports that the government is planning to toughen up its 2040 electrified vehicle goals have been met with predictable howls of opposition from car industry spokespeople.
The Financial Timesreported last week that the government is preparing to announce that, from 2040, new cars will have to be able to travel a minimum of 50 miles on electric power alone. This is a step up from previously-announced plans that simply said that all new cars would have to be “electrified” (ie – either a hybrid of some sort, or a fully-electric car).
To absolutely no-one’s surprise, car industry representatives immediately denounced the as-yet-unannounced plan. The Society of Motor Manufacturers and Traders (SMMT) doubled down on a few of its favourite phrases – “confusing consumers”, “consumers need certainty” and so on – and various industry-friendly media outlets were sycophantically supportive in their coverage of the pro-industry, anti-government agenda. Situation normal, then…
Behold, the future! Oh no, wait. That’s the present. The Toyota Prius Plug-In can already do 30+ miles on its electric motor
The technology already exists; it just needs to improve
The media outlets have been sure to name-check the Toyota Prius as often as possible, pointing out that the poster child for hybrid vehicles will be “banned” by the government in 2040 since it can only manage a couple of miles on electric power. But so what? The petrol-electric hybrid system was debuted by the Prius more than 20 years ago. By the time 2040 arrives, that technology will be more than 40 years old, and why should we be basing legislation on 40-year-old technology?
Toyota already builds a plug-in hybrid version of the Prius that can do 39 miles from its electric batteries alone. It’s available right now, in 2018 (and other manufacturers have similar products). Surely it’s not too much to expect that another 20 years of development will find the remaining 11 miles of electric power? If the technology is already on sale now, it can’t be that difficult to hit those targets across the board in 22 years’ time. Indeed, consumers will probably be demanding it far before then anyway.
Consider that 22 years ago, people basically drove hatchbacks, saloons and states – SUVs were for farmers. Today, every major manufacturer has a fleet of different SUV models in its range while traditional saloon and estate cars have virtually died. And look what’s happened outside the car industry. Ten years ago, Apple had only just launched the iPhone and people thought that it was little more than a novelty. A decade on, our lives have changed enormously as a result of the revolution that Apple started. Entire industries have grown out of nowhere, others have collapsed and the world looks quite different now thanks to smartphone development. 20+ years to get every car doing 50 miles on electric power should be easily achievable if car companies put their brightest minds to it.
Oh look, here’s another car that can already do 25 miles on its battery alone – been on sale for years…
What does this mean for consumers?
As usual, we have heard loud cries about why it’s so unfair for the poor multi-billion pound car manufacturers. But what would such a move mean for consumers? You know, the supposedly confused people for whom the industry is desperately trying to provide “certainty”?
The idea that the government wouldn’t actually quantify its electrification legislation was always unrealistic. If that did happen, you can guarantee that a number of car-makers would simply build hybrid vehicles that couldn’t even make it out of your driveway on electric power – absolutely useless but in compliance with the letter of the law. Let’s face it, we’ve seen the level of contempt that Volkswagen has shown for its customers and the law over the last few years. Why would it suddenly become all virtuous on a different law?
So the idea of a minimum level of electric-only mileage certainly seems a reasonable way to ensure that car manufacturers are genuinely building cars that are capable of driving through cities without using a petrol or diesel engine. And that’s important for anyone who lives in an urban area, which is the majority of people in the UK (and the rest of the world). The only real point of contention should be where to set that minimum level.
If the rumours are correct, the government wants to set that minimum level at 50 miles of pure electric power. The same sources that leaked the plan also insist that this is not yet finalised, so maybe it will be 40 miles, or 60 miles or 20 miles or 100 miles. But let’s assume that 50 miles is the magic number. That means that nearly every car-driving consumer will spend every day using only electric power to get from A to B, with (probably) a petrol engine to provide back-up power for longer trips between charges.
The word “consumer” is important here. Consumers are the supposedly confused private car buyers, who are currently refusing to buy diesel cars because of their “confusion”. The simple reality is that, for most consumers, an electric vehicle is a far better solution to their needs than a petrol car, and certainly better than a diesel car.
Most consumers drive less than 25 miles in a day. Business-use drivers do a lot more, but no-one is talking about business users being confused so presumably they’re smart enough to understand their needs without the car industry patronising them constantly. If your car can do 50 miles on electric power, that means you can go for two days without charging your vehicle. Plus, if you have a plug-in hybrid car, you’ll still have a petrol engine that can keep you going if you can’t get to a charging point. So the downside for consumers is low. The upside will be cleaner, quieter cars and fewer trips to the petrol station.
Will you really miss this?
What about charging your car?
