Sunday, March 31, 2019

Kia Ceed GT-Line S: long-term test review

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Kia Ceed GT-Line S long termer - first report header
31 Mar, 2019 11:00am Alex Ingram

First report: Tech-packed Kia Ceed hatchback joins our fleet and makes a great early impression

Mileage: 680
Economy: 38.7mpg 

It wasn’t too long ago when there seemed to be only two ways a South Korean car maker could woo UK buyers. The first would be to give a huge warranty, and the second was to offer a standard equipment list so long that you’d spend the full duration of that cover learning to use it.

Take a quick glance at the spec sheet of the new car I’m running on our fleet, the Kia Ceed GT-Line S, and it seems the same tactics are still being employed. The seven-year warranty is there and, for the £27,185 price, Kia has thrown in every gadget at its disposal.

Best hatchbacks on sale

On the outside, there are 18-inch alloy wheels, a sporty grille, twin tailpipes and a small spoiler, but it does without the sportier GT’s extra flashes of red trim. LED lights are standard as well. The result is a handsome five-door hatch that looks much more appealing than lesser versions of the Ceed.

But it’s on the inside where Kia has really gone to town with the GT-Line S. The part-leather/Alcantara-effect seats catch the attention first. They look great, are lovely to the touch and so far have proven comfy on longer drives. The driver’s seat is electrically adjustable, while both the front chairs and even the outer two rear seats are heated.

Other smart touches include aluminium pedals and a flat-bottomed steering wheel; the latter is covered with buttons to control the functions in the 4.2-inch TFT display and the infotainment set-up. This consists of an eight-inch touchscreen which controls the sat-nav and relays images from the reversing camera. The graphics on some rivals’ systems are sharper, but the Kia’s is very clearly laid out and among the easiest to use. If your budget doesn’t stretch this far, the good news is that Android Auto and Apple CarPlay are standard on every Ceed.

GT-Line S models also cater to the audiophile thanks to an eight-speaker JBL sound system, which is relatively clear and punchy. You can connect your own music from a smartphone via USB or Bluetooth, while a large wireless charging pad can keep your device topped up when on the move.

Then there’s the safety tech. Rear cross- traffic alert, lane-keep assist, driver attention warning, city emergency braking and speed limit info reading are all included; at this price, many rivals would charge you extra for a lot of these features. More impressive still is the inclusion of an adaptive cruise control system which, as well as keeping a safe distance away from the car in front, can bring the Kia to a complete stop, move off again and steer to keep you in your lane. There’s also a park-assist function that can automatically manoeuvre the Ceed into a perpendicular bay or parallel space.

If there’s one disadvantage to the brand’s generosity on the equipment front, it’s that you can’t pick and choose the options you want on other trim levels in the range. If, for example, you’re happy with what the entry level ‘2’ model offers, but you want to upgrade the 16-inch wheels because you think they look puny – and you will, because they do – well that’s tough; you need to go for a higher trim and pay for other kit you possibly don’t want or need.

But what about the way the Ceed drives? Despite the sporty looks, the GT-Line S is fairly easy-going. The 138bhp 1.4-litre turbocharged petrol is enough for a more-than-adequate 8.9-second 0-60mph time, but it’s teamed up with a dual-clutch gearbox that shifts lazily, and an accelerator pedal that’s not so responsive. In other words, the Kia needs an antisocial stamp on the throttle to make any decent progress, so for the most part you choose not to.

Select ‘Sport’ mode and things sharpen up, but only to a level that you’d expect in the ‘Normal’ setting in most rivals. Sport also holds on to a much lower gear, which is mildly frustrating. Find a twisty road, and the chassis feels reasonably sharp for a family hatch. It hasn’t quite got the playful feel of a Ford Focus, and it’s noisier than the new Mazda 3 at a cruise, but it strikes a pleasant balance between refinement and fun.

Overall then, the Ceed GT-Line S is off to a fine start. This isn’t just a Kia that you’d buy for sensible reasons – it’s stylish and competent enough to drive to make it a worthy alternative to the class leaders. 

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

4
First impressions suggest that the Ceed is going to be a relaxing car to live with. It’s pricey, but there’s so much kit, which makes it feel more special than some rivals. We already love its styling, but we’re looking forward to exploring the seemingly competent chassis even further.
  • Model: Kia Ceed 1.4 T-GDi DCT GT-Line S
  • On fleet since: March 2019
  • Price new: £27,185
  • Engine: 1.4-litre 4cyl turbo petrol, 138bhp
  • CO2/tax: 129g/km/£140
  • Options: Premium paint (£550)
  • Insurance*: Group: 15/Quote: £446
  • Mileage: 680
  • Economy: 38.7mpg
  • Any problems?: None so far


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Saturday, March 30, 2019

'The UK government needs to create a new car company after Brexit'

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Mike Rutherford 2019-03-30 16:00

If Brexit happens then the government should use it to create a UK-run car company, says Mike Rutherford

I’m glad it exists, because it creates so many jobs and consumer products which, in turn, offer freedom of movement to people across the world. But even I concede that when looking at the numbers, global car manufacturing is a bonkers business.

This industry is colossal, superbly organised, highly efficient and deeply impressive. But there’s also an unfathomably illogical side to the car-building game.

UK car manufacturing tumbles for ninth consecutive month

For example, I know of one large, wealthy, rough-around-the-edges industrialised country (China) that, with apparent ease, produced almost 24 million cars last year. Yet not far from China, another large, wealthy, ‘more sophisticated’ industrialised country (Australia) didn’t build a single car over the same period.

From China’s point of view, this insane disparity is just fine. But what the hell do Aussie business leaders, workers and politicians think they’re playing at as they transform themselves from a nation churning out 300,000 vehicles a year in 2008 to a non-producer today? If places such as Bangladesh (24,000 cars annually), Egypt (19,500), Iran (851,000) and Pakistan (230,000) can master the art of car building, so too can Australia.

Former Soviet States including Belarus (10,941) Kazakhstan (30,016), Ukraine (5,660) and Uzbekistan (220,667) are also having a go at producing cars, with most enjoying huge percentage increases year on year (from a low base, admittedly). Good on ’em, I say.

Even in the global Top 10 – led by China (23.7m cars pa), Japan (8.4m) and Germany (5.1m) – there’s still room for a ‘poor’ nation such as India (4.0m), nuke-threatened South Korea (3.7m), the Trumped-up US (2.8m), battling Brazil (2.4m), underdog Spain (2.4m) and politically unstable France (1.8m). And under-estimate Mexico (1.6m) at your peril.

Sadly, Putin’s Russia nipped ahead of Brexit-dogged Britain last year, when we built 1,519,440 cars (down eight per cent on 2017). If we continue to slide at this rate and the dark-horse Czech Republic (1.3m) maintains its year-on-year growth, it’ll soon overtake us. After that, Slovakia and Indonesia (1.1m apiece) will be on our heels. Not good.

With our largest and most productive manufacturer, JLR, in trouble, Honda and Infiniti promising to exit the UK car-building scene, and Toyota plus Nissan considering their options, it’s time for Britain to win promotion back into the Top 10 car-producing nations.

