New BMW 745Le xDrive plug-in hybrid 2019 review

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1 Feb, 2019 4:00am Richard Ingram

The plug-in BMW 745Le has switched from four to six cylinders, but is it better than ever? We drive a late pre-production model to find out

The new BMW 7 Series sparked quite a reaction when it launched last month. The facelifted limousine – complete with its gigantic kidney grille and X7-insipred nose – set Internet forums raging, with commenters vehemently discussing the car’s polarising aesthetic. 

While it won’t be to all tastes, the 7’s new look is nothing if it isn’t bold. Whether you love it or loathe it, there will be no mistaking BMW’s executive flagship in your rear-view mirror; the company adamantly shying away from its once-familiar Russian doll approach to styling. Somehow, it seems you’re damned if you do, and damned if you don’t.

• Best luxury cars on sale

The usual petrol and diesel versions will be available at launch, though our pre-production test car came in long-wheelbase 745Le plug-in hybrid guise.

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The 7 Series is no stranger to electrification – the outgoing model has been offered with a plug-in powertrain since 2016. This version is different, however, switching out the old car’s four-cylinder engine for a twin-turbo straight-six. Here, it’s mated to a 111bhp electric motor and xDrive four-wheel drive, though rear-driven models are also available. 

That petrol engine is a de-tuned version of the unit found in the X5 xDrive 40i. Power stands at 282bhp, which combined with the motor produces 389bhp and 600Nm of torque: increases of 67bhp and 100Nm respectively. The 745Le will do almost 90mph in EV mode, with an electric range of up to 36 miles – 15 miles more than before. 

BMW’s engineers claim customer requests for a six-cylinder plug-in hybrid were simply too pressured to ignore. Owners thought the old set-up wasn’t befitting of a luxury limousine; on longer journeys the 2.0-litre petrol engine simply couldn’t match the power and poise of its six, eight or 12-cylinder siblings. 

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It certainly feels like a more polished product. On electric there’s little difference between old and new – it still accelerates with purpose, while remaining all but completely silent around town. The harmony is only spoiled by the new external sound generator, which warns pedestrians of your presence. 

Of course, being a 7 Series, that sense of calm extends to motorway cruising, too. The redesigned digital dials feature a clever blue bar, showing you how far you can extend the throttle pedal before the engine kicks in. Providing the batteries are sufficiently charged, a gentle driving style can result in an impressive emission-free range.

There are three drive modes, plus a ‘Battery Control’ button, which allows you to charge the batteries while you’re moving. Sport and Electric both do what they say on the tin, and Hybrid mixes the two for the most efficient compromise. What’s more, if you input a destination into the sat-nav, the car will work out when best to hold charge and when to run in EV – the idea being to reduce emissions in built-up areas. It works wonderfully in practice; we travelled through countless German villages with the engine seamlessly cutting out as soon as we hit the urban limits.

That transition between petrol and electric is smooth and unpronounced, too. It’d be inaccurate to call it imperceptible, but it’s unobtrusive ­­– and after 20 minutes in the car was no longer noticeable. In Hybrid and Sport the car feels genuinely quick, with impressive response from the electric motor. The meaty roar from the six-cylinder engine is far preferable to the wheezy four-pot from before, too.

Being a BMW, the people behind the new 7’s development have been careful to ensure it remains almost as sharp to drive as the smaller 3 and 5 Series saloons. Our four-wheel drive test car offered limpet-like grip even on winter tyres, while body control was good despite the compliant damping. It’s still firmer than a Mercedes S-Class, but you’re not likely to complain when it comes to comfort.

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However, despite the fact it’s a bigger, more powerful powertrain, the firm has somehow managed to dip under the 50g/km threshold for CO2. In fact, BMW claims the unit is actually more economical than the old unit at motorway speeds, due to the lower stresses on the engine. 

Inside, it’s business as usual, with a suitably hi-tech cabin filled with cutting-edge kit. Despite being a pre-production vehicle, there was little to moan about with regards quality, fit and finish. There’s metal, leather and gloss plastic as far as the eye can see, and the widescreen infotainment display – featuring the latest iDrive 7.0 operating system – is full of useful features. 

Both the standard car and the long-wheelbase version we tried have grown by 22mm, meaning space in the back is cavernous. BMW hasn’t revealed bootspace figures, but as before, the hybrid is likely to sacrifice a few litres of storage due to its repositioned fuel tank.

We'll leave you to make your own judgement on the styling, but by switching from four to six cylinders, BMW’s plug-in hybrid 7 Series is far more befitting of the segment it sits within. It’s calm and quiet around town, but with a chunk more power feels quick and wonderfully refined at speed. It looks set to be even more efficient than its predecessor, too. Could the BMW finally have what it takes to topple the all-conquering Mercedes S-Class? On this evidence, quite possibly.

• Model: BMW 745Le xDrive
• Price: £83,560
• Engine: 3.0-litre 6cyl petrol-electric
• Power/torque: 389bhp/600Nm
• Transmission: Eight-speed auto, four-wheel drive

• 0-62mph: 5.1 seconds
• Top speed: 155mph
• Economy/CO2: 108.6mpg/59g/km
• On sale: April

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Geely hires Jaguar designer for new UK design studio

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Steve Fowler 2019-02-01 00:01

British designer Wayne Burgess has joined Geely from JLR and will head-up the brand's new UK design and innovation studio in Coventry

Geely, owners of Volvo, Lotus, London Electric Vehicle Company (LEVC) and Lynk & Co, has announced that it is opening a new UK design and innovation studio in Coventry in the West Midlands.

The new facility will eventually employ around 100 people and will be led by highly respected British designer Wayne Burgess, who Geely has poached from Jaguar Land Rover.

• Geely's new electric saloon to enter overseas markets

Burgess was Jaguar’s chief designer and design director, with cars such as the F-Type and F-Pace on his CV. He takes up the position of head of design and vice president for Geely Design UK and reports into fellow Brit Peter Horbury, Geely Group’s executive vice president of design.

“Geely Design has moved quickly to establish itself over the past five years, growing to become one of the strongest teams in the automotive design field,” said Burgess. 

