Saturday, November 30, 2019

'LA is the best and most insane car capital of the world'

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Mike Rutherford 2019-11-30 15:00

The LA Motor Show helped prove that Los Angeles is the epicentre of the automotive world, says Mike Rutherford

OPINION LA Motor Show

I’ve spent much of my life working out of the world’s car capitals: Beijing, Detroit, Paris, Seoul, Tokyo, Turin, Wolfsburg, and not forgetting once-notable motor industry hamlets such as Dagenham (now a 100 per cent vehicle production-free zone), Longbridge (very quiet) and Swindon (almost gone). But at this time of the year at least, the epicentre of the automotive world is Los Angeles.

For starters, late November marks the arrival of the World Car Awards (officially, the largest consumer automotive competition on the planet) LA Test Drives programme, in which dozens of WCA judges/jurors/executioners from all corners of the globe drive and score the best and best-value products for 2020/2021. Editor-in-Chief Fowler and I are among their number, and over four late-November days, we were each privileged enough to drive the collection of vehicles gunning for World Car glory.

LA Motor Show 2019: news roundup

It wasn’t such a surprise that the all-electric Porsche Taycan was so bloody brilliant, if expensive. But equally impressive in its own modest, affordable way was the Kia Telluride, a mid-sized SUV that tells us all we need to know about how this South Korean firm has gone from no-hoper to borderline premium player in a couple of decades. 

Telluride’s official starting price in the US is just $31,690 (£24,499) but US retailing laws allow dealers to charge more due to phenomenal demand. In view of the fact that it’s probably the hottest-selling Kia ever, some new car sales execs are (legally) upping the price by around £5,000. And the punters seem happy to pay. 

Although there are currently no plans to sell the Land Rover/Volvo-lookalike Telluride in the UK, British buyers need and deserve it. Kia America boss Michael Cole also told me he’d love to see the Georgia-built Telluride sold in Blighty. Watch this space.

The LA Auto Show piggybacks the World Car Awards Test Drives programme, and it was at this fine exhibition at the LA Convention Centre where I witnessed further confirmation that large national and international motor shows definitely aren’t dead. 

True, Ford’s so-called Mach-E version of the Mustang was an LA Show embarrassment for the confused company because there is nothing Mustang (apart from the cynical use of that great name) about it. What next? A ‘Mustang’ Fiesta? Thankfully, though, America redeemed itself with GM’s Corvette, which looks the part. 

Still, the bonkers Bollinger Motors exhibit was my star of the show. Karma was a pleasant surprise, too, with its beautifully executed cars, never mind its lunatic mission statement that “Karma is more than our name – it is a purpose, a series of words transformed into deeds”. Whatever all that means. 

Talking of lunacy, on its stand Subaru exhibited live German Shepherds which it helped put up for adoption. So, to be perfectly clear and accurate, I’m talking about what I saw with my own eyes: live dogs on display at a live motor show.  Only in LA, one of my favourite, most reliable, insane car capitals of the world.

Do you agree with Mike? Let us know in the comments below...



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Skoda Kamiq vs Volkswagen T-Cross vs Citroen C3 Aircross

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Auto Express 2019-11-30 10:00

We find out if the new Skoda Kamiq has what is takes to beat the Volkswagen T-Cross and Citroen C3 Aircross

Kamiq group test

Supermini-based SUVs are part of one of the fastest-growing sectors of the market, so it’s little wonder that nearly every mainstream car manufacturer has a model that fits into this class. Skoda was one of the only big names left that was missing from the popular and highly profitable area, but that’s no longer the case: its new Kamiq is finally here.

It’s easy to get confused about Skoda’s SUV range, because the three cars all have similar names. The first to arrive was the Kodiaq, which is the largest model and available with seven seats. Then there was the mid-size Karoq, which takes on rivals such as the Peugeot 3008 and Nissan Qashqai. And now there’s the Kamiq, which is the smallest SUV the Czech manufacturer makes, and we’ve lined up its key rivals to test its credentials.

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The Volkswagen T-Cross and the Citroen C3 Aircross also mix supermini dimensions, more affordable pricing and SUV styling, adding more practicality on top. It’s easy to see why they’re so popular. 

The Kamiq has a lot to prove here, though, because the T-Cross and C3 Aircross are two of the best cars in this class. They’re practical, good to drive and affordable, so the Skoda will have to be all of those things and more if it wants to win here.

Skoda Kamiq

Model: Skoda Kamiq 1.0 TSI 115 SE L
Price: £21,980
Engine: 1.0-litre 3cyl petrol, 113bhp 
0-60mph: 9.4 seconds
Test economy: 45.3mpg/10.0mpl 
CO2: 116g/km   
Annual road tax: £145

The Kamiq is a new name and a totally new model for the Czech brand. Here we’re testing a version that’s likely to be popular with buyers in the UK, the 1.0-litre TSI petrol with 113bhp and a manual gearbox. In SE L trim, it costs from £21,980. 

Design & engineering

While the Kamiq might be an all-new model for Skoda, it has a familiar basis: the Volkswagen Group’s MQB A0 architecture. This platform is used in many models across the group’s stable, most notably in this case on the VW T-Cross (and the SEAT Arona, another rival in this class). This means the Kamiq shares many parts with the T-Cross, including the 1.0-litre TSI engine.

Also under the Skoda’s skin are MacPherson struts at the front and a torsion beam at the rear, which is a very typical suspension set-up for the supermini-SUV class. Indeed, all of the cars in this test have the same layout due to its lower production costs. The Kamiq can be fitted with an option called ‘Sport Chassis Control’, which costs £495 and adds selectable driving modes linked to adaptive suspension. This is rare on a small car, so it’s interesting to see, but our test car wasn’t fitted with this option and used a standard set-up.

The Kamiq’s interior has some cheap-looking plastics in certain areas, but there are a few key features that help add to its appeal. The seats are comfortable, and the large infotainment screen and standard digital instrument cluster give it a hi-tech feel. It doesn’t have the visual flair of the C3 Aircross, but it surpasses its French competitor for quality.

Standard equipment includes a 9.2-inch touchscreen sat-nav with Android Auto and Apple CarPlay functionality, which is a highlight of the interior. There’s also AEB, lane-keep and blind-spot assist, as well as climate and cruise control. Options available on the Kamiq include a powered tailgate (£400) and a rear-view camera (£300), plus wireless smartphone charging (£240).