Assuming Brexit eventually happens, the UK Government should then be more free, open and able to subsidise and create high-quality jobs at an all-new, long-overdue, homegrown, Brit-owned-and-run motor manufacturing concern.

British Motor Vehicles (BMV) PLC is what we should call the maker of mid-to-premium-class petrol, electric and petrol-electric cars, and other modes of personal transport. BMV’s badge should be red, white and blue, and its HQ probably on the conveniently located site at Swindon from which struggling Honda is about to retreat.

Who cares if Munich complains that BMV sounds suspiciously like BMW? It’s all part of the car-building game in a fast-changing world, and an even faster-changing Britain.

If you enjoyed this then click here to check out some of Mike's previous columns...



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Audi TTS vs Alpine A110 vs Porsche 718 Cayman

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2019-03-30 10:00

The iconic Audi TT has been facelifted to keep it competitive. We test the flagship TTS against the Alpine A110 and Porsche 718 Cayman

Audi TTS vs Alpine A110 vs Porsche 718 Cayman - header

The revisions to Audi’s TT coupe are simple but effective. It’s been an icon for the brand since it arrived in 1998, and changed perceptions of the firm with its tech and driving dynamics.

The third-generation model was the most advanced yet, and with this mid-life update Audi has tweaked the TT in key areas. Part of that coincides with some changes to the powertrain related to the new WLTP emissions testing procedure, but with more tech and subtly revised styling, the top-spec TTS is still facing off against its rivals with a renewed aggression and extra kit.

Best sports cars and coupes

And since the TT was launched, a new competitor has joined the fray; the Alpine A110 in Pure trim is a back-to-basics model that puts driving fun at the forefront of the experience. But as you’ll see, its price is closely matched to the Audi’s, so which is the better sporting coupe for keen drivers?

There is a third alternative, too. Now that the 718 Cayman is the entry point to Porsche’s sports car line-up, you can pick up a manual version for similar money. While it might not be quite as fast with this gearbox, it promises to involve you even more.

Audi TTS

Model: Audi TTS
Price:  £44,565
Engine:  2.0-litre 4cyl turbo, 302bhp 
0-60mph:  4.1 seconds
Test economy:  32.5mpg/7.1mpl 
CO2:  161g/km  
Annual road tax:  £450

The Audi TTS was always an impressive all-weather, affordable performance coupe, and this mid-life update won’t have changed things. There are tweaks in areas to keep the car fresh, so let’s find out what this £44,565 flagship is like. 

Design & engineering

The TT is still based on the VW Group’s MQB platform, so it has a front-mounted engine paired with MacPherson struts. But the TTS has quattro four-wheel drive, which necessitates a multi-link set-up at the rear.

Its 2.0-litre turbocharged petrol engine now boasts a petrol particulate filter, which has affected the power output. This is actually down by 4bhp compared with the pre-facelift model, at 302bhp, but maximum torque has risen by 20Nm, to 400Nm overall. The TTS still features a seven-speed dual-clutch automatic transmission.

The chassis gets a bespoke sports suspension set-up, with Audi’s adaptive magnetic dampers linked to the drive mode selector, so you can choose from Efficient, Comfort or Dynamic settings, or tailor the different elements to your taste in Individual.

When it launched, the third-generation TT’s cabin was a showstopper, and it’s every bit as impressive today. That’s helped by an upgraded specification with the Technology Pack fitted as standard. This includes sat-nav and three years of connected services, as well as wireless charging.

It’s all displayed on Audi’s 12.3-inch Virtual Cockpit, because the TT doesn’t get a centre screen; this is one of the key features that makes the cabin unique.

There have been minimal changes inside, so you still get diamond-stitched sports seats, although they place you a little too high and in a less natural-feeling position than its rivals. The red accents around the interior will split opinion, but they’re a £295 option.

Otherwise, the high-quality cabin’s build feels more on par with the Porsche than the lightweight Alpine. There’s plenty of kit and tech for a £40,000-plus car, too, while you can add options if you want more. Our car featured close to £10,000 worth of extras.

Driving

The TT is a known quantity when it comes to performance on the road. The changes to the engine’s calibration haven’t resulted in a dent to its dynamism, though, because the S sprinted from 0-60mph in 4.1 seconds. Traction off the line is great, thanks to the four-wheel drive, launch control and dual-clutch box, while the shifts are rapid enough, albeit with a slurred edge to just smooth out any aggressive clunks.

In Dynamic mode, the engine sounds different to before, with a more melodious note in the mid-range that is closer to that of the five-cylinder TT RS than a flatter-sounding four-cylinder. At higher revs the augmented noise is not so nice, though.

There is certainly no complaint over the model’s performance. The TTS split the lighter Alpine and manual Porsche in our in-gear tests and is ruthlessly rapid and efficient in the way it delivers its surge. But it’s hard to love, and that stems from the chassis.

In Dynamic mode the adaptive dampers are too firm, especially on our car’s 20-inch wheels. It means you pogo up and down in the seat quite noticeably, while it also affects the car’s balance and stability on a torn road. It’s better in Comfort mode, but the feeling is still there and only muted slightly by the softer set-up.

The steering has a similar lack of engagement, too. It’s light in default mode and feels artificial compared with its competitors here, which both boast among the best steering systems currently on sale.

As a result, the TTS is more of an all-weather point-and-squirt machine. Lean on the torque and traction, entering a corner slightly slower to exit it all that much faster, and it covers ground at a similar pace to its rivals. But the nuanced ways its competitors draw you in makes them better drivers’ cars for similar money, which is what they’re about.

Practicality

These coupes also have to be usable every day, and the Audi is about the best choice in this regard because, unlike the A110 or 718, it offers a pair of small rear seats. These are only really for children, but give more flexibility for a young family – or, if your luggage overspills the 305-litre boot, you can fold the seatbacks down to reveal a larger storage area to boost practicality.

The TT’s visibility is poorer than its rivals’ and the driving position less natural. The Porsche is the best of this trio on both counts. Four-wheel drive will bring benefits in bad weather, though.

Ownership

While the updated TT amounts to little more than a facelift, boasting similar engineering and technology, it should be as reliable as any other Audi model.

For a premium brand, 18th place out of 26 in the makers’ chart of our Driver Power 2018 satisfaction poll wasn’t the best result, but neither of Audi’s low-volume rivals in this test was ranked. Safety is okay, with the TTS getting lane assist as standard. Blind spot monitoring costs £595.

Running costs

Our experts predict the Audi will retain 50.4 per cent of its list price. Ordinarily this would be a very high value, but it trails here. The A110 is expected to keep 63.9 per cent, which means it will lose £16,928 over three years or 36,000 miles, and be worth £29,977. This compares with 58.2 per cent for the Porsche and depreciation of £18,784. It will therefore be worth £26,175.

Although the TTS is the cheapest car, it’s still set to lose more, at £22,113, so it will only be worth £22,452 after the same time, according to our experts.