The other issue raised constantly by the car industry is a lack of charging facilities. It’s obviously an issue, but the industry doesn’t seem to be interested in putting any numbers on the table to work out what will be needed. No-one seems to know how many charging points we’re going to need and how quickly. Instead of bleating about how unfair it is that everyone now hates diesels, maybe the industry lobbyists should be making some valid points about how many charging points are going to be needed, when they’re going to be needed, where they need to be placed and how much it’s all going to cost. If you want to get some government support, come up with a plan rather than just complaining all the time.
If you only need to charge your car every two days at most, it should be easy to do that by 2040. There will need to be millions of charging points installed, covering virtually every car park in the country. Private companies are already ramping up to deliver a massive increase in charging infrastructure, and tougher limits will only encourage this investment.
Yes, this is clearly going to take a lot of work and will require some solid planning across local, regional and national governments. But it will be up to the car manufacturers of Europe to decide whether they want to participate in this brave new world or be shoved aside. Unbeknownst to the vast majority of consumers, China is leading the world on electric vehicles and setting itself up for global dominance in this technology. If European car companies don’t get their heads out of the sand, we’ll all be driving Chinese cars by 2040.
Like this, but multiplied by millions.
The new Land Rover Discovery has been around a little while now and, like or loathe the way it looks, it’s been immensely popular. It’s capable of seating seven in comfort yet able to conquer nearly any type of terrain, so there’s little wonder why it’s been snapped up by consumers.
Initially offered with a range of traditional diesel and petrol engines there’s now a new powertrain, and it uses Land Rover’s 2.0-litre petrol ‘Ingenium’ unit. It may appear, on paper at least, that this engine is too small to carry along the heavy Discovery, but is that the case?
What’s new?
The biggest change here is the engine. We’ve previously seen this small capacity petrol engine used in a variety of Jaguar and Land Rover vehicles, in an attempt to combat the growing distrust of diesel units.
Elsewhere, it’s business as usual. The Discovery still gets seven useable seats that can fold completely flat, as well as a full suite of driver aids to ensure that no weather or obstacle can stop you from getting where you need to go.
How does it look?
Make no mistake, the Discovery’s looks have caused debate since the moment it was first released. Some love its rounded, softer look – particularly compared to the model it replaces – while others downright loathe the car’s styling, and have thrown much criticism at the awkwardly offset placement of the rear number plate.
It’s impactful out on the road – although any car of this sheer size is going to be – and the large alloy wheels are just the right size so as to counteract the huge amount of metal that makes up the Discovery’s body.
What’s the spec like?
Our test car came in Luxury trim, which meant that it was adorned with plenty of equipment as standard. A full ten-inch colour touchscreen came fitted as it does on all Discos, and this houses functions such as satellite navigation and media. It’s not a bad system, with icons that are clear and easy to understand, but it lacks some of the crispness that you get in rival offerings. That said, simple operations such as pairing your phone or playing a song from a media device are easy enough to do.
Of course, the devil is in the details. Those details, in this case, are optional extras, and those fitted to our test car weigh heavy on the car’s overall price. That heated steering wheel? £200. Grey metallic paint? £850. The Discovery comes relatively well specified as standard, but start ticking too many boxes and you’ll quickly find the price creeping skywards.
What’s it like inside?
The interior of the Discovery is an impressive blend of form and function. There’s tech here – that’s for sure – with features such as heated and cooled seats, and a heated steering wheel all included on our test car. Up front, it’s a comfortable and spacious place to be, with the seats providing plenty of support, while those in the middle row are equally well-off for space.
Anyone in the rearmost seats should be happy, though taller passengers will likely be best sat there for shorter journeys. Children will be just fine here though, and – in truth – most average-height adults will be too – there’s a surprising amount of legroom.
If you’re needing as much luggage space as possible then both second and third rows fold completely flat, offering up a gargantuan 2,406 litres of luggage room.
What’s under the bonnet?
This new Ingenium engine is, at 2.0-litres, the smallest capacity drivetrain offering you can get on the Discovery. It’s paralleled by a diesel version – though it’s the petrol that we have with us here. It produces 300hp and an impressive 400Nm of torque, which means it’s able to get the two-tonne Disco up to 60mph in a reasonable 7.3 seconds and onwards to a top speed of 125mph.
Of course, a by-product of a smaller engine working hard to lug a big, heavy body around is that it hurts fuel economy. Land Rover claims that this version will return 29.4mpg on the combined cycle, though in daily driving we achieved closer to 22mpg. Emissions are, again, as you’d expect for a large SUV, sitting at 222g/km of CO2.
What’s it like to drive?
The Discovery doesn’t encourage spirited driving – it’s far too big and heavy for that. Rather, it’s at its best when you sit back and soak up the comfort rather than put your foot down.
