New Nissan X-Trail 2017 facelift review

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1 Aug, 2017 (All day) Lawrence Allan

We climb behind the wheel of the facelifted Nissan X-Trail to see if the Qashqai’s bigger SUV brother has improved

With a facelifted version of the Nissan Qashqai already in dealers, it’ll come as no surprise to see that its platform-sharing bigger brother, the X-Trail, has been given the same treatment. We’ve driven the refreshed Skoda Kodiaq rival for the first time to see whether the updates go far enough.

It’ll be the Kodiaq (crowned Best Large SUV at our New Car Awards 2017) that will give the new X-Trail its biggest headache. But there’s more competition in both mainstream and premium sectors, with cars like the Hyundai Santa Fe, new Mazda CX-5 and Land Rover Discovery Sport all vying for your cash. Still, more than 750,000 X-Trails (including Rogue-badged US versions) found homes last year, making it, Nissan claims, the world’s most popular SUV.

• Best 4x4s and SUVs on sale

Clearly, there’s no need to mess with the recipe too much, then. In fact, visual changes to the new X-Trail need pointing out to be noticed. The front grille is wider, the bumpers have been revised and there are new LED tail-lights. New wheel designs also feature, as do chrome side mouldings.

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Nissan’s biggest boast about the interior is a new steering wheel, which tells you all you need to know about the extent of the changes. Fresh materials on the centre console and gloss black air vent surrounds add a little extra appeal, and quilted leather on top-spec Tekna cars gives a classier feel. In isolation, the X-Trail’s cabin seems fairly well made with lots of soft-touch materials, but even these improvements can’t match the polish of the Kodiaq.

The infotainment system also looks dated, with less-than-crisp graphics, despite Nissan’s changes to the menu design. There’s still no option of Apple CarPlay or Android Auto connectivity, either. At least the built-in system is quick and easy to use, thanks to shortcut buttons for various features. All cars now get DAB as standard, while Tekna models feature a Bose stereo.

Sadly, the most notable tech upgrade – Nissan’s ProPILOT autonomous driving set-up – won’t appear until 2018. Still, safety kit includes rear cross-traffic alert and a new auto braking system with pedestrian detection.

Practicality remains a strength, cementing the X-Trail’s family appeal. Passengers in the middle row have plenty of leg and decent headroom, and a 60:40-split sliding second row lets you free up more knee space for the optional rearmost seats. But they’re still only suitable for children. In five-seat cars, Nissan has squeezed out an extra 15 litres of boot space, bringing the total to 565 litres.

On the road, there are no changes. That means safe-but-soft handling, and an easy driving experience – bar a clunky manual gearbox. The X-Trail doesn’t feel as bulky as cars like the Ford Edge, but it can’t match the best SUVs’ body control or steering accuracy.

The ride is good, however, with only our car’s 19-inch wheels causing the odd sharp bump. Refinement is a mixed bag, with road noise well isolated but some wind rustle at speed. The 1.6 diesel will be fast enough for most, although the pricier 2.0-litre offers useful extra punch if you often carry heavier loads. It’s just loud and clattery if pushed.

Our one concern is with the price. At over £33,000 once you’ve specced seven seats, this Tekna model is about £2,000 more than an SE L-spec 2.0 TDI 4x4 Kodiaq. Monthly payments will help with that, but mid-spec models are definitely better value.

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Click on the gallery above to see more of the new Nissan X-Trail...

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The Nissan X-Trail remains a likeable and practical family SUV, and small changes to the styling, interior and technology on offer do little to change that. Unfortunately, they can’t elevate its status alongside newer, more accomplished rivals like Skoda’s excellent Kodiaq, either. Ultimately, the Nissan ticks many boxes for family buyers; it just lacks the sophistication and polished driving experience of the class leaders.

• Model: Nissan X-Trail 1.6 dCi Tekna
• Price: £33,470
• Engine: 1.6-litre 4cyl diesel
• Power/torque: 128bhp/320Nm
• Transmission: Six-speed manual, front-wheel drive

• 0-62mph: 10.5 seconds
• Top speed: 117mph
• Economy/CO2: 55.4mpg/133g/km
• On sale: Now

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Mercedes B-Class Electric Drive to be axed later in 2017

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Mercedes will end production of its electric MPV later this year, ahead of new small cars on MFA2 in 2018 and EQ electric cars in 2019

2017-07-31 17:10

Mercedes-Benz will soon stop production of the B-Class Electric Drive to make way for the firm’s upcoming EQ branded range of electric vehicles.

The Mercedes-Benz B-Class Electric Drive was the first mass produced Mercedes to be fully electric, but Auto Express understands it will be axed from the firm’s line-up in Q3 of 2017.

• Best electric cars on sale 2017

Fewer than 200 have been registered in the UK since it hit the market in 2014, and its removal from the Mercedes line-up leaves the Electric Drive versions of the Smart ForTwo and ForFour as the only fully electric vehicles currently built by Mercedes.

Due to Daimler purchasing a 10% stake in Tesla in 2010, the B-Class Electric Drive’s electric powertrain was co-developed with and partially sourced from Tesla. The battery has a range of 124 miles on the NEDC scale, while the motor produces 179bhp, meaning the B-class Electric Drive manages a sub eight second 0-62mph dash.

Mercedes has since sold its shares in Tesla and the move to end B-Class Electric Drive will fire the starting gun on a new era of electric vehicles to rival Tesla under the Mercedes badge. The firm plots to begin manufacturing cars under its new all-electric ‘EQ’ sub brand before the decade is out. The new electric brand will see Mercedes selling over 10 different fully electric cars by 2022, using an all-new, dedicated, scalable platform architecture specifically for electric vehicles. 

The EQ brand is also part of a plan to build a €500m lithium ion battery factory in Germany, to support the higher battery production volumes.

Mercedes says that the plan will also include the electrification of vans, truck and buses in the future.

The first EQ model to be launched will be a mid-size crossover in 2019, previewed by the Generation EQ Concept revealed at the Paris Motor Show last year. It will cost about the same as a well-equipped GLC and have a range of around 300 miles.

Will Mercedes' upcoming EQ cars be good enough to take on Tesla? Tell us your thoughts in the comments. 