Driving

A higher driving position is part of the Kamiq’s appeal, and some buyers will prefer the upright position. Taller drivers may find that it restricts the available legroom, but there’s enough adjustment that we were able to get comfy behind the wheel eventually. The ride quality matches this; it’s comfortable and the car is easy to drive at low speeds around town, because here it deals with bumps and potholes well. This isn’t quite true of all three of these cars, but in the case of the T-Cross, the ride is similar to the Kamiq’s.

Both cars have the same failing at higher speeds, though, which is that there is a noticeable amount of vibration and small body movements. Smooth motorways are okay, but faster A-roads can feel a little harsher than in the C3 Aircross. Still, we’d still rather be in the Kamiq on this kind of road, because it has much better body control than the Citroen. This means you can drive through corners comfortably at higher speeds than in the C3, and not having to slow down as much also helps with efficiency.

In our straight-line tests the Kamiq performed well, because it was quickest from 0-60mph and from 50-70mph in fifth and sixth gears, too. From a standstill the Czech model got to 60mph in 9.4 seconds, while the T-Cross took 9.7 seconds and the C3 Aircross needed 10.6 seconds.

In fifth gear the Karoq went from 50-70mph in 8.9 seconds, and in sixth this took 11.9 seconds; both times being faster than both rivals’. It wasn’t by much, though; the VW needed 9.0 and 12.4 seconds respectively in those tests, while the Citroen recorded 9.3 and 12.8 seconds respectively.

Practicality

Skoda is known for building practical cars, and the Kamiq is no exception. It has an impressive 400-litre boot with the rear seats in place, and 1,395 litres of space (the most here) with them folded. But it’s the only model here that doesn’t have sliding rear seats. This means that even though it has plenty of room in the boot, the T-Cross can be configured to have up to 455 litres and the C3 Aircross can have up to 520 litres. 

Still, the Kamiq doesn’t compromise legroom and, with its fixed rear bench, there’s more than enough room for adults to sit comfortably in the outer seats. There’s lots of legroom and headroom is good, and the comfy seats mean it’s the model we’d pick to sit in the back of. However, it’s not by a big margin and any of these cars is a fine, practical choice for a family.

Ownership

EURO NCAP has already tested the Kamiq, and it received the full five stars from the crash-test experts, with a top score in the Adult Protection category. Its rating was helped by standard safety equipment that includes six airbags, autonomous emergency braking, blind-spot alert and lane-keep assist.

Skoda is also a consistent high-scorer in our Driver Power surveys, and in the 2019 poll the brand finished fifth overall. This was way ahead of both its rivals, because Volkswagen and Citroen finished 17th and 24th respectively in the makers’ chart.

Running costs

The Kamiq returned 45.3mpg on test, so it will cost £1,540 per year in petrol. The T-Cross recorded 43.8mpg, equating to £1,593 a year, and the C3 Aircross 38.3mpg, which works out at £1,822. This is a key area for many buyers, and the small-capacity three-cylinder engines are a good choice for those looking to save money.

Our example driver was quoted £373 to insure the Kamiq, which was the most expensive here. The C3 was £1 cheaper, while the T-Cross would cost £345.

Testers’ notes

 “Other engines available for the Kamiq include a 1.5-litre petrol with 148bhp, a less-powerful 94bhp 1.0-litre unit, and a 1.6-litre diesel with 113bhp. The 113bhp 1.0-litre is the pick of the line-up, though.”

The T-Cross was launched last year, and won its first group test against the Mazda CX-3 and SEAT Arona. Here it faces tougher competition from the Kamiq and the Auto Express award-winning Citroen C3 Aircross. In 1.0 TSI 115 SEL trim it costs £22,095.

Volkswagen T-Cross

Model: Volkswagen T-Cross 1.0 TSI 115 SEL
Price: £22,095
Engine: 1.0-litre 3cyl petrol, 113bhp
0-60mph: 9.7 seconds
Test economy: 43.8mpg/9.6mpl 
CO2: 116g/km
Annual road tax: £145

Design & engineering

There is a lot the T-Cross shares with the Kamiq, including its 1.0-litre engine, six-speed manual gearbox and suspension layout. There are even hints inside as to the similarities of these cars, because certain bits of switchgear are virtually identical. This is because both models are based on the MQB A0 platform.

Performance is predictably similar in the VW and Skoda. Both cars have 113bhp and 200Nm of torque, and the weight difference is pretty small; the T-Cross weighs 1,175kg and the Kamiq 1,158kg. The C3 Aircross is 1,179kg, so all three cars here are relatively svelte, which has benefits for ride quality and fuel economy.

To help the T-Cross stand out, from both its VW Group stablemates and other rivals including the C3 Aircross, VW offers different ‘design packs’ which bring together paint and trim colours, alloy wheels and tinted windows in pre-set looks. This will appeal to those who want to give their car a more individual look, a popular trait in this market. The Citroen has plenty of personalisation options, too. The colourful trim pieces in the cabin add some personality, but the interior still isn’t the strongest point for the T-Cross. Material quality is acceptable but nothing more; the hard plastics inside mean it feels a little cheap.

An eight-inch touchscreen with Apple CarPlay and Android Auto is standard, and SEL models add sat-nav.  Other standard kit includes autonomous braking, adaptive cruise control and AEB, plus 17-inch alloy wheels and LED headlights. Key options here are the £375 Active Info Display (a digital dash) and wireless smartphone charging, which is only £105.

Driving

The T-Cross’s 1.0-litre engine is a highlight of the driving experience. It’s very quiet; at idle it’s barely audible and even at high revs it’s not unpleasant or intrusive. The Citroen’s 1.2-litre engine has a slightly more characterful note, but it’s noisier overall. With 113bhp on tap, the engine delivers decent performance, and the VW was the quickest car here from 30-70mph through the gears, taking 9.2 seconds on our test track. That was 0.3 seconds quicker than the Kamiq and a second faster than the C3 Aircross.

However, it fell behind its rivals in our 30-50mph tests. It took 4.6 seconds to do that in third gear, and 6.5 seconds in fourth, while the Kamiq took 4.2 and 6.0 seconds . The C3’s performance was competitive here, taking 4.0 and 5.4 seconds respectively.

