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Friday, December 29, 2017
Wednesday, December 27, 2017
New Mercedes A-Class 2018 prototype ride review
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27 Dec, 2017 11:00pm
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“We’ve just done a calculation and we’ve driven over 12 million kilometres in the new A-Class,” says Jochen Eck, Senior Manager Vehicle Testing Compact Cars. We’re adding to that now, sitting alongside Eck as he works towards his ‘holy date’. Not Christmas, but instead the day when the A-Class is signed off for production. That’ll be early in 2018. We’ll see the new A-Class officially at the Geneva Motor Show in March, before then Mercedes-Benz drip-feeding its compact model’s new interior tech at the Las Vegas CES event this January.
What’s clear outside despite the swirling disguise is the new A-Class is bigger. There’s a 30mm stretch in the wheelbase, the car is 16mm wider overall and riding on track widths that are 14mm wider front and rear. The overall length grows by 120mm.
• New Mercedes A-Class: latest news
Eck admits that the growth’s benefits are numerous. Dynamically it’s a more stable platform as a result, allowing greater comfort, while the space increase inside is obvious. “I spend a lot of time sitting in the back, so you’re lucky I’m tall,” admits Eck.
That rear seat sits some 10mm lower than the outgoing A-Class, allowing enough head and legroom to allow me, at 5ft 11in, to sit comfortably behind 6ft Eck’s driving position. There’s greater shoulder room, but three across the back will remain a squeeze.
Up front the greater space is evident, too, helped by the dual-screen dashboard design which will be fitted across the entire line-up. The boot space grows by some 39 litres and now offers a capacity of 380 litres to match the load bay of the Audi A3. That more capacious boot is accessed by a larger hatchback opening, while the rear seats offer a 40/20/split fold function.
What’s clear, even in these prototype models we’re riding in, is the improved quality, as Mercedes-Benz guns for Audi in the interior stakes. There’s been a huge emphasis on the ride comfort, too, after Mercedes-Benz was stung by criticism of the outgoing car’s suspension.
Eck admits that the A-Class is all new, though the axle concept is carried over. That means a MacPherson strut front set-up and a five-point multi-link axle on the rear, fitted to Mercedes-Benz’s latest development of its MFA (Modular Front Architecture) platform. To that Mercedes-Benz has also added a less sophisticated torsion beam rear axle for use on less powerful editions.
There is the option of a sport chassis, which Eck admits is provided largely for looks; it rides 15mm lower than the standard set-up. Aiding the style is the fact that the new A-Class is able to accommodate wheel sizes up to 19 inches.
As standard the dampers are passive, with a selective damper system being optional. Choose it and you’ll have two settings: Comfort and Sport. Mercedes-Benz has discounted the use of more choices and prefers instead to have a more pronounced difference between the two settings. Eck says with the optional dampers in Comfort it’s more supple than those cars with the standard passive dampers, underlining one of the key development goals: improved refinement and comfort.
As a passenger and on the rough surfaces of this winter test in Sweden, the suspension is clearly better at small bump absorption, while refinement levels are high. Bigger crests and compressions underline the more sophisticated body control, though the torsion beam axle does take a little longer to settle after an admittedly unusual big bump compared with the multi-link set-up.
Eck concedes that, though also adds in most situations customers won’t be able to feel any difference. He highlights the steering as a marked improvement, too, in feel and weight, though we’ll have to take his word on that until we actually get into the driver’s seat ourselves.
Road, wind and engine noise have all been targeted to fulfil the improved comfort goals, and the positioning and shape of the wing mirrors and a flat underside help the A-Class’s aerodynamics. New door sealing helps too, as does additional acoustic deadening material inside. It’s quiet, then, even in the testing conditions of Sweden. Eck isn’t talking specifics on the engine line-up, but it will largely follow that of its predecessor, albeit while incorporating Mercedes-Benz’s latest units. The petrol range should offer a choice of 1.2, 1.4, 1.6 and 2.0-litre engines, all featuring stop-start technology and turbocharging. There will be cylinder deactivation and, on higher-powered models and AMGs, the expectation is of 48V electrics, boosting both performance and economy.
Diesel engines will be available, too, thanks to the a development of a 1.5-litre turbodiesel and a version of the 2.0-litre turbodiesel. Hybrids will follow.
As standard the A-Class will feature a six-speed manual transmission or a seven-speed automatic. Most versions will be front-drive, although 4Matic will be offered optionally on higher-powered versions and as standard on AMG models.
Bigger, smarter and more refinement and comfort, the A-Class demonstrated in our early ride that Mercedes-Benz has taken on board the criticism of the outgoing car. We’ll only know for certain when we finally drive it, but the A-Class looks like it’s going to be a tougher rival than ever for premium and mainstream hatchbacks.
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New Jaguar XJR 575 UK review
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27 Dec, 2017 8:00am
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Of all the cars launched in 2017, the Jaguar XJR 575 stands out like giant, purple-throbbing sore thumb. It bellows a petrol-gargling song in a room that’s concerned about CO2 emissions and electrification. Add in the fact it costs nearly £94,000, and the only reasonable verdict you can come to is that it’s a left-field curio – a total irrelevance.
Well it is, and it isn’t. Compared to all the other polished new cars Jaguar has launched in the last 12 months, the XJR 575 seems to be the crazy uncle that it’s best to steer clear of. The F-Pace is bagging new buyers, and the baby E-Pace is all ready to be the Brit brand’s breadwinner. Furthermore, the I-Pace all-electric SUV is showcasing where the future lies; these Jags have perfect personas.
The XJR 575, however, is more Sweeney in character. It harks back to a time when the word ‘supercharged’ meant a compressor forcing air into an engine to boost power, rather than a type of electric charging network. And in a world where almost every car comes with a social conscience, the XJR 575 is about as old fashioned as can be.
But it is new. The XJR has quietly slipped away and been replaced by the XJR 575. While most car firms make great claims of improved efficiency with their new models, Jag has added a dollop more power – to hell with the CO2 and fuel economy figures.
The 5.0-litre supercharged V8 has been stroked to give 567bhp (575 PS, hence the name) and 700Nm of torque – 25bhp and 20Nm more than before. That’s knocked 0.4 seconds off the 0-62mph time (now 4.2s) and there’s an extra 12mph added on to the top speed. The big cat will still return a miserable 25.5mpg, and cough out a considerable 264g/km of CO2.
Just so you know the 575 is all about patent power it gets some styling updates, too, comprising of LED headlights, lashings of gloss black trim and a few ‘XJR 575’ badges. Most visually arresting are two new colours – rather dubious-looking matt Satin Corris Grey and the retina-searing Velocity Blue you see here. There’s some red stitching sown in the new diamond quilted leather seats, and that garish 575 font makes its appearance on the dashboard too – on the rail that runs beneath the windscreen.