Testers’ notes: “While the quattro AWD is reassuring, the TT doesn’t have its rivals’ deft balance. It feels more like a blunt instrument to bludgeon the road with, rather than a sharp one to pick it apart, like the A110 and 718.” 

Alpine A110

Model: Alpine A110 Pure
Price:  £46,905
Engine:  1.8-litre 4cyl turbo, 248bhp 
0-60mph:  4.7 seconds
Test economy:  33.6mpg/7.4mpl 
CO2:  144g/km
Annual road tax:  £450

The Alpine A110 arrived to great fanfare last year and in more expensive Premiere Edition trim just lost out to the 718 Cayman S. This cheaper, more pared-back £46,905 Pure rivals the standard 718 Cayman for price, so can it reverse the result of our previous test?

Design & engineering

We love the Alpine’s refreshingly individual approach. Instead of opting for lots of power in a heavier chassis, the A110 makes do with a relatively modest 248bhp from its 1.8-litre four-cylinder turbocharged engine, which is linked to a seven-speed dual-clutch automatic gearbox.

But the lightweight, bespoke aluminium chassis means the A110 weighs only 1,098kg – that’s 307kg lighter than the TT and 237kg less than the Cayman – and that makes for a strong power-to-weight ratio.

It has double-wishbone suspension all round, like some supercars, so it’s sophisticated, while that light kerbweight is the driver for the whole package. It means the springing and therefore the damping don’t have to be overly stiff to control the body.

The compact dimensions bring big benefits, too, making the mid-engined coupe easy to place and inspiring confidence on narrow roads.

This Pure model is meant to come on 17-inch wheels, but our car was actually specified with larger 18-inch alloys that were necessary to fit over the bigger £936 performance brakes. While we’d have liked to try the car on the standard wheels, it’s still a sweet package. There are adjustable driving modes, like its rivals, but these only alter throttle response and gearbox settings; the dampers are passive.

Alpine has tried to keep weight down and it’s fair to say cabin quality and build aren’t quite in the same league as its rivals’, although they’re sufficient, with some nice metal detailing and figure-hugging leather sports seats that put you at the heart of the action.

Infotainment comprises a seven-inch screen with sat-nav. You get climate control, Bluetooth, DAB and cruise control, but while a reversing camera and parking sensors are options, they aren’t needed.

It’s worth mentioning the Alpine’s styling. The TT features minor design updates, but the A110 apes its sixties cousin and is a faithful, modern interpretation of that car. Styling is subjective, but we think this is a well-executed contemporary design boasting lots of character in a class where that should be praised.

Driving

The A110’s lightweight approach runs through every area of the car, and it’s most noticeable (and all the better for it, too) in the chassis. The Alpine has such a delicate touch on the road, seeming to skip over bumps rather than trying to bully them into submission, as with the Audi.

It’s because the chassis has compliance, and this soft side means there is some roll. But it gives the driver some feedback on where the limit is and the car’s balance. It seems to have a symbiotic relationship with the road in most cases, reacting to the tarmac harmoniously. Only occasionally does it come unstuck and feel hurried in its reaction to inputs.

The steering is sweet as well. It’s fast but not so that the A110 feels nervous. It doesn’t chatter away to you all the time, but it’s more communicative than the Audi’s. The powertrain isn’t as much of a highlight, though, but that’s only because the chassis sets the bar so high. Mounted behind your head, the 1.8-litre turbo engine has a gargly induction note and good low-down punch. There’s a little lag, but once on boost the motor revs hard to its limiter.

The transmission shifts quickly enough with a flatulent tone from the exhaust, although it sometimes holds on to revs when you lift off after an upshift. Downshifts feel a little laboured, too.

Still, it was good enough to hurl the A110 from 0-60mph in 4.7 seconds, thanks to launch control.That’s 0.6 seconds slower than the Audi, but just under a second quicker than the Porsche. Its in-gear times were stellar because the 320Nm of torque doesn’t have to lug a heavy body around. 

Practicality

This is where the A110 falls down. There are front and rear boots, as in the 718; the back one is most practical, at 100 litres, although the opening is very small, while the 96-litre front load bay is wide but shallow, so it won’t even take a suitcase.

Storage inside is restricted, too, so our car’s bag on the bulkhead as part of the £468 storage pack was useful, but it’s extremely pricey.

Rear visibility is poor through that small window, although the view forward is great. Other minor gripes include the driving position, which feels quite far back in the cabin and a little too reclined relative to the steering wheel. However, you can manually adjust the position of the seat with tools.

Ownership

As a small brand, Alpine didn’t rank in our Driver Power 2018 survey. However, because much of the tech inside is borrowed from Renault, it’s mostly intuitive. This mainstream French firm finished 24th out of 26 manufacturers.

Safety kit comprises two airbags and not much else. There aren’t any upgrades available on Pure trim. This is one of the sacrifices you have to make in order to get the great driving dynamics. 

Running costs

Less weight means lower CO2. The A110 emits only 144g/km, which puts it in the 29 per cent BiK bracket; that’s four per cent less than the TTS and eight ahead of the Cayman. It means the Alpine will cost higher-rate earners just £5,411 a year to run as a company car, compared with £5,848 for the Audi and £6,523 with the Porsche. 

Testers’ notes: “The £1,380 sports exhaust’s note is toned down in Comfort mode. It’s fruitier in Sport or Track, with a gruffer sound under acceleration and some obviously orchestrated pops when shifting down or lifting off.”

Porsche 718 Cayman

Model: Porsche 718 Cayman
Price:  £44,959
Engine:  2.0-litre flat-four turbo, 296bhp 
0-60mph:  5.6 seconds
Test economy:  31.8mpg/7.0mpl 
CO2:  186g/km
Annual road tax:  £450

For years the Cayman has had things its own way in this sector, but new and refreshed rivals like its two competitors here have brought things closer. Now that the 718 Cayman is the entry point into Porsche’s sports car range – it used to be the Boxster – the German coupe has got some tough opponents, so can it continue its winning ways?

Design & engineering

The Porsche 718 Cayman offers something neither of its rivals in this test can: a manual gearbox. This six-speed entry-level Cayman costs £44,959, so is on par with the TT S for price and undercuts the Alpine by around £2,000. Of course, you can also spec a seven-speed PDK model, which levels the playing field a little more with the A110, at £46,959.

However, when manual transmissions are this good they’re worth savouring. Besides, these cars are all about driving enjoyment and this element of the 718’s repertoire adds another addictive layer to the driving experience.

Like the Alpine, the Porsche is mid-engined and sends drive to the rear. It uses a 2.0-litre flat-four turbo engine that makes 296bhp and 380Nm.

It has multi-link-style suspension at the front and rear, and while the chassis is made mostly of steel it’s actually closer in concept and layout to the Alpine’s predominantly aluminium set-up. Unlike the TT’s MQB underpinnings, the Porsche’s platform is limited to the Cayman and Boxster roadster.