But the T-Cross is good to drive. It’s agile, with a good amount of grip in corners and decent body control that matches the Kamiq’s. The steering is light, but accurate and easy to use, especially when driving around town, and when parking.

It’s a similar story with the Volkswagen’s gearbox, which has a light clutch pedal and gearlever action, but it’s very precise and is great to use. It’s much better than the gearshift in the Citroen, which has a long throw and doesn’t have the slick precision of the transmissions fitted to the VW or Skoda.

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Like the Kamiq, the Volkswagen’s suspension is good at lower speeds, where it can deal with bumps in the road surface reasonably well, but at higher speeds there’s more movement as the dampers struggle to contain each imperfection. It’s no less comfortable than the C3 Aircross in a straight line, though, while its body control means you have more confidence in corners, just like in the Skoda.

These cars won’t hold much appeal for keen drivers, because they are less controlled, slower and not as agile as supermini equivalents such as the VW Polo. But in this sector, that isn’t too important, and at least the T-Cross and Kamiq’s satisfying gearshift and precise steering mean they’re good enough to drive.

Practicality

A sliding rear bench is standard on the T-Cross, allowing you to prioritise luggage room or passenger space depending on which is most useful. With the rear seat set as far back as possible, there’s 385 litres of boot space, which is the smallest amount here.

But if you slide the bench forward there’s an impressive 455 litres – more than in the Skoda, if slightly behind the C3 Aircross with its own seats slid forward. However, with the seats forward there’s a gap that items could drop through, and there really isn’t much legroom at all with them in this position. Tall adults won’t be able to get comfortable unless the bench is set back, although headroom is good.

Ownership

VW’S 17th-place finish in the manufacturer section of our Driver Power 2019 satisfaction survey was disappointing, especially with Skoda in fifth. However, Citroen came in 24th place.

Autonomous braking, adaptive cruise and lane assist are standard on the T-Cross, but you can’t add blind-spot assist. A reversing camera is available for £260 but parking sensors are standard on SEL trim. 

Running costs

Our experts predict the T-Cross will have a residual value of 50.7 per cent. This means buyers will lose £10,893 after three years or 36,000 miles, so the car will be worth £11,202. 

The Kamiq and C3 Aircross are expected to retain 48.1 and 37.9 per cent of their purchase price respectively, a loss of £11,405 for the Skoda and £12,894 for the Citroen. This means the two models will be worth £10,575 and £7,876 respectively. 

Testers’ notes

“The T-Cross is characterised by its refinement, just like the Kamiq. Compared with the bouncier, noisier C3 Aircross, these MQB-based models are more comfortable and refined over longer journeys.”

Citroen C3 Aircross

Model: Citroen C3 Aircross 1.2 PureTech 110 Flair
Price: £20,770
Engine: 1.2-litre 3cyl petrol, 108bhp 
0-60mph: 10.6 seconds
Test economy: 38.3mpg/8.4mpl 
CO2: 109g/km 
Annual road tax: £145

The Citroen C3 Aircross is a previous Auto Express award-winner in this class, and its key characteristics are a match with what buyers want. In Flair trim with the 1.2-litre PureTech petrol engine and a manual transmission, it costs £20,770.

Design & engineering

Citroen’s small SUV is based on Groupe PSA’s PF1 platform, which means the C3 Aircross shares parts with the Vauxhall Crossland X, as well as the previous-generation Peugeot 2008. It’s an older platform, but this doesn’t impact on the Citroen’s strong points in this test, because it still has MacPherson struts at the front and a rear torsion beam, which help interior space.

It’s fitted with a 1.2-litre PureTech petrol engine, which is a three-cylinder turbocharged unit. The motor has a little less power than its rivals here, at 108bhp, but it actually has more torque. Its 205Nm is also reached at just 1,500rpm, which is 500rpm earlier than the 200Nm of torque in both rivals.

Earlier in its life this 108bhp engine was only available with a five-speed gearbox, but now it’s fitted with Citroen’s six-speed transmission, and this really is your only option because there isn’t even an automatic choice. For that, you need to move up to the more powerful 128bhp model.

A key part of the Citroen’s appeal is its interior. In terms of quality, it’s no better than either of its rivals here, because there are plenty of hard plastics around the cabin, yet what sets the French model apart is its design. The character of the cabin gives the C3 Aircross a very different feel to any other car in this class. While the other two models here are more reserved inside, the Citroen is interesting – although its infotainment system falls behind.

It only has a seven-inch touchscreen as standard, but it does come with sat-nav and smartphone connectivity. Other standard kit includes 17-inch alloys, climate control, AEB, keyless operation, cruise control and a sliding and folding rear bench.

Driving

Having a slightly torquier engine in the C3 Aircross meant it performed particularly well in our in-gear performance tests. It went from 30-50mph in third and fourth gears in just 4.0 and 5.4 seconds respectively, which was well ahead of both competitors. The Skoda took 4.2 and 6.0 seconds in those assessments, while the T-Cross recorded 4.6 and 6.5 seconds respectively. This shows how well the Citroen performs in everyday driving; the engine’s flexibility means you don’t have to work the transmissions too hard.

Unfortunately, changing gear is something you want to avoid when driving the C3 Aircross, because the six-speed transmission is unpleasant to use. It has a long throw and it’s not very precise, which is a contrast to the shift quality in both its rivals. 

The steering gives very little connection to what’s going on at the wheels, and while this is true in all three cars here, the Citroen’s steering isn’t as accurate as its rivals’. There is also a lot more body roll in corners, so it’s not as agile as the Kamiq or T-Cross. That means you can’t be as confident on twisty roads, especially because bumps in the road cause the C3 to shuffle and change its cornering line.

The fact that the C3 Aircross isn’t much fun to drive won’t matter to a lot of buyers, and the trade-off for this is its respectable comfort. It’s softer than the Skoda and VW, and deals with bumps and potholes acceptably at low speed. But it isn’t as composed as its rivals at higher speed, especially in corners where it can get bumped off line. While refinement is fine, the engine is louder and there’s more suspension noise, too. At least wind roar is well controlled.