The UK base will join Geely design studios in Shanghai, Gothenburg, Barcelona and California providing support to the Geely brands’ in-house design teams, but it will provide more direct support for Coventry-based LEVC. 

Chinese-based Geely bought Volvo from Ford in 2010, while it set up the London Taxi Company in 2013 from the remains of the old TX taxi business. It was transformed into the London Electric Vehicle Company in 2017, producing first London’s first all-electric black cab. In that same year Geely bought a majority stake in British sports car maker Lotus, while its own brand Lynk & Co is expected to be launched in Europe this year.

Are you pleased to see Geely invest in the UK? Let us know your thoughts below...

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Young drivers save £50m thanks to black box car insurance

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Tristan Shale-Hester 2019-02-01 00:01

Telematics policies bring about huge reduction in insurance costs for young drivers

Young drivers have saved more than £50 million in the last five years thanks to ‘black box’ telematics insurance policies. 

Black box insurance policies see the cars of (typically young) drivers fitted with devices that measure the distances, times and manner of the cars being driven.

By agreeing to such policies, drivers tend to be offered significantly reduced insurance premiums, which are calculated on a monthly basis. The most careful (and those who cover the fewest miles) tend to see the cost of their cover reduce over time, while those who speed or drive in a risky manner can see their premiums increase, or even have their policy cancelled.

• Black box car insurance: does it really work?

A new analysis of two billion driver miles by The Floow – a Sheffield-based telematics analysis firm, and technology partner of the Direct Line Group  – show drivers opting for a telematics policy have saved £50m over the last five years thanks to the reduced premiums such policies offer.

The Floow claims to use data and social science to help enable “smarter and safer” mobility by collecting telematics data from every second of a journey, such as where and when it takes place and how the driver behaves behind the wheel.

Direct Line Group then uses this data to better understand the risk each of its drivers represents and enables them to provide “fairer and more accurate” premiums to its customers. 

As well as cheaper premiums, those opting for telematics policies are also able to benefit from an overview of their driving style as they receive a score for each journey, based on factors such as speed and smoothness.

• Best car insurance companies

Under Direct Line and The Floow’s programme, policyholders whose driving generated poor scores were offered a coaching programme to help them improve. According to The Floow, for every 100 graduates from the lowest-scoring groups of drivers, the coaching programme helped them increase their score by around 30 per cent. 

Annette Fox, head of telematics at Direct Line Group, said telematics data helps the company “offer better premiums to young drivers” and “educate, inform and improve road safety overall.” 

Dr. Sam Chapman added that the data was “making a tangible impact on driver safety, encouraging safer driving, which is preventing accidents.”

Have you ever taken out a black box insurance policy? Tell us about your experience below...

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Skoda Octavia vRS Challenge launched

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Luke Wilkinson 2019-01-31 16:20

The special edition trim level adds a host of extra equipment and a handful of chassis upgrades to the standard Octavia vRS

Skoda has launched the Octavia vRS Challenge; a special edition trim level at the top of the model’s range which adds a host of extra equipment and a handful of chassis upgrades to the standard Octavia vRS. On sale now, prices for the hatchback start at £30,085, with the estate model starting at £31,285.

Exterior upgrades include a set of black 19-inch alloy wheels, LED headlights, a sports exhaust with black tail-pipe trim, black vRS badging and a pair of black folding, auto-dimming door mirrors.

• Best hot hatchbacks for 2019

Inside, the vRS Challenge gets a leather sports steering wheel, an eight-inch touchscreen with Amundsen navigation, customisable ambient lighting, integrated WiFi, keyless entry and start and a pair of electrically adjustable, heated Alcantara vRS sports seats.

The Octavia vRS Challenge also offers a few chassis improvements over the standard model, including a set of electronically-controlled dampers and an electrically-regulated limited slip differential which, when necessary, can direct up to 100 percent of the engine’s power to one wheel.

It’s fitted with the VW Group’s 2.0-litre TSI engine, developing and 242bhp and 370Nm of torque. As a result, it will do the 0-62mph sprint in 6.6 seconds and push on to a top speed of 155mph. Both the hatch and estate come with a six-speed manual gearbox as standard, but a seven-speed DSG can be specced as an optional extra.

Now read our review of the standard Skoda Octavia vRS. Let us know your thoughts in the comments section below…

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New Mercedes EQV people carrier concept to be shown at Geneva

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John McIlroy 2019-01-31 14:00

The new Mercedes EQV concept will preview a potential production all-electric people carrier that could arrive by 2021

Mercedes will bypass a potential plug-in hybrid version of its facelifted V-Class MPV and show an EQV all-electric people carrier concept at the forthcoming Geneva Motor Show instead. 

The new V-Class switches to Mercedes’ OM654 - the same engine used in the plug-in hybrid C 300 de. But despite this level of electrification now being technically possible for the people carrier, Mercedes has elected to stick to combustion-engined variants until an all-electric MPV arrives early in the next decade. It has confirmed today that it will show an EQV concept in Geneva - and Auto Express understands that a production version of this vehicle could be in dealerships by 2021. 

• New Mercedes V-Class facelift revealed

Andreas Hasselwander, Chief Engineer for Mercedes mid-size vans, told Auto Express that plug-in electrification for the V-Class had been seriously considered. “We had long discussions about it,” he said, “but the problem is not a technical one, really. It is theoretically and technically possible to do the same electrification [as the C-Class]. However, we have to cope with customer demands and this is a global product, so we also need to factor in legislation, especially in China. The rules there on minimum pure-electric mileage are the big problem, because 100km is a major challenge.

“With just one battery I would say it is feasible to have up to 50km of pure-electric running in the V-Class,” Hasselwander explained. “But with China increasing the range required for incentives, we’d need to look at a second battery. That would increase complexity and cost, so we have decided to go another way.”

That alternative path is expected to be the EQV. Mercedes has not issued any technical information but the vehicle is expected to use the V-Class platform and incorporate a large battery pack that could be as large as 100kWh. 