Elsewhere, Jaguar has finally relented to the criticism levied at the XJR, by updating the car to feature the firm’s latest Jaguar InControl Touch infotainment system with a wide 10-inch screen and on-board wi-fi. A handful of new safety systems have been thrown in as well, including Forward Traffic Detection, Lane Keep Assist and Pedestrian Detection.
Happily, this new level of autonomy is just a mild dally, as in many ways the big Jag feels just like it did before – and a far cry from any other large and fast limo. Thumb the starter button and the V8 growls into life without the rampant revving and exhaust popping you’ll find in an F-Type SVR; the 575 is a little more sophisticated than that.
Prod the throttle and that extra 25bhp and 20Nm of torque kicks in much earlier than you’d think, making the 575 is noticeably quicker off the mark than the old 542bhp XJR. It’s all accompanied by an exhaust note that’s just about loud enough, and one of Jaguar’s trademark eight-speed auto gearboxes; changes aren’t lightening fast but they’re good enough.
From here on in it’s business as usual. Just like good old Jags, the 575 doesn’t need to be manhandled into a corner – the crisp steering allows you to flick a near-two tonne car into a bend with confidence. And it sticks, too, as there’s decent grip from the rear tyres and even when you do switch off all the restraining nets, there’s a poise to XJR that’s quite staggering. It will wag its tail when provoked but it’s always controllable.
While that’s all good, the ride remains the same; it’s floaty for the most part but the 20-inch wheels really do crash in to potholes, more so than a Mercedes-AMG S 63 ever would.
The S 63 is an interesting car for consideration, though, as on paper it’s one of the Jag’s biggest rivals. In the real world, however, it’s worlds away. The S 63 is a limo that’s been hardened and made to be fast, whereas the XJR 575 feels more like a fast car that’s been crafted into a limousine.
If space is your thing though the long-wheelbase Merc trumps the shortened Jag with acres more room in the rear. The S-Class’s dual-screen infotainment system is a marvel, as well, while the 575 doesn’t even boast Apple CarPlay or Android Auto.
On virtually every level Jag’s super saloon is flawed. But with the addition of more power, slightly improved technology and louder looks, the new XJR 575 is a more charismatic curio in the rare super saloon class. It remains the driver’s choice, but in reality, it doesn’t stack up – especially in the SUV and electric world Jaguar is painting itself in.
- Model: Jaguar XJR 575
- Price: £93,710
- Engine: 5.0-litre V8 supercharged petrol
- Power/torque: 567bhp/700Nm
- Transmission: Eight-speed automatic, rear-wheel drive
- 0-60mph: 4.2 seconds
- Top speed: 186mph
- Economy/CO2: 25.5mpg/264g/km
- On sale: Now
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Tuesday, December 26, 2017
MINI launches 3D-printed accessory range
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2017-12-26 23:01
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2017-12-26 23:01
MINI has launched a new 3D printing and laser etching service, aimed to offer owners a new level of customisation never seen before on a mainstream production car. The service goes live in March 2018 and can be retro-fitted to older MINI models, too.
The new MINI Yours Customised range allows owners to design and replace everything from their car’s dashboard panels to door sills, indicator inlays and even puddle lights. Customers can design and order the parts from the firm’s online shop, and each one takes less than five minutes to fit.
Using the latest 3D printing and laser etching technology, MINI owners can personalise their car with names, logos or patterns – in a range of colours and textures. The parts take around 12 hours to produce and will be delivered to your door in four weeks.
Available in Aspen White, Chili Red, Starlight Blue, Moonwalk Grey and Jet Black, the matt-effect components are designed to match the most popular current trim and colour combinations. Further finishes will be added later down the line.
Each of the customisable pieces has undergone the same rigorous test procedure as any MINI component, using high-grade metal and plastics to match stringent product quality guidelines. This means no piece should break, chip, fracture or fade for the usable life of the car.
The easy-to-use online configurator allows customers to manipulate their design; changing the colour, size and finish of the pieces as they desire. MINI expects names to be particularly popular, as “a huge number” of owners like to christen their car with its own sobriquet.
Prices and specific restrictions will be announced early in the New Year but the cheapest parts are expected to cost from around £150. Initially, the parts will be available only for the three and five-door hatchback models, as well as the two-door Convertible. Accessories for the MINI Countryman and Clubman are expected at a later date.
Is this the kind of personalisation you want to see on other cars? Let us know in the comments!
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Sunday, December 24, 2017
Gran Turismo Sport review
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Monday, December 25, 2017 - 08:00
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Monday, December 25, 2017 - 08:00
Price: From £46 (PlayStation 4)
Contact: www.gran-turismo.com
Over 20 years, Gran Turismo has become the one game that is taken seriously by gamers and car makers alike. Four years on from the launch of the PlayStation 4, Sony’s flagship racing game has finally arrived on the console. Gran Turismo Sport was released within weeks of arch-rivals Forza Motorsport 7 on the Xbox One and Project Cars 2 (PS4/Xbox), but the newcomer takes advantage of the PS4’s processing power to deliver some of the most stunning graphics yet seen from the series. And as the name suggests, GT Sport’s focus is on racing.
GT Sport has pared-back the car count this time around, with only around 160 cars in the game at release (in comparison, Forza Motorsport 7 on the Xbox One has over 700 cars), and they all focus on racing, as they are divided into classes that are designed to equalise their performance.
The car roster features staples of the series such as the Nissan GT-R, Toyota GT86 and Mitsubishi Evo X, although there are various different versions designed to compete in the different classes GT has created. As a result, there are some odd race mixes, with Bugatti Veyrons competing closely with Nissan GT-Rs and Mercedes-AMG GTs, even though the real-world models have vastly different performance.
There is a career mode like before, but at the moment it’s brief – constant game updates will expand this section over time – while most of GT Sport’s action at launch is focused online. And for that you’ll need to upgrade to a PlayStation Plus account, so expect to pay from £7 a month to £50 a year for a subscription.
The game’s focus on simulation means that players using the standard PS4 controller might wonder what the fuss is about. Using the traditional controller doesn’t make the most of GT’s handling model, and it’s not as much fun as some rivals when played like this. You can still get plenty of enjoyment, but you really need a steering wheel and pedals to make the most of GT Sport, as it has some of the best handling physics of any racing title.
On other games, online racing can tend to be a bit like banger racing, but in GT Sport there is a bit more discipline involved. Players must sit through a cloud of racing etiquette videos before they head online, while the standard of your driving online goes towards a ranking score that means you will race against other drivers of a similar level.
Of course, GT’s tradition for stunning visuals remains. The photography mode – where you can shoot cars in a variety of real-world locations called ‘Scapes’ – will waste hours of your day as you try to find the perfect picture. And it’s the same story with GT Sport’s livery editor. This is an excellent way to personalise your cars, or even create your own team colour scheme, and there are a vast array of decals and colours on offer. The livery editor is decent to use, although overall the game’s multitude of menus and sub-menus isn’t the most intuitive to use.