Practicality

Like the T-Cross, the C3 Aircross comes as standard with a folding and sliding rear bench seat for added versatility. With the seat set back there’s loads of legroom, but it still beats its rivals’ boot space, at 410 litres (the Skoda has a fixed 400 litres and the VW has 385 litres with its bench set back). With the seats forward, there’s a class-leading 520 litres of space, yet it suffers from the same problem as the VW: legroom is tight.

Fold down the seats and there’s a total of 1,289 litres, which is more than the VW’s 1,281 litres, but it trails the Skoda’s impressive 1,395-litre capacity.

Ownership

There's lots of safety kit included in Flair spec, with autonomous braking, lane-keep assist, parking sensors and a reversing camera all fitted as standard. Blind-spot assist is available for £450; this option is standard on the Kamiq but not available at all on the VW.

Euro NCAP awarded the C3 Aircross a maximum five stars in its crash test, a result which matches both of its competitors here.

However, Citroen performed poorly in our Driver Power 2019 survey. The brand came in 24th out of 30, behind both rival makers here – although its dealers managed an impressive eighth out of 31, with Skoda behind in 10th and VW’s garages in 22nd place.

Running costs

Despite having a larger engine than its rivals, the C3 Aircross emits less CO2, at 109g/km. This places the Citroen in the 25 per cent Benefit-in-Kind (BiK) bracket for company car tax, while the Volkswagen and the Skoda are both in the 27 per cent category.

The Citroen also has a lower list price than its rivals, so it will cost standard-rate earners £1,028 in tax contributions this year. The Kamiq will set them back £1,175 and the T-Cross £1,158, so the C3 Aircross is a good choice for business users.

Testers’ notes

“Citroen offers an option called Grip Control for £300, which uses the ESC system to improve off-road performance. It won’t be worth having for most buyers. None of these cars offers four-wheel drive.”

Verdict

First place: Skoda Kamiq

All three models here are right at the top of the supermini-SUV class, but a couple of the Skoda’s key strengths mean it takes the win here. The Czech model’s impressive infotainment system is a big part of this, while the car’s interior is roomy. A sliding rear seat would be nice, but it’s not vital; the Skoda’s practicality is strong enough. The Kamiq is as good to drive as the T-Cross, but more frugal, too, so it seals victory.

Second place: Volkswagen T-Cross

The T-Cross is just as good to drive as the Kamiq, with a quiet and punchy engine that offers strong economy. It’s also comfortable enough and versatile, but the VW falls marginally behind Skoda’s newcomer because its infotainment isn’t as impressive as the Kamiq’s, plus it’s pricier. But there’s little to split the two so buying could depend on different offers and deals when you’re looking. 

Third place: Citroen C3 Aircross

While the class has moved on a little with the arrival of the Kamiq and T-Cross, the C3 Aircross is still a very solid contender. The Citroen is comfortable enough, yet its lack of body control means it’s not as composed on twisty roads as its competitors. It’s very practical and offers personality, but the C3’s infotainment is frustrating, and it wasn’t as economical as its rivals, so it drops slightly behind here. 

Worth waiting for?

Peugeot 2008

Model: Peugeot 2008 Allure
Price: From £23k (est.) 
Engine: 1.2-litre 3cyl, 128bhp

A new Peugeot 2008 arrives early next year. Its completely revamped cabin should add lots of appeal - plus an EV version. Prices have been announced for GT-Line, but not for Allure, which will match these cars.

Figures

Skoda Kamiq 1.0 TSI 115 SE L Volkswagen T-Cross 1.0 TSI 115 SEL Citroen C3 Aircross 1.2 PureTech 110 Flair
On the road price/total as tested £21,980/£25,790 £22,095/£22,095 £20,770/£21,290
Residual value (after 3yrs/36,000) £10,575/48.1% £11,202/50.7% £7,876/37.9%
Depreciation £11,405 £10,893 £12,894
Annual tax liability std/higher rate £1,175/£2,349 £1,158/£2,315 £1,028/£2,056
Annual fuel cost (12k/20k miles) £1,540/£2,567 £1,593/£2,655 £1,822/£3,036
Insurance group/quote/road tax cost 12/£373/£145 12/£345/£145 13/£372/£145
Servicing costs £342 (2yrs) £297 (2 years) £16pm (3yrs)
Length/wheelbase 4,241/2,651mm 4,108/2,551mm 4,154/2,604mm
Height/width 1,531/1,793mm 1,584/1,782mm 1,597/1,756mm
Engine 3cyl in-line/999cc 3cyl in-line/999cc 3cyl in-line/1,199cc
Peak power/revs  113/5,000 bhp/rpm 113/5,000 bhp/rpm 108/5,500 bhp/rpm
Peak torque/revs  200/2,000 Nm/rpm 200/2,000 Nm/rpm 205/1,500 Nm/rpm
Transmission  6-speed man/fwd 6-speed man/fwd 6-speed man/fwd
Fuel tank capacity/spare wheel 50 litres/repair kit 40 litres/repair kit 45 litres/space saver
Boot capacity (seats up/down) 400/1,395 litres 385-455/1,281 litres 410-520/1,289 litres
Kerbweight/payload/towing weight 1,158/556/1,200kg 1,175/555/1,100kg 1,179/616/840kg
Turning circle 10.1 metres 10.6 metres 10.8 metres
Basic warranty (miles)/recovery 3yrs (60,000)/3yrs 3yrs (60,000)/1yr 3yrs (60,000)/1yr
Driver Power manufacturer/dealer pos. 5th/10th 17th/22nd 24th/8th
NCAP: Adult/child/ped./assist/stars 96/85/80/76/5 97/86/81/80/5 85/82/64/60/5
0-60/30-70mph 9.4/9.5 secs 9.7/9.2 secs 10.6/10.2 secs
30-50mph in 3rd/4th 4.2/6.0 secs 4.6/6.5 secs 4.0/5.4 secs
50-70mph in 5th/6th 8.9/11.9 secs 9.0/12.4 secs 9.3/12.8 secs
Top speed/rpm at 70mph   120mph/2,400rpm 120mph/2,400rpm 114mph/2,400rpm
Braking 70-0/60-0/30-0mph 48.0/33.7/12.5m 47.3/34.4/8.9m 51.8/35.3/10.7m
Auto Express econ. (mpg/mpl)/range 45.3/10.0/498 miles 43.8/9.6/385 miles 38.3/8.4/379 miles
WLTP combined mpg 42.8-47.1mpg 44.8–45.6mpg 41.6-51.5mpg
WLTP combined mpl 9.4-10.4mpl 9.9-10.0mpl 9.2-11.3mpl
Actual/claimed CO2/tax bracket 144/116g/km/27% 149/116g/km/27% 170/109g/km/25%
Airbags/Isofix/parking sensors/cam Six/yes/yes/£300 Six/yes/yes/£260 Six/yes/yes/yes
Auto box/lane-keep/blind-spot/AEB  £1,250/yes/yes/yes £1,500/yes/no/yes No/yes/£450/yes
Clim./cruise ctrl/leather/heated seats Yes/y/£1,280*/£250 Yes/yes/no/£300* Yes/yes/£750*/no
Met paint/LEDs/keyless/pwr tailgate £595/yes/£215/£400 £575/yes/£340/no £520/no/yes/no
Nav/digi dash/DAB/connected apps Yes/yes/yes/yes Yes/£375/yes/yes Yes/no/yes/yes
Wireless charge/CarPlay/Android Auto £240/yes/yes £105/yes/yes £650*/yes/yes