When the EQV arrives, it will join existing all-electric commercial vehicles in Merc’s line-up. The firm already offers an eVito, and an eSprinter is scheduled to appear in the second half of the year. 

The Mercedes EQ sub-brand has already revealed its first production model, the 402bhp EQC pure-electric SUV, which is due on sale in the final quarter of 2019 with a range of around 280 miles. This is expected to be joined in 2020 by the EQA, an A-Class-sized EV hatchback - but there’s no official word yet on when the EQV is expected to reach customers. Mercedes has also trademarked a wide variety of EQ-related badges, including some that would be suitable for a small MPV and potentially an all-electric S-Class-sized limousine.

Click here for all the latest in the build-up to the 2019 Geneva Motor Show...

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New 2019 Mercedes V-Class facelift arrives with improved tech and new engines

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John McIlroy 2019-01-31 14:00

The new facelifted Mercedes V-Class MPV has been revealed with cabin tech from the C-Class and new more efficient diesel engines

This is the facelifted Mercedes V-Class, which aims to build on record sales for the people carrier in 2018 by updating the cabin technology and offering more refined and more efficient diesel engines.

The exterior tweaks for the model are typical facelift fare, with no changes to the metal panels but a revised front-end look, thanks to a new bumper that incorporates air inlets to look more aggressive, and a wider radiator grille. There are also four new colours in the range, and a similar number of fresh alloy wheel designs ranging in size from 17 inches up to 19 inches.

• New Mercedes EQV people carrier concept to be show at Geneva

There are bigger changes in the cabin, where the V-Class gets at least some of the revisions that we’ve seen on the recently updated C-Class. There’s a new dashboard, with ‘turbine’ air vents, a 10.25-inch infotainment screen and at least the option of the a digital instrument panel.

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Other new kit includes semi-autonomous braking assistance, which will bring the car to a stop if it senses the driver isn’t responding to an imminent collision, and high-beam assist, which deactivates some LEDs in the main beam to avoid blinding oncoming road users. 

A flexible seating configuration will continue to be a strong point of the V-Class. By default it’ll be offered with three rows with six seats, but seven-seat and eight-seat layouts will be available across the three different lengths of vehicle. 

In addition to this functionality, Mercedes now offers the possibility of ‘luxury seats’ in the second row. These are like the items in the S-Class, so they are able to recline fully as well as offering back massage and ventilation. Auto Express understands this feature will be available shortly after launch, and that Merc UK may choose to offer it as a standalone model instead of as an option.

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British customers are being denied the four-wheel-drive variants on offer in mainland Europe - and we’re also restricted to Agility Control selectable damping, instead of the comfort and sports set-ups available elsewhere. 

However, UK models do get the most significant overall change to the vehicle, because the V moves from the ageing OM651 series of motors to Merc’s latest OM654 units. There’s also a new gearbox across the range, as the old seven-speed transmission is replaced by a nine-speed automatic.

The OM 654 2.0-litre, four-cylinder powerplant, which is around 17 per cent lighter than the OM 651, is offered in a couple of states of tune. The V 250 d has 188bhp and 440Nm of torque - enough for a 0-62mph time of 9.5 seconds and a top speed of 127mph. The more potent V 300 d has 236bhp and 500Nm of torque, although it can deliver 30Nm of ‘overtorque’ beyond this figure for short periods; it can manage the 0-62mph dash in 7.9 seconds and a top speed of 137mph.

• Best MPVs and people carriers

Fuel consumption figures will vary depending on which engine tune, length of vehicle and wheel size you choose, but Mercedes says two-wheel-drive V-Classes should return between 44.8mpg and 47.8mpg, equivalent to CO2 emissions from 165g/km to 154g/km. The company claims that the new V 250 d offers a gain in fuel economy of around 13 per cent over the outgoing model.

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The new V-Class is due on sale in the UK by the end of February, with first deliveries of the Spanish-built vehicle due in June. The current trim levels will be retained, so the car will be offered in Sport and AMG Line editions. 

There’s no word yet on pricing, but with the existing V 220 d not being directly replaced in the short term at least, there could be a temporary step up in the entry point to the V-Class range. Expect a modest increase over the price of the current V 250 d, with a starting figure of around £54,000. 

Many of the V-Class’s revisions, including the new transmission and engine options, will make it across to the Marco Polo campervan - but they’re unlikely to become available until the second half of 2019.

Do you like the look of the updated Mercedes V-Class? Let us know your thoughts below...

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New 2019 Mercedes V-Class facelift revealed - pictures

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New Lynk & Co 03 2019 review

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31 Jan, 2019 1:00pm Mark Andrews

The Lynk & Co 03 is the third model from chinese firm Lynk & Co, but can they pose a serious threat to the established European brands?

Lynk & Co is one of a new breed of Chinese brands bursting onto the scene with products that force legacy makers to sit up and pay attention. For Lynk, its trump card is its connection with Volvo, which provides a useful combination of European and Chinese know-how.

We’ve already driven the Lynk & Co 01 and 02 SUVs, but this is the company’s third offering: the not-so-imaginatively named 03. Europe’s penchant for crossovers and 4x4s means the 01 and 02 will both go on sale here by the end of 2020, though it’s not yet clear whether the saloon will arrive in due course.

• Best SUVs and 4x4s to buy

The Lynk & Co 03 we’re driving here cuts a sharp silhouette. It transfers the company’s DNA into a three-box package with surprising success; the split lights work much better on this well proportioned compact saloon. 

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Inside, the basic dashboard design is a carried over from the brand’s earlier models with the controls and screen placed within easy access of the driver. Material quality is exemplary and pushes the level of premium competitors like the forthcoming Mercedes A-Class Saloon. Not only is the dash covered in soft touch plastics, it also incorporates textured materials.

Thanks to the panoramic sunroof, the interior feels bright and airy. This does cut into rear passenger headroom, however, meaning it isn’t the most spacious car for passengers. A low centre transmission tunnel helps with middle-seat comfort, but the car’s narrow overall dimensions means it’s still not particularly accommodating.

Those in the back get two USB charge points, while in the front there is a wireless charging pad. There’s space in the boot to fit at least two large suitcases, although some volume is eaten up by the goose neck hinges.