Regular updates will keep GT Sport at the cutting edge of racing games with new cars, tracks and racing challenges being added on a weekly basis. But the game’s chief focus on online competition means it doesn’t have the same breadth of appeal as its predecessors.
There are special editions of the game available at launch – with extra vehicles and other in-game bonuses – while dedicated racing gamers can get their hands on the official Gran Turismo steering wheel and pedal set, which has also gone on sale. The Thrustmaster T-GT is a cutting-edge wheel system, although it should be at £699.
The Thrustmaster T-GT is a substantial piece of kit, with a leather-trimmed wheel and all-metal pedals that feel like high-quality products. The wheel has shift paddles, but a separate gearlever is available at extra cost, and the wheel replicates all of the buttons found on a Dual Shock controller, including the joysticks. There are also four knurled rotary buttons that can also be assigned to additional functions in GT Sport.
The wheel is connected to a direct-drive electric motor and a host of electronics that deliver realistic force feedback, and movements directly correspond with your car in the game. Clipping apexes and running over kerbs sees the wheel shake and shudder instantly, while the steering wheel vibrates in your hands at all times. If you head into a corner too quickly then the wheel will unload to simulate a loss of grip from your car’s front wheels.
It’s an impressive piece of kit, but isn’t perfect. The shift paddles are set a little too far back from the wheel for smaller hands, and that near-£700 asking price is steep. While gaming pros will love it, casual players will get just as much fun from a wheel costing half as much.
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Big car quiz of the year 2017
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2017-12-25 07:15
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2017-12-25 07:15
Are driving and cars the bread and butter of your life? Do you eat, sleep, breathe the latest automotive news and reviews? Have you spent far too much of 2017 looking at the car classifieds? If you have said yes to all of the above, you may well be in a position to ace our big car quiz of 2017.
Be warned though, recording a high score in our annual Christmas test of accumulated car trivia is not a challenge for the weak. There are 10 distinct rounds, each consisting of 10 questions and designed to test different areas of your car knowledge. You will start with questions on general motoring events from 2017, before moving on to rounds focusing on motorsport, concept cars, the far east and finally a 'guess the car' picture round – a very well mixed bag.
While the majority of the quiz is built around events of the last 12 months, there is the odd curve ball in there to keep you on your toes. Once you have finished the quiz, you'll get a mark out of 100 and you can challenge your friends to do better.
So if you think you are ready, stock up with some mince pies, put on a pair of comfy trousers and start powering through our 100 question quiz of the year. No cheating!
Auto Express big car quiz of the year 2017
Review of the year 2017
• Review of the year 2017: index
• Best new cars 2017: the road tests of the year
• The BIG car news highlights of 2017
• Big car quiz of the year 2017
• Head to head: best car group tests of 2017
• The long haul: Our greatest long-term test fleet cars of 2017
• Inside the world of cars: the best motoring features of 2017
• Best car videos 2017
• Amazing moments: our year in cars 2017
• Motorsport review of the year: from F1 to WRC and BTCC
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‘After 50 years, Gordon Murray is still hungry for success’
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2017-12-24 08:00
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2017-12-24 08:00
Very few hands-on individuals have straddled the road car and race car industries, and been monumentally successful in both camps. Enzo Ferrari was. Colin Chapman was. Professor Gordon Murray is. The latter’s career has spanned 50 years, yet he still looks, talks and performs more like a hungry-for-success upstart than the legendary veteran designer/engineer/car builder he can’t stop being.
Murray’s a malcontent who’s the Ultimate Car Dude of the half-century just gone. He’s based in leafy Surrey, where his office-cum-studio is attached to his state-of-the-art factory, featuring its unique i-Stream production line. It was here that One Formula, the exhibition of 2017, was held. Before that, though, here’s a personal insight into the Prof’s preferred products, people, pastimes and places.
• Gordon Murray Automotive announces IGM supercar
Favourite road and race car? “Lotus Elan and Brabham BT44,” he tells me, without hesitation. Drivers? “Nelson Piquet was my favourite to work with, but if we’re talking ANY driver from ANY era, then Jim Clark.” Circuit? “Er, Spa...of course.” Type of motorsport? “Motorcycle racing; in particular, MotoGP and TT.” Car company? “Over time, Lotus.”
F1 outfit, past or present? “That would have to be Brabham.” Preferred mode of transport on an ideal day? “A classic, rather than a current car; although 20 years ago I would have probably nominated a motorcycle.” Road car guy? “Dante Giacosa,” he says, as if paying respects to a god. F1 person? “It’s probably Bernie. We had so much fun together,” although he concedes that he and Ecclestone fell out in 1986... over money!
Gordon’s favourite book is Island of Wings. His preferred song to drive to is Sweet Home Alabama. “While I’m driving, I dislike albums so much because when a bum track comes on...” he shakes his head in despair. Then he explains he’s a serial maker of driving compilations.
His favourite road car design? “For me, design is the engineering, the dirty bits. And styling is the outside, the look of the car. If it’s that [exterior styling] you want my opinion on, it’s the Alfa 33 Stradale.”
Who are we to argue with Ultimate Car Dude, 1967-2017? He’s the hardest-working, cleverest and most inspirational motorsport-cum-vehicle design and production guy of the last 50 years.
What do you make of Gordon Murray’s favourites? Let us know in the comments section!
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Isuzu D-Max AT35 Arctic Trucks review
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24 Dec, 2017 8:00am
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The Isuzu D-Max is a staple of the pick-up truck scene. While rivals such as the VW Amarok and new Mercedes X-Class aim to give SUV-style luxury to the sector, the D-Max is a more utilitarian choice. It was given an update in 2017 with slightly different looks and a new, downsized and more efficient 1.9-litre diesel engine, but the model range stayed the same. As a result, there are a variety of trims on offer that go from the basic to the well-specced. Now Isuzu has introduced the latest version of its flagship, the AT35 Arctic Trucks.
Arctic Trucks is an independent company that offers extreme off-road conversions of pick-up trucks and 4x4s. It offers upgrades to the Toyota Hilux (it built the red Hilux used by the Top Gear TV show to get to the North Pole) and Land Cruiser, but the Isuzu D-MAX is the only Arctic Trucks conversion that's offered directly by a manufacturer in the UK.
• Best pick-up trucks to buy now
AT35 refers to the overall diameter of the monster new set of wheels and tyres fitted to this D-Max. It uses 35-inch Nokian Rotiiva rubber, and the tyres are fitted to 17-inch Arctic Trucks black alloy wheels. These raise the overall height of the D-Max by 185mm (7.3 inches) when compared to the standard D-Max, but there's much more to the Arctic Trucks update than just a set of monster tyres.
Under the skin, the suspension has been replaced with Fox Performance Series suspension that offers greater travel to accommodate the new wheels and tyres. Elsewhere, a set of wheelarch extensions cover the wider tyres, and mud flaps help to stop the dirt flying.