Any attempt at pushing it down a tight back road is soon quashed by copious body roll, slow steering and of course, its sheer size. It’s not as ponderous as you might expect, though, and will certainly show a clean pair of heels to most similarly-sized SUVs.
The Discovery flattens out potholes and makes mincemeat of choppy road surfaces. The price to pay is some wallowing over larger bumps, though the air suspension takes off all the hard edges with ease.
Summary
The woeful fuel economy of this 2.0-litre petrol engine will be, for most, a serious sticking point and a barrier to ownership. The car still feels at its best with diesel power, and that’s where we’d recommend the majority of buyers stay.
Also bearing in mind is Land Rover’s rather lamentable reputation for reliability, with the company ranked at or near the bottom of independent surveys on a far-too regular basis.
The rest of the Discovery is still a hugely compelling package, though – it’s hugely comfortable, unbeatable off-road, spacious and premium. As big family SUVs go, they don’t get much better than this.
Model as tested: Land Rover Discovery Si4
Price: £66,095
Engine: 2.0-litre turbocharged petrol
Power: 300 hp
Torque: 400 Nm
Top speed: 125 mph
0-60mph: 7.3 seconds
Fuel consumption (combined): 29.4 mpg
CO2 emissions: 222 g/km
Vauxhall is offering interest-free PCP finance and a £500 fuel card next weekend as part of its Help to Buy new car incentive scheme.
The company has rolled out regular Help to Buy initiatives in recent months to try and help new car sales keep ticking over. The scheme applies to the Vauxhall Corsa, Astra, Crossland X, Mokka X and Grandland X models.
The latest offer applies to all qualifying vehicles sold between Friday 11 May and Monday 14 May. Cars must be delivered by 30 June, so you won’t necessarily be able to order your perfect specification from the factory – although there should still be plenty of choice available.
Vauxhall Astra
Vauxhall Crossland X
Vauxhall Mokka X
Vauxhall Grandland X (2018 – 2021)
Vauxhall Corsa
The 0% APR finance offer is only for two-year PCP finance on the above models, so if you want a longer term (most PCPs are three or four years) then it probably won’t be at 0%. There are no deposit contributions either, so the monthly payments might not be as cheap as you expect.
As always there are terms and conditions, so we have checked them over to point out all the important things you need to know before setting foot in a showroom:
What’s in the fine print?
These offers are for selected new Vauxhall models only.
The finance offers are only available on personal contract purchase (PCP) finance products. If you want any other type of finance, like a hire purchase, it won’t be at 0%.
The finance offers listed on the Vauxhall website are only examples, and you are entitled to adjust the deposit and specification to suit your own needs (within limits). The term is fixed at 25 months (two years of monthly payments plus the final balloon payment).
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).
Cars have to be ordered by 14 May 2018 and delivered by 30 June 2018.
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 £500 free fuel is in the form of a fuel card and is not exchangeable for cash.
The free fuel offer is not linked to the finance offer, so you don’t have to take out finance to get the free fuel card.
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!
What is it?
The third-generation Suzuki Swift Sport is the warm hatch version of the brand’s big-selling supermini.
Key features
Turbocharged engine, stronger visual presence, long standard equipment list.
Our view
The Suzuki Swift Sport is not as powerful as its perceived rivals but makes up for this with its fun-to-drive factor in a package that is not too extreme for everyday use.
The £18K price tag sounds a lot at first glance but becomes much more competitive when the extensive standard equipment list – including safety technology – is taken into account.
Similar cars
Peugeot 208 GTi, Renault Clio RS, Volkswagen up! GTI
The new Swift Sport gets a bespoke nose, with a set-back grille framed by standard-fit LED headlamps and a carbon-effect splitter.
Full review
The Suzuki Swift is an important car for the Japanese brand – one of the three major sellers (alongside the Ignis small SUV and the larger Vitara SUV) that contributed to Suzuki GB’s record 40,000 new car sales figure in 2017.
And the Swift Sport is an important member of the Swift line-up. This is the performance version of the supermini, and the nearest thing Suzuki has to a ‘halo car’ – creating an image for the brand. More Swift Sports are sold in the UK than anywhere else in Europe.
So with the third-generation Swift launching to pretty positive reviews in 2017, a Sport model was always going to happen, and now it has arrived.
In reality, this is a ‘warm’, rather than ‘hot’, hatch. The power has been upgraded but not by much, as we will see shortly, and while turbocharging of the unit makes it a lot more flexible, other GTI models offer more potent performance, though for rather more cash.
Suzuki, however, claims its Sport should be considered directly alongside rivals such as the Peugeot 208 GTi and even the Vauxhall Corsa VXR, because that’s exactly what buyers are comparing it to. According to its makers, the fun-to-drive factor of the Sport makes it as attractive as those more hardcore cars.