Adam Hamza

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Car culture: what drivers from different countries do in their cars

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New research shows your native car culture affects how you spend time in the car

2017-07-31 14:15

Twenty-nine thousand, seven hundred and fifty hours, or in other words, around three years and four months. That’s how long the average British driver is estimated to spend in their car over a lifetime, according to data from Citroen. But how does our car culture compare to that of our European cousins?

• Your guide to driving abroad on holiday

To find out, the car maker surveyed thousands of drivers across seven European countries to see how they spend their time inside their cars as part of its new brand campaign – ‘Citroen Inspired by You’. Auto Express was given exclusive access to the data, with everything from how many hours we spend eating and drinking, arguing and even romancing laid bare. Take a look and see if you match any national stereotypes.  

United Kingdom

Hours
19,486	Spent driving
10,264	Spent as passenger

Things UK drivers do most in their cars

Hours
6,538	Thank another driver
4,245	Sing
3,974	Talk to yourself

Number of hours motorists in the UK were also found to spend...

Hours
3,920	Drinking
2,643	Kissing someone
1,881	Eating a meal
936	Shaving or applying make up
87	Searching for their car after forgetting where they parked

Brits are among the most courteous drivers in Europe, spending on average 6,538 hours over our lifetime thanking other motorists. We also see our cars as more than just modes of transportation, spending plenty of time eating, drinking and even shaving inside them.

Germany

Hours
25,693	Spent driving
7,757	Spent as passenger

Things German drivers do most in their cars

Hours
3,611	Listen to loud music
3,393	Greet someone
3,240	Thank another driver

Number of hours motorists in Germany were also found to spend...

Hours
1,077	Eating a meal
812	Kissing someone
130	Asking others for directions
129	Shaving or applying make up
56	Sleeping in their car

Germans spend over 6,000 hours more in their car than us Brits, but they spend far less time than us thanking other motorists. Drivers in Germany clearly have a more dry view of their cars, too, spending less time eating and drinking or kissing someone than us.

France

Hours
23,064	Spent driving
10,179	Spent as passenger

Things French drivers do most in their cars

Hours
4,803	Sing
4,513	Thank another driver
3,843	Drink

Number of hours motorists in France were also found to spend...

Hours
2,953	Eating a meal
458	Spilling a drink
99	Braking abruptly to avoid an accident
70	Searching for their car after forgetting where they parked

When it comes to eating and drinking in a car, France is one of the top countries. Drivers also spend 458 hours spilling and cleaning up drinks. While France is seen as a country of romance, motorists spend just 2.60 hours romancing in a car – less than even Brits, who spend 3.4 hours.

Spain

Hours
24,720	Spent driving
10,222	Spent as passenger

Things Spanish drivers do most in their cars

Hours
3,875	Singing
2,994	Thank another driver
2,925	Listen to loud music

Number of hours motorists in Spain were also found to spend...

Hours
1,690	Kissing someone
610	Shaving or applying make up
92	Sleeping in their car
4	Making love in their car
3.5	Arguing with their mechanic about servicing costs

The car culture in Spain ensures that Spanish drivers spend some of the longest time asleep in their car, but among the least amount of time shaving or applying make up. Drivers also spend the least time thanking drivers, while also passing more hours making love than questioning their mechanics.

Italy

Hours
31,410	Spent driving
17,904	Spent as passenger

Things Italian drivers do most in their cars

Hours
4,797	Listen to loud music
4,305	Sing
4,132	Kiss someone

Number of hours motorists in Italy were also found to spend...

Hours
3,396	Eating a meal in their car
2,303	Shaving or putting on make up
202	Arguing with someone
132	Searching for their car after forgetting where they parked
7.6	Making love

When it comes to personal relationships the Italians cannot be topped. They spend the most time kissing other people in their car as well as having fun in the back. They’re also known for sharing their meals in a car while shaving and applying make up is far from uncommon, too.

Portugal

Hours
22,728	Spent driving
12,163	Spent as passenger

Things Portuguese drivers do most in their cars

Hours
6,918	Greet someone
6,596	Thank another driver
5,491	Sing

Number of hours motorists in Germany were also found to spend...

Hours
1,872	Searching for items underneath the seats
980	Car pooling
352	Shaving or applying make up
254	Braking to avoid a crash
5.2	Making love

Portuguese drivers spend more time than most in Europe braking abruptly to avoid a collision. They were also found to be happier than most to ask for directions, as well as share their car with others. Applying make up and shaving ranks low for Portuguese drivers, though.

Poland

Hours
23,251	Spent driving
11,252	Spent as passenger

Things Polish drivers do most in their cars

Hours
4,042	Thank another driver
3,976	Listen to loud music
3,108	Drink

Number of hours motorists in Poland were also found to spend...

Hours
243	Spilling a drink
80	Sleeping in their car
59	Arguing with another driver
44	Searching for their car after forgetting where they parked
1.9	Making love

Despite spending a lot of time sleeping in their cars, Polish drivers do it alone, passing just 1.90 hours back-seat romancing across their lifetime. Other nationalities spend lots more time figuring out where they parked their cars, Polish drivers must have better memories.

Do you follow your national stereotype, or do you buck the trend? Let us know below!

Martin Saarinen

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Bentley uncloaks new Flying Spur V8 S Black Edition

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Dark new take on the more powerful V8 S version of Bentley's Flying Spur has been commissioned by Mulliner

2017-07-31 13:30

Bentley has released a new limited edition variant of the powered Flying Spur V8 S, which boasts new, unique styling tweaks and has been commissioned by Mulliner – Bentley’s bespoke customisation division.

Named the Flying Spur V8 S Black Edition, it gets new black styling touches on both the exterior bodywork and in the cabin.

• Bentley reveals new Continental GT Galene Edition

It’s not the first Bentley to wear the ‘Black Edition’ badging - the model follows on from the Continental GT Speed Black Edition, which boasts similar styling touches and was released last year. 

The new model features black gloss accents all over with bespoke radiator and window surrounds, alongside black mirrors, black door handles, dark tinted headlights and taillights.

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It rides on a new set of black wheels - unique to the Flying Spur V8 S Black Edition - measuring 21-inches. Black brake calipers are offered, but customers can opt for a contrasting red, should they wish. 