Our car was fitted with the £926 Porsche Torque Vectoring option that adds a limited-slip differential to boost traction and agility. Other extras included a £1,592 sports exhaust, adaptive dampers at £1,010 and heated seats, which cost an additional £294.

While these options look pricey, you might need to add a few because there’s only a basic level of kit fitted as standard, which includes sat-nav, Apple CarPlay and climate control. Rear parking sensors are extra, at £362, while cruise control costs £228.

Quality is strong, though; in fact, the materials are plusher than the Audi’s, while the build is just as solid, but the Porsche’s driving position and cabin ergonomics are also the best of this trio.

Driving

There’s no getting away from the Cayman’s move to flat-four turbo power. It’s not the nicest engine, but it is still incredibly effective, smoothly revving with real punch, as showed by the Cayman’s 3.1-second time to accelerate from 30 to 70mph through the gears – and remember this is a manual, not a dual-clutch, so shifts take longer.

They’re something to savour, though, because the six-speed transmission has a delightfully precise mechanical shift and the extra interaction it gives helps to offset that droney motor.

With one fewer ratio than its competitors, the gearing is long, which is why the 718 trailed in our in-gear assessments. It wasn’t by much, however, and once the engine is into its stride there’s a broad spread of power to match its rivals’.

But the Porsche puts clear ground between itself and the TT in corners. The 718’s steering is a lovely weight and works perfectly with the chassis – and at least the engine’s extra torque allows better access to the car’s delicious balance.

There’s so much grip available – more than with the Alpine – that the 718 feels a little more serious as a result. That’s not a negative, just a difference in personality between the two models.

The damping is as brilliant as the A110’s. Normal mode is best for B-roads, with some compliance and extra travel allowed to soak up sizeable ruts well even on 20-inch wheels. Sport mode tautens things up and is maybe a little too much in some situations, but in either setting the Cayman’s focus is resolute. It’s a great driver’s car that balances performance and engagement with comfort and usability. 

Practicality

You get some tyre roar from those large wheels, but it’s no worse than in the TT, and although the 718 is only a two-seater it’s actually surprisingly usable, with 425 litres of luggage space split between two areas – 150 litres in the nose and 275 litres at the rear.

Storage is okay and visibility is good as well. It’s easy to manoeuvre and you don’t have to make compromises to use the 718 Cayman every day. We’d like a little more kit as standard, though.

Ownership

Safety equipment is more limited, too, because you get six airbags and that’s about it. Bi-xenon headlights are fitted as standard, but you can add adaptive LED units for £1,397. You can also specify adaptive cruise control for £1,094, which includes collision warning and autonomous emergency braking.

You might want to add parking sensors given it’s a low-slung sports car, but visibility is actually good. Rear sensors are £362, or it’s £1,086 for them all round plus a reversing camera. Euro NCAP hasn’t crash- tested the Cayman or the Alpine, but the TT received four stars when it was originally evaluated in 2015.

Running costs

The 718 was actually the least efficient car on test, but even its result of 31.8mpg was impressive. It means you’ll spend £2,069 on petrol over an annual average of 12,000 miles; that’s just £45 more than it’ll cost to fuel the TT, which returned 32.5mpg.

But the Alpine again showed why a lower weight can be a benefit; it managed 33.6mpg, which equates to annual fuel bills of £1,958. Expect that cost to rise the more you explore the performance, though.

Testers’ notes: “Traction and grip is so strong you have to work hard to unstick it, but they don’t come at the expense of subtle adjustability through the throttle, steering and brakes, which still makes the Cayman desirable.”

Verdict

First place: Alpine A110

In Pure trim the A110 is fabulous. Everything stems from its light weight, including efficiency and low running costs. Despite its modest power output, performance is great and the gearbox isn’t a hindrance, despite it being the weakest point. This car isn’t that practical, but the chassis is so sweet and the set-up so totally rewarding that it just edges ahead here, despite flaws in other areas. It nails what a small sports car should offer. 

Second place: Porsche 718 Cayman

The 718 was so close to beating the A110 again, not least thanks to its brilliant manual gearbox and incredibly capable chassis. The engineering has true depth that’s felt through the steering and damping, but it’s the engine that still grates, even if the rest of the package is dynamically brilliant. Items such as the infotainment are also showing their age, but make no mistake, this standard 718 Cayman is still a fantastic sports car.

Third place: Audi TTS

Updates to the TT S aren’t extensive enough to elevate it from third place against incredibly tough competition. There’s no denying its accessible, storming all-weather performance, while the tech, cabin and efficiency are all strong, too. With two small back seats, it’s also the most practical model. But these cars are about thrills and involvement, and the TT doesn’t deliver the highs of its extremely talented rivals here. 

Is it worth waiting for this model? 

Toyota Supra

Toyota Supra - red front

Due: Late 2019
Price: £52,695
Engine: 3.0-litre 6cyl, 335bhp

It might be pricier, but the Toyota Supra promises huge performance from its straight six (0-62mph in 4.3 seconds) and a driving experience with poise and balance that should rival our test trio. It’ll be usable, too.

Figures

Alpine A110 Pure Porsche 718 Cayman Audi TTS
On the road price/total as tested £46,905/£53,553 £44,959/£51,255 £44,565/£53,245
Residual value (after 3yrs/36,000) £9,977/63.9% £26,175/58.2% £22,452/50.4%
Depreciation £16,928 £18,784 £22,113
Annual tax liability std/higher rate £2,705/£5,411 £3,261/£6,523 £2,924/£5,848
Annual fuel cost (12k/20k miles) £1,958/£3,263 £2,069/£3,448 £2,024/£3,374
Ins. group/quote/VED 44/£775/£450 42/£732/£450 42/£609/£450
Cost of 1st/2nd/3rd service N/A £495/£630/£495 (est.) £468 (2 services)
Length/wheelbase 4,180/2,420mm 4,379/2,475mm 4,199/2,505mm
Height/width 1,252/1,798mm 1,295/1,801mm 1,366/1,832mm
Engine 4cyl in-line/1,798cc Flat-four/1,988cc 4cyl in-line/1,984cc
Peak power/revs  248/6,000 bhp/rpm 296/6,500 bhp/rpm 302/5,400 bhp/rpm
Peak torque/revs  320/2,000 Nm/rpm 380/2,150 Nm/rpm 400/2,000 Nm/rpm
Transmission  7-spd DCT/rwd 6-spd man/rwd 7-spd DCT/4wd
Fuel tank capacity/spare wheel 45 litres/repair kit 54 litres/repair kit 55 litres/repair kit
Boot capacity (front/rear) 96/100 litres 150/275 litres N/A/305 litres
Kerbweight/payload 1,098/267kg 1,335/320kg 1,405/410kg
Turning circle 11.7 metres 11.0 metres 11.0 metres
Basic warranty (miles)/recovery 3yrs (60,000)/3yrs 3yrs (unlimited)/3yrs 3yrs (60,000)/3yrs
Driver Power manufacturer/dealer pos. N/A N/A 18th/22nd
NCAP: Adult/child/ped./assist/stars N/A N/A 81/68/82/64/4 (2015)
0-60/30-70mph 4.7/3.8 secs 5.6/3.1 secs 4.1/3.6 secs
30-50mph in 3rd/4th 2.0/2.6 secs 2.8/3.9 secs 2.2/3.2 secs
50-70mph in 5th/6th/7th 3.5/4.4/5.8 secs 3.9/4.9 secs/N/A 4.2/5.4/9.8 secs
Top speed/rpm at 70mph  155mph/2,400rpm 170mph/2,600rpm 155mph/2,000rpm
Braking 70-0/60-0/30-0mph  42.7/31.7/8.1m 46.8/33.1/9.7m 43.5/32.4/8.1m
Noise outside/idle/30/70mph 76/52/63/76dB 69/53/68/76dB 76/49/70/79dB
Auto Express econ. (mpg/mpl)/range 33.6/7.4/333 miles 31.8/7.0/378 miles 32.5/7.1/393 miles
WLTP fuel consumption (med) 44.1mpg/9.7mpl 32.8mpg/7.2mpl 35.3mpg/7.8mpl
Actual/claimed CO2/tax bracket 194/144g/km/29% 205/186g/km/37% 201/161g/km/33%
Airbags/Isofix/park sensors/camera Two/n/£384/£1,140* Two/£126/£362/£1,086* Six/yes/yes/£550
Auto box/lane keep/blind spot/AEB Yes/no/no/no £2,000/n/£413/£1,094 Yes/no/yes/no
Clim/cruise ctrl/leather/heated seats Yes/yes/yes/no Yes/£228/yes/£294 Yes/yes/yes/yes
Met paint/LEDs/keyless/pwr tailgate £1,656/no/yes/no £581/£1,397/£497/no £575/yes/no/no
Nav/digi dash/DAB/connected apps Yes/yes/yes/yes Yes/no/yes/yes Yes/yes/yes/yes
Wireless charge/CarPlay/Android Auto No/yes/yes No/yes/no Yes/£400*/£400*


