Used Ford Edge review

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30 Sep, 2018 4:00pm Richard Dredge

A full used buyer’s guide on the Ford Edge covering the Edge Mk2 (2016-date)

If ever there were a car maker that gave buyers what they wanted, it’s Ford. For more than a century it has offered saloons, MPVs, coupes and hatchbacks that hit the spot with wide ranges and keen prices. So when SUVs became fashionable, Ford was there with the Kuga, then later the EcoSport and Edge.

The latter is the biggest SUV the company has offered so far in the UK and, considering its size, it’s a shame there’s no seven-seat Edge. But with only five people to accommodate, the car is spacious and looks sharp. How does the rest of the package stack up? 

Models covered

• • Ford Edge (2016-date) - If you don’t need seven seats, SUV offers space and great value.

Ford Edge Mk2

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History

We first saw the Edge in concept form in 2013 and as a production car in 2014, but it didn’t hit UK roads until 2016.

There was just one engine available, a 2.0 TDCi diesel in 180PS (177bhp) or 210PS (207bhp) guises. The former came only with a six-speed manual transmission, the latter only with a six-speed dual-clutch auto gearbox.

Initially available in Zetec, Titanium and Sport trims, the Edge was offered in top Vignale spec from 2016, bringing hi-tech features and posher materials.

A revised model arrives soon, with a 238bhp 2.0 TDCi diesel engine, a new ST-Line trim, an eight-speed automatic gearbox, the option of front-wheel drive and extra driver assistance systems.

Ford Edge reviews

Ford Edge in-depth review
Ford Edge Titanium review
Ford Edge Sport review
Ford Edge Vignale review
Ford Edge long-term test review

Which one should I buy?

You don’t have many choices to make because there’s just one engine. While there’s a selection of power outputs, your decision will more likely be influenced by whether you want a manual or automatic transmission.

Entry-level Edges come with 19-inch alloy wheels, DAB radio and a rear-view camera, as well as automatic lights and wipers. Privacy glass, keyless entry and a heated windscreen are also fitted.

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The Titanium model adds front and rear parking sensors, heated front seats, satellite navigation and a hands-free powered tailgate opening mechanism.

Sport trim brings adaptive steering, sports suspension, 20-inch wheels, body styling and an upgraded Sony 12-speaker hi-fi. The Vignale has LED headlights and leather trim. 

Alternatives to the Ford Edge

In terms of size and cost, the Edge’s closest rivals are the Kia Sorento and Hyundai Santa Fe. Both offer a lot of car for your money, with seven seats, long warranties and strong reliability.

Other big five-seat SUVs to consider include the Volkswagen Touareg, Audi Q5, Mercedes GLC and BMW X3, but you’ll pay more for all of these models, especially the latter two. However, we’d say that they’re all more accomplished than the Ford, so if you can find the extra money it’s worth spending it.

The same goes for the Land Rover Discovery Sport, which comes with five or seven seats depending on trim level.

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What to look for

Headlamps

Standard headlights are poor; optional LED alternatives do a far better job.

Mist

Condensation can form in the rear light clusters. This is a design feature and is covered in the manual. 

Tyres

Check how much tread is left on each tyre. Good replacement rubber costs £200 to £250 a corner.

Infotainment

Problems with the media system include radio, phone and navigation glitches; software updates can help.

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Interior

The lack of a third row of seats ensures plenty of space for five people. The Edge offers one of the roomiest cabins in its class. It also has a big boot, capable of stowing 602 litres with the seats up or 1,847 litres when they’re folded. With lots of cubbyholes, comfortable, supportive seats and a clear dash, the interior is an appealing place. 

Prices

You can buy a nearly new Ford Edge for between £21,499 and £32,990 on our sister site BuyaCar.

Running costs

A service is required every two years or 18,000 miles, with prices depending on who maintains your Edge. A minor check costs £155-£272 according to the dealer’s location, while a major service ranges from £211-£299.

The 2.0 TDCi engine features a cambelt, which should be replaced every 10 years or 125,000 miles (the work costs around £450). Few of these cars have covered more than 20,000 miles, however, and the oldest examples have yet to celebrate their third birthday.

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Fresh brake fluid is needed every two years, while an air-con service every two years costs £60-£90.

Recalls

The Ford Edge has been recalled just once so far, with the campaign being started in June 2016. It affected cars fitted with adaptive LED headlights, which could switch off because of a problem with their controlling software. Edges built up to February 2016 were potentially affected, but the fix was straightforward: the car’s ECU was updated with some fresh software. 

Driver Power owner satisfaction

The Edge has yet to appear in a new or used Driver Power survey, but if the owner reviews on carbuyer.co.uk are anything to go by, this is one very talented car. Drivers are keen on the value that the Edge offers, plus the driving experience, spacious cabin, comfort levels and reliability, with seemingly no downsides reported.

When we ran an Edge on our fleet, we were impressed by its ability to despatch motorway miles with four or five people aboard, but it was clear that this was a car designed first and foremost with US buyers in mind. The Edge’s generous proportions mean parking in a standard space is tricky, while on twisty roads it’s disappointing dynamically; we have come to expect much better from Ford. Unsurprisingly, value is a strong suit with the Edge; just don’t pay over the odds for a car with lots of options, because tech such as the Lane-Keeping Aid and inflatable rear seatbelts can create more problems than it solves.

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Renault Koleos Dyamique S Nav: long-term test review

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30 Sep, 2018 12:00pm Otis Clay

First Report: Our man is on the hunt for the Renault Koleos SUV’s performance

Mileage: 5,564
Economy: 37.0mpg

When you first get into any car, it always takes a certain amount of time to find where everything lives, whether it’s the trip computer buttons, the bonnet release or the climate controls (especially as some manufacturers, such as Renault, hide them within various sub-menus).

All these things you generally figure out without too much difficulty and relatively quickly. But the problem I have with our Renault Koleos is that even after a while behind the wheel, I’m still none the wiser about where all the power is when I put my foot down.

• Best SUVs and 4x4s to buy in 2018

Looking at the specifications of the car doesn’t help much, because on paper my Koleos seems like it should be quite potent. A 2.0-litre dCi diesel with 175bhp and 380Nm of torque should be pretty punchy, shouldn’t it?

But out on the road when I’m in need of a little bit of grunt, perhaps when pulling out on a roundabout or needing to make a pass on the motorway, I end up driving as if I’m in a puny city car with tiny power and torque figures. 

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So why is that? I’ve narrowed it down, and although a hefty kerbweight of 1,829kg is partly to blame, it’s actually the Renault’s X-Tronic automatic gearbox that’s at fault.

