New Hyundai i20 N hot hatch due in 2018

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Hyundai will take the fight to the Fiesta ST with a new hot version of its i20 supermini under its own N performance brand

2017-07-03 12:00

Hyundai is planning an i20 N hot hatchback to rival for the forthcoming next-gen Ford Fiesta ST, the newly launched Polo GTI and the Toyota Yaris GRMN, Auto Express can reveal.

The Korean brand’s performance sub-division is about to launch its first product, the i30 N five-door hatchback. And it will follow up that car with two more launches in the next 18 months - the Veloster N (unlikely to be sold in the UK) and a hot version of the style-focused five-door i30 Fastback.

Auto Express understands that the priority after those two vehicles is to get a hot i20 to market, helping to support Hyundai’s increasingly successful efforts in the World Rally Championship with the i20 WRC. The director of N, ex-BMW M division man Albert Biermann, is enthusiastic about the idea of fast superminis.

When asked at a recent event in Korea if N could expand its line-up to include cars smaller than the i30, Biermann replied, ““Of course. Why would we limit ourselves to C-segment? There are tons of hot superminis out there - Polo GTI, Fiesta ST, Peugeot 208 and even Toyota now is doing one [Yaris GRMN]. There’s a good market out there.”

The hot i20 will use a tuned version of the car’s 1.6-litre turbocharged engine that’s likely to produce around 200bhp. It’ll be front-wheel drive, and some versions are likely to feature an electronic front differential. Hyundai is likely to take a similar approach with the i20 to the one it is pursuing with i30; the five-door version of the i20 N will be relatively subtle, allowing more extreme styling modifications on the ‘niche’ version of the car, the three-door.

Will the Hyundai i20 N be a serious hot hatch contender? Let us know in the comments section...

John McIlroy

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McLaren 570GT review

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For: 

Plush cabin, ride quality, little performance or handling penalty

Our Rating: 

5

Against: 

Dull engine note, unreliable infotainment system, only two seats

2017

The McLaren 570GT adds extra everyday usability to McLaren’s thrilling Sports Series formula

McLaren has stylishly achieved its aim of making a Sports Series model that’s more suitable for longer trips and daily use. Yet despite the extra comfort and practicality, the McLaren 570GT loses little of the capability and poise of the stock 570S supercar. Performance remains breathtaking but this is a car that opens up the prospect of McLaren ownership to a new kind of buyer. 

There are question marks over the infotainment system and the lack of a truly charismatic engine note from McLaren’s V8, but in general this feels like a well-rounded product. As a blend of supercar thrills and everyday usability it’s easily a match for the competition in the £150k price bracket. 

3 Jul, 2017

3.5

Thanks to the glass hatch at the rear of the cabin, this is technically a three-door McLaren but the exterior styling isn’t a radical departure from the rest of the Sport Series family, or McLaren’s other recent road car efforts. 

Image 16 of 26

Image 16 of 26

You’ve got the sharky front end with its low, sculpted front spoiler design that curves up at the edges to meet the trademark headlights. While at the rear, the flying buttresses of the 570S go to make way for the glass shelled luggage compartment behind the seats. The enlarged spoiler sits above menacing rear lights and the twin exhaust emerges either side of the large wattles of an aggressive-looking splitter.

The party-piece dihedral doors house deep cutaway sections for the intakes that feed the engine. Swinging them upwards reveals a leather-lined cabin that can be specified in Sport or Luxury configurations. Either way, it’s clean in its design but well built and has some eye-catching detailing.

The door interiors are particularly slick. Merging beautifully with the dashboard, they combine air vents, audio speakers, leather, and carbon fibre, in a curving design that again references the McLaren logo. The standard panoramic glass roof also enhances the environment, letting in loads of light and featuring a special SSF Sound and Solar film coating, together with an 18 per cent tint to deal with the glare. 

There’s a simple digital read-out ahead of the driver that clearly presents all the key driving information. It’s viewed through the wonderfully tactile leather and carbon steering wheel with its big paddle shifters also picked out in carbon fibre. In the centre is a small, portrait-orientated touchscreen for the infotainment, sat-nav and climate controls. Below that are the switches for the transmission, traction control and the various driving modes. Aesthetically and in terms of the quality of the construction, the 570GT’s interior is very well executed. 