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Friday, March 29, 2019

Hyundai and Kia electric cars to get new platform and bold looks

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Steve Fowler 2019-03-29 15:30

Surprised by demand for its e-Niro and Kona EVs, Hyundai Group is pressing ahead with bold plans for future electric models

Hyundai Kona Electric - badge

Hyundai Group brands Hyundai, Kia and Genesis are set to benefit from a new electric car platform, similar to the Volkswagen Group’s MEB technology, while more radical designs for the brands’ dedicated EVs are promised, too.

“A new platform dedicated to electric vehicles is about two years away,” a company insider revealed to Auto Express. “It will probably focus on B- [small] and C-[medium] segment cars.”

Best electric cars on sale now

Hyundai and Kia have already said they will have 38 green cars in their line-up by 2025, including 14 EVs. Premium brand Genesis is also expected to launch an all-electric car by 2021. Meanwhile the Group will push on with the development of fuel cell vehicles in addition to today’s Hyundai Nexo model.

Currently all of Hyundai group’s electrified cars are versions of existing models on current platforms, but design boss Luc Donckerwolke has hinted that he plans to push his design teams to come up with more radical proposals when it comes to the new range of EVs.

“When it comes to electric vehicles you have to ask whether you want science fiction or whether you want to conform,” he told us. “We can create something that doesn’t appeal to someone in the traditional sense.

“We need to appeal to millennials and next generation car buyers. They’re not car people – they want to buy something else.”

Donckerwolke also revealed how 3D printing was going to have an effect on future car design and materials used. “3D printing is a game-changer,” he said. “With 3D printing we have to ask things like whether we could print a [seat] fabric that’s thick enough that you don’t need foam.”

Currently, two EVs are available from the group, the Hyundai Kona Electric and Kia’s e-Niro. An all-electric version of the new Kia Soul, that we’ve already tested, will arrive at the end of the year. However, such has been the demand for electric models that both the Kona Electric and e-Niro are sold out. Increased supply should arrive next year, though, with a spokesperson telling us: “Customer demand has been higher than expected. It’s going to take six months to adjust to that level of demand.”

Could you live with an electric car? Find out here...



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Peugeot 508 Fastback review

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For 
Arresting looks
Very well equipped
Fun to drive
Our Rating 
4
Against 
Not as roomy as some rivals
Expensive in GT trim
Average boot size
peugeot 508 tracking front
2019

The stylish and sporting Peugeot 508 is aiming to steal sales from more traditional models in the large saloon segment

With the current vogue for SUVs, Peugeot should be applauded for producing the stylish and sporty 508 Fastback. It’s not the roomiest car in its class by any means, but with its attractive looks and entertaining handling it should satisfy drivers who want a bit of fun from their family saloon. There’s a good range of engines that offer decent performance with reasonable fuel economy and relatively low emissions ratings, too, which should make the 508 attractive to company car drivers.

Combine this with a well thought out interior that not only looks good and is well finished but is also laden with plenty of hi-tech equipment, and Peugeot could well be onto a winner in this competitive class.

29 Mar, 2019
4.3

If a car was purely judged on its exterior design, then the Peugeot 508 would certainly be amongst the class leaders with its eye-catching looks and considerable showroom appeal. It’s certainly far more stylish than its predecessor, moving away from the traditional three-box look for a more curvaceous and cohesive appearance.

Its bold new nose echoes the current sporty Peugeot look, and while the headlights aren’t the most distinctive, the blade-type LED daytime running lights certainly catch the eye. The 508 is equally stylish from the rear, with mildly extended rear wheel arches and a black panel running across the tail which incorporates the LED rear light clusters. It’ll certainly stand out in an office car park populated by more traditional designs.

Inside the sporting theme is continued, with a real coupe feel about the interior. It accentuates the difference between this car and an SUV, where you sometimes have the impression you’re sitting on it, rather than in it. The curving and swooping dash continues the stylish appearance in combination with the small steering wheel and Peugeot’s i-Cockpit electronic display.

And the quality look is backed up by material quality and a fit and finish that has a nigh-on premium feel to it It’s almost good enough to tempt buyers away from BMW’s 3 Series and Audi’s A4 perhaps.

There’s certainly enough in the way of standard equipment to keep most buyers happy too, and even the entry-level Active trim level doesn’t feel poorly specified. You’ll need to upgrade to the Allure model to get the larger (10-inch versus 8-inch) of the two centrally-mounted touchscreen systems offered, and it’s worth it for the greater functionality it brings.

Sat-nav, stereo and infotainment

All 508 models come with sat nav – an 8-inch screen in the Active model, a 10-inch screen in all other models – and it works pretty well in practise. Many of the 508’s functions are accessed either through the touchscreen – hence the need to opt for the larger version – but there are also a series of ‘piano key’ shortcuts which make navigating through the various menus much simpler.

All models come with Bluetooth, DAB radio, Apple CarPlay and Android Auto along with voice recognition. Allure adds USB inputs in place of a 12v output and also gains a full colour reversing camera system. The GT Line models add a Smartphone charging plate while the GT and First Edition models have an impressive Focal Audio premium hi-fi system which does sound significantly better than the standard equipment.