Our Chinese test car featured the 1.5-litre three-cylinder turbo petrol found in the Volvo XC40. A 2.0-litre version is on the way, and a plug-in hybrid based around the smaller engine will debut later this year. Lynk & Co is also working on a performance model inspired by the Cyan Racing car set to grace this year’s FIA World Touring Car Cup.   

The only gearbox on offer on our range topping Hyper Pro test model is a seven-speed dual-clutch unit although low-spec versions do come with a six-speed manual option. While the three-cylinder petrol unit is very smooth and largely vibration-free, the transmission does tend to jolt when moving off. 

Under normal driving there seems to be little difference between the Comfort and Sport driving modes (there is also an Eco mode) with the car feeling alert and responsive. However, try overtaking and you notice the difference Sport mode offers – giving the much-needed kick down just when you need it. Steering mounted paddle shifters add to the general sporty feel of the car. 

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Throw the car around and the CMA platform stays reassuringly composed, although our test roads had nothing much in the way of tight corners to cause it stress. With a good power to weight ratio and a drag coefficient of only 0.27cd, the 03 leaves many competitors in its wake.

Voice controls can be used for the navigation and air-conditioning, along with making a telephone call or sending a text. And in general the equipment level is very generous, even including a built-in dashcam. The Lynk & Co 03 bristles with both active and passive safety measures such as autonomous emergency braking, and blind-spot warning indicators, too.

While the 03 is destined for the brand’s US launch, where no doubt it will prove ample competition for the VW Jetta, it is currently not expected in Europe. This is the car Qoros promised to be and never lived up to – at last a Chinese brand has managed to meld something that works for the both the export and domestic markets. While Europeans generally dislike small saloons this one has the ability to prove the exception.

4

The Lynk & Co 03 is one of the most convincing Chinese cars we’ve driven to date. It takes the brand’s distinctive DNA and packages it into more attractive offering, doing away with some of the 01 and 02’s awkward angles. While the 03 isn’t yet confirmed for Europe, there’s no doubt it can compete with mainstream makers when it comes to quality, refinement and standard kit. The fact it’s reasonably engaging to drive tops off the package.

• Model: Lynk & Co 03 Hyper Pro
• Price: £17,110 est (RMB 151,800)
• Engine: 1.5-litre turbo 3cyl turbo petrol
• Power/torque: 177bhp/280Nm
• Transmission: Seven-speed automatic, front-wheel drive

• 0-62mph: 7.9 seconds
• Top speed: 128mph
• Economy/CO2: 47.9mpg / N/A
• On sale: Now (in China): Europe TBA

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New Nissan Micra N-Sport 2019 review

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31 Jan, 2019 1:00pm James Brodie

The new Nissan Micra N-Sport warm hatch has arrived as part of a series of updates to the Micra range. We try it out...

Pretty much every big player in the supermini segment now offers a mild but sporty take on its wares, and Nissan is the latest brand to enter the fray.

Step forward the new Nissan Micra N-Sport, a car designed to give the small car’s safe image a bit of a rebellious streak; a new model intended to showcase some much needed updates for the rest of the Micra range.

• Best superminis on sale

It slots in above the mid-grade Acenta version, boasting an similar selection of standard equipment – save for the addition of a reversing camera, rear parking sensors and folding, heated door mirrors. Sporty touches include black 17-inch alloy wheels, black exterior detailing, a chrome exhaust tip, plus Alcantara on the dashboard and seats.

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Elsewhere, the boosty, blowy 0.9-litre Renault-sourced three-cylinder engine is gone, and a new 1.0-litre turbocharged triple developed for use across the entire Renault-Nissan-Mitsubishi alliance takes its place. It gets 99bhp in its most basic guise, but there’s also a 115bhp version of the new motor, which we’re trying here for the first time.

Cars fitted with this engine also get sharper steering and revised suspension for the updated Micra, which Nissan claims takes the N-Sport into ‘warm hatch’ territory.

Take that with a pinch of salt, however. Rivals like the Volkswagen Polo and Ford Fiesta have been pushing out this kind of power for years, while many offer proper hot hatchbacks with almost twice that figure. The smoking gun is that you don’t have to opt for the N-Sport model to get this higher-power unit; it’s available in the cheaper Acenta or technology-laden range-topping Tekna models, too.

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This engine is a real improvement on what was offered up before, both in 99bhp and 115bhp states of tune. The extra power means that the Micra finally has the grunt to take on TSI-engined versions of the Polo, Skoda Fabia and SEAT Ibiza, plus the benchmark EcoBoost set-up found in the Fiesta.

The Micra’s flagship engine serves up a maximum 200Nm torque on overboost. That means it’s good for 0-62mph in 9.9 seconds and a top speed of 121mph, which coincidentally are the exact same numbers quoted by the 123bhp Fiesta.

In truth, the Nissan doesn’t deliver these figures in the same sharp manner as the Ford. The Micra could be more responsive, a bit less wheezy as you push on, and the new six-speed manual gearbox could feel a bit tighter. But it’s an engine that puts the revised supermini very much on the same page as the strongly favoured Fiesta.

The 10mm lower and stiffer suspension and steering upgrades included on the 115bhp car are another tick in the box. The Micra can’t quite match the Fiesta for fun, and the Polo is more cosseting around town. But in this spec, the Micra finds a safe spot somewhere in between. The steering remains a little slack, but underneath there’s definitely an extra shade of composure on twistier roads.

It’s impressively refined at motorway cruising speeds, too. Fuel economy is quoted at 47.9mpg under WLTP rules, and while we’re still waiting for rivals to be updated to the new, more stringent standard, we suspect that to be a competitive figure.

Elsewhere, the Micra gets a new infotainment unit as part of this early-life update. It’s still not the sharpest system in the business, but a welcome upgrade nonetheless. The seven-inch unit mounted in the middle of the dashboard is slightly more responsive than before, and the search function has been streamlined. There’s a new dedicated smartphone app, and voice recognition appears, too. Apple CarPlay and Android Auto are standard on all but the base Visia grade car.