Visually, the Sport ticks the right boxes. One criticism that was laid at the previous model was that it looked too much like the stock Swift, and this has now been addressed.
The new Sport gets a bespoke nose, with a set-back grille framed by standard-fit LED headlamps and a carbon effect splitter beneath. The carbon is repeated on the side skirts and the rear diffuser, which boasts twin exhaust pipes. There’s a rear spoiler, and polished alloy rims that shout ‘sports car’.
As a finishing touch, the six exterior colour schemes available for the Sport include the bright yellow worn by Suzuki’s Junior rally cars. All the other five colours are metallic, which comes at no extra cost. A range of personalisation options, including racy stripes, is currently being finalised.
Buying and owning the Suuki Swift Sport
It is easy to choose a Suzuki Swift Sport, because there is only one model and not even a range of options to add to the £17,999 price – the Swift’s extensive equipment list all comes as standard.
The basis is the latest Swift five-door – unlike the previous Sport there is no three-door option. This latest architecture makes a big difference because the body shell is both significantly stiffer and extensively reduced in poundage. The Swift Sport tips the scales at a mere 975kg.
Propulsion comes courtesy of a 1.4-litre petrol engine, replacing the previous 1.6-litre unit. The 140hp it offers is an increase of just five horses, but… This is one of Suzuki’s latest Boosterjet units, it boasts a turbocharger, and the torque increase is some 70Nm.
All of this pulling power is on offer from a mere 2,500rpm – a couple of grand less than the outgoing car. Combined with a slick six-speed manual gearbox, and the weight saved, and the result is a very flexible, sporty little supermini.
The extra performance comes with improved economy and emissions – 50.4mpg and 125g/km on the traditional laboratory test. The Sport is also one of the first cars to offer figures under the new more ‘real-world’ testing procedure, in which it returns 47.1mpg and 135g/km.
The Swift attracted some less positive headlines in 2017 when the entry-level version scored a paltry three stars in crash tests by Euro NCAP. A safety pack with autonomous emergency braking was an option and so not included in the test – when Euro NCAP crashed the higher-spec SZ5 variant with the pack as standard equipment, it scored four stars.
The Sport comes with the latest iteration of the pack, known as Total Effective Control Technology, as standard. It includes a camera and laser-guided forwarded detection system with the Dual Sensor Brake Support autonomous emergency braking. Also included is adaptive cruise control, auto high beam headlamps, lane departure warning and even a lane keeper assist making corrections to the steering wheel.
Inside the Suzuki Swift Sport
Step inside the Swift Sport and again there is a degree of bespoke treatment. Detailing in red – the recognised ‘sporty’ colour – features prominently. There are embossed Sport logos on the seats, which are semi-bucket in design higher sides to offer more support when cornering at speed. And there is a bespoke leather-rimmed steering wheel.
Equally impressive, however, is the general quality of the surroundings. Fit and finish is very good indeed – the red-themed trim panels smoothly incorporated, the plastics of a soft-touch, high-rent feel.
The driver’s environment is sensibly laid out and continues the quality. A seven-inch infotainment screen is prominently visible and very easy to use. This reviewer came to the Sport from two weeks driving the latest family cars from big hitters Honda and Vauxhall, and both offered satnav graphics that felt five years behind the Suzuki’s.
The satnav appears to have been improved, with none of the lag we experienced when testing the first of this generation Swift in 2017, and in the Sport it also comes as standard. As does smartphone compatibility with Apple CarPlay, Android Auto or MirrorLink, rear electric windows, a parking camera, fog lamps…
Suzuki has faced criticism for the Swift’s £17,999 price tag, but argues that for the same money from rivals one can only buy a mainstream, less powerful supermini with a lot of the equipment not included.
Finally, adding Sport does not compromise the room on offer. The fractionally-longer wheelbase compared to the second-generation model means more interior space and a boot enlarged by 54 litres to 265 litres.
Driving the Suzuki Swift Sport
No matter how bold the visuals are, or how much equipment one gets, call a car a Sport and it needs to perform. After a launch test route that included a dash across an impressive southern Ireland mountain route and several laps of the Mondello Park race circuit, we can confirm it does indeed perform, but in a particular fashion.
It is not an out-and-out hardcore hot hatch as is a Renaultsport Clio or a Vauxhall Corsa VXR. But it doesn’t really need to be. Such cars come with compromises – the potency combined with rock-hard suspension and a struggle to justify everyday use.
The Swift Sport could easily be that everyday car. In fact it lives up to its name, because it feels swift, without being too extreme. The turbocharged engine picks up cleanly and smoothly, and slick shifts help to ensure the car is as at home cruising a motorway as tackling a challenging series of B-road bends.