There are an impressive array of safety systems as standard – automatic emergency braking, a distance alert system and lane keeping assistance, while Allure and GT Line models add blind spot detection and an advanced driver attention alert system. The GT has adaptive cruise control too. While most of it works well, we weren’t hugely impressed with the GT’s adaptive cruise control or the lane keep assist system, which is somewhat jerky in operation and not up to the standards of rivals

4.2

As befits its sporting looks, the 508 offers a surprisingly involving drive. Perhaps not to the extent that it’s going to trouble a BMW 3 Series, but it’s certainly at the more dynamic end of the spectrum when it comes to the way it drives. 

The 508 is based on the same platform as that of the 3008 SUV, and given that car’s impressive ride you might expect the same to be true of the 508. For the most part, it obliges, but it’s not quite so adept at soaking up lumps and bumps as the SUV. Peugeot has set up the 508’s suspension to be somewhat firmer than the family-orientated SUV, and as a result, some imperfections are transmitted through to the cabin, especially on models fitted with the largest 19-inch alloy wheels. However, it’s by no means uncomfortable and while there’s some low-speed fidget, at motorway speeds the firmer ride comes into its own, soaking up undulations in a well-controlled manner. 

The flipside of the coin is that the firmer set up on the 508 gives far less body roll when cornering. It feels dialled-in to the tarmac, with impressive grip levels. Initially the small steering wheel feels a little odd, but it makes the steering very responsive and gives the 508 an agile nature when compared to the majority of its rivals. The steering is well weighted too and allows you to place the car with precision when driving on flowing back roads.

All the engines feel up to the job, although naturally enough the entry-level 1.5-litre diesel doesn’t feel quite as lively as the rest of the range. The 1.5-litre diesel is also the only engine that can be had with a manual gearbox: all the other models come with Peugeot’s EAT 8 automatic, which can also be added to the 1.5-litre engine as an option.

The automatic does work well, shifting between the ratios pretty seamlessly and when changing gears manually with the steering wheel-mounted paddles. The paddles themselves are slightly small, though – you can lose them when cornering enthusiastically – and the gearbox itself can be a little jerky when coming to a stop. 

Engines, 0-60 acceleration and top speed

When it comes to the engine line-up for the Peugeot 508, the company has most bases covered from fugal and efficient diesels to higher-powered petrol models. However, it’s worth noting that not all engine variants can be ordered in all trim levels, with the most powerful petrol and diesel engines reserved for the top of the range GT models.

At entry-level, Active spec is only available with the 129bhp 1.5 BlueHDi 130 diesel. This is also the only engine in the 508 line-up that can be had with a manual gearbox. With the manual transmission, it can accelerate from 0-62mph in 9.7 seconds, the eight-speed auto takes a further 0.3 seconds to cover the same increment. Top speed for both versions is 129mph.

Two further diesels are offered, both 2.0-litre units badged as BlueHDi 160 (with 161bhp) and the BlueHDi 180 (175bhp), and both engines have an identical torque output of 400Nm. They will accelerate from 0-62mph in 8.4 and 8.3 seconds respectively and both have top speeds in excess of 140mph. The BlueHDi 160 is likely to be the bigger seller and it offers plenty of punch, even when fully laden when the 1.5-litre unit can feel a little strained.

Two 1.6-litre turbocharged petrol engines are also available, the PureTech 180 and PureTech 225, and if you’re after the ultimate in performance to go with the sporty style of your 508, these would be the models to go for. The 179bhp PureTech 180 has 250Nm of torque and will accelerate from 0-62mph in 7.9 seconds on its way to a 143mph top speed. The PureTech 225 has an additional 50Nm of torque, a 7.3-second 0-62mph time and a top speed of 155mph. However, while the 225 is a strong performer, it’s only available in the limited run First Edition or the GT model which starts from around £36,000, so it’s likely to be a rare sight on the road.

4

Peugeot has a good reputation for safety these days, and this is borne out by the 508’s five-star Euro NCAP safety rating, earned in 2018. The car scored an impressive 96 per cent for adult occupant safety and 86 per cent for child occupant safety – virtually identical to the figures posted by the Volkswagen Arteon saloon, which Peugeot hopes the 508 will also attract buyers away from.

While the 508 was too new to be featured in our 2018 Driver Power survey, the 3008 SUV which shares its engines, running gear and technology with the 508, came home in first place which certainly bodes well for the 508. However, despite being the overall winner, a worrying 11 per cent of 3008 owners did say their car had gone wrong at some point. This will account for why Peugeot as a company only ranked in 17th out of 26 manufacturers.

Warranty

Peugeot’s new car warranty is pretty average – three years or 60,000 miles, whichever comes first. While this matches companies such as Volkswagen and Vauxhall, it falls short of some premium rivals from which Peugeot are hoping the 508 can steal sales – both BMW and Mercedes, for example, offer three-year unlimited mileage policies. And, of course, they’re all a long way short of the five-year and seven-year warranties offered by Hyundai and Kia respectively, although the i40 and Optima that these makers offer in the class are feeling old in comparison to the Peugeot.

Servicing

Peugeot offers a variety of different servicing plans for the 508, and the model will require a yearly service. Naturally, the cost of the service plans will vary depending on each model’s requirements, but prices start from around £15 a month for a three-year, 30,000-mile servicing plan or about £18 for a five-year, 50,000-mile plan. Your Peugeot dealer will be able to advise on costs for individual models, and it’s also worth noting that you have up until the car’s a year-old to decide whether or not to take out a servicing contract.

 

3.8

In moving away from the traditional three-box saloon to a more fashionable fastback look for the 508, Peugeot has sacrificed something in the way of practicality. But while this does have a couple of downsides – mainly rear headroom – overall the 508 is a comfortable and roomy proposition.

The interior apes the car’s sporty fastback look, with a stylish cockpit that feels coupe-like yet is still comfortable. The dashboard design features swooping curves, and with a high centre console, you feel nicely cocooned and insulated when sitting in the front seats. All models have at least part-electric front seat adjustment, and from Allure models up there’s lumbar support and heated seats as standard.

One thing that’s worth noting is that the 508 has Peugeot’s i-cockpit set up, where you look over the steering wheel to see the instruments. While it works well for the most part, some drivers may feel they don’t have a clear view of the dash pod when the steering wheel and seat are adjusted to their liking.

The 508 offers a comfortable ride both around town and on the motorway, and while there is some low-speed fidgeting when fitted with the largest 19-inch alloys, this will be less of a concern for most buyers. If you opt for the top of the range GT model, then there’s also active suspension to keep the ride comfort at an optimum level.

Size

Where most cars are becoming ever larger, the 508 bucks this trend by actually being slightly shorter than the outgoing model. At 4,750mm long the 508 Fastback is nearly 15 centimetres shorter than a Vauxhall Insignia Grand Sport, but a little longer than premium rivals such as the new BMW 3 Series saloon. 