It’s generally fine for cruising about if you don’t ever need to make swift progress, because it keeps revs low.  But if you ever ask this continuously variable transmission (CVT) for more than gentle pace, you’ll regret it.

Stamping on the throttle results in the revs rising and the rattly diesel making a lot of noise, but without much progress to match. I’d definitely prefer a manual version if I were choosing; not only does the CVT sap power, it also hurts refinement.

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As with any car, once you are used to the gearbox you won’t be all that fussed about slight flaws in ride quality, interior plastics or any other detail that you might criticise when first getting to grips with it.

That’s how I feel about most of my initial gripes with the Koleos; they’re not ideal, and I’m bonding with the car despite them. But now that I have passed the honeymoon period and am well into my relationship with our French fancy, I still get annoyed on most journeys by the poor gearbox.

Despite that rather significant pain, I’m starting to appreciate some of the Renault’s finer points. The ride quality is (mostly) good, which not only ensures that I get to my photoshoot locations in a relaxed way, but also helps when I’m sitting in the back snapping tracking shots.

There’s loads of space for me to sit there, too, and plenty of storage for all the photography kit and car cleaning gear that I use every day.

Like most things from the other side of the Channel, the Renault has some charm to help boost its everyday appeal. Its interior design is great, and while there are some hard plastics, I really don’t mind them.

I’m also keen on the Koleos’s typically French exterior styling, and although I’m not usually a fan of the way SUVs look, I’ve started to warm to this one.

There are a couple of other bad points to touch on aside from the disappointing powertrain, though. The air-conditioning is making a slight ticking noise at full blast, which is a bit annoying but something I’ve only encountered when using the system during the recent hot months. More concerning is the 37mpg fuel economy. That’s okay, but way off the claimed 47.9mpg figure. For someone who drives a lot of miles like me, the fuel bills are stacking up. I’m very much of the opinion that if you do a high mileage, an SUV isn’t the car for you; they’re just too big and heavy to get decent fuel economy, and that weight clearly hampers performance as well.

*Insurance quote from AA (0800 107 0680) for a 42-year-old in Banbury, Oxon, with three points.

3.5

We’re enjoying the comfortable ride and stylish design of our Koleos, but the CVT gearbox fails to make the most of the engine’s power.

• Model: Renault Koleos dCi 175 4x4 X-Tronic Dyamique S Nav
• On Fleet Since: May-18
• Price New: £32,730
• Engine: 2.0-litre 4cly diesel, 175bhp
• CO2/Tax: 156g/km/£140

• Options: Metallic Paint (£550) Spare Wheel (£110)
• Insurance*: Group:23 Quote:£390
• Mileage/mpg: 5,564/37.0
• Any Problems: None so far

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‘Congrats are in order if you’ve still got your copy of AE No.1’

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Mike Rutherford 2018-09-29 14:30

Mike Rutherford celebrates how far Auto Express – and the automotive industry – has come in the last three decades...

If you had the good sense to invest in the first issue of Auto Express 30 years ago this week, thank you and congratulations. The gratitude is for the support and encouragement we needed then (and still need today) to keep us going. Congrats are in order because if you’ve still got your copy of AE No.1, you own a collector’s item. 

Of the thousands of magazines, broadsheet newspapers and tabloids I’ve written for and stockpiled over the past third of a century, this is the issue I treasure most. Starting Auto Express from scratch, believing in it, losing sleep over it, then celebrating its 30th birthday is very special and unique. 

• The 30 best cars of the last 30 years

Auto Express has survived and thrived. Sadly, several of the car marques whose retail prices we listed back then have not. And in addition to these now defunct firms, others have simply walked away from Britain. 

Austin, Daihatsu, De Tomaso, FSO, Isuzu (remember the Piazza Turbo?), Lada, Lancia, Reliant, Rover, Saab, TVR (to be continued?) and Yugo are among the most obvious absentees. Then chuck Daewoo’s arrival/departure into the mix, plus on/off Chevrolet, Cadillac and Hummer, and all the above are collectively responsible for one lost car marque every couple of years over the past three decades. Not good.

Mind you, Kia, Lexus, McLaren, MINI, Smart, SsangYong and Tesla have all arrived, while wannabees – from Dyson to Polestar – are due. There are also countless Chinese firms threatening to invade. Keep an eye on the big, significant, exciting one, too – Samsung of South Korea. Possibly the world’s most under-estimated car company, with the greatest potential.

Like most other things, the price of cars has risen since 1988, but not by as much as you might imagine. For example, the cheapest VW Polo was £5,697 in ’88 (when VAT was lower but ‘Special Car Tax’ was legally stolen from every new car buyer by HM Treasury). Today, the entry-level Polo is £13,860 (which includes a higher VAT rate but zero Special Car Tax). This represents a 143 per cent price hike, slightly below the official inflation rate rise between then and now. More importantly, a Polo is as big or bigger and much better, safer, more refined and kitted out to a higher standard than a VW Golf from ’88. 

And while discounting was a dirty word back then, it’s obligatory today. Mass-produced cars are often far superior, larger, cheaper (in real terms) and blessed with healthier discounts today. For all that we should be grateful.

Here’s to the next 30 years, in which I doubt all cars will be pure-electric. I’ll explain more – much, much more – via this column between now and 2048. 

For more of Mike's articles visit his dedicated hub page...

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Mercedes C-Class vs Alfa Romeo Giulia vs Jaguar XE

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2018-09-29 10:00

Mercedes’ new C-Class is sure to be a smash hit with company buyers despite the SUV boom. We test it against rivals from Alfa and Jaguar

The humble junior executive saloon is having to work harder than ever. With more and more mid-sized premium SUVs being launched, company car buyers are being lured away from the traditional choices by newer vehicles that many people think make more of a style statement.

• The best executive cars to buy in 2018

If you’re in the market for a new company car, don’t make that jump just yet, because there’s a group of compact execs that have been recently updated, while some existing choices still offer plenty of appeal. The latest to receive a refresh is the Mercedes C-Class. The car we’re testing has a new diesel engine that promises more refinement and efficiency, while extra tech adds to the allure.

Alfa, too, has revamped its Giulia range, with more power for the diesel engine and a revised trim structure. One of the more challenging rivals these two models face is the Jaguar XE. It’s been our favourite car in the class for three years running, although it was knocked off the top spot at our New Car Awards earlier this year by the updated Mercedes.  The question is whether this result is replicated in these more affordable specs.