In corners the Swift is particularly impressive, but then it should be. The car’s popularity amongst UK buyers saw two weeks of the three-year development cycle spent pounding British roads, the engineers whittling down more than 100 spring and damper combinations. The one they eventually chose works very well, offering precise turn-in and excellent control of body roll, without swerving to too hard a ride for everyday road conditions.
Overall this is a car that is easier to drive than its predecessor because the wide spread of plentiful torque means one doesn’t have to work hard to get the best out of it. As a result, it’s probably not quite as enthusiastically grin-inducing as the old car – it produces a more grown-up performance, but one that is still highly satisfying.
Summary
In terms of rivals, the Swift Sport is difficult to pigeonhole. It is pitched against hot hatches such as the Peugeot 208 GTi and Renault Clio RS that are faster but more hardcore and significantly more expensive. The Volkswagen up! GTI is cheaper, but also smaller.
So the Swift Sport’s direct rivals are not really that direct, but it doesn’t really matter. On offer here is a complete package that offers all the performance one needs, without the compromises, and comes with both a quality build and a long equipment list. Once one does the math, that initially eyebrow-raising price £18K tag is actually quite good value.
Value, and the fun factor, are what Suzuki believes will continue to drive buyers to its car, whether they are looking for a warm or a hot hatch, and the number crunchers could well be right. This is a car that looks enticing, but needs to be driven to be really appreciated.
UK car sales staged a comeback in April after a full year of sliding figures – but the turnaround could be misleading.
Latest registration figures from the Society of Motor Manufacturers and Traders (SMMT) show that the UK new car market grew 10.4% in the month, with 167,911 new vehicles registered. This result reversed a fall of almost 16% in March – normally a prime month for sales due to the launch of new registration plates.
However, the April result was very likely affected by a number of factors, particularly a significant fall in the market a year earlier. 1st April 2017 saw the launch of new Vehicle Excise Duty rates, increasing tax bills for the vast majority of new car buyers. Many buyers rushed into showrooms in March to beat the deadline, causing a record March performance that year and resulting in the April 2017 market being significantly depressed.
Demand last month was also affected by the timing of Easter, which added two additional selling days to April, while the heavy snows of March also saw some new car deliveries delayed into April.
Leading the growth in the market were private buyers, registrations up 26.3%. Fleet demand was virtually level at 0.9% up, but business registrations slumped 12.9%.
Slow death of diesel continues
The most notable slide, however, continues to be for diesel-powered cars. Efforts to get out the message that the latest diesel engines are far cleaner than much anti-diesel rhetoric has been suggesting are clearly not working, with another slump of almost 25%.
Diesel now has around 30% of the market, whereas at the end of 2015 it was virtually 50:50 with petrol-powered cars. Demand for these went up 38.5%, which raises potential issues for meeting CO2 emissions targets. Registrations of plug-in and hybrid electric cars continued to rise, up 49.3%, but such vehicles still account for just 5.6% of the market.
Year to date, the market remains down 8.8%, year on year, at 886,400 vehicles, and several car dealers have told The Car Expert that they expect a particularly difficult second quarter.
SMMT Chief Executive Mike Hawes is cautioning against reading too much into the April figures. “It’s important not to look at one month in isolation and, given the major disruption to last April’s market caused by sweeping VED changes, this increase is not unexpected,” he says.
“While the continuing growth in demand for plug-in and hybrid cars is positive news, the market share of these vehicles remains low and will do little to offset damaging declines elsewhere – consumers need certainty about future policies towards different fuel types, including diesel, and a compelling package of incentives to deliver long-term confidence in the newest technologies.”
Plus for Ford, minus for Vauxhall
The Ford Fiesta continues to dominate the new car sales market – the 7,811 registered in April put the Fiesta’s 2018 sales some 14,000 sales ahead of its nearest rival. That rival is the Volkswagen Golf, with 5,482 registrations in April, the Nissan Qashqai completing the top three.
The Vauxhall Corsa, which formerly vied consistently with the Ford Focus for second place in the market, continues to slide down the table – now in fifth spot year-to-date and eighth in April.
Comment: Let’s not get carried away
The Car Expert editor, Stuart Masson, is not getting too excited about the registration figures despite the positive headlines.
“We have been tracking private new car registrations back to 2009, and while today’s results might seem great at first glance, the reality is that private new car registrations were still not great last month.
“The SMMT data compares the April 2018 figures with April 2017, which was one of the poorest months in many years as a result of road tax changes that were being introduced. So while the April 2018 registration numbers were considerably better than that, they were still worse than the same month in 2016, 2015, 2014 and 2013.