Leg room, head room and passenger space

Those up front will be more than comfortable with plenty of leg, elbow and headroom. But those in the rear will be slightly less fortunate, especially if they are six-feet tall or above. The sloping roofline really does make it tight for rear seat passengers in terms of headroom, and it’s likely their heads will be brushing the headlining. The 508 SW improves the issue slightly, but not by quite as much as you might have expected.

Legroom is adequate without setting new standards for the class, as it doesn’t offer the same amount of space as you’d find in the back of a Skoda Superb or Vauxhall Insignia Grand Sport. However, Peugeot doesn’t see the 508 as a model which will primarily be bought by those intending to have the rear seats occupied by adults on a regular basis and the accommodation offered will be more than enough to keep the 508 as a practical family car.

Boot

The 508 saloon’s boot has a 487-litre capacity when the rear seats are raised, which increases to 1,537 litres when they’re folded flat. While this is a decent size, it’s no more than average for the class – similar in size to a Vauxhall Insignia Grand Sport but put into the shade by models such as the Ford Mondeo (550 litres) and Volkswagen Passat (586 litres).

The 508 SW does offer a larger carrying capacity, but perhaps not by as much as you might think. The SW has a luggage area of 530 litres which rises to 1,780 litres when the seats are lowered – easily done via a button in the boot – but while it’s only slightly smaller than an Insignia Sports Tourer’s 560-litre capacity, it falls some way short of the largest boot in the class, the Skoda Superb’s 660-litre load area.

 

4.1

Despite its sleek looks, the Peugeot 508 shouldn’t cost an arm and a leg to run, offering reasonable economy and CO2 levels for competitive Benefit-in-Kind (BiK) company car tax ratings.

It shouldn’t come as a great surprise that the 1.5 BlueHDI 130 model is the most fuel efficient, offering between 52.5 and 59.8mpg under the latest WLTP guidelines. That’s with the six-speed manual gearbox, the figures are 51.4 to 58.6mpg with the eight-speed auto. This compares well to the Volkswagen Passat 1.6 TDI diesel with the seven-speed DSG transmission, which records figures of between 49.6 and 52.3mpg. With commendably low CO2 emissions figures starting at 99g/km for the automatic and 101g/km for the manual the Peugeot 508 1.5-litre diesel sits in favourable BiK bands. 

Choosing the more powerful 2.0-litre diesel in the 508 does affect economy, with the BlueHDi 160 returning 45.2-51.1mpg and the more powerful BlueHDi 180 posting official figures of 45.0 and 50.6mpg. That’s slightly less economical than the 2.0 TDI Volkswagen Passat, but more economical than the similarly powerful Vauxhall Insignia Gran Sport. CO2 emissions for these models start at between 118 and 124g/km respectively. 

The two faster petrol models are less fuel efficient than their diesel counterparts, the PureTech 180 returning between 38.0 and 41.8mpg and emissions of 123 and 127g/km. The more powerful PureTech 225 isn’t far behind, with economy of 36.3-39.8mpg and emissions of between 130 and 132g/km.

Insurance

When it comes to insurance, it’s likely that the 508 will be broadly competitive with its class rivals. But some competitors do have lower groupings, especially for entry-level models. The 1.5-litre diesel will be the cheapest to insure, with groups ranging between 22 and 24. The Vauxhall Insignia starts at group 15 for its 134bhp diesel, while the slightly less powerful Volkswagen Passat 1.6 TDI starts with a group 12 rating.

The more powerful 508s fall into groups 29 to 32 for the diesels and 28-34 for the petrols. By way of comparison, the Passat has the highest insurance group of 28.

Depreciation

From launch, the Peugeot 508 has residuals in the 43-45 per cent range, which isn’t bad when you consider that the family hatchback class is falling out of favour with new car buyers. In comparison, the Vauxhall Insignia Grand Sport has values in the region of 34-41 per cent, with the VW Passat scoring similarly.



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New 2022 Renault EV set to take on the Nissan Leaf

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Richard Ingram 2019-03-29 13:45

The Leaf rival will be one of two new Renault electric cars, with a smaller city car also set to join the firm’s expanded EV range

Renault EV - front (watermarked)

Renault is gearing up to add two new electric vehicles to its range, sandwiching its ZOE EV between a smaller city car and a larger family-sized model to take on the Nissan Leaf. The EV expansion will help the Renault-Nissan-Mitsubishi Alliance sell two million cars per year by 2025.

Renault has previously announced plans to launch eight new EVs by 2022; currently it has four in its line-up. Speaking exclusively to Auto Express, the firm’s global electric vehicle programme director, Eric Feunteun, said: “We will continue in the B-segment; that is our strongest segment and it is the heart of the European market. Then we clearly go down and then we will go up into the C-segment, so we will increase our coverage. The idea is to bring the car with the right timing.”

• Best electric cars on sale right now

Feunteun is conscious that launching an electric family-sized hatchback as it stands would make the model too expensive for a brand like Renault. He added: “If I do it with the cost of the battery today, then I will be at the price of my luxury competitors. If you want to go to C, D, E-segment – we can see what Tesla is doing, and Jaguar – you need to go with very big batteries.

“But that means very expensive cars. I’m a strong believer that the DNA of Renault is to bring affordable technology; the ZOE is the most affordable electric car on the market and price is the number one deciding factor.

“My answer is very clear,” he added. “Yes, we will go to the C-segment, and yes, we will go with a bigger battery – that is for sure. But we need to find the right timing to be sure we have a competitive offer.”

As a result, Renault’s Leaf rival isn’t expected to land until around 2022, when the cost of battery technology should be more in line with the level of pricing the firm is aiming to achieve with the EV. The model, previewed by our exclusive images, is likely to be based around the Renault Symbioz concept, which announced the French manufacturer’s vision of electric and autonomous vehicle technology.

While the as-yet-unnamed family car is likely to feature a more modest design over the concept, it is expected to inherit some of the show model’s more striking touches – such as the exaggerated daytime running lights at the front and rear.

The production car will sit on an all-new dedicated EV platform, which will also be available to the Alliance partners, designed to give the sort of passenger space from the segment above. The larger battery size means it’s likely the forthcoming electric family car will feature a slightly raised ride height, a theme that will become common with electric vehicles. It should offer a real-world range of more than 250 miles.

This idea of improved cabin space was touched upon with the Symbioz, and is something that will become a staple feature in future electric models; the EV platform’s packaging should allow it to offer more room inside for a car with relatively compact external dimensions.

Speaking about the Alliance’s new electric architecture, Feunteun said: “If you look at a dedicated EV platform, it will bring a lot of value that hybrid platforms can’t. On the EV platforms, you will be able to have one segment difference from the inside to the outside of the car. That’s fantastic value.”

Do you like the look of our exclusive images of Renault's Nissan Leaf rival? Let us know your thoughts below...



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Thursday, March 28, 2019

UK engine production falls by 7 per cent in February

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David Kirby 2019-03-28 17:35

All seven engine manufacturers here in the UK are hit by the decline

General Motors factory

Responding to a knock on effect from a fall in demand for vehicles produced for Europe and Asia, output from engine UK manufacturers has fallen by 7 per cent from 253,347 units to 235,595 during February.