A similar black and red theme is on show in the cabin – black leather matches off against contrasting red stripes and stitching, alongside Piano Black wooden veneers. At customers' request, Bentley offers its usual interior material and colour selections.

Under the bonnet sits a 4.0-litre V8 engine, which is unchanged over the standard Bentley Flying Spur V8 S. Therefore it still packs 521bhp, propelling the car to 62mph from standstill in 4.9 seconds, with a top speed of 190mph. Power is delivered to the road via an all-wheel-drive system.

Bentley has yet to reveal just how much the Flying Spur V8 S Black Edition will set back its customers, but it should command a slight premium over the £142,800 list price of the regular V8 S. 

What do you make of the Flying Spur V8 S Black Edition? Tell us in the comments!

Adam Hamza

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New Range Rover Velar meets its predecessor

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Stunning new Range Rover Velar faces the original model that inspired its name in an exclusive head-to-head

2017-07-31 12:35

We’re causing quite a stir at the Land Rover Show at Dunsfold in Surrey. Standing in the middle of a lush field in Surrey, the sight of an original deep green 1969 Range Rover parked next to a sleek new Range Rover Velar is raising a few eyebrows among the 4x4 fraternity.

These two Range Rovers are a world away from the rows of enthusiasts’ workhorse ‘Landies’ in the next field, but the real reason for their interest is that these are no normal Range Rovers. For the first time ever, the original Range Rover Velar has squared up against the new model – and we joined them for the day to see how the Range Rover brand has developed over the past 47 years.

Although it’s been mentioned plenty of times in recent months, originally the name Velar was never supposed to be particularly well known, and until 2017 it was confined to the Land Rover history books. The idea of creating a more road-biased, lifestyle-orientated Land Rover was mooted in the early fifties with the ‘Road Rover’, but it wasn’t until the late sixties that the now iconic David Bache-styled ‘Range Rover’ project started to come to life.

• New Range Rover Velar 2017 review

In contrast to camouflaged prototypes of today, the Range Rover was never disguised when undergoing testing. What it did wear, however, was a curious word on the edge of the bonnet – where later the words ‘Range Rover’ would sit – and that was ‘Velar’ (pronounced ‘Vee-lar’). The story goes the letters were used from Alvis and Rover badges and the name also tied in with the Spanish word ‘Velar’ and the Italian ‘Velare’ that mean covered or disguised.

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Seven engineering prototypes were built between 1967 and 1969 and registered as Velars on the V5 documents to confuse journalists. It worked, as the name ‘Range Rover’ was kept relatively quiet until the launch on 17 June 1970.

The deep green 1969 car you see here isn’t one of those prototypes but the very first of 27 pre-production Rangies. The wedgy, slightly blocky styling of the now classic three-door Range Rover is simple and in sharp relief to the later posh Vogues that paved the way for the new Velar. This original Range Rover was designed to offer a little more in the way of comfort than the standard Land Rover, so it looked more car-like, but was still eminently practical and functional.

You could say the 2017 Velar (confusingly, pronounced ‘Vell-ar’) almost fills the same remit – there’s the identical focus on unparalleled off-road ability, although it’s a more style-led proposition than the Range Rover. While the Bache-designed lines give off that very early seventies feel, the new Velar reflects current SUV styling trends with its swept stance and sloping roofline.

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But it’s inside the where the car is most obviously different. The original’s dash is made of hard grey plastic, and the general fit and finish was designed to withstand being hosed down. The wheel is of a simple design, as are the switches and dials; the gearlever has an ungainly bend towards the driver. The radio looks strangely charming in a cabin that is so utilitarian nearly 50 years on.

• Best 4x4s and SUVs on sale

While the old car was a no-frills affair in 1969, in 2017 it’s a glimpse of future Range Rovers. Expensive inlays and leather are what Range Rover is known for, but the Velar whisks drivers deep into the digital age. All but the entry-level ‘S’ get three screens as standard – there’s a 12.3-inch display ahead of the driver, and Land Rover’s new Touch Pro Duo System (a 10-inch touchscreen in the middle of the dash that tilts forwards as you enter the car and another 10-inch display where the buttons would normally be on the facia).

The new Velar is also as capable off road as the old Velar, too, because that’s the common thread between the two. Critics may say using the Velar name on a model that has little in common with the original is a cynical marketing ploy, but it’s been done because the new Velar is considered as groundbreaking as the original was for the brand nearly 50 years ago. It seems the Range Rover name is safe for another half-century.

Behind the wheel

The new Velar is offered with a selection of 2.0-litre four-cylinder and 3.0-litre six-cylinder petrol and diesel engines, but there was no such choice with the original. Under the bonnet lies Rover’s legendary Buick 3.5-litre V8, yet here it’s in later bored-out 3.9-litre form.

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Twist the key and the engine just sparks into life without fuss; a prod of the throttle and the Velar rocks from side to side. The car feels old to drive, with its slow steering and mechanical gearchange; the brakes need a firm shove to bring the 4x4 to a stop, too.

But there’s a majesty to the way the old model wafts along that’s defined every Range Rover since, and it’s sure to be apparent in the new car. The original has a similar seating position, too, plus a sense you’re driving the best of the best. 

Which Range Rover Velar do you prefer? Let us know in the comments section below…

James Batchelor

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Number of UK traffic police down a third over the last decade

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Freedom of information request reveals major cuts to police traffic officers on UK roads over last five years in particular

2017-07-31 09:55

An investigation has revealed that the number of traffic police officers on duty in the UK has fallen by nearly a third over the last decade. 

A freedom of information request sent to the UK’s 45 domestic police forces reveals that cuts to police numbers on our roads have accelerated within the last five years in particular.

• Lack of traffic police explains drop in UK motoring offences

30 forces responded to the request with full details of traffic officer numbers over the last ten years. In 2007, the 30 participating forces claimed 3,766 officers. This fell to 3,472 in 2012, while today the figure stands at 2,643. It means that the overall figure is down 30 per cent compared to 2007.

Select forces increased the number of traffic officers on duty between 2007 and 2012, but the overall pattern is of declining numbers, with a sharp reduction in officers between 2012 and 2017 attributed to cuts to policing budgets. 

Some forces felt the pinch more than others – Northamptonshire Police has seen an 83 per cent drop in its traffic officer ranks over the last ten years, with just nine dedicated officers compared to 52 a decade ago. Greater Manchester Police also saw a significant drop, with a 69 per cent reduction in numbers.