Larger running boards are fitted to help with cabin access, while the wing mirrors are mounted on extensions that mean you can better see the extremities of the truck. Arctic Trucks claims that the amount of lift that the D-Max has been given means the bodywork doesn't need to be modified to accommodate the big wheels and tyres, and we found that the tyres didn't rub, even when full lock was applied.
On board, Arctic Trucks branding helps identify this flagship model - just in case you were blindfolded when you climbed in - while the standard kit list is the same as you'll find on a top-spec D-Max Blade. Pretty much the only options choices you have to make is which colour to choose and whether you want a manual or auto gearbox, with both gearboxes offered at the same price.
However, as the AT35 is based on the Blade model, that means the fit and finish leaves a little to be desired. When you consider that it weighs in at over £45k for VAT-paying private buyers, you'd expect a better quality of plastics and switchgear. Another quibble is with the Pioneer infotainment system, which isn't great to use to the point of frustration.
Fire up the 162bhp 1.9-litre diesel, and you get a familiar diesel rattle, but it does settle down once warmed up. It's not the quietest or most powerful diesel on sale in a UK truck, but it responds reasonably well. On the road, the AT35 has a ride familiar to most other pick-ups. The rear suspension is designed with a heavy payload in mind (like the rest of the D-Max range, the AT35 has a payload over one tonne), so it does bounce around a bit when empty, but adding the fat tyres hasn't compromised the ride much. In fact, those big sidewalls help to cushion the cabin a bit better than in other D-Max models.
One thing to bear in mind is the extra width the truck is carrying. Those flared wheelarches add 310mm, or more than a foot, to the width of the standard D-Max. But because none of this extra girth is added to the cabin, it's easy to forget that this truck is that much bigger. And at nearly 2.2 metres wide, it measures larger than some urban width restrictions.
While that means the AT35 might struggle in an urban environment, it's a different story in the great wide open. Those Nokian tyres have an off-road biased tread, so there's more grip on offer than you'll get from a conventional truck. They're not so knobbly that they add a harshness to the truck's ride on tarmac, but the tread is chunky enough to improve the D-Max's off-road performance. Add in the extended suspension travel and the D-Max's standard suite of locking mechanical 4WD components under the skin, and the only limiting factor to the AT35's off-road ability will be its colossal dimensions and long wheelbase.
The Isuzu D-Max AT35 is a real guilty pleasure. It's a unique vehicle that's designed for off-roading, but we can see how the Arctic Trucks upgrades will appeal to high-end pick-up truck and 4x4 buyers who want to get noticed. Its mini monster truck looks are certainly appealing, but you're unlikely to need its added off-road ability the vast majority of the time, while the larger proportions make it a liability if you're going to use it to cruise the King's Road. The bigger tyres do help improve the standard D-Max's ride a little, but in every other way the AT35 is an expensive trinket that will cost more to run than a standard D-Max, yet it can't match the quality of any other rivals at its £45k price point. Having said that, it's also a lot of fun, and we can definitely see its appeal.
- Price: £45,535
- CV price: £37,995
- Engine: 1.9-litre 4cyl diesel
- Gearbox: Six-speed auto, switchable 4WD with low range
- Power: 162bhp
- Torque: 360Nm
- Top speed: 112mph
- Economy: 36.2mpg
- CO2: 205g/km
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Saturday, December 23, 2017
Stylish new Volvo V40 to take aim at VW Golf
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2017-12-23 08:00
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2017-12-23 08:00
Volvo will follow up its successful XC SUV range with an all-new V40 to rival the Volkswagen Golf, Audi A3 and BMW 1 Series – and it’ll challenge its German rivals by offering not only a plug-in hybrid version but also a pure-electric edition.
The XC40 is the first of the Swedish brand’s cars to be launched on its all-new platform architecture, called Compact Modular Architecture (CMA). But Volvo plans to quickly expand its line-up on the new chassis, with the next model expected to be a replacement for the ageing V40 hatchback.
The new V40 will look a little wider than the XC40 because, while the two cars are actually likely to feature the same width at the front axle, the newcomer’s lower roofline will give the car a more aggressive stance. As previewed by our images, the V40 will incorporate elements from the 40.2 concept, which was shown alongside the 40.1 that ultimately became the XC40.
The next V40 is also likely to adopt the XC40’s wheelbase, which is usefully longer than that of the existing hatchback. That should help the new car to deliver more room in the rear, potentially making it more spacious than the rival A3 and 1 Series.
The V40 is likely to have a more dynamic feel than the comfort-oriented XC40. Volvo’s head of research and development, Henrik Green, told Auto Express that CMA gives his team the flexibility to produce very different types of vehicles. “CMA is a good platform to build the SUV – the XC40 – but we can also build low, dynamic cars with it,” he said.
“XC40 aims for an urban environment, giving you comfort and also the commanding view in the traffic and at junctions. But we don’t have to follow this approach with other 40-series models that are coming.”
The V40’s engine line-up will include the four-cylinder D3 and D4 diesels, plus three-cylinder T3 and four-cylinder T4 and T5 petrols. Crucially, though, CMA has been designed from the outset with electrification in mind, and the forthcoming plug-in hybrid and pure-electric versions of the XC40 will be mirrored by electrified V40s.
This approach could help Volvo in the premium hatchback market, mirroring Volkswagen’s policy of producing a fully electric version of the Golf, while both Mercedes and BMW have opted to produce standalone EVs instead.
“In purely physical terms, we have to fit the battery in the floor,” Green said, “but CMA gives us pretty good bandwidth. Everything from the full SUV height down to fairly low cars is possible. We’ve designed CMA from the beginning to have plug-in capability.”
The first fully electric CMA product will not be a Volvo, in fact, but the Polestar 2 high-performance saloon, due in the second half of 2019. However, when the electric V40 does arrive, it will be offered with a choice of battery size and range, Green confirmed. “For each electric car, we will typically have at least two different battery sizes on offer,” he told us. “The base variant will be more cost-efficient, but with a slightly limited range, and then there will be a bigger option with a higher price, but more range and more power.”
Expect many of the XC40’s practical touches to make it across to the V40, at least on the options list. These should include the foldable boot floor, extra-large door bins (with bass speakers moved to behind the dashboard), the takeaway bag hook on the glovebox, as well as drawers beneath the seats.
On the standard equipment list, Volvo is likely to take advantage of the same economies of scale that it has applied to the XC40, and fit every V40 with its Sensus nine-inch portrait-layout infotainment system, as well as a fully digital driver’s instrument panel.
Green says Volvo might consider smaller models in the future. “You can probably do a smaller car with the CMA platform,” Green said, “but we’re not actively looking at that right now. So one day we may have an SUV that’s even smaller than XC40, but at the moment this is the exciting size for us.”
What do you think of our exclusive images of the new Volvo V40? Tell us below!