Mercedes C-Class

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Model:	Mercedes C 220d SE
Price:	£35,690
Engine:	2.0-litre 4cyl turbo, 191bhp
0-60mph:	6.5 seconds
Test Economy:	46.1mpg/10.1mpl
CO2:	121g/km
Annual Road Tax:	£140

We’ve got an affordable Mercedes C 220 d SE model for this test. This features the brand’s newer 2.0-litre turbodiesel, because diesel power is still popular in a sector where owners often cover high miles. How does the C-Class fare elsewhere?

The Mercedes isn’t as dynamic as the other cars here, even if it does boast more comfort. The chassis hasn’t changed much, so in SE spec on 17-inch wheels the C-Class rides fairly well. It offers compliance, but the body control is looser as a result. This means it floats over crests and into softer depressions, even if sharper inputs occasionally cause a more violent reaction; it’s better than its rivals in this respect, though.

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That power advantage means it has the edge over the Alfa and Jag for straight-line performance. On test it sprinted from 0-60mph in 6.5 seconds – faster than the Giulia and XE, which are perceived to be sportier.

The C 220 d’s in-gear flexibility wasn’t quite as strong as its rivals’, highlighting that torque deficit. At most it was 1.2 seconds adrift of its competitors going from 50 to 70mph in seventh, but the C-Class doesn’t feel like it lacks the surge for overtaking when you need it, or punch out of corners.

What the Mercedes has gained from its new engine is refinement. The new 2.0-litre unit is quieter than the 2.2 diesel in the Alfa and the Ingenium unit in the Jaguar. The gearbox is the smoothest, too, with the nine-speed unit shuffling ratios sweetly in automatic mode without any perceptible disruption to drive. It’s a little jerkier
on full throttle, but the shifts are quick enough.

The chassis can’t match its rivals’ for involvement or agility, but it is going up against arguably the best two cars in the class in this respect. The steering has a good weight in the Comfort setting; you don’t need to ramp it up to Sport or Sport+ because it then feels artificially heavy, and with no adaptive dampers to adjust, it’s this default mode we’d choose every time.

Testers' notes: “SE specification is relatively well equipped, but more luxurious features, such as the digital dash, aren’t even available as options, which is a pity. Still, the updated cabin feels more hi-tech.”

Alfa Romeo Giulia

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Model:	Alfa Romeo Giulia 2.2 Turbo Diesel 190 Speciale
Price:	£36,990
Engine:	2.2-litre 4cyl turbo,  187bhp
0-60mph:	7.2 seconds
Test Economy:	44.9mpg/9.9mpl
CO2:	129g/km
Annual Road Tax:	£140

A revamp for the Alfa Romeo Giulia range has seen the trim levels on offer with the higher-output diesel engine cut to one: Speciale. It’s this £36,990 model we’re testing here (an older Super is pictured).

The Giulia also offers the best driving position, which is in keeping with the car’s sporty personality. These diesel models might also balance efficiency, but even next to the Jag, this is the sharpest car to drive.

That stems from the fast steering, which can initially make the Alfa feel overly sensitive, but once you get used to the speed of the rack and the level of input required to make the Giulia turn, it’s very rewarding. The nose bites well and the car feels lighter than its rivals, so roundabouts and country roads are to be savoured in the Italian model, where they’re a little less interesting in the competition. 

There’s a high-quality feel to the damping, too. Our car was fitted with adaptive dampers as part of the £1,950 Performance Pack, which adds a limited-slip diff to help agility, and in the softer mode they give the Giulia similarly relaxed ride control to the Mercedes, as long as the road surface is smooth.

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With larger 18-inch wheels and a generally firmer set-up even in the softer mode, the Giulia does skip more over bumps. Firming things up in the second of the dampers’ two stages makes the chassis pogo more over ribbed roads and thump over potholes. It’s not impossible to live with and brings benefits for handling, with even sharper responses and body control, but the standard setting is best.

On test the Alfa returned more than respectable performance. Our figures are for the older 178bhp 2.2-litre turbodiesel, but with a 7.2-second 0-60mph time it matched the new engine’s performance figures, so expect it to be similarly swift, with just as much in-gear flexibility due to its 450Nm of torque.

It was fastest over all our in-gear assessments. However, the box is jerkier going through the gears at full throttle. Changes are snappy, but there’s a pause as the ratios are swapped, especially if you take manual control using the £275 shift paddles. This refinement issue is joined by a grumbly engine as well; it’s not as quiet as the Mercedes’ motor.

In automatic mode the transmission is fine. It’s not quite as intelligent or early to predict what you want as the C-Class’s nine-speed unit, but it’s not as lazy as the Jaguar’s eight-speed gearbox, either.

Testers' notes: “Giulia offers genuinely impressive agility; this is the best element of the car’s handling. The ride is composed as well. Alfa can really cut it with established rivals in many areas.”

Jaguar XE

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Model:	Jaguar XE 20d SE
Price:	£34,065
Engine:	2.0-litre 4cyl turbo, 178bhp
0-60mph:	8.2 seconds
Test Economy:	44.7mpg/9.8mpl
CO2:	141g/km
Annual Road Tax:	£140

The world had waited a long time for a baby Jag, and when the brand launched the XE in 2015, it shot straight to the top of the class. There have been updates, but have they been enough to keep it there? To find out, we test the £34,065 20d SE auto, although our pictures show a higher-spec 25d Portfolio.

If the Mercedes is the more relaxed cruiser and the Alfa Romeo the sportier, more agile saloon, then the Jaguar splits its rivals’ traits, offering a good level of dynamism with decent comfort.

The steering is fairly weighty, but has plenty of precision. The speed is good and matches the rate of response from the chassis, while there’s a decent level of grip. It rolls a little in corners, but the set-up’s compliant side means that away from our test track and on the road, the XE’s ride makes long journeys and rougher country roads easy to pick apart.

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At the track the Jaguar couldn’t match its rivals’ performance. An 8.2-second 0-60mph time was a second down on the Alfa and 1.7 behind the C-Class. This is partly due to the gearbox, which doesn’t allow full revs in first gear off the line, shifting up earlier; it’s also more lethargic to change. Still, the deficit was reduced in gear, and although the XE still couldn’t match the Giulia’s pace, it edged out the Mercedes.

The Jag pulls strongly enough, but it doesn’t feel quite as urgent as its rivals here. It’s also not as refined as the C-Class with its new engine. The Ingenium unit drones at full throttle, and even under lighter acceleration.

Testers' notes: “The steering is the XE’s strongest point. It’s a lovely weight and is the key to the car’s feel. The chassis set-up gives a good balance between compliance and agility. It feels sporty, like a Jag should.”