A handful of forces have increased numbers though - Hertfordshire (up 44%), Northumbria (up 32%), West Mercia (up 26%), Surrey (up 14%) and Sussex (up 11%).

The AA said the decline could see more drivers getting away with crimes. A spokesman said: “We need more cops in cars, not fewer. The UK has among the safest roads in Europe, although the number of people killed and seriously injured on our roads has started to rise after many years of steady decline. Maybe there is a link?” 

A spokesperson for the Home Office said: “The Government has protected overall police spending in real terms since the Spending Review 2015 and we will always ensure forces have the resources they need to do their vitally important work.

“Effective roads policing is not necessarily dependent on dedicated road traffic officers: the use of technology, other police personnel and local communities also have a role to play.”

Tell us your thoughts on the fall in traffic police in the comments below.

James Brodie

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MINI Countryman S E vs VW Golf GTE vs Mitsubishi Outlander PHEV

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The all-new MINI Countryman S E plug-in hybrid squares up to the Volkswagen Golf GTE and Mitsubishi Outlander PHEV

2017-07-29 10:00

The automotive industry is changing faster now than it has for decades. More people are waking up to the virtues of plug-in hybrid vehicles, so manufacturers are ramping up investment in the technology.

MINI is the latest car maker to surf that wave. Sister brand BMW already offers a range of plug-in hybrids, and MINI has inherited this tech for its first petrol-electric production model, the new Countryman S E.

It combines low running costs with decent performance in a practical off-roader body, but it has a tough job on its hands going up against our favourite plug-in hybrid family car, the Volkswagen Golf GTE. The VW may not possess the MINI’s rugged looks, but it has quality, sharp handling and efficiency.

• Best plug-in hybrid cars on sale

However, both will have to overcome the challenge from Britain’s favourite plug-in hybrid, the Mitsubishi Outlander PHEV.

The Japanese car is a bigger SUV than the MINI and a completely different body style from the Golf, but all three cars claim to offer practicality and parsimonious running costs. Which is the most convincing?

MINI Countryman S E 

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Model:	MINI Countryman Cooper S E ALL4
Price:	£29,075
Engine:	1.5-litre 3cyl turbo/e-motor, 221bhp
0-60mph:	6.4 seconds
Test economy:	45.1mpg/9.9mpl
CO2:	45g/km
Annual road tax:	£130

The Countryman S E is MINI’s first plug-in hybrid. With a 134bhp 1.5-litre three-cylinder petrol engine mated to an 87bhp electric motor, the £29,075 S E ALL4 offers surprising pace, all-wheel drive and impressive claims of up to 134.5mpg. Can it deliver on its on-paper promises?

The Countryman S E might be heavier than conventionally powered models, but it retains that sense of fun that has been a MINI trait for years. Still, that 1,735kg kerbweight means the MINI isn’t as agile as the Golf.

The steering is quick and with plenty of grip turn-in is positive – plus the electric four-wheel-drive system gives good traction and you can feel the subtle boost from the motor under full throttle.

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On test the Countryman served up an impressive 0-60mph time, taking just 6.4 seconds to cover the sprint. It’s helped by the automatic transmission that shifts smoothly and contributes to the overall relaxing experience on the move.

In gear, the instant torque from the electric motor gave excellent response as the MINI accelerated between 30 and 50mph in fourth in 3.1 seconds, while there’s plenty of urge to roll along in EV mode.

You get some three-cylinder thrum from under the bonnet when the engine kicks in, but the car is relatively refined at speed. However, the chassis has been stiffened to cope with the extra weight of the battery pack, so the Countryman doesn’t float over bumps with as much composure as the regular car.

Push harder and the extra weight is noticeable through the looser body control as the dampers struggle to control the mass. It’s a fair match for the Golf, however, and is far more composed and fun than the Outlander. You can also tweak the drive modes for extra efficiency or a sportier feel; the latter adds weight to the steering, but the default mode is best. An area where the Countryman scores well is its brakes. Pedal feel on these regenerative set-ups can be vague, and although the MINI isn’t perfect, it’s one of the better ones we’ve tested.

Testers’ notes: “The way the Countryman combines its petrol and electric propulsion is slick. It’s a convincing plug-in hybrid that doesn’t demand too many compromises.” 

Volkswagen Golf GTE

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Model:	Volkswagen Golf GTE Advance
Price:	£29,635
Engine:	1.4-litre 4cyl turbo/e-motor, 201bhp
0-60mph:	6.8 seconds
Test economy:	47.3mpg/10.4mpl
CO2:	40g/km
Annual road tax:	£130

Recently facelifted for 2017, the VW Golf remains the only car on sale in the United Kingdom offered with petrol, diesel, full electric and hybrid powertrains. Here we test the £29,635 plug-in hybrid Golf GTE in Advance form, which costs £560 more than the MINI but is £2,170 cheaper than the Outlander. Can it convert that into victory?

The GTE sits at the sportier end of the plug-in market, combining GTI performance with even lower running costs than the Golf GTD. However, it doesn’t drive with quite the same verve as those cars, but it’s closely matched with the MINI and more enjoyable than the Outlander.

The suspension has been tweaked and is stiffer to cope with the weight of the battery pack mounted underneath the boot. To give an idea of how much this weighs, the GTE is 250kg heavier than a GTI. It doesn’t change direction as sharply as other Golfs as a result, but it’s more alert and agile than the MINI, helped by its lower centre of gravity, while the Outlander simply can’t compete.

The GTE shares the Countryman’s accurate steering and while grip is good, the Golf sometimes does struggle for traction due to its front-wheel drive set-up. However, this is only when driving faster, and as the GTE has that capability, it’s more evident but certainly not a problem day to day.

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On test the Golf sprinted from 0-60mph in 6.8 seconds, trailing the MINI by four tenths. The less powerful GTE was also slower in gear than the Countryman, although it only trailed the MINI by two tenths from 30-70mph through the gears. The DSG box shifts quickly, but it can sometimes be a bit clunky when coming to a stop. It’s not the only flaw.