“The overall market for both private and fleet registrations is still trending downwards. The next couple of months could throw up some more interesting results when compared with last year, as in addition to the road tax changes last April, there was also a general election and the ensuing vacuum until that was all sorted out in June. So even if we have a positive couple of months in May and June, it probably won’t be until the second half of the year that we will really see whether the market is levelling out or still falling.
“The new car registration figures also show that, as far as consumers are concerned, diesel is dead. Unless you do a lot of miles or tow heavy loads, diesel does not have a future for private new car buyers. The car industry needs to stop waiting for the government to hand out money to them and get on with putting ‘electrified’ (hybrid and full-electric) vehicles on sale. Other countries are a long way ahead of the UK, so it’s time to stop moaning about falling diesel sales and start giving consumers the cars they want to buy.”
Brabham – one of the most famed names in Grand Prix racing – is being revived on a £1 million pound track car.
David Brabham, son of the late Sir Jack Brabham who founded the Australian racing team in 1961 and went on to win three Formula One World Championships, unveiled the Brabham BT62 during an event at Australia House in London.
The BT62 continues the numbering format that was applied to all of the Brabham racing cars. Only 70 will be built and the first 35 will celebrate the 35 Grand Prix race wins achieved by cars wearing the Brabham badge.
The new Brabham is a two-seat track-only car built primarily in carbon fibre. Weighing just 972kg, it is powered by an in-house designed naturally-aspirated 5.4-litre V8 engine of 710hp, producing a power-to-weight ratio of 730hp per tonne. Torque is quoted at 667Nm, and while Brabham is not yet revealing performance figures for the car, they are expected to compare with rival hypercars from the likes of McLaren.
Brabham BT62 has undergone many miles of behind-closed-doors track development.
The Brabham team say that a host of bespoke engineering details have been incorporated into the design and construction of the BT62, and its body generates downforce of more than 1200kg. The brakes are fully carbon, discs and pads in the composite material using six-piston calipers front and rear.
Brabham Automotive will be based in the UK but the cars will be built in a new 15,000 square metre facility in Adelaide, former home of the Australian Grand Prix (and the greatest city in the world – ed).
No competition programme has yet been announced for the BT62 but speaking at the launch former F1 driver David Brabham confirmed that the ultimate aim is to return the Brabham name to the track and in particular the Le Mans 24 Hours race, which he has won three times.
David Brabham – ambitions of a return to Le Mans.
“I set out 12 years ago to re-establish the iconic Brabham name, determined to see it return to global competition,” Brabham said.
“My father had an incredible determination to succeed and, like him, I’ve worked tirelessly through this time, drawing on my experience as a racing driver, leader and mentor, never once losing sight of that goal.
“It’s been challenging at times, but what we have achieved is simply staggering. Today’s unveiling makes me feel incredibly proud as the Brabham legacy enters a new era.”
For Picasso read SpaceTourer – as announced at the Geneva motor show in March, Citroën is renaming its people-carrier line-up, dropping the Picasso badge in favour of the SpaceTourer name.
The new name allows the C4 SpaceTourer, which offers five seats, and the Grand C4, which is a full seven-seat MPV, to sit alongside the original SpaceTourer. Evolved from the commercial market, the SpaceTourer can be configured in versions offering from five to nine seats.
All three models are built on the PSA Group EMP2 platform which allows the use of a number of new technologies. They also include Citroën’s Advanced Comfort programme.
C4 SpaceTourer and Grand C4 SpaceTourer models are also gaining new safety equipment. A ‘Safety Pack’ becomes standard equipment on all Flair versions, and includes a Driver Attention Alert, Speed Sign Recognition and Recommendation, and Active Safety Brake – autonomous emergency braking.
Citroën SpaceTourer available in five and seven-seat versions.
The C4 SpaceTourer and Grand C4 SpaceTourer are on sale from May 2018 and from 1st June will be available with a new engine – a 160hp diesel, paired with an equally new eight-speed automatic gearbox. Replacing the previous six-speed unit, it offers fuel economy improvements of up to 7% and includes manual paddles for manual changes. Citroën plans to pair the automatic transmission with other engines later in 2018.
Citroën C4 SpaceTourer prices start from £21,125 buying the 110hp petrol six-speed manual in Touch trim. An extra £2,300 buys the entry-level Grand version, the 130hp petrol six-speed manual.
C4 SpaceTourers with the 160hp diesel and eight-speed auto gearbox cost from £27,550, the Grand C4 from £29,250.
Meanwhile, Citroën sister brand DS Automobiles has confirmed that from 2020 all model lines will offer a version with electrification in its powertrain. These will be either hybrid or fully-electric – DS is about to launch the DS7 Crossback E-Tense 4×4 with 300hp and a 30-mile EV driving range, and will reveal its first 100% electric DS model at the next Paris motor show in October.