Verdict

First place: Mercedes C-Class

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Image 7 of 52

Mercedes has addressed the major flaws with the C-Class. Its new 2.0-litre diesel is smoother, more refined and delivers good performance, while the infotainment is a big step up. It’s also well priced and affordable on finance. Extra practicality makes it easier to live with, while SE trim rides comfortably enough. And when all these attributes are combined, the C-Class takes the win.

Second place: Jaguar XE

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Image 37 of 52

The XE loses out due to its packaging. It’s more cramped than the Mercedes, while its interior technology isn’t as advanced. The Jag is more agile and strikes the best balance between involvement and comfort, but the engine isn’t as tractable or as refined as that in the C-Class. While it’s the cheapest car here to buy, it’s also the least efficient, so will cost the most to run.

Third place: Alfa Romeo Giulia

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Image 22 of 52

If you’re after engaging handling, look no further than the Giulia. Its steering is super- sharp and the chassis can match it with good body control that doesn’t come at the expense of compliance. The engine is the most eager to rev, but you shatter refinement if you do, while the box isn’t as smooth as either rival’s. It’s more practical than the Jag, but the infotainment is a letdown. 

Coming Soon

BMW 3 Series

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Model: BMW 320d SE auto
Due: Q1 2019 
Price: £36k (est.)
Engine: 2.0-litre 4cyl, 187bhp

There’s a new 3 Series coming early next year, and we’ve driven it. Expect it to set the dynamic benchmark, while comfort and infotainment are also likely to be brilliant. It could go straight to the top of its class.

Figures

	Mercedes C 220d SE	Jaguar XE 20d SE	Alfa Romeo Giulia Turbo Diesel 190 Speciale
On the road price/total as tested	£35,690/£37,385	£34,065/£34,065	£36,990/£36,990
Residual value (after 3yrs/36,000)	£14,226/39.9%	£14,341/42.1%	£13,927/37.7%
Depreciation	£21,464	£19,724	£23,063
Annual tax liability std/higher rate	£2,055/£4,110	£2,211/£4,421	£2,206/£4,412
Annual fuel cost (12k/20k miles)	£1,548/£2,580	£1,596/£2,660	£1,589/£2,649
Insurance group/quote/VED	34/£560/£140	25/£482/£140	29/£554/£140
Cost of 1st/2nd/3rd services	£32 per month (3yrs)	£599 (2yrs)	£199/£399/£199
Length/wheelbase	4,686/2,840mm	4,672/2,835mm	4,643/2,820mm
Height/width	1,442/1,810mm	1,416/1,967mm	1,436/1,860mm
Engine	4cyl in-line/1,950cc	4cyl in-line/1,999cc	4cyl in-line/2,143cc
Peak power/revs	191/3,800 bhp/rpm	178/4,000 bhp/rpm	187/3,500 bhp/rpm
Peak torque/revs	400/1,600 Nm/rpm	430/1,750 Nm/rpm	450/1,750 Nm/rpm
Transmission	9-speed auto/rwd	8-speed auto/rwd	8-speed auto/rwd
Fuel tank capacity/spare wheel	66 litres/repair kit	56 litres/repair kit	52 litres/repair kit
Boot capacity	455 litres	455 litres	480 litres
Kerbweight/payload/towing weight	1,585/580/1,800kg	1,505/630/1,800kg	1,465/N/A/1,600kg
Turning circle	11.2 metres	11.2 metres	10.8 metres
Basic warranty (miles)/recovery	3yrs (60,000)/3yrs	3yrs (unlimited)/3yrs	3yrs (60,000)/3yrs
Driver Power manufacturer/dealer pos.	20th/13th	10th/16th	2nd/6th
NCAP: Adult/child/ped./assist/stars	92/84/77/70/5 (2014)	92/82/81/82/5 (2015)	98/81/69/60/5 (2016)
0-60/30-70mph	6.5/6.4 secs	8.2/8.0 secs	7.2/7.1 secs
30-50mph in 3rd/4th	2.9/3.7 secs	2.9/3.3 secs	2.8/3.1 secs
50-70mph in 5th/6th/7th/8th	5.1/6.5/8.3 secs/N/A	4.5/5.5/7.1/11.3 secs	4.3/5.4/7.1 secs/N/A
Top speed/rpm at 70mph	149mph/1,600rpm	140mph/1,700rpm	143mph/1,500rpm
Braking 70-0/60-0/30-0mph	49.1/36.2/8.9m	48.0/34.4/9.0m	48.0/35.3/8.9m
Noise outside/idle/30/70mph	74/50/62/71dB	76/47/59/68dB	77/46/68/73dB
Auto Express econ. (mpg/mpl)/range	46.1/10.1/669 miles	44.7/9.8/551 miles	44.9/9.9/514 miles
Govt urban/extra-urban/combined	52.3/68.9/61.4mpg	56.5/76.4/54.3mpg	46.3/67.3/57.7mpg
Govt urban/extra-urban/combined	11.5/15.2/13.5mpl	12.4/16.8/11.9mpl	10.2/14.8/12.7mpl
Actual/claimed CO2/tax bracket	164/121g/km/29%	169/141g/km/33%	169/129g/km/30%
Airbags/Isofix/park sensors/camera	Seven/yes/yes/yes	Six/yes/yes/£560*	Nine/yes/yes/£550*
Auto box/lane-keep/blind spot/AEB	Yes/no/no/yes	Yes/yes/£580*/yes	Yes/yes/no/yes
Clim ctrl/cruise/leather/heated seats	Yes/yes/no/yes	Yes/yes/no/£320	Yes/yes/yes/yes
Metallic/LEDs/keyless/power tailgate	£685/no/no/no	£650/no/£530/£450	£695/no/£450*/no
Nav/digi dash/DAB/connect services	Yes/no/yes/yes	Yes/£965*/yes/yes	Yes/no/yes/£395
Wireless charge/CarPlay/Android Auto	No/£295*/£295*	No/no/no	No/yes/yes

Associated Advanced Gallery 

Mercedes C-Class vs Alfa Romeo Giulia vs Jaguar XE - Pictures

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Plug-in hybrid car sales stopped amid WLTP delays

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Hugo Griffiths 2018-09-28 17:33

Tough new WLTP tests see PHEVs withdrawn from sale as manufacturers prioritise certification of volume-selling models

A number of major German car makers have stopped taking new orders for their plug-in hybrid (PHEV) models. The cessation comes as manufacturers continue to recertify their model ranges to tough new WLTP efficiency assessments.

The Volkswagen Passat GTE and the Golf GTE PHEVs – Europe’s second and fourth most popular plug-ins – are currently unavailable to order, as the company is believed to be prioritising the recertification of volume sellers – essentially cars with TSI petrol and TDI diesel engines. The Passat GTE is likely to return to market when the car is facelifted next year, while the Golf GTE should reappear at a similar time. 