The firmer set-up also means the GTE suffers in terms of ride quality compared with more normal Golfs. However, it’s no worse than the MINI here, and although both these cars are on the firmer side, the damping is plusher than the Mitsubishi’s, which tends to crash over imperfections. Apart from the firmer edge to the ride, the GTE is refined. There’s some road noise, but it’s no worse than in the MINI, while the engine isn’t as coarse as the Outlander’s when revved.

Testers’ notes: “GTE gets five driving modes, including e-mode, hybrid, battery charge and GTE. Being able to charge the battery on the move is useful, while GTE is for max performance.”

Mitsubishi Outlander PHEV 

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Model:	Mitsubishi Outlander PHEV Kotu
Price:	£31,805
Engine:	2.0-litre 4cyl/2 e-motors, 200bhp
0-60mph:	9.0 seconds
Test economy:	39.2mpg/8.6mpl
CO2:	42g/km
Annual road tax:	£130

The Outlander PHEV has proved a real sales success. When it launched, price parity with the diesel model and attractively low running costs ensured the Mitsubishi became Britain’s best-selling plug-in hybrid. Although our pictures show a top-spec 5hs, it’s the £31,805 Kotu model we test to see if it still has what it takes against newer rivals.

The Outlander PHEV’s powertrain operates in a narrower window than either of its rivals. Due to the car’s 1,845kg kerbweight the 2.0-litre petrol engine feels strained, while the boost from the battery and electric motors isn’t as noticeable.

The single-speed CVT automatic gearbox isn’t as responsive as the transmissions in its competitors, either. This setup meant we couldn’t record any in-gear times, but the Outlander accelerated from 0-60mph in 9.0 seconds.

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Image 30 of 38

As well as being the slowest car, it’s also the worst dynamically. The high centre of gravity and slow steering mean it doesn’t handle as sweetly as the VW or MINI, and it doesn’t deliver as much comfort.

The chassis isn’t as well set up because the car isn’t as composed as its rivals over bumps. Although all three cars are on the stiff side, the Outlander doesn’t have the sophistication when it comes to ride quality, and combined with its relative lack of refinement on the move, it means the Mitsubishi is more taxing over longer journeys.

Once the battery has been depleted the naturally aspirated engine doesn’t feel as punchy as its turbocharged rivals, while the fuel economy dips further due to the heavier body. It means the Mitsubishi is more out of its comfort zone on the motorway, but if you can keep the battery topped up, it makes more sense around town.

Testers’ notes: “Despite the Outlander’s size, it’s only rated to tow up to 1,500kg – the same as the Golf GTE. The MINI isn’t designed to pull anything, so bear this in mind if you tow a trailer.” 

Verdict 

First place: MINI Countryman S E

Image 6 of 38

Image 6 of 38

The Countryman Cooper S E combines petrol and electric power in seamless fashion and with the least compromise. It does suffer a little for comfort but is still fun to drive, while it’s also more practical than the GTE. Factor in MINI’s attractive finance deals, as well as its strong performance and impressively low running costs, and it’s easy to see why it’s our favourite family plug-in. 

Second place: Volkswagen Golf GTE

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Image 17 of 38

VW’s Golf GTE is still a solid family-friendly plug-in hybrid. However, more expensive PCP deals for this GTE Advance model, plus a bigger drawback when it comes to practicality compared with the MINI, see it finish second. It’s fun to drive and offers a great blend of performance and efficiency, but its flaws are more apparent day to day. 

Third place: Mitsubishi Outlander PHEV

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Image 28 of 38

Despite the Outlander’s popularity, the PHEV’s tech now feels dated compared with newer rivals’. From the powertrain to the infotainment, it’s not as advanced, while pricey PCP deals make its higher-quality, faster and comfier competitors look like much better value. It’s a marginally more practical option, but doesn’t offer as broad a range of operation as the MINI.

Is it worth waiting for this model?

Kia Niro Plug-in Hybrid

Due: late 2017
Price: £29,500 (est)
Engine: 1.6-litre 4cyl hybrid, 139bhp

Kia is aiming for CO2 emissions of less than 30g/km with an electric range of more than 34 miles for the new Niro Plug-in Hybrid. With only 139bhp it might not be as quick as the MINI, but the 324-litre boot should be practical. 

Figures

	MINI Countryman Cooper S E ALL4	Volkswagen Golf GTE Advance	Mitsubishi Outlander Kotu
On the road price/total as tested	£29,075/£39,340	£29,635/£31,675	£31,805/£31,805
Residual value (after 3yrs/36,000)	£12,613/43.4%	£14,334/48.4%	£12,840/40.4%
Depreciation	£16,462	£15,301	£18,965
Annual tax liability std/higher rate	£522/£1,045	£532/£1,065	£572/£1,143
Annual fuel cost (12k/20k miles)	£1,386/£2,310	£1,322/£2,203	1,595/£2,658
Ins. group/quote/road tax cost	26/£602/£130	26/£548/£130	24/£983/£130
Cost of 1st/2nd/3rd service	£299 (3yrs)	£288 (2yrs)	£525 (3yrs/37,500)
Length/wheelbase	4,299/2,670mm	4,270/2,631mm	4,695/2,670mm
Height/width	1,559/1,822mm	1,457/1,799mm	1,710/1,800mm
Engine	3cyl in-line/1,499cc	4cyl in-line/1,395cc	4cyl in-line/1,998cc
E-motor power/battery	65kW/6.1kWh Li-Ion	75kW/8.7kWh Li-Ion	50kW/12kWh Li-ion
Peak power/revs	221/4,400 bhp/rpm	201/5,000 bhp/rpm	200/4,500 bhp/rpm
Peak torque/revs	385/1,250 Nm/rpm	350/1,500 Nm/rpm	190/4,500 Nm/rpm
Transmission	6-spd auto/e-4wd	6-spd DSG/fwd	Single-speed auto/4wd
Fuel tank capacity/spare wheel	36 litres/runflats	40 litres/foam	45 litres/foam
Boot capacity (seats up/down)	405/1,275 litres	272/1,162 litres	463/1,691 litres
Kerbweight/payload/towing weight	1,735/610/N/Akg	1,615/500/1,500kg	1,845/495/1,500kg
Turning circle/drag coefficient	11.4 metres/N/A	10.9 metres/N/A	10.6 metres/N/A
Basic warranty/recovery	yrs(unlimited)/1yr	3yrs (60,000)/1yr	5yrs (62,500)/3yrs
Service intervals/UK dealers	Variable/148	Variable/223	12,500 miles (1yr)/125
Driver Power manufacturer/dealer pos	8th/21st	14th/28th	N/A/30th
NCAP: Adult/child/ped./assist/stars	90/80/64/51/5	94/89/65/71/5	88/84/64/81/5
0-60/30-70mph	6.4/5.6secs	6.8/5.8secs	9.0/8.7secs
30-50mph in 3rd/4th	2.5/3.1secs	2.9/4.1secs	3.7secs (in kickdown)
50-70mph in 5th/6th	4.2/6.2secs	5.8/7.3secs	5.6secs (in kickdown)
Top speed/rpm at 70mph	123mph/ N/A	138mph/2,250rpm	106mph/ N/A
Braking 70-0/60-0/30-0mph	51.8/33.9/11.1m	44.9/39.1/8.5m	52.9/38.9/11.0m
Auto Express economy/range	45.1/357	47.3/416	39.2/388
Govt combined	134.5mpg	156.9mpg	156.9mpg
Govt combined	29.6mpl	34.5mpl	34.5mpl
Actual/claimed CO2/tax bracket	145/49g/km/9%	138/40g/km/9%	166/42g/km/9%
Noise outside/idle/30/70mph	73/45/69/71 dB	62/38/65/71 dB	68/48/68/69 dB
Airbags/Isofix/parking sensors/camera	Eight/yes/yes/£310	Seven/yes/yes/£265	Seven/yes/yes/no
Auto/stability/cruise control/AEB	Yes/yes/yes/yes	Yes/yes/yes/yes	Yes/yes/yes/yes
Climate ctrl/leather/heated seats	£460/£1,550/£270	Yes/£1,750/yes	Yes/£1,500/no
Met paint/LED lights/keyless go	£550/£1,100/£350	£570/yes/£365	£550/no/yes
Sat-nav/USB/DAB/Bluetooth	Yes/yes/yes/yes	Yes/yes/yes/yes	Yes/yes/yes/yes