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Thursday, December 21, 2017
Infiniti teases new Detroit Motor Show bound concept car
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2017-12-21 14:40
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2017-12-21 14:40
Infiniti will introduce a new concept car at the North American International Auto Show in Detroit next month, one that the company is billing as “the first manifestation of Infiniti’s new form language”.
The concept is intended to showcase the design direction of a whole generation of new cars from Nissan’s premium brand. The teaser provided with the announcement doesn’t give much away, but a new grille shape and sharp, thin headlights are hinted at.
• Detroit Motor Show 2018 preview
According to Infiniti Executive Design Director Karim Habib, the new concept car will “take the traditional sedan architecture to its next stage of evolution”. Habib hints that it could be a rakish four-door coupe, thanks to the car’s “long cabin, balanced proportions and muscular stance”.
The concept is the first major project overseen by Habib at Infiniti. The firm’s new lead designer joined the Japanese luxury marque from BMW earlier this year.
Infiniti has let little else slip about the concept, but it has been hinted that it will feature an all-electric powertrain.
“Our Detroit concept car heralds a new generation of Infiniti. A seamless and stunning new design philosophy demonstrating Infiniti artistry in the new age of autonomy and breakthrough drivetrains”, said Alfonso Albaisa, Senior Vice President of Global Design at Infiniti.
Does Infiniti need a new design language to step up in the premium sector? Tell us your thoughts in the comments.
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Volkswagen T-Roc design secrets revealed (sponsored)
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2017-12-21 10:55
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2017-12-21 10:55
The new Volkswagen T-Roc has been designed to appeal to a wide-ranging and far-reaching audience. It’s a car that mixes the style of a sports car with the practicality of an SUV – mated to all the latest technology and fuel-efficient engines.
Speaking from Volkswagen’s Frankfurt Motor Show stand, Marco Pavone, head of exterior design at the company, talked through his favourite features and explained how the brand has become an expert in mixing form with function.
Q: How does it feel to see the all-new Volkswagen T-Roc on the stand at the Frankfurt Motor Show?
A: It’s amazing to see the whole thing here. I’m really proud. We’ve been working with this car for the last three or four years and it’s a great achievement to see the product on the stage now.
Q: What was your inspiration behind the new Volkswagen T-Roc?
A: We wanted to do something really ‘lifestyle’. But not just like a toy; it has to be something really masculine. It’s a core product for Volkswagen, so it has to still look serious and solid. But it should be a car that is usable for all kinds of people.
Q: So what kind of things did you have as inspiration on the drawing board when you started the project?
A: We had some cool cars, some nice SUVs and some sports cars. But we always had in mind that this car needed to be young and dynamic. And I think we’ve achieved everything we had planned for it.
Q: Who did you have in mind when you were designing this car?
A: We do cars for young people, for old people, for everybody; and that’s what we had in mind. We never do a car for one niche of people. And although the car has a young appeal, I think everyone can get in and out the car very easily – it is quite practical, it is quite functional. But it still has this young approach, and that’s a good thing.
Q: This was a concept car only three years ago, so what did you take from the reaction back then into the car we see today?
A: I think we have kept the whole essence and flow of that concept car. The proportions were amazing – huge wheels, a really fast design with a compact cabin. Lots of sculpted panels and body styling – and we tried to translate this for the production car.
Q: The T-Roc is very stylish yet very practical, and it comes loaded with technology, too. How did you manage to achieve all of those things?
A: At Volkswagen we are experts at that. We know how to mix emotion and function at a really nice level. If you look at the headlights, you have good technology and loads of functionality – but despite this we have reduced the height of them to create a really nice figure at the front. It has lots of impact.
Q: What are your favourite details on the new T-Roc?
A: We have achieved everything we wanted – especially on the front. We always had to have this upright and bold character with a big grille, really slick headlights – it’s quite a statement exterior. You also have the iconic daytime running lights. I think we’ve got everything we wanted.
Q: What about the interior?
A: We did the same with the interior as we did with the exterior. Especially the upper band of the dashboard – this really emphasises the width of the interior. The colourful upper mask gives it lots of character, and we have the cluster integrated with the screen – it gives a lot of width as well. It’s pretty dramatic. It’s really young and really fresh.
Q: Are you proud of how the interior and exterior complement each other?
A: It’s one product. You cannot just do an exterior that doesn’t fit the interior – or the other way round. That’s why we talk with the interior guys; it’s teamwork.
Q: How does the T-Roc compare with other models in the Volkswagen range?
A: It’s a bold car, but every car has its own character, its own personality. The T-Roc has its own compact cabin, fast shape, really low belt line. It’s different from the Tiguan, for instance. The Tiguan has a three-window design; it’s a bit more upright. The Touareg is something else. The T-Roc is the youngest one. It had to be the most agile one. This is how we start – they have to have their own character.
Q: There are lots of customisation colours and trims. Which are your favourite options?
A: I really love the combination of black roof and orange paintwork. I think it’s a really amazing look.
Q: Finally, can you sum up the T-Roc from a design point of view?
A: The T-Roc is a car for everywhere. You can take it to the jungle, you can take it to the city. You can drive it alone or with your family. It’s really functional – it’s a true lifestyle product.
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Renault to deliver free batteries on Christmas Day via #SOSBattery hashtag
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2017-12-21 09:43
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2017-12-21 09:43
Families facing Christmas Day present disappointment due to missing batteries could find an unlikely saviour in Renault, after the French firm announced it will deliver batteries for free over the festive period.
Residents living within the M25 can tweet @RenaultUK using the hashtag #SOSBattery on Christmas Eve and Christmas Day, whereupon a member of the Renault team will come to their home with “a package of batteries and goodies”.
• Top 20 best Christmas presents for car fans
Given the variety of different batteries used by the latest toys and gadgets, Renault promises its delivery drivers will bring “a wide range” to any home inside the M25.
The rescue packages will be delivered for free, but forgetful gift givers will have to be quick, as “stocks are limited”.
Renault also says eco-conscious buyers can rest easy, as the batteries will be delivered by a member of staff driving an all-electric Renault Zoe.
The Zoe’s own batteries are significantly more powerful than those likely to be missing on Christmas day: the Z.E. 40 Zoe can officially travel 250 miles on a single charge using NEDC assessments, which is equivalent to 186 real-world miles in summer and 124 miles in winter.
Will you be using Renault's emergency battery service? Let us know in the comments below...
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Wednesday, December 20, 2017
Brexit and diesel concerns drive UK car production down 4.6 per cent
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2017-12-21 00:01
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2017-12-21 00:01
UK car factories produced 4.6 per cent fewer vehicles in November this year compared to 2016, new figures have revealed.
Data from the Society of Motor Manufacturers and Traders (SMMT) shows 161,490 cars were made in the UK in November 2017, down from 169,247 in the same month last year.
Of the UK-built cars manufactured in 2017, 24,276 were destined for UK buyers, meaning 28.1 per cent fewer cars were built for the domestic market in November 2017 compared to November 2016.