• Best plug-in hybrid cars on sale

And, in the same week it announced it would no longer sell cars with diesel engines, Porsche is believed to be no longer accepting factory orders for the Cayenne E-Hybrid and Panamera E-Hybrid.

Porsche said it is “is making the model range fit for future emission standards” and that as a result of “conversion of the model range to the gasoline engine particulate filter (GPF) and obtaining new type approvals…a temporary restriction to a limited model range is in force”. The company added that prospective buyers can contact dealers “in regards to ordering new models already during the transition period.”

BMW also confirmed it is no longer taking orders for the 7 Series 740e PHEV, and this model will likely remain off sale until next year’s expected facelift arrives. The 3 Series 330e plug-in is also no longer available to order, as BMW prepares to launch an all-new model.

Mercedes currently offers no PHEVs in the UK, although this is believed to have been the case for some months. Plug-in versions of the S-Class and E-Class  are likely to arrive before the end of 2018, while the C-Class PHEV is expected to reappear next year as the full range of facelifted C-Class models is released. A plug-in hybrid version of the new Mercedes GLE is also due, most likely in 2019.

Read our round-up of the best pure electric cars on sale here...

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Elon Musk charged with fraud

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Hugo Griffiths 2018-09-28 11:53

Musk could lose control of Tesla after US authorities charge chief exec with securities fraud; allegations relate to ‘$420’ tweets

Elon Musk, the chief executive and co-founder of Tesla, has been charged with securities fraud and could lose control of his company as a result.

The allegations come as the American Securities and Exchange Commission (SEC) alleges tweets by Musk “caused Tesla’s stock price to jump by over six per cent on August 7, and led to significant market disruption.”

Back in August, Musk tweeted to his 22 million followers: “Am considering taking Tesla private at $420. Funding secured.” This, the SEC says, represented “a substantial premium to [Tesla’s] trading price at the time”. The SEC also alleges “Musk had not discussed specific deal terms with any potential financing partners, and he allegedly knew that the potential transaction was uncertain”.

• Latest Tesla news and reviews

The SEC says that “According to Musk, he calculated the $420 price per share based on a 20% premium over that day’s closing share price because he thought 20% was a ‘standard premium’”.

Rumours at the time suggested the $420 price had been chosen by Musk because of its reference to US slang, which links the number 420 to marijuana. The SEC adds credence to this suggestion, alleging: “Musk stated that he rounded the price up to $420 because he had recently learned about the number’s significance in marijuana culture and thought his girlfriend ‘would find it funny, which admittedly is not a great reason to pick a price.’”

Announcing the charges, Steven Peikin, co-director of the SEC’s enforcement division, said: “Corporate officers hold positions of trust in our markets and have important responsibilities to shareholders”. He added: “An officer’s celebrity status or reputation as a technological innovator does not give license to take those responsibilities lightly.”

Musk subsequently backtracked on his tweet, in a statement that said “Tesla’s existing shareholders believe we are better off as a public company”, adding: “I believe the better path is for Tesla to remain public.”

Despite these retractions, the SEC is seeking to have Musk removed from his position at Tesla, and also aims to apply “civil penalties”, which could see him slapped with a significant fine.

Do you think Elon Musk should be removed from Tesla? Let us know in the comments below...

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BMW i3 updated with more range and new trim options

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James Brodie 2018-09-28 10:48

BMW i3's new 42.2kWh battery pack unlocks up to 193 miles under new WLTP rules

BMW has once again updated the i3. The electric hatchback is now equipped with a denser battery pack, unlocking greater claimed ranges for both the base i3 and the more powerful i3s. BMW has also tweaked the model’s trim and finish options.

Cell capacity in the base i3 increases from 94Ah to 120Ah, meaning the battery pack capacity now stands at 42.2kWh. That’s almost double the size of the original model launched in 2014, which had a battery pack rated at 22.6kWh.

• BMW i3 vs Nissan Leaf vs Volkswagen e-Golf vs Renault ZOE

The new battery has been developed in partnership with Samsung and sits in the same housing as the previous pack.

Tested under new WLTP rules the 168bhp car now covers a maximum claimed range of 193 miles on a single charge – an increase of 34 miles over the previous iteration of the i3.

Meanwhile, BMW says that the sportier i3s can now go 25 miles further before the battery dies, with an official WLTP maximum range of 177 miles. BMW has also published what it deems a real world range figure of 162 miles for both models.

BMW claims that performance remains the same as before, with a 7.3 second 0-62mph time quoted for the regular i3, and a 6.9 second time for the i3s.

To charge, BMW says the new battery will take 15 hours from flat to 80 per cent on a household 2.4kW three-pin plug. Using an 11kWh BMW i Wallbox takes 3.2 hours, while a 50kW quick-charge station results in a 42 minute recharge to 80 per cent.

Also new for the base car is a Sports Package, introducing the wider track and 10mm lower sports suspension equipped on the i3s, plus 20-inch alloy wheels finished in gloss black. 

More tweaks include a new metallic beige and grey body colour, new interior upholstery options, the availability of adaptive LED headlights, and an updated iDrive infotainment system with a new menu layout.

BMW has not announced prices for the updated i3 and i3s, but both models will go on sale in Europe in November.

Looking for an electric car? Then take a read of the best electric cars on sale... 

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BMW i3 updated with more range and new trim options – pictures

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Infiniti showcases F1 tech with Project Black S

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Alex Ingram 2018-09-28 10:14

Infiniti Project Black S draws Renault F1 knowhow for aero design and hybrid systems, but is only a concept

This is the Infiniti Project Black S: a performance coupe based on the Q60 which features hybrid tech inspired by Formula 1 power units.

Links to the Renault F1 team through the Renault-Nissan-Mitsubishi Alliance has enabled Infiniti to apply some motorsport know-how to the Project Black S.

• Infiniti Q60 review

It makes use of two different types of energy recovery to charge its hybrid system: MGU-K (Motor Generator Unit - Kinetic) which recovers energy that would otherwise be lost from braking, while the MGU-H (the ‘H’ stands for ‘Heat’) recovers waste heat energy from exhaust gases. This allows the Q60 to charge the batteries even under acceleration.

Petrol power comes courtesy of the 3.0-litre twin-turbocharged VR30DDTT engine that’s already used in versions of the Infiniti Q60 and the Q50 saloon. The combustion engine alone makes 400bhp, while the hybrid assistance bumps the total output to 563bhp.