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Thursday, November 28, 2019

Facelifted 2020 Bentley Bentayga caught on camera

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Luke Wilkinson 2019-11-28 12:23

Our spy photographers have snapped a facelifted Bentley Bentayga SUV during its winter testing, with updated panelling and new lights

Bentley Bentayga - spies - front tracking

The Bentley Bentayga looks set to receive a subtle facelift next year, which will bring the SUV’s styling in line with the latest Continental GT and recently released Flying Spur

Cosmetic revisions are fairly minor, stretching to a reworked front bumper with an updated skid plate, a new mesh radiator grille and a tweaked rear bumper with fresh reflectors and reworked twin exhaust tips. Bentley will also fit new headlamps and larger daytime running lights, housed in a pair of reprofiled front wings.

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Inside, we expect the updated Bentayga will adopt the same three-sided rotating dashboard panel as the Continental GT and Flying Spur, which gives the driver the option of displaying a 12.3-inch touchscreen, a simple veneer panel or a collection of three analogue gauges which show the outside temperature, a chronograph and compass.

Like the new Audi SQ7, with which the Bentayga shares its platform, the reworked Bentley SUV could adopt Volkswagen’s twin-turbocharged 4.0-litre 48-volt mild-hybrid V8 diesel engine for improved fuel economy and emissions. Should it be transferred into the updated model in the same state of tune, it will produce 429bhp and 900Nm of torque.

In the SQ7, the engine offers economy figures of 37mpg and emissions ratings of roughly 200g/km of CO2. Given that the Bentley is roughly the same size as the Audi’s largest SUV, these figures should also be attainable for the Bentayga – making it the second most economical model in the range after the V6-engined plug-in hybrid variant.

What do you make of the updated Bentley Bentayga? Let us know in the comments section below…

 



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'The car industry is more mad and unpredictable than ever before'

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John McIlroy 2019-11-28 10:19

The car industry is proving to be completely unpredictable and utter bonkers and there are no signs of it calming down, says John Mcllory

OPINION Hyundai RM19

Do you ever get the feeling that the car industry might be, well, having a bit of a laugh? A week ago, these pages featured a new Ford Mustang that is an electric SUV, plus the latest Aston Martin – a crossover capable of wading through half a metre of water.

And now, in this issue, we feature the scarcely believable Tesla Cybertruck and a prototype from Hyundai that shows how serious the Korean brand is about developing a mid-engined supercar to rival Lotus and Porsche. Yes, really.

• Los Angeles Motor Show 2019: news round-up

If we’d run these stories on our news pages even 18 months ago, you’d have accused us of making it all up. But here’s the thing: all of these vehicles are entirely credible – even the Tesla.

Elon Musk unveiled his vision of a pick-up truck last Thursday evening: an all-electric, stainless-steel creation that can tow up to six tonnes and get from 0-62mph in less than three seconds. The Cybertruck has a sharp, angular shape that wouldn’t look out of place in a Schwarzenegger sci-fi movie. And yes, the company is now taking orders ahead of production starting in 2021.

But for the most telling statement of all, read Steve Sutcliffe’s exclusive verdict on the Hyundai RM19. There’s barely a supercar that Sutters hasn’t driven over the past two decades, yet he says the Korean’s first stab at doing this sort of vehicle “handles quite beautifully” and is “sensational”. 

It is fast becoming clear that, as we enter the third decade of this century, all bets are going to be off on which manufacturer can make which kind of vehicle, and do so convincingly. Electrification is helping to democratise the marketplace, along with the spread of expertise way beyond the traditional brands. 

All of this should mean we have more choice over the next decade than we’ve had for a generation. The car market is going to be unpredictable, but gloriously so.

Do you think that the car industry is as unpredictable as ever? Let us know your thoughts in the comments below...



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Wednesday, November 27, 2019

New Peugeot 2008 2019 review

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Peugeot 2008 - front tracking
27 Nov, 2019 6:00am Alex Ingram

The new Peugeot 2008 continues Peugeot's latest design trend, but has it the substance to become a class-leader?

This is the new 2008, a car that Peugeot hopes will continue its recent run of form. From the 3008 SUV to the 508 Fastback and its latest 208 supermini, Peugeot has managed to churn out a series of cars that offer not only style in abundance, but also the driver appeal to back it up.

Getting the 2008 right is perhaps more critical than any of the other cars before it. The compact crossover class is full of talented rivals - most notably from the brilliant new Renault Captur and our current class-leader, the Skoda Kamiq.

Best small SUVs and crossovers to buy

Like the 208, the 2008 sits on the PSA brand’s latest CMP small-car platform. It means that, uniquely in this class, the 2008 is available with petrol, diesel and full-electric powertrains. It also ensures the 2008’s structure is more rigid than its predecessor’s and, while it’s 141mm longer than before, is barely any heavier.

Which isn’t something you could say about the styling. Gone is the rather bland look of the old 2008, replaced with something altogether more daring. There’s clear inspiration drawn from the 208 and 3008, but the wild angles and big grille make it look a little more quirky. 

Inside, the 2008 carries most of its layout over from the 208, and it’s a cabin which, in terms of both design and quality, puts most of its rivals to shame. There are a few beautiful details; the piano key shortcuts on the dash look and feel great, while some models get bright contrast stitching that add an extra splash of colour. There are lots of squidgy plastics, too. 