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Inside, the Micra remains a fairly proportioned thing, though headroom is clipped a little by the low roofline. A 300-litre boot is strong though, and eclipses most rivals – even beating the latest Mazda 3, which sits in the class above. 

As for the cost, the N-Sport’s £19,005 list price offers up no real incentive over the similarly powered Volkswagen Polo R-Line, while a Fiesta ST-Line EcoBoost 125 is ever so slightly less. Furthermore, like most mid-spec sporting superminis, it strays dangerously close to the starting price of full-fat hot hatchbacks like the Fiesta ST. To sweeten the deal, Nissan is offering zero per cent interest on monthly PCP deals, however. 

Given that the chassis tweaks are linked to the 115bhp engine and not the trim, you could save more money and still bag the best driving Micra by opting for this setup in better value Acenta trim. It’s £1,700 less, but you’ll have to forego the sporty styling touches.

3.5

The Nissan Micra has upped its game in the face of fresh competition. The new 1.0-litre motor is key to this, replacing the sluggish and unspectacular old engine by delivering a much-needed shot in the arm. The chassis updates on this 115bhp version is the cherry on top; it’s a much better car to drive than before. But, be in no doubt, the racy looking N-Sport model is not quite the warm hatch the marketers want you to believe.

• Model: Nissan Micra N-Sport 1.0 DIG-T 117PS
• Price: £19,005
• Engine: 1.0-litre 3cyl turbo petrol
• Power/torque: 115bhp/200Nm
• Transmission: Six-speed manual, front-wheel-drive

• 0-62mph: 9.9 seconds
• Top speed: 121mph
• Economy/CO2: 47.9mpg/133g/km
• On sale: Now

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Citroen C5 Aircross review

http://bit.ly/2BfaB3B

For 

Concept-car design

Generous equipment

Efficient engines

Our Rating 

3.5

Against 

Ride comfort

Interior quality

More style than practicality

2019

The Citroen C5 Aircross SUV brings concept car design and cushioned comfort to a hotly contested market segment

The Citroen C5 Aircross has the ingredients to be a hit, and Citroen certainly deserves praise for offering SUV buyers something that’s different and innovative, especially in such a competitive and crowded part of the market. So it’s a great shame that it doesn’t all come together better.

We’re disappointed by the ride comfort and interior quality, especially as expectations were so high for the former thanks to the Aircross’ innovative suspension, and the latter’s design looks like such a breath of fresh air. We do like the individual style and the amount of equipment included as standard, though.

Overall, as the flagship for the Citroen range, it doesn’t quite have what it takes to beat the best and match the smaller C3 Aircross as a class leader.  

31 Jan, 2019

4

As you’d expect, the larger C5 Aircross follows the design themes established by the smaller C3 Aircross, with slim LED daytime running lights that run into the familiar Citroen grille, with its oversized double chevrons. The headlamps sit below, while the chunky apron beneath gets a choice of white, red or silver-ringed anodised sections – all refreshingly individual in this market area.

Airbumps make a reappearance along the side – again with coloured sections to match the front – and the cladding helps to avoid the slab-sided look of some mid-sized SUVs. The deep windows promise good visibility, while the back is a little more conventional but still manages to feature smart-looking 3D LED tail-lights.

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For the full concept-car effect, Volcano Red paint is a £545 option, giving the exterior a similar hue to the 2015 show car. Do this, and the C5 Aircross looks like nothing else – other than perhaps the C3 Aircross – and that’s how a Citroen should be, shouldn’t it?

Swing open the front door and you’re greeted by an equally interesting interior. The Airbump theme is carried over on the door panels. However, some of the plastics used here feel a bit cheap – as does the finish around the chrome door handle and window switches. It’s a strange mix inside, with some really nice, expensive-looking elements and places where you can clearly see that money has been saved.

Image 3 of 20

Image 3 of 20

As with the suspension, Citroen’s focus on comfort extends to the big, squishy Advanced Comfort chairs that come as standard from Flair trim upwards and are nicely finished in leather on top-spec Flair Plus models. Kids will love the three rear seats, which are the same size as those in the front, and move and slide individually. The floor’s flat, too, so the middle seat isn’t the short straw it is in some of the C5 Aircross’s rivals. Knee space in the back isn’t overly generous; nor is the amount of headroom if you opt for a panoramic sunroof.

The kit count is generous, featuring lots of safety gear; some of it you would expect (autonomous emergency braking, lane-keeping assist) and some of it you wouldn’t (adaptive cruise and a built-in dash cam).

Sat-nav, stereo and infotainment 

Every model gets a 12.3-inch digital instrument display, which replaces conventional analogue dials, and allows extra information to be shown right in the driver’s direct line of sight, such as navigation maps.

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Image 8 of 20

All models also include an eight-inch central infotainment touchscreen with the latest smartphone connectivity, including MirrorLink, which lets you use your phone’s navigation through the screen. DAB and Bluetooth is standard, and the system also has both Apple CarPlay and Android Auto compatibility. A six-speaker stereo is the only option, which seems like a missed opportunity given the lounge-like interior.

The screen also includes controls for core functions like the air conditioning, although we always prefer these to be operated by physical knobs or dials as they’re less distracting to use when driving. The screen’s graphics are quite pleasing to behold, but perhaps not as clear as those used on rival VW Group cars, for example. 

3.5

Citroen’s unique approach to developing the C5 Aircross doesn’t just extend to the exterior design. The car benefits from Citroen’s Progressive Hydraulic Cushion suspension that we first saw on the C4 Cactus when it received its mid-life facelift. The suspension works by replacing the usual bump stops in a car’s suspension with a pair of hydraulic dampers. The theory is that it will make the C5 Aircross feel like a Citroen from the days when cars carrying the double chevrons were famous for gliding over bumps.

Does it work? Sadly, it’s something of an acquired taste. At a 70mph cruise, the C5 Aircross rides exactly as advertised, gliding along with occupants completely cocooned from the outside world. Refinement is excellent, too, thanks to double-glazing and extra sound-proofing crammed into the engine bay that ensure things remain seriously serene. However, it all goes wrong when you approach a bend. While the car is never especially short of grip, the softly sprung setup means you’ll be leaning on the outside door, or an unwilling passenger, when cornering enthusiastically.