Predictably, performance is brisk: Infiniti hasn’t released precise performance figures yet, but 0-62mph is estimated to be below four seconds.

Keeping the performance in check is an aero package which again draws knowledge from the Renault F1 team. It’s most obvious at the rear, where the dual plane wing, according to Infiniti, closely resembles the RS18’s low downforce configuration, used at high speed circuits like Monza.

At the front, the Q60’s standard bumper is replaced with a much more aggressive design. A deep front air dam is flanked by a pair of intakes, while an extended front splitter balances out the front downforce against the rear wing. Each of the major aerodynamic elements are singled out with subtle yellow highlights. The look is completed with deep bonnet vents, and a set of black alloy wheels.

Unfortunately you can’t buy it, as for now the Project Black S is just a concept. However, it points towards Infiniti’s hybrid and electric future, with a 2021 date set for the electrification of its range.

Would you be interested in a performance Infiniti? Let us know in the comments below...

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New electric Smart ForEase concept unveiled for Paris

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Alex Ingram 2018-09-27 23:01

Smart is celebrating its 20th anniversary at the 2018 Paris Motor Show with the fully-functioning ForEase open-top concept

The 2018 Paris Motor Show will mark the 20th anniversary of Smart, so Mercedes’ city car brand has revealed a concept to celebrate.

The Smart ForEase is a fully-functioning prototype which does away with a roof completely - in its place sits a pair of roll hoops, complete with integrated ducktail spoiler, behind the seats. There is still a windscreen, but it’s received a hot rod-style chop to give a more dramatic profile.

• Best city cars on sale

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Image 2 of 8

The ForEase is finished in a mix of metallic white and silver paint, while luminous “steam green” highlights can be found on the front and rear bumpers and the wheels, whose design have the whiff of a reel-to-reel tape player about them.

Other design details are bang up-to date: the LED headlights are joined by a pair of square running lights in the grille, while at the back the ringed tail lamp units give a three-dimensional effect. The door handles are neatly faired into the bodywork, just below where a b-pillar would usually be.

Inside, there’s more of the luminous trim: it finds its way onto the seat bolsters, the stitching, honeycomb elements in the air vents and the infotainment screen surround. It’s also on the chopped steering wheel, which loses the top section of the rim.

Smart has previously announced that it is looking to ditch the combustion engine completely in Europe in favour of electric power - and it has done so already in the USA, Canada and Norway - so, predictably, the ForEase is an EV, too.

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Image 3 of 8

It borrows its drivetrain as the EQ ForTwo Cabriolet, meaning it pairs an 80bhp electric motor with a 17.6kWh lithium ion battery. Performance and range figures haven’t been quoted, but they should be roughly similar to the production car’s 11.5-second 0-62mph time and circa-100 mile range.

This isn’t the first time that Smart has developed a stripped back roadster concept - the CrossBlade was a roofless (and doorless) design showcase from 2001, while the 2011 ForSpeed was an electric, open-topped concept based on the second-generation Smart.

Click here for all the latest in the build-up to the 2018 Paris Motor Show...

Associated Advanced Gallery 

New electric Smart ForEase concept unveiled for Paris - pictures

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New Porsche 935 revealed for firm’s 70th anniversary

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Richard Ingram 2018-09-27 22:05

Limited-run 935 Le Mans tribute built to commemorate 70 years of Porsche sports cars

Porsche has revealed a limited-run celebration model inspired by the classic 935 Le Mans racer, to celebrate the firm’s 70^th birthday. Limited to just 77 units, the retro-styled single-seater is based on the current-generation 911 GT2 RS. 

A modern reinterpretation of the 1970s ‘Moby Dick’ Le Mans race car, the new 935 gets a similarly elongated shape, aggressive aero, and a striking white and black paint job. 

Featuring a body reminiscent of the Porsche 935/78 from the seventies, the firm’s latest offering is made mostly from carbon fibre. The car measures 4.87m long and 2.03m wide, while the rear wing is 1.9m wide and 40cm deep. The car weighs 1,380kg.

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Image 3 of 11

It uses the 692bhp 3.8-litre water-cooled six-cylinder twin-turbo engine from the GT2 RS, as well as that car’s seven-speed PDK dual-clutch gearbox. It also gets a race-optimised limited-slip differential and a dual mass flywheel. 

The new 935 features MacPherson struts at the front and a lightweight multi-link suspension set-up at the rear. Every car gets electromechanical power steering with a variable rack, as well as 380mm (front) and 355mm (rear) brakes.

Like the GT2 RS, all 935 tribute cars feature PSM (Porsche Stability Management) as standard. This allows the driver to switch the car’s drive modes, altering the sensitivity of the traction control and anti-lock braking system. 

Inside, the new 935 continues its modern-edged retro theme. The gear lever gets a laminated wood design like the legendary 917 race car. The carbon steering wheel and digital cockpit is more contemporary, however; lifted from the 2019 GT3 R. The cabin is completed with a thick roll cage, racing bucket seat and six-point harnesses. 

Limited to just 77 units, each Porsche 935 tribute will cost €701,948 (around £625,000). First deliveries are due in June 2019.

Click here to read our review of the Porsche 911 GT2 RS...

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New Porsche 935 revealed for firm’s 70th anniversary - pictures

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One in four people killed on the road was not wearing a seatbelt

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Hugo Griffiths 2018-09-27 14:06

Department for Transport figures reveal shocking impact of failing to belt up, as related deaths reach record levels

Over a quarter of people who died in a road accident during the last year were not wearing a seatbelt, the Department for Transport (DfT) has revealed.

Official figures show 1,793 people died on UK roads in 2017, the same number killed in 2016. Of these, 27 per cent were not wearing a seatbelt, up from 20 per cent the previous year. 

The fine for not wearing a seatbelt stands at £100, rising to £500 if the case goes to court. But while penalties for using a phone behind the wheel recently doubled to six points and a £200 fine, contravening Rule 99 of the Highway Code by not wearing a seatbelt brings a fine, but no points on licences.

• Police to start roadside eye tests for drivers

A spokesman for the DfT said the proportion of people not wearing a seatbelt is “shocking”, adding: “Up to one in four deaths in a car could have been prevented by simply plugging in before moving.” The spokesman added, however, that the UK has “some of the safest roads in the world and we are always looking at ways of making them safer.”

Motoring organisations were quick to criticise those who drove or carried passengers without ensuring everone was belted up. Edmund King, president of the AA, suggested SUV drivers may be lulled into a false sense of security by the size of their vehicles: “Certainly if you are sitting in the back of an SUV you can feel like you’re in a tank and much better protected than someone in a MINI. The reality is that you are not better protected and you’ve got the same chance of anyone else of being hurt or killed if you’re in a crash.”