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New Tesla Model 3 review

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29 Jul, 2017 7:00am

We take a short first drive in the new Tesla Model 3. Is this the game-changing electric car Tesla thinks it is?

It’s a marketer’s dream — the amount of hype behind the all-new Tesla Model 3. And, it has all been achieved with zero marketing spend from Tesla, the company run by billionaire Elon Musk.

So, has all the hype been worth it? Today we had the chance to have a brief drive in Tesla’s most important car around the company’s factory in Fremont, California.

• Tesla Model 3: everything you need to know

With over 500,000 pre-orders globally, Tesla announced that pricing will kick off from $35,000 - UK pricing is expected to follow shortly. According to Musk, Tesla won’t add additional costs for exports, meaning the price should convert evenly once Tesla begins manufacturing right-hand drive vehicles from the beginning of 2019.

Launched with a single variant capable of driving 220 miles, a longer-range battery can be ordered to increase range to 310 miles. 0-60mph acceleration is rated at 5.6 and 5.1 seconds respectively for the 220 mile and 310 mile versions.

From the outside, it’s not hard to see the design correlation between the Model 3, Model S and Model X. The curvy body takes advantage of closed cooling holes at the front, which allow it to achieve a coefficient of drag of just .23. 

Measuring in at 4,694mm long, the Model 3 is slightly longer than a BMW 3 Series and slightly wider at 1,849mm. Surprisingly, it’s light, tipping the scales at a curb weight of 1,610kg.

Lost your keys? Nothing to worry about. The Model 3 is one of the only cars in the world that doesn’t need a key for entry, instead using your phone’s Bluetooth function, or an RFID key in the shape of a credit card — an actual credit card, not the massive Renault credit card-sized key.

Inside the cabin, Tesla has run with a minimalist design that employs a 15-inch colour touchscreen in the centre of the cabin. It’s an important screen because it controls everything, and we mean everything. 

• Best electric cars on sale 2017

Mirror, steering tilt and telescopic adjustment, infotainment, climate, charging and cargo controls are all actioned using the touchscreen. Even the open, close and direction changes of the air vents run through the central screen. 

It’s an incredibly elegant cabin with rough-grained wood adorning the dashboard. Minimalism is key with two distinct storage areas in the centre console, plus a glove box.

Keeping with the theme of minimalism, door handles have been switched for door-mounted buttons, while the doors are opened from the outside using a push and pull mechanism — like in an Aston Martin V8 Vantage.

Rear leg room is good, but distinctly smaller than the Model S and X. Rear seat passengers get their own air vents, plus an additional two USB ports. If you carry kids, you’ll be thankful for two child seat anchorage points. The 60/40 split-folding second row also folds flat to increase cargo volume.

Total cargo volume is 423 litres, with a large hold available beneath the boot floor, plus a reasonable sized front boot that Tesla aficionados love referring to as a ‘frunk’.

Thankfully the electric car driving experience remains, despite the cut-price price tag. Our drive was only brief, but we had the chance to get immersed in the experience. Hit the throttle at any speed and you’re pinned to the seat. Model 3 launches with rear-wheel drive only, but we didn’t find any traction issues with this level of power. 

Steering feel is great and can be adjusted through three levels – comfort, standard and sport. There’s enough feedback in each level to make driving the car easy. The ride is also good, despite the Model 3 not being offered with air suspension.

While it took a little while to get used to, the containment of speedometer and trip functions to the centre screen worked well. In the top left corner of the screen, speed and AutoPilot information is displayed and remains static while driving. 

Tesla expects the Model 3 to achieve a high crash rating, with six airbags up front and two curtain airbags to keep occupants safe. The Model 3 will come with a four-year, 50,000-mile warranty for the vehicle and an eight-year 100,000 mile warranty for battery components.

Production of the Tesla Model 3 begins immediately, but whether the company can produce over 500,000 cars per annum remains yet to be seen. So, if you’re thinking about pre-ordering, get in sooner rather than later.

This was only a quick drive of the Tesla Model 3 around Tesla’s chosen Fremont factory roads. Expect to see a proper drive when we get our hands on the car locally.