Sat-nav, stereo and infotainment

If there’s a weak spot inside the 570GT it’s the central touchscreen and, more accurately, the software the drives it. The menu system houses controls for sat-nav, phone pairing, air-con and other systems, but the basic navigation takes quite a bit of getting used to. 

Image 3 of 26

Image 3 of 26

More of a problem, however, are the slow responses of the touchscreen and the regular delays while the software executes basic operations. We also found the navigation instructions were sometimes delivered without enough warning to safely make the required manoeuvre and the whole system appeared to crash on a couple of occasions, requiring a restart of the ignition. 

There are no such problems with the sound quality. You get an eight-speaker McLaren Audio Plus system as standard but a 12-speaker Bowers & Wilkins set-up is available as an option. The finely sculpted speakers really add to the look of the cabin and have apparently been specially designed around the 570GT’s acoustics. They sound great.

5

When McLaren tells us that it’s built the 570GT to be its most refined and luxurious car to date, it’s important to remember that’s coming from a company with motorsport permeating every facet of its make-up. The GT is no softy.

Image 5 of 26

Image 5 of 26

Compared to the 570S, the suspension spring rate stiffness is reduced by 15 per cent at the front and 10 per cent at the rear. You then have further scope to adjust the ride through the Normal, Sport and Track modes on the adaptive dampers. The steering has also been revised with a 2 per cent reduction in its ratio, to take the edge off its responses and help smooth driver inputs.

• Best supercars on sale right now

In practice this is a car that with breathtaking performance (0-60mph in 3.3s and a top speed of 204mph) that manages to make you forget the snarling aggression it’s capable off. You never get the sense it’s straining to be let off the leash when cruising on the motorway or tackling urban traffic. 

For a fully-fledged supercar, the ride is so good that it’s easy to forget the need to steer around larger road imperfections (they’ll still send a jolt through the cabin) and tiptoe over speed humps (the nose lift function is a must around town). Motorway expansion joints that feel like torture in a firmly sprung hot hatch are dispatched smoothly, with minimal noise from the suspension and specially developed Pirelli P Zero tyres. 

And yet the 570GT has only lost a fraction of the sharpness that characterises the 570S on which it is based. The steering is a little more languid but the car feels balanced and hugely confidence inspiring in fast corners. There’s no trick four-wheel drive system, but the rear wheels effortlessly handle the power on tight exits.

Braking performance is similarly impressive but the pedal requires quite a stomp to extract a strong response. There’s plenty of feel but it seems slightly at odds with the car’s other control weights. And a more charismatic engine note would really add to the experience.

This is possibly the biggest criticism of the 570GT and it’s one that McLaren is no stranger to. For all the engine’s verve, it’s somewhat tuneless compared to a Ferrari V8 or Audi V10, especially in the upper reaches of the rev range. That takes some drama away when, let’s face it, drama is what you really want. That said, we’re still faced with a seductive mix of qualities that make the 570GT one of the best options there is for people who want to do a lot of mileage in their supercar.

Engines

McLaren’s 3.8-litre V8 is used here in exactly the same state of tune as it is in the 570S. That means 562bhp at 7,400rpm and 600Nm at 5,000rpm. It also means a 416bhp power-to-weight ratio, enough for 0-60mph in 3.3s, 0-124mph in 9.8s and a 204mph top speed. That’s fast but it doesn’t tell the full story of the relentless acceleration that comes when you open the taps. 

Image 8 of 26

Image 8 of 26

3.5

The 570GT is built around an extremely rigid carbon fibre tub that affords good crash protection. The braking system features aluminum hubs and iron discs with four-piston calipers on each wheel. If you have the cash, carbon ceramic brake discs are available as an option.

Warranty 

All McLaren 570GT models come with a three-year unlimited mileage warranty. There are options to extend the period of warranty cover too.

Servicing

Servicing is required every 12 months or 10,000 miles, whichever comes first. 

4.2

McLaren aimed to deliver a car better suited to long distance travel and every day use with the 570GT. And although the styling and the performance of the 570S has been largely retained, the GT does manage to be a significantly more comfortable and practical car.  

The doors swing up to reveal the low-slung seats, but they’re accessed more easily than in the S model thanks to a lower and narrower sill. The seats are heated and electrically adjustable and once you’re in them, there’s a good view out by supercar standards. 

The way the bonnet bulges over the high front wheelarches gives useful points of reference for keeping the front wheels clear of kerbs, while the glass hatch provides a decent view to the rear. When you factor in the optional rear camera and all-round parking sensors, the 570GT is a friendly-feeling supercar you can use in town without giving yourself a heart attack.   