King called it “astonishing” that 27 per cent of those killed on the road were not wearing seatbelts, calling them “a fundamental piece of safety equipment and it takes no more than a few seconds to put one on.”

Pete Williams, the RAC’s road safety spokesman, said the figures make for “sobering reading”. He added: “There has been no substantial reduction in fatalities since 2010, with the numbers killed on the roads remaining stubbornly high. It also remains the case that casualties among some vulnerable road user groups — specifically pedestrians and motorcyclists — are rising, which is a concern.”

For the latest automotive news, visit our dedicated hub page.

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New Mercedes-AMG G 63 2018 review

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Image 1 of 16

27 Sep, 2018 11:15am Steve Fowler

The Mercedes-AMG G 63 is a reborn G-Wagen with extra mod-cons and the same iconic style

Replacing an icon can go one of two ways: the MINI has proved how successful and lucrative it can be if you get it right… and then there’s the Volkswagen Beetle. Take note Land Rover.

But while the British 4x4 brand is dithering over its Defender replacement, Mercedes-Benz has ploughed ahead with what is a clever reinvention of its classic G-Wagen.

• Best 4x4s and SUVs on sale

Of course, the G-Wagen has worn a G-Class badge for some while now and this new model keeps the same boxy styling and expertly-engineered door hinges (that generate what sounds like a gunshot as you shut the door). But it is very much an all-new car – if offering more of the same.

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Image 2 of 16

It still sits on a ladder frame chassis, but with double wishbone independent front suspension and adaptive damping, a new steering system and nine-speed gearbox.

In the UK, you can only get it as a G 63 with a thorough fettling by Mercedes-AMG. That brings the most fabulous 4.0-litre V8 offering 577bhp and 627lb ft of torque, blowing through side exhausts that produce a beautifully orchestrated bellow – it’s very loud and huge fun.

It also brings a price of £143,305 pitting this beast of a car up against the finest 4x4s money can buy. It stacks up well, too, with an interior that’s the match of an S-Class on quality, with a dose of style (fantastically butch turbine air vents), tech (twin widescreens with the latest connectivity) and comfort (squishy yet supportive back seats that you can wear a top hat in) that you wouldn’t expect given the utilitarian looks.

The fancy widescreens reflect dreadfully in every front window at night, but there’s space aplenty for five and a couple of large dogs to have plenty of fun.

In spite of the tough-as-nails façade, the fancy new LED lights add a touch of Hollywood, while the AMG additions add a bit of Muscle Beach. This is a car that turns heads like few others, especially on full throttle.

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Image 3 of 16

The G 63’s manners are much improved, too. There’s less of the bucking bronco about the ride – it’s now reasonably supple, with body control that belies the Transit-tall bodystyle.

You’ll not want to throw it through corners like other Mercedes-AMG models, but its agility will surprise you with less arm twirling needed thanks to more responsive steering and a slick gearbox, whether you leave it in auto or use the cool (literally) metal paddles for a bit of DIY.

And boy is it quick; 0-62mph in just 4.5 seconds, accompanied by that mighty roar but roughly halving the claimed 21.4 average mpg – it’s naughty but nice.

4

Mercedes has reinvented the G-Class with both a sense of style and a sense of humour. It’ll surprise you with its quality and tech, and the fact that you no longer have to compromise on comfort or how you drive it. It’s genuinely fun, not least thanks to its grin-inducing V8. Sky-high purchase and running costs will make this a rarefied, but glorious sight, though.

• Model: Mercedes-AMG G 63
• Price: £143,305
• Engine: 4.0-litre V8, 577bhp
• Transmission: Nine-speed automatic, four-wheel drive
• 0-62mph: 4.5 seconds

• Top speed: 137mph
• Economy/CO2: 21.4mg/299g/km
• Equipment: Twin widescreens, full leather interior, smartphone integration, keyless go
• On sale: Now

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The future of Renault vans revealed at the IAA Show (sponsored)

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2018-09-27 10:00

Renault's EZ-PRO Concept provided vision of the future on its 2018 Hanover show stand

Renault has revealed its future vision of urban delivery and mobility at the 2018 IAA Commercial Vehicle Show in Hanover, Germany. The EZ-PRO Concept answers the question of how businesses can optimise the delivery of goods and services autonomously in congested urban areas in the year 2030 and beyond, and is part of Renault’s pioneering research into what future mobility will look like in low-emissions zones across the globe.

With studies estimating that up to 70 per cent of the world's population will be living in big cities and urban areas by 2030, Renault has looked at the need for integrated transportation and delivery solutions in these locations, as they will be critical for future traffic flow, pollution and the quality of life for people living in urban areas. The all-electric EZ-PRO Concept spearheads Renault’s vision of how future delivery systems will work, and puts Renault at the forefront of advanced urban mobility research and development.

EZ-PRO comprises a set of autonomous pods which can be connected together with a leader pod to create an urban delivery convoy that minimises the impact of delivery vehicles on the urban environment. Renault’s mission is to replace vans and lorries with the EZ-PRO Concept, helping to reduce city emissions and cut down on the number of vehicles needed to complete delivery tasks.

The lead pod features a cab for a person to sit in. But instead of being a driver, they are considered a concierge. That's because the lead pod is autonomous and can make its own way along a pre-programmed route, and this allows the concierge to concentrate on other tasks. This includes managing the planned delivery schedule, while they can also provide a personal service for deliveries, rather than leaving customers to their own devices when a pod arrives to drop off a package.

Behind the lead pod are a set of robo pods that follow the lead vehicle. These peel split off to their own destinations once they are within range. Once a delivery is completed, the robo pod will join back up with the lead pod, ready to return to base.

The pods themselves are designed to maximise space, but also feature organic styling that helps to integrate them within their environment. The smooth lines, penned by Renault Design Director Laurens van den Acker and his team, are designed to be easy on the eye, yet with 12 cubic metres of space inside, there's enough room for almost all urban delivery needs. At 4.8 metres long, the EZ-PRO pods are more compact than a truck or large van, while four-wheel steering means they're more agile, too. If a robo pod is stuck, then it has switchable driving lights that allow it to drive backwards as well as forwards.

Renault has created two robo pod concepts, with the second study converting the pod into a mobile coffee stand. The concept behind this is that the robo pod makes its own way to a location from a central depot, while the barista heads to the same location from home. Once there, the pod is ready to be used for the day, or it can be moved to a new location based on demand. Once the working day is done, the barista goes home, and the pod heads back to base to be restocked for the next day.