The Porsche Cayenne SUV is now available with a plug-in hybrid powertrain.
Porsche’s biggest-selling model makes use of the system developed for the brand’s Panamera sports saloon. A 3.0-litre V6 petrol engine of 340hp is combined with an electric motor of 100kW to generate a total system power figure of 462hp.
The system also offers 700Nm of torque, pushing the Cayenne E-Hybrid through 62mph in five seconds and onto a maximum speed of 157mph. A boost control developed for the 918 Spyder supercar is employed, which allows the electric motor to be employed in all modes of the Sport Chrono driver control, which is fitted as standard. The package ensures full torque is available virtually from pushing the accelerator.
Porsche quotes fuel economy figures of up to 88.3mpg, depending on the tyres specified, while the car can also cover up to 27 miles on electric-only power at speeds up to 83mph.
The latest hybrid drivetrain is improved over its predecessor mainly in the electric engine which is 43% more powerful than its predecessor, The petrol engine gains 7hp over previous versions, while the latest automatic transmission is added, its eight speeds promising smoother but faster shifts.
Battery capacity has been improved too – the capacity of the unit, which sits under the boot floor, increases from 10.8 to 14.1kWh, a gain of 30%. Using a 10-amp 230-volt connection and the standard 3.6kW charger the battery is fully charged in just under eight hours. Employing the optional 7.2Kw onboard charger with a 32-amp connection cuts this time to just over two hours.
A phone app, Porsche Connect, allows charging to be remotely monitored using the car’s Porsche Communication Management (PCM) connectivity technology. This app also allows remote setting of the climate control, while Porsche intends to roll out a charging station access programme in the UK.
Porsche is pricing the Cayenne E-Hybrid from £67,128 and first deliveries are expected at the end of May.
The BMW 8 Series has been testing on roads in Wales as the new luxury 2+2 coupé moves towards its launch.
BMW’s test programme for the car has seen camouflaged examples tackling the challenging routes on mountainous Welsh B-roads, which are a favourite for car magazine road testers.
Based on the 8 Series concept that debuted at the Concorso d’Eleganza Villa d’Este in Italy in May 2017, the new 8 Series is scheduled to be unveiled in production form at the Le Mans 24 Hours meeting on 15th June. It is then expected on sale in November, reviving a model line last sold 20 years ago.
The Welsh test routes are focused on tuning the powertrain and suspension, with the key test model being the M850i xDrive Coupe. This combines a redeveloped V8 engine with all-wheel drive that is biased in normal running towards the rear.
The engine weighs the same as its predecessor but its output has been increased by 68hp to 530hp, and torque has gone up 100Nm to 750Nm, on tap from 1800rpm. The V8 is matched to an eight-speed Steptronic sports transmission which has also been redeveloped, its shift times shortened and the range between them further spread.
BMW is not yet quoting performance figures for the car but a states that the new powertrain will be as comfortable cruising in Grand Tourer style as it will be in offering “noticeably more dynamic” performance.
A cockpit-operated ‘driving experience’ control includes Sport and Sport+ modes which both increase power delivery and retune the sound of the engine. Other technology featuring on the car includes an active rear axle differential lock which provides maximum traction when accelerating out of corners, adaptive suspension with roll stabilisation and active steering.
BMW 8 Series project manager Markus Flasch describes the adaptability of the car as the aspect that most impresses him. “Whether a driver expresses his or her wishes with regard to comfort and sportiness using the accelerator pedal or by pressing a button, the vehicle immediately adapts perfectly to each setting,” he says.
The 8 Series range is expected to grow to include a V12-engined version and eventually an M8 high-performance model.
Latest of a long line of special editions in the Mazda MX-5 line is the RF Sport Black, on sale at the end of May.
Applied only to folding hard-top versions of the sports car and with the 2.0-litre 160hp engine, a total of 300 RF Sport Black models will be available to UK buyers.
It comes as standard in the Eternal Blue Mica exterior colour, with a black rear spoiler and door mirrors and gunmetal alloy wheels.
Inside the cabin, bespoke scuff plates, floor mats and badging are added.
Equipment on the RF Sport Black is based on the SE-L Nav grade, the special edition gaining standard leather seats, rain-sensing front wipers, rear parking sensors and automatic headlights. A limited-slip differential is also standard.
RF Sport Black variants of the MX-5 will be available from 28th May at prices starting from £25,695. In showrooms, they will sit alongside the Z-Sport version of the MX-5 roadster that was launched on 1st March. This features a deep cherry red fabric hood, 17-inch black BBS wheels, and Machine Grey Metallic paint supplied at no extra cost.
The Nissan Leaf electric car has become the first vehicle to undergo new and tougher crash tests introduced for 2018 – and gained a top five-star rating.