That decline was buoyed somewhat by figures for exported cars, however, with 137,214 vehicles made in the UK for export in November 2017 - a 1.3 per cent increase over November 2016, and equivalent to 1,712 more vehicles.
Meanwhile, year to date figures show almost 1.58 million cars were made in the UK up to November 2017, a fall of just 2 per cent over the same period in 2016 – though 9 per cent fewer cars were built for domestic buyers over the same period, echoing November sales figures showing new car sales down 11.2 per cent.
Commenting on the data, SMMT chief executive Mike Hawes, said: “Brexit uncertainty, coupled with confusion over diesel taxation and air quality plans, continues to impact domestic demand for new cars.”
Hawes went on to say it was “good to see exports grow in November”, but warned the motor industry requires “clarity” regarding EU transition agreements to ensure “future growth and success” in the sector, which accounts for 13 per cent of all exported UK goods.
Is the UK car industry showing resilience or weakness in the face of Brexit uncertainty? Let us know what you think in the comments…
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Average new car CO2 emissions increase for first time in 14 years
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2017-12-21 00:01
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2017-12-21 00:01
New car carbon dioxide (CO2) emissions have risen for the first time in 14 years, an increase industry chiefs say is likely due to buyers turning their backs on diesel cars.
Department for Transport figures uncovered by Auto Express’ sister site BuyaCar.co.uk show average new car CO2 emissions were 121.1g/km over the first ten months of 2017 and are on course to exceed the 120.3g/km recorded last year. The statistics, from data recorded by the Driver and Vehicle Licensing Agency (DVLA), show that CO2 emissions for new cars have fallen by an average of 4.02g/km annually since 2003.
• Diesel could save owners £380 per year
Car dealers sold 16% fewer diesel cars - which emit less CO2 than their petrol counterparts - this year than in 2016 following tax rises, stiffer parking charges and threats of inner-city bans for diesel cars.
Addressing the rise, Tamzen Isacsson, director of the Society of Motor Manufacturer and Traders (SMMT), said: “If industry is to meet challenging CO2 targets getting more of the latest low emission diesels onto our roads is crucial, as they can emit 20% less CO2 than the equivalent petrol models.”
Isacsson blamed “confusion around government air quality plans and taxation” for the drop in diesel sales, and warned that: ”If new diesel car registrations continue on this negative trend, UK average new car CO2 levels could indeed rise this year”.
The Government has previously warned it would “intervene firmly” if progress on tackling climate change by cutting CO2 emissions continued to stall.
A Department for Transport spokesman said: “We will seek to maintain ambitious targets and our leadership position, and intervening firmly if not enough progress is being made.
“Our ambitious Clean Growth Strategy… includes investing nearly £1.5 billion in accelerating the rollout of ultra-low emission vehicles by 2020 – generating business opportunities and leading to cleaner air and lower greenhouse gas emissions.”
Recent diesel tax increases and the threat of inner-city charges are designed to tackle the higher levels of harmful nitrogen oxides and particulates that diesels produce. But they also appear to have impacted the car industry’s plans to cut CO2 emissions by selling diesels.
“Many customers are telling us that they want to avoid diesel, even if it means spending more on fuel” says Austin Collins, managing director of BuyaCar.co.uk.
“Some feel it’s best to avoid the perceived uncertainty surrounding diesel, especially with plenty of economical petrol, hybrid or electric models available; but the efficiency offered by diesel cars still makes them a good option for long-distance drivers or SUV buyers. Risk can be reduced with a finance package that protects you against a sudden drop in value, and a newer Euro 6 emissions standard car.”
Are you avoiding diesel because of uncertainty over its future. Give us your views in the comments section…
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Long-term test review: Mazda CX-5
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20 Dec, 2017 5:15pm
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Mileage: 5,277
Economy: 41.1mpg
When I found out that the latest family SUV to join our test fleet would be the Mazda CX-5, I couldn’t help but think of all my favourite things about the country it comes from.
From clothing to cuisine to comics, there’s so much to love about Japanese products. I’m always happy with a bento box for lunch, and my new running shoes make burning off the calories that bit easier afterwards. And it’s the same story with cars, as the Japanese-built models I’ve run over the years have been brilliant.
The previous Mazda I ran for Auto Express was the 3 hatch, and I was looking forward to finding out how the latest model compared with the fun-to-drive hatchback.
You can see the connection when you hop in, but the driving experience is what really impresses. Despite being a high-riding SUV, the CX-5 is still great from behind the wheel; the grippy chassis, well weighted controls and slick six-speed manual gearbox all contribute to a superb driving experience.
The engine is another highlight. It’s a 2.2-litre four-cylinder diesel that’s not only punchy and powerful, but quiet and smooth as well. Thanks to refinements made with this new model, it’s a great companion for the many motorway miles I do every week – it’s quiet at a cruise, and the performance allows me to overtake slower traffic at a moment’s notice.
I’m also glad to be back in a car with non- adaptive cruise control. The active systems I’ve tried don’t work on British motorways, as other road users are too unpredictable for a computer to keep up with. With the normal cruise, I can use my own judgement about when I’ll need to change my speed. I’ve been enjoying the agile CX-5’s handling away from the motorway as well, since it rides reasonably well on bumpy roads. It’s not as smooth as the best cars in its class, such as the Skoda Kodiaq, though.
Still, I’m glad that the CX-5 has a similarly pleasing driving position to my previous Mazda 3, which in the SUV is low enough to be immediately comfortable to sit in, but not so low as to hamper visibility. It’s not quite so easy to see out of the back of the car, but the reversing camera on our model takes the stress out of parking.
The Mazda’s interior has been really well thought out. The control weights, button placement and useful boot shape are good examples. The steering wheel and gearlever are placed exactly where you want them, too. New G-Vectoring technology on this model is designed to supplement this, improving long-distance comfort by subtly changing engine torque while cornering – and we’re keen to see how well it works over our time with the car.
As with my trendy tracksuit, the CX-5 also has a very Japanese exterior look. The sharp lines remind me of the art style in one of my favourite animated films, Akira. This is one of the most interesting-looking cars in its class, and while – as with sushi – it won’t be to everyone’s taste, I’m very much a fan.
*Insurance quote from AA (0800 107 0680) for a 42-year-old in Banbury, Oxon, with three points.
The CX-5’s stylish looks, engaging driving experience and practical interior have created a strong first impression. We’re keen to see how well it handles family life over the next year on our fleet, but for now we’re simply enjoying getting to grips with another great Japanese car.