The latest iteration of Peugeot’s i-Cockpit looks stunning. A 3D effect is created by layering two screens on top of one another, which means that things like the navigation icon and the speed reading appear to float above the other displays. The dials themselves are placed above – rather than through – a small steering wheel, so as with many other recent Peugeots, it’s really a case of ‘try before you buy’. Some buyers will love it, but depending on your height and your chosen driving position, it means that the top of the wheel rim could block a big section of the dials.

On the plus side, it’s very roomy inside; with a wheelbase that’s 65mm up on the 208 hatch’s, the legroom has increased noticeably. There’s plenty of foot room under the front seats, and headroom is pretty good, too. A 434-litre boot is above average for the class, at least until you factor in the sliding rear benches available on rivals like the Captur; that car will hold more stuff if you’re willing to give up some legroom.

Find a comfortable driving position and you’ll discover the 2008 is really quite smart to drive. It feels stable and precise through corners, and the ride does a good of filtering out nasty bumps. It’s not quite as forgiving as the Captur, but a little door mirror-induced wind whistle at motorway speeds aside, refinement is really impressive overall, too.

The 2008 comes with a choice of three petrol engines, one diesel and an electric set-up – more of which you can read in our full review of the e-2008. The 1.2-litre turbocharged petrol comes with either 99bhp, 128bhp and 153bhp – the latter of which is shown in our images. Regardless of which version you go for, it’s a great engine - smooth in its power delivery and fairly frugal, and while it’s thrummy at times, the noise is never unpleasant. We also tried the 128bhp version, and it’s the one we’d have; it’s more than strong enough in everyday driving.

As with the rest of the Peugeot range, the 2008 will be offered in Active, Allure, GT Line and top-spec GT trims. Base models start from £20.150; though less well equipped, a base Skoda Kamiq costs £17,700. Move up the range, and a middling 2008 GT Line with the 128bhp engine and a manual gearbox costs £26,100. In contrast, the Renault Captur in S Edition trim and offering the same 128bhp costs more than £4,000 less. With each of those cars such capable cars in their own right, those differences are hard to swallow.

Peugeot’s equipment levels are very generous, however. Standard GT Line kit includes 18-inch alloy wheels, LED headlights, half-leather upholstery, heated front seats, and an eight-colour customisable ambient lighting system. Buyers also get that glorious digital instrument binnacle, and a 10-inch touchscreen infotainment system with built-in nav, a reversing camera and both Apple CarPlay and Android Auto.

3.5
Distinctive, beautifully built and packed full of tech, the 2008 has plenty of tricks up its sleeve to set it apart in a packed class. It’s roomy, cheap to run and good to drive, if not quite class-leading. However, a high price compared with rivals holds back its score. If that’s not an issue, then just make sure the ergonomics work for you.
  • Model: Peugeot 2008 PureTech 155 GT
  • Price: £31,575
  • Engine: 1.2 litre 3cyl turbo petrol
  • Power/torque: 153bhp/240Nm
  • Transmission: Eight-speed auto, front-wheel drive
  • 0-62mph: 8.2 seconds
  • Top speed: 129 mph
  • Economy/CO2: 45.6mpg/140g/km
  • On sale: December


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New Peugeot e-2008 2020 review

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28 Nov, 2019 6:00am Alex Ingram

We find out if the new Peugeot e-2008 is good enough to cash in on the electric SUV craze

A couple of months after UK customers receive their petrol and diesel-powered Peugeot 2008s, sales of the all-electric version will commence. So will the promise of silent, zero-emission driving make it worth the wait?

The e-2008 rides on the same CMP platform to the conventional alternatives, and little has changed elsewhere, either; there’s the same gorgeous interior, the same soft-touch plastics, and the same wonderful digital dials – potentially obstructed by the same small steering wheel.

Best electric cars on sale now

In fact, the design team has left only subtle superficial hints that hint to its plug-in powertrain. From the front, the grille gets a colour-coded design, which bears a blueish-green Peugeot lion at its centre. There’s subtle ‘e’ badging along the side, too, while inside, the GT Line trim gets a unique grey Alcantara seat upholstery. The charging socket sits in place of the fuel filler cap.

Under the skin, the 2008 uses a single electric motor making 134bhp and 260Nm. With no laggy gearbox to overcome, it means that the e-2008 produces lively performance. The power delivery is wonderfully smooth, too, and the motor is near-silent and free of vibration.

Interior and boot space are unaffected by the electric drivetrain, as the 50kWh battery pack is split into three main sections: the central transmission tunnel, and beneath the front and rear seats. Full charging specs have yet to be confirmed, but with the drivetrain matching the e-208 supermini, expect a 10-80 per cent charge to take 30 minutes with a 100kW charger, and around eight-hours with a 7.4kW home charger.

At 1,548kg, the e-2008 weighs over 300kg more than petrol and diesel versions. The suspension has been retuned to cope with the extra weight, and while it still handles well, it’s not quite as agile as petrol variants. The ride is still smooth for the most part, but the extra mass tends to bounce a little more over uneven surfaces. This is only something you’d really notice if you drive petrol and electric back to back, though.

Thanks to the MyPeugeot app, living with the EV should be pretty straightforward. It lets owners pre-condition the cabin temperature and remotely check the car’s charging status through their smartphone. It’ll also let users pre-set recharging times – perfect for making use of cheaper overnight electricity tariffs, when demand on the grid is reduced.

Best small SUVs and crossovers to buy

While the prices of petrol and diesel versions of the 2008 are rather steep, the e-2008 seems like pretty good value. Once the £3,500 government grand is factored in, prices start from £28,150 for the entry-level Active trim, climbing to £34,275 for the top spec GT. When you consider that the current entry point to the Hyundai Kona electric lineup is £35,100, that’s really quite tempting – as long as the Peugeot’s more modest range will be adequate for you.