The SMMT, who released the data, lay the blame directly at the door of Brexit. The lack of certainty of the UK’s position with the EU is said to be partly to blame for decline in domestic production.  

UK car manufacturing falls for ninth consecutive month

Mike Hawes, Chief Executive of the Society of Motor Manufacturers and Traders (SMMT), said: “It is shocking that manufacturers are still in the dark over what their international trading situation is going to be in just a matter of weeks”.

This year, so far, is a stark contrast to 2016 when UK engine production was at its highest ever and the outlook for the industry was positive. The SMMT reported domestic demand reached the largest volume on record at 1,124,947 engines for the home market, while engine manufacturing as a whole grew 7.5 per cent to 2,545,608 units.

The UK is currently the second largest engine manufacturing country in Europe, after Germany. Jaguar Land Rover, Bentley, BMW, Ford, Nissan, Toyota and Honda all build their own engines here. Just like vehicle production, engines are just as affected when demand falls.

Are you worried about the UK car industry? Let us know in the comments below... 



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Used Skoda Citigo review

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Used Skoda Citigo - front
28 Mar, 2019 3:00pm Richard Dredge

A full used buyer’s guide on the Skoda Citigo covering the Citigo Mk1 (2012-date)

Skoda is best known for offering affordable cars, but until the arrival of the Citigo in 2012, the Volkswagen subsidiary had never produced a city car; its smallest offerings had previously been superminis such as the Fabia, Felicia and Favorit.

When the Citigo was introduced, it shook up the city car segment, along with its SEAT and VW cousins. Smartly designed, great value and good to drive, it’s a typical Skoda through and through, all backed up by one of the best dealer networks in the business.

Best city cars on sale

While 2019 will mark seven years since the model’s debut, it’s had relatively little development. Don’t assume this is a disadvantage over newer rivals, though; some of them are still playing catch-up.

Models covered

  • • Skoda Citigo Mk1 (2012-date) - Former Auto Express Car of the Year is still a big hit around town.

Skoda Citigo

History

Prices started at £7,630 when the three and five-door Citigo hit the UK in July 2012. Only a 1.0-litre three-cylinder petrol engine was offered, in 59bhp and 74bhp guises, and both were available with a five-speed automated sequential gearbox, called ASG.

At first there were just S, SE and Elegance trims, but a Citigo Sport was added in spring 2013, with suspension lowered by 15mm, 15-inch alloys, privacy glass, a racing stripe down the middle of the car and a bodykit.

The Black Edition special was launched in August 2014, then returned a year later, while the Monte Carlo went on sale in May 2014. A facelift in July 2017 brought design tweaks, integrated multimedia, more safety and comfort options, plus a revised line-up of S, SE, Colour Edition, SE L and Monte Carlo. 

Which one should I buy?

The high-powered engine is worth having if you regularly use motorways, but other than that it makes little difference. Three and five- door cars are the same length, but the latter obviously offers easier access to the rear.

Entry-level S spec is spartan and best avoided; it features steel wheels and manual windows, with the only concession to luxury being a CD/tuner. The SE adds powered front windows, remote central locking and air-con, while range-topping Elegance cars offered 14-inch alloy wheels, heated front seats and a Portable Infotainment Device.

The Black Edition was based on SE spec and added black alloys, a DAB radio and nav, while the Monte Carlo brought black door mirrors and wheels, plus a rear spoiler.

Skoda Citigo reviews

Skoda Citigo in-depth review
Skoda Citigo 1.0 MPI 60PS Black Edition review
Skoda Citigo 1.0 MPI 60PS Monte Carlo review
Skoda Citigo 1.0 MPI 60PS Sport review

Alternatives to the Skoda Citigo

In effect, the SEAT Mii and Volkswagen up! are the same car as the Citigo, with different badges. They are its closest rivals and just as easy to recommend, while the recently introduced up! GTI is especially fun to drive, even if prices for this diminutive hot hatchback start at £13,000.

The Hyundai i10 and Kia Picanto are tough adversaries with their keen pricing and longer warranties; reliability and build quality are also good. You get strong value, low running costs and smart styling with the Citroen C1, Peugeot 108 and Toyota Aygo, but the trio aren’t as grown-up dynamically.

Another very good alternative is Suzuki’s Celerio, while you could also consider the Renault Twingo and Smart ForFour; this mechanically related pair offer clever packaging and excellent agility.

What to look for

Stability

At first, entry-level S editions weren’t fitted with ESP, although SE models and above did include this safety feature. 

Gearbox

The auto is generally reliable and perky, although because it’s an automated manual, check you’re happy with its characteristics when driving.

Tyres

Some Citigos come with 165/70 R14 tyres, which are scarce, but these can be can be swapped for 175/65 R14-specification rubber. 

PID

New replacement Portable Infotainment Devices cost £300 to buy, although used VW or SEAT items can be reset to feature Skoda branding.

Interior

Despite the tiny proportions, the cabin is surprisingly spacious, with decent room for four adults and a 251/959-litre boot. The design is mature and doesn’t feel too cheap, but facelifted cars are noticeably better in this respect. The steering wheel only adjusts for rake and not reach, while entry-level Citigos miss out on a height-adjustable driver’s seat, and don’t feature a rev counter, either. 

Prices

You can buy a nearly new Skoda Citigo for between £4,490 and £11,999 on our sister site BuyaCar.

Running costs

All Citigos need servicing after 9,000 miles or 12 months, with the first two check-ups costing £179 and £249.

From a car’s third birthday the maintenance regime moves to a fixed-price menu, with services alternating between minor and major, at £169 and £279.

The brake fluid needs changing after three years, then every two years, at £54. It’s recommended the cambelt is replaced every five years, at £399, although there isn’t a set interval. Various service plans are available, up to the point when a car has covered 120,000 miles. These cost between £19 and £22.50 per month.

Recalls

The Citigo has been recalled four times. The first was in May 2013, over faulty airbags. Problems with child locks on five-door cars led to a campaign in July 2016. Two months later, models with a panoramic sunroof built in March and April 2016 were recalled because the roof could detach. The latest action came in December 2017 and covered towing eyes that could fail during use. 

Driver Power owner satisfaction

The Citigo last appeared in our Driver Power new car survey in 2016, when it came an impressive 11th; it scored poorly for in-car technology (ranking 117th) and performance (92nd). Mid-table scores for comfort and practicality were more encouraging, while top-10 places for reliability, running costs, handling, ride quality and ease of driving all helped to secure that 11th position.

We were so impressed with the Citigo when it arrived that it won our 2012 Car of the Year award, prompting us to proclaim at the time: “How does Skoda do it for the money? “The Citigo is a small car with huge talent. It’s got space for four people, drives superbly, is incredibly efficient and is beautifully built. Then there’s the price and kit list. It’s simply sensational value for money. We love it.” It has proven reliable and, thanks to ongoing demand and keen pricing when new, running costs are minimal even when depreciation is taken into account – which is what any decent city car should be about.


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