- Model: Mazda CX-5 2.2 SkyActiv-D 150ps Sport Nav
- On fleet since: October 2017
- Price new: £28,695
- Engine: 2.2-litre 4cyl turbodiesel, 148bhp
- CO2/tax: 132g/km/£140
- Options: Soul Red Crystal metallic paint (£800)
- Insurance group: 19
- Quote*: £918
- Mileage: 5,277
- Economy: 41.1mpg
- Any problems?: None so far
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‘Headlines of Saab’s return highlight an alarming trend’
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2017-12-20 16:03
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2017-12-20 16:03
’Tis the season of goodwill and only the most hard-hearted among you will fail to raise a flicker of interest at the news Saab’s 9-3 has been reborn as an all-electric model being built in Tianjin, China under the NEVS brand.
There are plenty of Saab aficionados still around, and any story that conjures up even the faintest of hopes that their much missed favourite company is on its way back is generally lapped up.
• Chinese NEVS brand announces EV 9-3
Let’s be clear, though: this is not the return of Saab, as was trumpeted by some media outlets. It’s NEVS using familiar tech to create new models for emerging markets. Turkey could follow China.
In many ways, though, the story summed up an alarming trend we’ve seen in 2017 – misleading reporting. Donald Trump has ensured “fake news” has become part of the popular lexicon, and while automotive reporting isn’t quite at that stage yet, it’s been disturbing to see how some stories have become strangely skewed over the past 12 months.
We’ve seen misinterpretation, when Volvo’s announcement of its electrification strategy from 2019 onwards was assumed in some quarters to mean it was ditching combustion engines. Not so.
We’ve seen opportunistic manipulation, not least when some media operations used the UK’s proposed 2040 ‘combustion engine ban’ to ram home their current vociferous anti-diesel agenda.
And in this most recent Saab story, we’ve seen titillation, where cunningly crafted headlines are designed to create the sort of story some people want to read rather than one based in truth.
As with the car industry, the media landscape is changing fast. But amid all the confusion and misinformation, you have our word that Auto Express will always try to get the heart of the story to ensure you know what’s really going on.
Do you think confusion in the media is having an effect on the car industry? Tell us what you think below…
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EU court rules Uber a transport service
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2017-12-20 12:05
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2017-12-20 12:05
Uber has been deemed a ‘transport service’ by the European Court of Justice and not, as it previously argued, a digital service – a move that could have big implications for the way the company operates.
The ride hailing company has previously argued it merely provides a digital service to connect passengers and drivers and so is not, in the classical sense, a transport company. But EU judges disagreed, ruling that Uber’s “main component is a transport service”.
• New LEVC TX London Taxi review
The case came to court following a challenge from the Barcelona-based Elite Taxi organisation, and could have significant implications for the way Uber operates in other European countries.
An Uber spokesman denied the ruling would impact its business, however, stating that: “This ruling will not change things in most EU countries where we already operate under transportation law".
Responding the ruling, GMB union general secretary, Tim Roache, said: “GMB welcomes this decision, which confirms that Uber is, as we have always said, a transport company.”
Judges from the European Court of Justice also noted that “Uber exercises decisive influence over the conditions under which the drivers provide their service”, echoing a previous ruling by the Central London Employment Tribunal, which decreed the company’s drivers should be classed as workers.
Earlier in the year, Transport for London ruled the company “not fit and proper” to hold a private hire operator licence and said it would not renew Uber’s licence to operate in the capital, though Uber is appealing this decision.
How do you think Uber should be classified? Let us know in the comments below.
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Ford Focus RS goes festive with new Red Edition
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2017-12-20 11:32
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2017-12-20 11:32
Ford has revealed a new limited edition Focus RS, boasting a unique colour scheme and complete with the Quaife limited-slip-differential found on the Focus RS Edition model.
Called the Focus RS Red Edition, unsurprisingly, it comes with a new Race Red paint hue on the bodywork. It’s a colour option that has been available in the United States for a few months now, but has been reserved for this special edition model in the UK.
• Best hot hatches on sale 2017/18
Alongside the red bodywork, it gets grey brake calipers, black alloy wheels, plus a black roof, door mirrors and rear spoiler.
In the cabin it receives a partial leather interior with Recaro seats, carbon-fibre trim pieces and a heated steering wheel. Cruise control with a speed limited function and rear parking sensors are equipped as standard.
Aside from the new limited-slip-differential, the RS Red Edition gets no new performance tweaks. It retains the same 2.3-litre turbocharged four-cylinder engine as the regular Focus RS, developing 345bhp and resulting in 0-62mph in 4.7 seconds and a top speed of 165mph.
Just 300 units of the Race Red Focus RS will be available in Britain, and the cars will be built between February and March 2018. Order books are open now, and the Focus RS Red Edition is priced from £36,295.
Do you think red suits the Focus RS? Tell us your thoughts in the comments!
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Tuesday, December 19, 2017
MINI Cooper D Auto 2017 review
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19 Dec, 2017 11:00pm
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When the original ‘new’ MINI arrived in 2001, it was available with a choice of manual and automatic gearboxes. However, the slow and stentorian CVT failed to find favour among picky small car buyers.
The second-generation car saw the introduction of a much-improved torque converter auto. It gave the premium MINI a more mature personality, as well as better refinement and superior performance.
Now, however, the MINI One, One D and Cooper D have been fitted with an all-new seven-speed dual-clutch (DCT) gearbox – replacing the old six-speed unit in the existing car. The box will be fitted to the three and five-door hatchbacks, as well as the two-door Convertible.
The only visual difference between the two cars is the new electronic gear lever. It replaces the larger, more traditional-looking shifter – though even the revised version does without steering wheel-mounted paddles. It’s a neat design, though, and can be operated manually by pushing it fore and aft.
Despite questions over the low-speed refinement of DCT gearboxes, the new MINI Auto feels comfortable around town. It has a tendency to creep without a heavy foot on the brake pedal, but you quickly learn to live with it – and when you do, it’s pretty painless.
On the move, it’s much smoother than before. In normal driving the shifts are almost imperceptible, switching cogs easily and efficiently. It’s pretty happy to change down when you floor the throttle, too, although paddles would make the process more seamless still.
There is no lurching as it works up the ratios, allowing you to build speed without hesitation. It’s a good match to the 114bhp three-cylinder Cooper D engine, too, which never feels particularly rattily – even when holding on to the gears in manual mode.
MINI says that while the new gearbox weighs near enough the same as the old one, the extra cog and new electronic clutches mean it should be around five per cent more economical. However, with the new WLTP test procedures now applicable for all new cars – on paper, at least – the differences are less quantifiable.
Elsewhere, it’s business as usual. The MINI is still one of the finest-handling small cars on sale, and fitted with a punchy diesel engine it is both quick and quiet. The steering is direct and well weighted, and while the ride is firm, it strikes a good balance of comfort and handling.
For the time being, the petrol Cooper and Cooper S will continue to use the old six-speed auto, while the Cooper SD and JCW get an eight-speed version. We’re assured that in time, however, the new DCT will feature across almost every model in the MINI range.
While the improvements might be incremental, the introduction of this new dual-clutch gearbox makes the MINI Auto more appealing than ever. It’s relatively smooth around town, while the seamless changes make it a refined cruiser, too. The fact it costs no more than before is the icing on the cake.