While the EZ-PRO Concept demonstrates Renault’s vision of the future, some of the technology it uses is already here. The 100% electric Renault Pro+ Master Z.E. - also on display at Hanover - already uses electric drive for last-mile deliveries with zero tailpipe emissions. Meanwhile, the Master's on-board telematics systems help fleet managers to monitor the location of their vans at all times and help with route planning, scheduled charging and maintenance stops.

Renault’s Pro+ electric van range is completed by the Kangoo Z.E. 33 and single-seat Twizy Cargo, while the full Renault Pro+ range is also present at Hanover. This includes the compact Kangoo and mid-sized Trafic panel vans, as well as converted versions of both the Trafic and the Master, including Chassis Cab and Luton LoLoader variants.

More from Renault vans...

• Renault Pro+ at the CV Show 2018 (sponsored)
• Renault van technology explained (sponsored)
• Old vs new: The evolution of Renault vans (sponsored)

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New BMW X5 2018 review

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Image 1 of 23

27 Sep, 2018 6:00am Richard Ingram

The new BMW X5 has few weak points but it's not short of strong rivals in the luxury SUV class

The original BMW X5 was arguably the first true sports utility vehicle; the first car capable of mixing genuinely accomplished driving dynamics in a raised-up off-road body. But fast-forward 20 years and the market is awash with premium SUVs. Does the fourth-generation X5 still have what it takes to topple the Volvo XC90, Porsche Cayenne and Audi Q7? 

Still overtly recognisable as BMW’s evergreen SUV, the latest X5 takes many of its styling cues from the smaller X3. There’s a set of bigger kidney grilles at the front, alongside a sharp lighting signature and defined body creases. The rear gives the car a more distinct personality, with slim tail-lights and boot-mounted badging. The X5 is longer, wider and taller than before.

• Best SUVs to buy now

To find out what it’s like to drive, we took a trip to the US to try the all-new X5 in popular 30d and top-spec M50d guises. We also had a go in the xDrive 40i petrol car, which BMW hopes will account for an increasing proportion of sales as the buying public turns its back on diesel.

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Image 2 of 23

For now, however, the 30d will remain the biggest seller. After only a few miles it’s easy to see why; it’s punchy, refined and super-flexible. The familiar 3.0-litre six-cylinder diesel engine packs enough shove (0-62mph takes 6.5 seconds) for effortless overtakes, while also feeling relaxed enough for motorway cruising. The new eight-speed automatic transmission remains one the best gearboxes in the business.

The rear-biased xDrive all-wheel drive system is now able to split its 620Nm of torque between the front and rear axles for what BMW calls “even greater precision and speed on demand”. While it is sharper to drive than the old X5, the latest Porsche Cayenne will show it a clean pair of heels on a twisty piece of road.

But that’s not to say it’s sloppy through the bends. In fact it’s surprisingly agile for a 2.2-tonne SUV; the steering is accurate and body control is good, while the ride was compliant and composed on our car’s twin-axle air suspension. It’s far preferable to the M50d’s less settled Adaptive M Suspension, that’s for sure.

Unsurprisingly, the basic 30d is our pick of the range. It’ll happily return 40mpg, while favourable CO2 emissions place it on par with the petrol version when it comes to company car tax. Those after even lower running costs should wait for the xDrive 45e plug-in hybrid due in 2019. 

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Image 4 of 23

Yet as much as the original X5 set the benchmark for sporty handling, the way people use these cars means it has to be a talented motorway cruiser, too. Luckily, BMW’s semi-autonomous driving functions work brilliantly, and successfully limit the stress associated with longer journeys or stop-start traffic. 

We trialled the firm’s latest Driving Assistant Professional pack during Atlanta’s heavy morning rush hour and quickly learnt to rely on the intuitive Active Cruise Control system. BMW has tweaked the Stop & Go set-up to reinitiate after sitting still for up to 30 seconds, which adds another layer of convenience to the skilful system. It’s completely unflustered by merging traffic, and was only ever caught out when one lane widened into two. 

In a first for BMW, the X5 will also be available with an Off-Road package. Adding underbody protection and a rear differential lock, the driver can engage a variety of drive modes to tweak the DSC system and help control the car. Our short off-road route in the 40i showed the X5 to be capable enough on loose ground, but a Range Rover Sport is still more proficient when things get rough.

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Image 7 of 23

Elsewhere, the all-new X5 boasts a completely overhauled interior, with a beautifully crafted dashboard and slick 12.3-inch touchscreen infotainment system. The resolution and graphics are super-sharp, while the iDrive set-up is reassuringly intuitive to use. 

The digital dials aren’t as complex or customisable as Audi’s Virtual Cockpit, but they add a layer of luxury missing from the old car. BMW has even seen sense in fitting Apple CarPlay as standard, though the inclusion of Android Auto is still notable by its absence. 

Two specs (as well as the standalone M50d) will be available at launch. Even entry-level xLine cars like ours include 19-inch alloys, LED lights, wireless phone charging and a Wifi hotspot. Other kit includes heated front sports seats, automatic wipers and that excellent air suspension system.

Up to 80 per cent of British buyers will opt for the M Sport car, however. The racier spec costs £3,500 extra, but adds larger 20-inch wheels, an M-specific body kit, aluminium interior trim and illuminated door sills. BMW will offer various option packs, too, including a Visibility Package with laser headlights that can shine up to 500 metres on full beam.

Space in the back is very good. Despite every version getting all-wheel drive as standard, there’s little in the way of a transmission tunnel – so three across the rear bench is entirely feasible. Unfortunately none of the cars on our US launch were fitted with the optional (£1,390) third row of seats, but it’s unlikely to be as spacious as a Land Rover Discovery for those in the very back. 

The electrically operated tailgate splits in two, revealing a useful ledge for help when loading heavier items. The 645-litre load bay is competitive, but the 1,860-litre maximum means it slots in behind the forthcoming Mercedes GLE for outright space.

4

The new BMW X5 is a fantastically capable all-rounder. It’s big, comfortable and quiet, and the diesel engines should offer decent performance with reasonable running costs. The fact there’s not one single thing that elevates the X5 above its rivals is perhaps a little unfair; the premium SUV segment remains a highly competitive and fiercely fought class.

• Model: BMW X5 xDrive 30d xLine
• Price: £56,710
• Engine: 3.0-litre 6cyl diesel
• Power/torque: 262bhp/620Nm

• Transmission: Eight-speed auto, four-wheel drive
• 0-62mph/Top speed: 6.5s/143mph
• Economy/CO2: 47.1mpg/158g/km
• On sale: Now

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