Paul Maric is an Australian motoring journalist from CarAdvice.com. Paul Maric is on Twitter

4

While this was only a quick drive, the Tesla Model 3 has assembled a comprehensive package that’s both affordable and well equipped. If Tesla can manage to produce this volume of vehicles, it may have a world dominating electric vehicle on its hands, but that all remains to be seen.

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Borgward teases new concept car for Frankfurt Motor Show

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Re-born brand teases smooth coupe concept for September reveal at Frankfurt

2017-07-28 16:22

Borgward is planning to debut a new car at the Frankfurt Motor Show, and has teased its upcoming creation ahead of its full unmasking in September. 

The re-born German manufacturer only has a presence on the Chinese market for now, but will re-launch in Europe next year with the BX7 SUV. That car was revealed two years ago at the Frankfurt show after news of Borgward's return surfaced at the 2015 Geneva Motor Show.

• Frankfurt Motor Show 2017 preview

The single teaser image gives little away but it’s clear that the vehicle coming to Frankfurt will be a low-slung concept car. It could preview a future Borgward halo model, such as a new sports car or coupe.

On return to the industry in 2015 with the debut of the BX7, Borgward spelt out an ambitious growth plan. The firm is targeting 800,000 sales globally by 2020, though any sports car won’t play a major role in the firm’s growth plan – Crossovers and SUVs are how the firm plans to grow.

A smaller BX5 SUV is also on sale in China, and an entry level BX3 has been spied testing by Chinese auto media. These models are a far cry from the large, European saloons and coupes produced by the marque before its 1961 bankruptcy, so a smooth coupe concept will likely use the firm’s traditional image as inspiration.

Will Borgward come back with a bang in Europe? Tell us your thoughts in the comments.

James Brodie

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22,000 diesel Porsche Cayennes recalled due to emissions ‘defeat devices’

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German authorities ask Porsche to recall 22,000 Cayenne SUVs in Europe after discovering what are believed to be illegal 'defeat devices'

2017-07-28 12:25

German authorities have found an emissions ‘defeat device’ in the Porsche Cayenne, leading to a recall of 22,000 cars. The model affected is the 3.0-litre turbodiesel that is still in production and available in the UK.

The German transport minister, Alexander Dobrindt said authorities will order Porsche to issue an obligatory recall for 22,000 Cayennes registered across Europe. Though 7,500 of these cars have been confirmed to be registered in Germany, UK figures have yet to be published.

• VW emissions scandal: latest news

The device was found after tests carried out by transport authorities in Germany. A ‘warm-up strategy’ is triggered when cars are being tested which limits emissions of nitrogen oxide. Emissions are much higher when the car is on the road.

Dobrindt said: “There is no explanation as to why this software is in this car.” The minister went on to explain that because the Cayenne comes with a modern emissions system that's capable of meeting the emissions standards, Porsche should be able to produce a modified software system quickly.

Talks with the manufacturer also raised suspicions there may be similar software in a Volkswagen Touareg three-litre diesel, but authorities have yet to carry out tests on it.

VW's 3.0-litre diesel unit was found to violate US emissions standards earlier last year, with the VW Group ordered to either fix or pay owners of the 80,000 vehicles compensation. 

What do you think of Porsche's potential involvement in emissions manipulation? Tell us in the comments blow... 

Michael Cox

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Electrified Maseratis from 2019 to lead FCA electrification push

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FCA to unleash EV and hybrid plot over the next five years, with Maserati to become electrification halo brand

2017-07-28 11:15

Fiat Chrysler [FCA] CEO Sergio Marchionne has laid out an electric future for Maserati during an earnings call with investors, revealing that all cars made under the Maserati brand from 2019 onwards will be electrified in some way.

It’s somewhat similar to a position set out by Volvo earlier this month – the Swedish manufacturer has also confirmed plans to offer only hybrid and all electric vehicles from 2019 onwards, with five new all-electric cars planned by 2025.

• Could you live with an electric car? The pros and cons explained

During the conference call, Marchionne called electrification “an integral part of the development of the [Fiat Chrysler] group” adding “we [FCA] have been reluctant to embrace that avenue until we saw clearer the path forward”.

Fiat Chrysler has been slow to embrace electrification compared to other major carmaking groups due to an imbalance of demand and development costs. In 2014, Marchionne even went so far as to tell customers not to buy the electric Fiat 500e, as each car lost the company around £8,300.

The FCA boss told investors and listening journalists that the group will kick on with an initial electrification plan that will conclude in 2022, by which time more than half the FCA fleet will be electrified in some way with Maserati “in particular” championing the change.

“When it [Maserati] completes the development of its next two models, it will effectively switch all of its portfolio to electrification”, said Marchionne.

“As these products come up for renewal post 2019, it will start launching vehicles which are all-electric and which embody, I think, what will be considered state of the art technology." 

One of these first electrified cars to arrive under the Maserati brand could be the Alfieri. Unveiled in concept form at the Geneva Motor Show back in 2014, Marchionne revealed in an interview last year that it could appear with an electrified powertrain some time after 2019.

FCA plans to hold an investor day early in 2018 to outline future product plans, so we should receive more details then. Marchionne will not see out the five-year electrification push though, as he has confirmed plans to retire in 2019.

Is now the time for FCA to push forward with electrification? Tell us your thoughts in the comments.

James Brodie

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Porsche confirms 2019 Formula E entry as LMP1 programme ends

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Porsche becomes the latest big name to join Formula E, and will pull out of LMP1 this year

2017-07-28 09:45

Porsche has become the latest major car manufacturer to commit to entering Formula E, and will end its Le Mans winning World Endurance Championship LMP1 programme at the end of the 2017 season.

The brand will enter Formula E in 2019 as the second brand from the Volkswagen Group to confirm its place on the grid – Audi confirmed earlier this month that it will join the sport for the 2017/18 season, taking control of the ABT Sportsline entry.

• What is Formula E?

Porsche’s announcement comes as a clutch of premium German manufactures have committed to the all-electric motorsport series. This month alone, alongside Audi, Mercedes and BMW have confirmed plans to fully enter the sport. BMW will join the grid in 2018, while Mercedes will enter alongside Porsche for the 2019/20 season.

Renault, DS and Jaguar already feature on the Formula E grid.