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Image 2 of 20

Of more concern is that the C5 Aircross thumps into even mild potholes and bumps, sending a nasty shiver through the car’s body. The effect is that the Aircross’s suspension manages to tell you about bumps you might not even see – which is confusing given that you’re unlikely to feel them through the numb steering. While not full of feel, that steering is at least light and the turning circle is usefully tight. 

The C5 Aircross is fitted with Advanced Comfort Seats; they’re a strange mixture of plenty of under-thigh support but little to keep you in place laterally when the car turns. Through brisker bends they compound the problem of the softer suspension that has you swaying this way and that. On the plus side, the driving position itself is good, with decent visibility and large door mirrors to make manoeuvring easy.

Engines, 0-60 acceleration and top speed

We tried the 1.6 BlueHDi diesel engine, coupled to the eight-speed automatic gearbox. The engine is a perky yet frugal choice, with noise levels very well subdued by extra sound proofing under the bonnet. We’re not particular fans of the eight-speed automatic gearbox that’s the only transmission option with this engine. It’s okay most of the time, but gets flummoxed too easily when you stomp the throttle hoping for a lower gear.

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Image 4 of 20

We’d recommend trying the smaller engines before signing on the dotted line. Both the 1.2 three-cylinder PureTech petrol and 1.5 BlueHDi develop 128bhp. The latter is 70Nm more torquey, however, and a fine choice in various other Peugeot and Citroen models, especially when combined with the six-speed manual gearbox. The smaller engines will get you from 0-62mph in a little over 10 seconds, while the more potent 1.6 petrol and 2.0 diesel cut this by a couple of seconds. 

If you’re swayed by the Citroen’s emphasis on comfort, however, the petrol unit could well be the one to choose. In the Peugeot 3008, it’s quiet and refined, and, despite its small size, still powerful enough to match the Skoda Kodiaq in our in-gear tests.

3.5

It’s too soon to tell how the C5 Aircross will fare in our annual Driver Power survey, although the Citroen brand as a whole languishes towards the bottom of Britain’s most-reliable car brands – 21st out of 27 manufacturers, in fact. At least it beats Peugeot by two places.

Likewise, Euro NCAP is yet to send a couple of examples into walls in the name of safety research – although its platform partner, the Peugeot 5008, got a five-star rating back in 2017.

The C5 Aircross comes with a host of driver aids as standard, including Highway Driver Assist, which allows the car to follow the car in front on a motorway, including bringing it to a stop automatically in traffic. Also available is an extended traffic sign recognition system, ensuring you never miss a warning or speed limit sign as these are shown in the driver display. A dash cam that records everything from the moment you start the car is on the options list. 

Warranty

Citroen provides a two-year, unlimited-mileage warranty, and you get an additional year’s cover provided by the dealer, albeit limited to 60,000 miles. It’s par for the course, but soundly beaten by warranty offers from the likes of Toyota and Hyundai.

Servicing

Citroen offers a pre-pay servicing package through its dealers. It’s available up to a year from the car’s first registration date, but before its first service, and allows you to pay in advance for your car’s servicing for three years or 35,000 miles. 

4

Citroen is still in the process of reinventing its range, and the C5 Aircross isn’t a direct replacement for any model that has gone before. However, the firm has been brave with its decision to concentrate on offering comfortable space for five, and choosing to leave lugging large loads of people to the likes of the Peugeot 5008 and Skoda Kodiaq.

Size

The C5 Aircross is a nice, round 4,500mm long, 1,859mm wide and 1,670mm tall, with a 2,730mm wheelbase, making it slightly bigger in all dimensions than a Skoda Karoq and Peugeot 3008, and very close in size to the Peugeot 5008 – unsurprising, given the shared platform. However, while the latter is a seven-seater, the Aircross is five-seats only.

Although the interior isn’t a cavernous as a Hyundai Santa Fe or Honda CR-V, it is still very spacious, with wide door pockets, a small glovebox and a centre console that can be optioned up to include wireless smartphone charging.

Leg room, head room & passenger space

Up front, the C5 Aircross has plenty of space in all dimensions aside from headroom – cars fitted with the panoramic roof really suffer from the dent it makes in available overhead space. However, it’s not compulsory unless you opt for the top-spec trim, so we’re keen to try one without to see if this problem is rectified.

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Image 13 of 20

Visibility from the driver’s seat is very good – another of Citroen’s weapons in its crusade for comfort is an unobstructed view. The Advanced Comfort Seats, standard from the mid-range Flair trim, are comfortable as advertised, but only up to a point. Drive enthusiastically and you’ll notice they rather lack side support, meaning that gentle progress is the only way to ensure back pain isn’t an issue. Top-spec cars come with massage seats to ease away the twinges we began to feel after a couple of hours’ solid driving.

Boot

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Image 14 of 20

Each rear seat can slide back and forth by 150mm to give more cabin or boot space as required. With the seats in the rearmost position, boot space is a decent 580 litres, while this grows to a genuinely impressive 720 litres with the seats set forward – the same as a Skoda Kodiaq. Those three rear seats aren’t the easiest to fold down, but if you do, you’ll get a good flat floor and a maximum capacity of 1,630 litres. The tailgate opens high and wide and operates on our top-spec car by waggling your feet under the rear bumper.

Towing

One of no fewer than 19 claimed driver assistance technologies on the C5 Aircross is trailer stability control, which comes as standard when you opt for the factory fit towbar at £450. Door mirror extensions for towing a caravan are on the official accessories list. Depending on the engine you choose, maximum weights for a braked trailer range from 1,350kg for the smallest petrol, to 1,650kg for the most powerful diesel.

4.5

The fuel economy champion of the Citroen C5 Aircross range is the 1.5 BlueHDi diesel, which returns a claimed 68.9mpg – and that’s regardless of whether you opt for the six-speed manual gearbox or the eight-speed auto. CO2 emissions are 108g/km and 107g/km respectively. There is also a larger diesel, the 2.0 BlueHDi, which returns 58.9mpg and emits 126g/km.