4
Peugeot realises that EVs aren’t for everyone, which is why it offers petrol, diesel and electric versions of its 2008. But while combustion versions are pricey, the e-2008 represents relatively good value against its closest rivals. It can’t quite match the range or performance of the Hyundai Kona Electric, but it counters with a more pleasant drive and a stunning interior.
  • Model: Peugeot e-2008 GT Line
  • Price: £32,000
  • Engine: Single electric motor, 50kWh battery
  • Power/torque: 136bhp/260Nm
  • Transmission: Single-speed auto, front-wheel drive
  • 0-62mph: 9.0 seconds (est)
  • Top speed: 93mph
  • Range: 199 miles
  • On sale: April 2020


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New Skoda Citigo-e iV 2019 review

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27 Nov, 2019 5:45pm Richard Ingram

The Skoda Citigo-e iV takes Skoda's city car platform and gives it a fresh EV flavour. Will it be enough to convince buyers?

We've already sung the praises of the SEAT Mii electric and updated Volkswagen e-up!, despite questions over their respective spec and pricing structure.

With Skoda’s new Citigo e iV, however, the firm has boycotted its sister cars’ single-model set-up in favour of a two-tier trim arrangement – meaning you can buy the Czech EV outright from as little as £16,955. Skoda no longer offers the option of a petrol engine in its small city car. 

• Best electric cars to buy now

For that price, you get the same 36.8kWh battery and 82bhp electric motor as you’ll find in the Skoda’s siblings, resulting in an identical 161-mile WLTP range. The biggest difference is that the entry-level Citigo SE does without the better-specified SEAT’s and VW’s rapid CCS charging. 

You’ll need to step-up to the pricier SE L (from £19,315 – the same price as the SEAT, give or take a fiver) for the quick-charge hardware, which reduces top-up time from around 4hr 15 minutes (using a 7kW wallbox) to just one hour via a 40kW charger. A three-pin plug will replenish the batteries in around 16 hours.

The iV stands out from the crowd with a blanked-out grille, subtle badging and – on some models – special aero wheels. There are a few extra buttons inside, as well as ‘Citigo e’ logos on the dashboard and green stitching on the seats and gear lever surround.

All Citigo e iV models come with climate control, a leather steering wheel and DAB radio. But like in its petrol predecessor, there’s no touchscreen infotainment system – instead, all cars come with a bracket that allows you to mount a device on top of the dash, running maps, media and more straight from your smartphone.

In addition to the fast-charge tech, SE L versions add 16-inch alloy wheels, ambient lighting, body-coloured mirrors and a Comfort Pack with heated seats and parking sensors. Whether it’s worth the extra will come down to how you use your EV; for many, the lower list price will trump the benefit of the added kit and faster charging capability on our higher-spec test car. 

On the road, the Citigo e iV is a sprightly performer. It’s not as quick as a Renault Zoe or Kia e-Niro, but there’s plenty of shove for nipping in and out of traffic, and more than enough speed to keep pace with other road users. It lacks the petrol car’s natural lag, too – just pin the throttle and the iV takes off.

The claimed 160-odd-mile range seemed pretty accurate, and attempting to achieve it shouldn’t prevent you from exploring that instant torque on offer. In our experience, even with repeated full-throttle launches, the Citigo e iV’s range stayed almost true – dropping consistently with distance travelled.

Our largely urban test route didn’t give us a chance to properly explore the car’s high-speed handling, but the Citigo felt darty and alert – responding neatly to quick changes of direction. The ride was good over cobbled streets and speed bumps, only occasionally rattling or crashing through deeper potholes.

There are four levels of brake regeneration. The least severe of these is comparable to an engine-off coast function, while the strongest allows you to do 90 per cent of your driving on just one pedal. With enough anticipation you can feasibly travel from one side of town to the other without ever using the brakes. 

Refinement is impressive, with little in the way of wind or road noise – though background sounds like the windscreen wipers or indicators are more prevalent. There’s no whine from the electric motor, however. 

All of the Citigo’s other facts and foibles remain. For a city car, it’s spacious; there’s no reduction in boot space or interior room, and there’s even a handy cubby at the front of the boot to store the charge cables when they’re not in use. But it can’t compete with the more expensive Zoe when it comes to quality or cabin tech.

4
Giving buyers a choice of charging options lowers the car’s list price and, if you don’t need to top up in a hurry, the cheapest Skoda Citigo will make a great deal of sense. It’s plenty quick enough, and even more fun to drive than its nippy petrol predecessor. The new Citigo e iV is the best value new electric car on the market.
  • Model: Skoda Citigo-e iV SE L
  • Price: Price: £19,315 (inc grant)
  • Engine: 36.8kWh battery, single motor
  • Power/torque: 82bhp/212Nm
  • Transmission: Single-speed auto, front-wheel drive
  • 0-62mph/Top speed: 12.3s/81mph
  • Range/CO2: 170 miles / 0g/km
  • On sale : Now


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Dacia delivers Duster 4x4 Popemobile to the Vatican

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Luke Wilkinson 2019-11-27 16:51

The Romanian manufacturer has gifted a specially-modified Duster 4x4 to the head of the Catholic Church, to suit his Papal mobility needs

Groupe Renault has gifted a bespoke Dacia Duster 4x4 to the head of the Catholic Church and the Holy Father of the Vatican State, Pope Francis. It has been specially modified to suit the Pope’s mobility needs, with a unique interior, a removable glass superstructure and a tweaked chassis.

Like all previous Popemobiles, the exterior of this unique Dacia Duster 4x4 is finished in white, while its interior is trimmed in beige leather. Dacia has also fitted a large retractable sunroof and a removable roof-mounted glass box which allows the Pope to be more visible when greeting large crowds during his public appearances.

Best SUVs and 4x4s on sale now

Dacia lowered the Duster Popemobile’s ride height by 30mm, too, to make entering and exiting the vehicle easier. The SUV’s cabin has also been fitted with a new rear bench seat, which the Romanian manufacturer claims is “particularly comfortable.”

Finally, there’s a range of additional support structures throughout the vehicle to support the weight of the glass viewing box, as well as a new pair pennant flags mounted to the Duster’s front wings which bear the official crest of the Vatican.

Xavier Martinet, General Manager of Groupe Renault Italy said: “With this gift to His Holiness, Groupe Renault renews its strong and continuous commitment to putting Man at the centre of its priorities.”