Like these other manufacturers, Porsche will use Formula E as a test bed to develop new electric powertrains and technology, ahead of the firm’s first all-electric car arriving on sale in 2020. Revealed in concept form at the 2015 Frankfurt Motor Show, the Mission E will fire the starting gun on an EV revolution at Porsche which will see the firm develop electric sports alongside its traditional range.

Michael Steiner, Member of the Executive Board for Research and Development at Porsche AG, said: “For us, Formula E is the ultimate competitive environment for driving forward the development of high-performance vehicles in areas such as environmental friendliness, efficiency and sustainability”. 

Porsche says it has already taken the first necessary steps towards developing its 2019 Formula E entry, and while the firm is backing away from LMP1 and the WEC, it will continue to invest in GT class racing.

Is Formula E now the most attractive motorsport for manufacturers? Tell us your thoughts in the comments.

James Brodie

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“As an engine supplier in F1, Honda is an embarrassment”

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Mike Rutherford thinks Honda need to exit F1 and instead spend its billions more wisely

2017-07-28 09:45

I think of Honda as an old and much-loved friend. It’s possibly the nicest firm on Planet Automobile. And its heart is in the right place. As is mine. The company has often hosted me in Japan – at Formula One circuits, test tracks, research centres and at the Tokyo Motor Show.

Also, I feel genuinely honoured that Honda afforded me precious time – at races, social gatherings and in driver coaching sessions – with a handful of its Formula One pilots. I even got to race an NSX against one Honda F1 driver, while another made it a three-way duel by flying a helicopter overhead. Naturally, I came last.

Although it hurts me to say this, the firm’s now a shadow of its once glorious self. Truth is, as an engine supplier to McLaren-Honda in F1, Honda is an embarrassment, must exit the sport and instead spend its billions more wisely on things like its largely underwhelming road car range.

The rationale at Honda is that F1 showcases world-class engineering talents, innovation and overall cleverness. Fair enough. But the only thing the firm is showcasing this year is the inability of McLaren-Honda F1 cars to finish races. Then even when they’re running ‘trouble-free’ they’re too slow. Mercedes has accrued 330 points at this halfway point of the season, while Ferrari’s scored 275, making them the equivalent of Real Madrid and Bayern Munich in the football world.

Meanwhile, over the same period, McLaren-Honda has acquired just two meaningless points and sits at the bottom of the F1 standings, making it the equivalent of Leyton Orient. If it doesn’t immediately abandon its humiliating sleepwalk into F1, Honda will continue to seriously harm the reputation of and confidence in the brand and the showroom products. Current and potential buyers want to be associated with success, not failure.

Not that McLaren is an innocent player. It should never have entered into yet another marriage with Honda, as it just can’t rely on a third party engine supplier these days. The Mercedes and Ferrari F1 teams are true greats of the modern GP scene, not least because they use their own powerplants.

If McLaren craves the same levels of global success and respect – and it desperately does – it must bite the bullet and somehow install its own engines in its own F1 cars. The engine design and build process, plus the Honda divorce proceedings need to start, like, yesterday.

Do you think Honda should exit F1? Let us know your thoughts in the comments section below...

Mike Rutherford

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'Petrol and diesel ban exposes gaping holes in the Government’s understanding'

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The announcement that sales of petrol or diesel cars will be banned by 2040 changes little and leaves questions unanswered says John McIlroy

2017-07-27 12:00

It probably shouldn’t surprise us that there is remarkably little detail in the Government’s proposal for solely electrified vehicle sales from 2040. Politicians always have a tendency to think big, particularly when the time frames involved run into decades. The soundbites and headlines come more easily that way. 

They also have notoriously poor understanding of the technologies involved in modern cars; after all, their fixation on CO2 emissions instead of NOx particulates is one of the main reasons we’re facing such a crisis on urban air quality. Legislators, not the car industry, created the rules on Vehicle Excise Duty and company car tax that favoured diesel power. And they concocted a flawed fuel efficiency test that has proven too easy for engineers to beat, even by legitimate means.

• Best electric cars to buy now

Indeed, if you wash away a bit of the bluster from yesterday’s front pages, I’m not exactly sure that Michael Gove’s ‘big news’ wasn’t just something we already knew anyway - namely, that cars powered solely by combustion engines are on borrowed time.

Almost all of the big manufacturers have pure-electric cars under development or already on sale, and many see mild and plug-in hybrids as an efficient stopgap. There was nothing in yesterday’s statement that would prevent these hybrid cars from being sold beyond 2040, regardless of whether they support their batteries with petrol or diesel power.

There are, as I see it, three key factors in whether this goal can be delivered. The first is whether there will be suitable cars. The second is whether the infrastructure can support it. And the third is whether the electricity supplies in the background will actually be green enough to make the whole process worthwhile.

I have considerable faith that car engineers and companies will produce viable plug-in hybrids and pure-electric cars by 2040. For some lifestyles - my own included - they’re already doing this now. And many brands are already suggesting that a quarter of their range will be electrified by 2025.

I’m far less confident on the other two issues. Companies like Chargemaster and PodPoint have the technical know-how to deliver charging points by the bucketload, I’m sure, but the sort of infrastructure to support a wholesale switch to at least part-electric cars will require more than just ambitious private firms. 

It will, in fact, demand Government investment in not only physical charging stations, but the time and legislation required to allow them in hugely increasing numbers. And this was nowhere to be seen in Gove’s statement.

• Diesel scrappage scheme: buck passed to local authorities

Then there’s the energy production itself. I’m sure the switch to electrification will solve a lot of the problems with poor air quality in heavy-traffic areas. And I know that lots more batteries in cars and smarter charging stations could help to move capacity around the National Grid, improving its efficiency

But as someone who uses an electric vehicle most days, I’m concerned at how the UK is going to get the sort of power production capacity that’s still going to be required to replace lots of combustion engines. And how much it will cost, in environmental, political and financial terms.

More detail is promised in what DEFRA calls ‘a further strategy on the pathway to zero-emission transport for all road vehicles’, due in March 2018. I look forward to seeing if those proposals deliver the clarification that is so badly need. Because as it is, I sense a danger that yesterday’s statement does little more than exposing other gaping holes in the Government’s understanding, knowledge base, policies and investment. 

What do you think about the 2040 petrol and diesel cars sales ban and the issues surrounding it? Let us know in the comments section below...

John McIlroy

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