If you opt for petrol power, the PureTech 130 engine returns a claimed 55.3mpg and emits 121g/km of CO2 – not quite on a par with the diesels, but still offering a decent economy and performance blend in other PSA Group cars we’ve tried. The more powerful PureTech 180 petrol is, as you might expect, the least efficient of the range. 

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Image 19 of 20

However, if you’re not in a hurry, from early 2020, the C5 Aircross will be available as a plug-in hybrid. This uses the PureTech 180 engine, but with an electric motor sandwiched between the power unit and the eight-speed automatic gearbox. Citroen claims it will give an all-electric range of around 30 miles.

Insurance groups

Insurance groups for the C5 Aircross are still being calculated. However, we’d expect them to start around group 11 for the lower-powered diesels, and 16 for the petrols. Top-spec models will probably sit in group 22 or 23.

Depreciation

Citroen has a history of offering dealer incentives and discounts, which should mean the car can be had with an appealing monthly finance rate. This is, in some respects, a safer way into an Aircross than outright purchase, because it insulates you from depreciation – a factor that has not been particularly kind to Citroens in years gone by.

As it competes in one of the most hotly contested segments of the new-car market, the C5 Aircross is inherently desirable, helping maintain values, particularly to those keen on its unique selling points of comfort and design. Even the entry-level Feel model is well equipped, so the outlay needed to get a decently specified model is also reduced.

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Tesla Model S and Model X ranges reworked

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Luke Wilkinson 2019-01-31 09:54

Tesla’s remodelled Model S and Model X line-ups feature a revised naming structure and a lower price-tag

Tesla has announced it will revise the Model S and Model X range, not with added technology or equipment, but with a remodelled naming structure. The latest naming formula for the Model X and Model S follows that of the Model 3, focussing on range instead of power output. Currently the changes are for the US market only but it’s likely they will roll ut to the UK later in 2019.

Under the new structure, 100D models will now be named “Extended Range,” whilst P100D models will be badged as “Performance.” Ludicrous mode-enabled cars will be rebadged as “Performance with Ludicrous Mode” and Tesla will introduce a lower-powered and lower-range version of both cars, badged simply as the “Model S” and “Model X.”

• Best electric cars to buy 

Tesla has also revised the pricing for the Model S and Model X in the American market, with both cars receiving a reduction of around $1,000 (£800). Whether or not these savings will be transferred to the European market is also yet to be confirmed.

Should they find the Model S or Model X specification they’ve selected unsatisfactory, customers can choose to upgrade whichever model they purchase. Like all Teslas, the battery pack and motor is shared across the Model S and Model X line-ups so, for a price, performance and driving range can be upgraded via over-the-air updates.

Now read our review of the Tesla Model S. Let us know your thoughts in the comments section below…

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New Volkswagen I.D. Buggy concept revealed ahead of Geneva debut

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Alex Ingram 2019-01-31 09:50

The all-electric Volkswagen I.D. Buggy concept sits on the brand's MEB platform, and takes its cues from American dune buggies of the past

Volkswagen's unrelenting onslaught of electric vehicle releases continues with the announcement of a new EV dune buggy concept. Like the I.D. Buzz, the new car, expected to be called I.D. Buggy, takes inspiration from a past icon in VW’s history: the Beetle-based beach buggies of the ‘60s and ‘70s.

The concept is set to be revealed in full at the Geneva Motor Show in March, with only a couple of dark teaser images to whet our appetite until then. The nods to the original are clear though: chunky, off-road tyres sit within huge wheel arches that flare out from the sides of the doorless cabin.

• Volkswagen I.D. Buzz concept review

As with other I.D. models, the nose features a backlit Volkswagen logo, while the headlights take inspiration from the round spotlights of the original. Extra protection for the buggy and its occupants come in the form of a rear roll bar and a skid plate to shield the floor pan.

That floorpan is a variation of the VW Group's MEB platform, and the concept has been produced, in part, to demonstrate its versatility.

While the original buggies were rear-engined and rear-wheel drive, the concept’s use of electric motors would enable the possibility of a twin-motor setup for four wheel drive. As yet, however, no specs about the concept’s drive configuration, range or power output have been released.

While a production model isn’t yet confirmed, the concept shows that, thanks to MEB, niche models such as this are a possibility in future.

Click here for all the latest in the build-up to the 2019 Geneva Motor Show...

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UK car manufacturing and investment hit by "Deeply depressing" decline

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Hugo Griffiths 2019-01-31 08:47

Investment in UK automotive down 46.5 per in 2018; car production drops to five-year low; industry on “red alert” for no-deal Brexit

The number of cars built in the UK dropped by a “deeply depressing” 9.1 per cent to a five-year low in 2018, while investment in the UK automotive industry fell by a “disturbing” 46.5 per cent, according to the latest figures. 

Some 1.52 million cars were built in the UK in 2018, a 9.1 per cent decline on the previous year, when 1.67 million left factories. While production at MINI plants rose by 7 per cent, Vauxhall saw a 15.9 per cent fall in the number of cars it produced in the UK, with Nissan down 10.7 per cent, Toyota down 10.4 per cent and Jaguar  Land Rover witnessing a 15.6 per cent production reduction.

• Ford could lose £613 million as a result of hard Brexit 

Brexit-related uncertainty, diesel downturn, regulatory changes, model cycles, market stagnation in Europe, and slowdown in China have been cited amongst the reasons for the manufacturing slump.

The biggest concern for UK automotive, however, which employs around 856,000 people across the wider industry, is the fall in investment witnessed last year.

The chief executive of the Society of Motor Manufacturers and Traders (SMMT), Mike Hawes, said: “The most disturbing feature of the figures is about automotive investment. Last year, total automotive investment was £588.6 million for the year. The previous year was about £1.1 billion. The year before that it was about £1.6 billion. If you look at a running average over the last three or four years, it’s about £2.5 billion. We had some good years coming out of the recession where it reached £5 billion, so to be down at £588.6 million shows investment is effectively stalled.”