What do you make of the new Dacia Duster 4x4 “Popemobile?” Let us know in the comments section below… 



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Tales of the scorpion: celebrating Abarth's 70th anniversary

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Hugo Griffiths 2019-11-27 12:44

It's Abarth's 70th anniversary and we have been invited to Milan to join the party as thousands of fans celebrate the tuning company

Abarth's 70th Anniversary - header

Company founders can be relied on to produce memorable quotes. Take W.O. Bentley’s desire to build “a fast car, a good car, the best in its class”; Enzo Ferrari’s proclamation that “aerodynamics are for people who can’t build engines”; or Henry Ford’s recollection in his autobiography that “any customer can have a car painted any colour that he wants so long as it is black.”

To these might be added a line from Karl Abarth, founder of the sports car and tuning firm that has borne his name for 70 years. Karl – or Carlo, as the Austrian became known after he moved to Italy in 1934 – once declared that there is “a certain satisfaction in humiliating bigger and more expensive cars with a modest hatchback”.

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And, just as Bentley still has a reputation for offering some of the finest vehicles in the world, Ferrari continues to engineer legendary powerplants, and Ford has retained its knack of building no-nonsense cars with mass appeal, so too does Abarth still specialise in building small but wicked cars with the potential to outshine larger competitors.

As well as pithy one-liners, automotive firms are also partial to an anniversary. Witness Citroen’s centenary celebrations, MINI’s marking of 60 years, or the Mazda MX-5’s 30th birthday bash.

It’s Abarth’s turn now, and the Italian firm invited Auto Express to the Milan Innovation District (MIND) in Italy to join thousands of ‘Abarthisti’ and their cars, seven decades after Carlo founded Abarth & C. in Bologna, northern Italy.

Abarth owners are a passionate lot, often investing heavily in their cars with modifications and aftermarket personalisation options. Members of the ‘Scorpionship’ – as the Abarth community is officially known – are also likely to join one of the 77 owners’ clubs and their 100,000 members dotted around the world – or set up a club if one does not already exist in their area. We’ll join these owners and their vehicles shortly; first, it’s time for a new car.

Perhaps ‘new’ is stretching it – the Abarth 695 can trace its roots back to the 2007 Fiat 500, after all. But it’s bad form to gripe at a party, and the Abarth 695 70th Anniversario certainly looks the part: with its two-tone heritage paint job, 12-position rear spoiler and quad exhausts, it’s a fitting tribute to seven decades of Abarth, and the 1,949 examples set for production are likely to be snapped up by loyal fans.

Our first member of the Abarthisti, Marco Baldovin, 28, is vice president of the Turin Abarth club, and tells us: “I’ve loved the marque since I was five and my father took me to the races.” Like many here, Marco has modified his Abarth 500, which produces 217bhp. “It’s got Bilstein Powerflex suspension parts, Brembo brakes, plus a custom exhaust and intercooler. I won’t modify it any more, it’s perfect.” 

Marco’s car may have been significantly modified, but it’s nothing compared to some of the models we see at the gathering. One 500 has been kitted out with scissor doors; another has four-wheel drive, the engine from an Alfa Romeo 4C, and 300bhp. We see paint jobs and decals of varying degrees of taste and success, while some of the exhaust systems that owners have fitted to their cars presumably sound evocative from the comfort of the cabin, but are nothing less than uncomfortable at close range outside.

Roll cages, vast, exposed intercoolers, ground-scraping front splitters, and lights and bumpers fitted from later-generation cars are all on display today, with no two vehicles alike – even if something like 90 per cent of the cars on display are 500s, 595s and 695s; a smattering of 124 Spiders and some heritage metal break up the small car’s monopoly, though.

Ben Au, originally from Hong Kong but now calling Teeside home, left his Porsche 911 and an Escort Cosworth back in Asia when he came to the UK, but there was one car he couldn’t leave behind: his Abarth 500. “They’re just so much fun. For under £20,000, what else has this heritage, credibility and driveability? There’s a love of the brand, and camaraderie.”

To describe Ben as passionate about Abarth would be an understatement. The list of modifications he has made to his car is so extensive, and he speaks in so much detail, that our pen can barely keep up.

Highlights include a custom stainless steel exhaust manifold; a specialised hybrid turbo that helps provide 230bhp at the wheels; a huge custom intercooler; JRZ adjustable suspension; and more body modifications than we can count. The car itself is an aesthetic tribute to Ferrari, to the extent Ben calls it a 500 GTO – even if neither Ferrari nor Abarth are delighted with the bespoke Scuderia/Abarth badges he’s fitted to the wings.

And while the entry point into the Scorpionship lifestyle is reasonably affordable, Ben happily admits he is around £40,000 into his car. “For what I’ve spent on this I could have a Boxster and be like everyone else,” he tells us. “But why would I want to do that?”

It shouldn’t really come as a surprise that modifications are such a huge part of the Abarth picture; Carlo himself started tinkering with vehicles at a young age, as Luca Napolitano, head of brand for Abarth, explains.

“Carlo was still a kid living with his mother in Vienna, and was racing from the age of just 10. All his competitors were older, so he worked with a cobbler and wrapped a leather belt around the wheels of his scooter to improve its grip.”

As well as modifications, racing is also in Abarth’s DNA; “races are the best teachers on the road”, Carlo once said. That spirit remains alive and well today, with Enrico Brazzoli winning this year’s R-GT Cup in his 124 R-GT, and Abarth laying on a 1.9-mile track at their event for members of the assembled Abarthisti to sample.

Speaking of the 124, Bertie Bryant was the first UK customer to take delivery of Abarth’s modern two-seat convertible. Bertie, from Ascot, Berks, has lowered his car and had it tuned to 200bhp, although it looks more stock than many of the models we’ve seen today. “I fell in love with Abarth straight away”, Bertie says. “The noise, the performance, the handling.”

And, as president and founder of the UK’s Abarth Owners Club, Bertie’s passion for the brand has since been shared with others.“I realised there was an Abarth forum, but not a club. I studied computer science at university and built the owners club website for my dissertation. My dad encouraged me to launch it and before I knew it, I was hosting events with hundreds of people, and we now have 15,000 people in our Facebook group.”

As well as being seven decades since the foundation of his company, 2019 marks 40 years since the death of Carlo Abarth; and if the passion we bore witness to in Milan shows us anything, it’s that Carlo’s love of driving, racing, and modifications is as alive and well in his fans today as it was in his lifetime.

What has been your favourite car from Abarth's 70-year history? Let us know your thoughts in the comments section below...



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