The improved and extended protocols that safety body Euro NCAP has incorporated into its rating system for 2018 include new tests that analyse accident situations involving cars, pedestrians and increasingly cyclists. The latter is considered particularly important for electric vehicles due to cyclists not being able to hear their virtually silent motors.
The testers want to see that the autonomous braking technology being introduced on many cars can detect fast-moving cyclists and act accordingly, and that pedestrian recognition systems can still function effectively at night or in low light.
The ability of electronic lane-keeping technology to still work properly when the edge of the road surface is unmarked, and to react correctly to overtaking cars in an adjacent lane, is also incorporated into the new tests.
Pioneer crash subject
The first car to be put through the tests, the Leaf scored 93% for adult safety and 86% for child protection. Latest Leaf models include a suite of safety systems under the ProPilot banner, using cameras and radar.
The initial Nissan Leaf became the first electric vehicle to earn a five-star Euro NCAP rating in 2011 and now the latest model has repeated the feat. “It is crucial that advancements in safety are not compromised by new powertrain systems,” says a Euro NCAP spokesman.
“The Nissan Leaf comes with many new safety features and demonstrates that environmental friendliness need not come at the expense of improved safety – the safety of those inside the car and those who share road-space with it.”
Nissan Europe electric vehicle director, Gareth Dunsmore describes the Euro NCAP announcement as proving that the new Nissan Leaf has exceptional safety standards and is a true pioneer among electric vehicles. “This shows that our customers can fully trust our Nissan Intelligent Mobility vision, we are on a path to transform the way we drive and the way we live,” he says.
The Grip Control traction control system will be specified, a means of maintaining traction on slippery surfaces without going the full four-wheel-drive route.
Six connectivity technologies will be on offer to buyers, based around an eight-inch touchscreen and including wireless smartphone charging.
The C5 Aircross will also be the first Citroën to offer a plug-in hybrid powertrain – this will appear at the end of 2019, around a year after the launch models and promise low CO2 levels and an all-electric driving range of 37 miles.
Traditional powertrain choices will range across two petrol models and three diesels. The petrol versions will be a 130hp unit combined with a six-speed manual transmission and a 180hp variant with the latest eight-speed automatic gearbox.
Diesel buyers can choose between a 130hp unit with six-speed manual or eight-speed auto transmission and a 180hp with the auto ‘box.
Inside the car boasts Nappa leather upholstery, the Airscarf neck warming system and the Comand Online connectivity technology amongst its standard features.
Owners will be able to choose from black; beige or red for the car’s three-layer fabric roof.
Options include the £3,195 Premium equipment line, which adds Keyless-Go entry, a Burmester surround sound system, reversing camera with parking assist; illuminated door sills with ‘AMG’ lettering and a Mirror package.
Extra safety features are also on the options list in the form of the £1695 Driving Assistance package that includes Blind Spot Assist; Lane Keeping Assist; Distance Pilot Distronic; and Pre-Safe driver aids.
Those seeking to add to the performance potential of their cars can choose the £1,795 AMG Dynamic Plus package with bespoke engine and transmission mounts and firmer and specifically tuned suspension. AMG high performance ceramic brakes are also available for £5,995.
Leading the growth in the market were private buyers, registrations up 26.3%. Fleet demand was virtually level at 0.9% up, but business registrations slumped 12.9%.
SMMT Chief Executive Mike Hawes is cautioning against reading too much into the April figures. “It’s important not to look at one month in isolation and, given the major disruption to last April’s market caused by sweeping VED changes, this increase is not unexpected,” he says.
“While the continuing growth in demand for plug-in and hybrid cars is positive news, the market share of these vehicles remains low and will do little to offset damaging declines elsewhere – consumers need certainty about future policies towards different fuel types, including diesel, and a compelling package of incentives to deliver long-term confidence in the newest technologies.”
The latest hybrid drivetrain is improved over its predecessor mainly in the electric engine which is 43% more powerful than its predecessor, The petrol engine gains 7hp over previous versions, while the latest automatic transmission is added, its eight speeds promising smoother but faster shifts.
Battery capacity has been improved too – the capacity of the unit, which sits under the boot floor, increases from 10.8 to 14.1kWh, a gain of 30%. Using a 10-amp 230-volt connection and the standard 3.6kW charger the battery is fully charged in just under eight hours. Employing the optional 7.2Kw onboard charger with a 32-amp connection cuts this time to just over two hours.
A phone app, Porsche Connect, allows charging to be remotely monitored using the car’s Porsche Communication Management (PCM) connectivity technology. This app also allows remote setting of the climate control, while Porsche intends to roll out a charging station access programme in the UK.
Porsche is pricing the Cayenne E-Hybrid from £67,128 and first deliveries are expected at the end of May.