Hawes placed blame for the stalled investment firmly at the feet of Brexit: “We know uncertainty is the big enemy of business. We need a deal.” He added the industry was on “red alert” for the threat of no deal, adding: “Brexit uncertainty has already done enormous damage to output, investment and jobs.”

Declining investment is “also about sentiment”, Hawes added. “You can be very competitive and have all the right positions…but do you feel confident about investing in the UK for the longer term? You might be competitive now, but do you feel welcome as an investor, and do you feel confident about the positions?”

In an attack on those who considered a no-deal Brexit feasible or desirable, Hawes said: “There are new proposals coming out politically every day. Issues around ‘no deal can be managed’ - for us, that is a fantasy.” Asked about ‘project fear’, Hawes simply explained that “the numbers give a lie to that…investment figures, production figures; if it’s project fear, we’re doing a good impression of it being a reality.”

• UK automotive firms warm of No-Deal Brexit catastrophe

Addressing the idea that German car companies would put pressure on their government for fear of losing UK sales, Hawes said “Utter, utter nonsense. They’ve been there.”

Asked if there were a sense that confidence and investment had caused irreparable damage to the UK car industry, Hawes said while we were not at the point, he suspected we were “very close…there’s exasperation…there’s an on-going uncertainty…We haven’t reached the point of no return but, at some point, you will reach it.”

Turning to another common refrain among those who see Brexit as opening up new trade deals, Hawes said: “When we leave, we still have to operate with our biggest market by far under the rules Europe sets. At the moment, we have a seat at the table, we can influence those rules. The other major regulatory hub is obviously Washington. Should we do a free trade deal with America? I can’t ever see us having a seat at the table. They set their rules.

What do you think of the "deeply depressing" UK car manufacturing decline? Let us know in the comments below...

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New Skoda Karoq Sportline 2019 review

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Image 1 of 10

Image 1 of 10

30 Jan, 2019 5:30pm Hugo Griffiths

Is the new Skoda Karoq Sportline just a warm Karoq or a fully fledged miniature Kodiaq vRS?

Look towards the top of the Skoda Karoq range and you’ll be presented with two distinct options. For those after the rugged, go-anywhere family SUV there’s the Karoq Scout, while buyers wanting vRS-style trimmings in a sensible package, there’s the new Sportline. 

The Karoq Sportline follows in the footsteps of the larger Kodiaq SUV, promising much of the visual appeal of a full vRS performance model, without the associated running costs. In the Karoq, choosing this trim gets you 19-inch alloy wheels and a sporty bodykit with rear diffuser and new bumpers. Elsewhere, the radiator grille, roof rails and wing mirrors are all finished in black. These tweaks lend a pleasing sense of purpose to the otherwise sensible Karoq and are echoed inside, too, where a set of sports seats and aluminium pedals complete the look. 

• Best SUVs and 4x4s to buy

Those sports seats are worth a bit more attention: they’re impressively comfortable and supportive and, on initial inspection, look the part. But while the Kodiaq Sportline gets Alcantara upholstery, the Karoq equivalent makes do with fabric that, while quilted, doesn’t have the plushness you might expect at this price point.

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Image 2 of 10

Engine choice is limited to the manual-only 148bhp 2.0-litre diesel tested here, or an equally powerful (but less torquey) 1.5-litre petrol, paired exclusively to a seven-speed DSG automatic.

Whichever engine you choose, you get plenty of toys. A panoramic sunroof, Skoda’s eight-inch infotainment system with sat-nav, LED headlights, a power-operated bootlid and metallic paint are all standard. The Velvet Red of our test car is an option, as is the impressive Canton stereo.

Push the steering-column mounted starter button and the familiar VW Group 2.0-litre TDI engine fires up with an unmistakable grumble. It quietens down when cruising, but is a fairly gruff companion when pushing on – something the TDI Sportline is rather good at.

With 340Nm of torque, the Karoq is faster than the 148bhp output would suggest. Keep it in second, third or fourth gear and there’s a welcome eagerness to the way this diesel SUV accelerates. And, with four-wheel drive to back things up, there’s never any question of being able to put down all that power, even on greasy roads.

That’s where the good news ends, unfortunately, because while the Karoq Sportline handles neatly, some of its characteristics are likely to frustrate in day-to-day life.

The first is the ride. You may want to exploit the torque and grip on offer, but hustle it with enthusiasm over an undulating road and those big wheels, low-profile tyres and relatively tall stance undo much of the good work. There’s an unwanted jiggle to the ride over poor road surfaces, which you don’t get on less expensive models in the range. 

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Image 3 of 10

The second issue concerns motorway cruises. At 70mph over tarmac it’s a smooth, quiet performer, but travel at the same speed over concrete sections of motorway and the large wheels combine with the noisy road surface to generate some frustrating harmonics. You’d forgive this trait in a performance car, but it’s less acceptable in a family SUV.

If you’re happy to overlook these shortcomings and fancy the way the Karoq Sportline looks, it remains a relatively sensible choice. Those who would prefer to embrace the Karoq’s otherwise easy-going nature, spacious interior and rock-solid build quality, however, would do best to look elsewhere in the range. 

Lesser models represent far better value for money. In fact, you can get the same drivetrain in a seven-seat Kodiaq SE for around £1,000 less – a detail some buyers may find hard to swallow.

3.5

There’s plenty to like about the Skoda Karoq Sportline: the vRS-aping bodykit and 19-inch alloys add visual clout to the SUV’s otherwise conservative nature, while the tried and tested powertrain ensures it’s reasonably engaging to drive. But the large wheels harm ride comfort and ruin refinement, while the high list price means other models in the range represent far better value.

• Model: Skoda Karoq Sportline 2.0-litre TDI 150 PS 4x4
• Price: £31,380
• Engine: 2.0-litre 4cyl diesel
• Power/torque: 148bhp/340Nm
• Transmission: Six-speed manual, four-wheel drive

• 0-62mph: 8.9 seconds
• Top speed: 121mph
• Economy/CO2: 44.1mpg/134g/km
• On sale: Now

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