- Price: £19,250
- Engine: 1.5-litre 3cyl diesel
- Power/torque: 114bhp/270Nm
- Transmission: Seven-speed dual-clutch auto, front-wheel drive
- 0-62mph: 9.5 seconds
- Top speed: 126mph
- Economy/CO2: 72.4mpg, 102g/km
- On sale: Now
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Auto Express star ratings explained: new scoring system for 2018
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2017-12-19 15:19
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2017-12-19 15:19
It's the Holy Grail for a new car - a five-star rating. But when you're looking at the review of a new model on the Auto Express website or in the magazine, you might ask yourself: how do the writers come up with a car's star rating? On the surface, a star rating is the basic way of finding out what we think of a car, but there's much more to it than simply coming up with a bunch of stars to tack onto a review.
It's easy to take a star rating at face value, but from a writer's point of view, it's the final part of a vehicle's evaluation, and it's only given after spending enough time with a new car to learn about its good and bad points. Even then, an overall star rating doesn't give the full picture of how a car fits into the market. Anybody who looks at a star rating as the sole point of consideration when buying a new car will get a rough idea of what a car is like, but unless it's accompanied by a verdict, it won't mean much on its own.
• Auto Express New Car Awards 2017
Auto Express has always used a five-star rating system, with the house rule being that cars earn whole stars towards their verdict. But recently we've found that this five-tier scoring system is no longer fit for purpose. There are so many good cars on sale now, or due to be launched in the near future, that we could have ended up with a sea of four and five-star cars, and no clarity of rating between them.
So, for 2018, our ratings are going to change. Auto Express will still use the five-star scoring system, but from January, the magazine and website will be awarding half-stars in a car's overall verdict. This new, more flexible scoring system will help us to filter out the cars we think are outstanding in their field from the ones that are still great, but haven't quite got that class-leading advantage.
As this change is being introduced, we thought it was about time we explained the different types of review that we undertake. The three main car reviews we do online are road tests, group tests and in-depth reviews. The road test is the same as the First Drives section in the magazine, while group tests, as you may have guessed, are multi-car clashes. Our in-depth reviews are the pages for each model on sale in the UK and feature more information about a model than any other on the site. Each type of review has its own style and star rating to match, so here we explain the differences, first with the road test.
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Road tests
Our road tests are the first drives we do of brand-new cars, usually on a launch event, and Auto Express prides itself on delivering a verdict you can trust for every new model. These tests have a star rating that goes with a brief written verdict, and these will be changing in 2018 to incorporate half-stars.
The majority of these tests are conducted on events held across the globe, but driving a brand-new car in a foreign country can sometimes show a new car in a favourable light. As a result, the star rating given for these reviews is subject to change, because you'd be surprised at the number of cars that can feel quite different once they're on sale in the UK.
The star rating in this sort of review is our opinion on a car upon our first encounter with it. We won't reserve final judgement until we've driven it in final production form on UK roads in the kind of everyday driving that most of our readers will encounter.
With that in mind, if a road test takes place in the UK, then the star rating for that car will be a better indicator of a car's overall ability than the verdict given on a car that's been tried abroad. Either way, our testers will have driven the main rivals for any new car they are testing - whether it's a supermini or a supercar - and understood what potential buyers’ needs of a car in that class would be. This depth of knowledge will help them to bring an informed opinion of a new model. But sometimes, it's best to compare cars back-to-back, which is where the group test comes in...
Car group tests
The car group test is the ultimate challenge for a new car. When a car is put through its paces against its main rivals, there's nowhere to hide. And driving cars back-to-back makes it easier to identify one car's plus points over another.
Once a new car is launched, we will attempt to set-up a group test or two-car test as soon as possible to see how it fits into the market. Most of the time, we will try and arrange a test against an established class leader, usually the winner from the most recent Auto Express New Car Awards, as this will be the benchmark that the new model has to beat.
Auto Express conducts its group tests in the UK on all kinds of roads. Most of the time, our writers will spend a week with a trio of cars that can be considered rivals and swap between them to get a good idea of what each car is like when compared to the others. Included in this week of driving is a day at the test track, where we conduct performance tests of the cars, so we can compare real-world figures with those stated by the manufacturers. In addition, we will run a fuel check on each car to see how real-world economy compares with the claimed figures. And as all the cars will have been driven in a similar fashion in similar weather conditions, comparing the economy figures on a test is a good indicator of how each car performs relative to its rivals.
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The star ratings given in a group test will be for the specific model tested. So for example, an SUV powered by a petrol engine and with a manual gearbox may get a higher or lower star rating than the same SUV using a diesel auto. If a car gets a five-star rating, then it is a potential class leader, and will be in contention for a win at our New Car Awards. It could also go forward as the benchmark vehicle for any other upcoming models to be tested against.
For 2018, the star ratings will be made clearer by introducing half-stars. For example, in the past, if a trio of cars in a test have been awarded five, four and four stars, we will now be able to separate the pair of four-star vehicles by awarding a half star to the second-place finisher.
In-depth reviews
The Auto Express in-depth review is your go-to page for all the information you want on a model range and the most comprehensive review of a new car in the UK. This review covers the engines, trims, gearboxes, drivetrain options and price range of each and every car on sale in the UK. It's regularly updated to reflect changes to a model line-up, for example when a car has been facelifted, or if a new engine has joined the range.
Here, the star ratings are more finely tuned, as we have five different categories that get ratings:
- • Engines, performance and drive
- • MPG, CO2 and running costs
- • Interior, design and technology
- • Practicality, comfort and boot space
- • Reliability and Safety
These scores are broken down into tenths, and the ratings that are given reflect a car's position in its sector and are relative to similar models from rival manufacturers. In essence it's an extension of the group test, but the scores here are compared against every other rival a car is up against, not just one or two.
One important point to note here is that the scores in each of the five categories DO NOT relate to the overall star rating you see at the start of the in-depth review. Instead, the overall star rating reflects a car's position within its respective market sector.
The basis of the formula for an overall star rating is that the class winner in our most recent New Car Awards has the highest rating in the class, and everything else gets an overall rating below that.
Now that Auto Express is including half-stars in its ratings, there can be greater nuance to these scores. Before the introduction of half-stars, a class leader might have five stars, but then the majority of rivals could have four, with a few scoring three. Now we can address this by splitting scores up a little more subjectively. By giving scores of 4.5, 3.5 or 2.5, we can highlight which cars among the group are either close to brilliance, better than most, or just average for the class.
Auto Express star ratings explained
Five stars - Excellent - sets the benchmark in the class
Four stars - Very good - well worth considering as it’s up there with the best
Three stars - Good - worthy of consideration, but there will be better rivals in the class
Two stars - Below average - Missing out on many attributes that you would expect of a car in the class
One star - Poor - Worth avoiding as it’s way off the pace
Now rate your car in the new Driver Power survey...
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