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Image 23 of 26

Size

At 4,530mm long and 2,095mm wide, the 570GT is just under 40mm shorter than a Ferrari 488 GTB, but 143mm wider. It’s also 171mm wider than a Lamborghini Huracan. Partially because of this, the cabin certainly feels spacious for two occupants and that impression is enhanced by the extra light from the fixed glass roof.

Leg room, head room & passenger space

Despite the addition of that glass roof, headroom is ample, even for taller drivers and passengers. There’s also plenty of adjustment in the steering column and seat, so a great driving position should be attainable for most. 

Boot

The McLaren has a pair of luggage storage options with 150 litres available beneath the bonnet hatch and a further 220-litres under the glass hatch to the rear of the seats. In the front you’ll find a deep well, big enough for a couple of weekend bags and the space is probably going to be more useful for larger items that the ‘touring deck’ to the rear, which is shallower and not as uniformly shaped.  

3

Officially, the 570GT returns 26.6mpg on the combined cycle with CO2 emissions of 249g/km. In practice we found that the car will get very close to and often exceed that mark, with close to 30mpg possible on a careful motorway run. It’s an impressive showing that helps to make supercar ownership a little more financially palatable – and boosts the car’s grand touring credentials with the 72-litre tank giving a good potential range. 

Partial credit for the strong efficiency of the 570GT must partly go to the MonoCell II carbonfibre tub that underpins this and all the McLaren Sports Series range. It contributes just 75kg to the car’s modest 1,350kg dry weight. 

The car also boasts an advanced aerodynamic package with an extended rear spoiler – 10mm higher than the one on the 570S – to counteract the effect on airflow of the GT’s reworked glasshouse. While the finely honed aero does it’s work at speed, urban efficiency is aided by the standard stop-start system that turns the engine off in traffic to save fuel.  

Insurance groups

Insurance for the McLaren 570GT is in group 50 but that’s pretty much par for the course in the supercar segment. 

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Is this the end of in-car speakers?

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Continental has developed the first speakerless car stereo that uses surfaces like the dashboard, seats and the roof to play music

2017-07-03 09:15

In the future cars won’t come with any speakers, but instead will use existing surfaces like the roof, seats and dashboard to play sounds and music.

Engineers at the tech and tyre company Continental found they can use existing interior surfaces to generate sound and have now developed the world’s first speakerless car. The new technology is said to be cheaper for car makers to manufacture as well as helping save weight and improving vehicle fuel economy.

• Best car infotainment systems

Continental replaced conventional loudspeakers in a standard Mercedes C-Class with sound actuators that create sound by vibrating different surfaces of the vehicle. The sound actuators consist of a magnet and coil that vibrates, but instead of the osciallting membrane that makes up a conventional speaker system, the sound is transmitted along the surfaces of the vehicle. This in-effect turns the whole car into a speaker, where multiple surfaces transmit sound. 

Image 2 of 3

Image 2 of 3

Different parts of the car are suited to different sound frequencies, according to Dimitrios Patsouras, director at the Continental Engineering Services. “The A-pillar is suited for high frequencies, while the door panels, for instance, have the right properties for generating medium frequencies.” Patsouras added that roof panels could work as a substitute to existing subwoofers.

Continental says the tech is 90 per cent lighter than existing speaker systems and will help manufacturers save weight, making cars more fuel-efficient. The speaker less system will also consume less electricity while giving a more natural 3D sound.

Despite having already built a prototype of the tech, Continental told Auto Express it's still “several years away” from production.

What do you think of the new speakerless car tech? Let us know in the comments...

Martin Saarinen

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“Motoring associations are too polite to say how road safety is being policed”

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Mike Rutherford looks at what should be done to improve road safety in the UK

2017-07-02 15:00

When it comes to your road safety and wellbeing, do you trust ​the men from the Department for Transport or the anonymous agency workers allegedly managing Britain’s network of highways?

Are you confident that blokes from the council properly fill in potholes, refresh white lines and signs, fix broken pavements and bollards and clean or grit the street?

Have you faith in those who manage our archaic speed limit system? And do you suspect the public and private sector enforcement agencies often fail to identify and eliminate major problems, because it’s easier and more lucrative for them to police minor ones? It hurts me to confess that my confidence in the organisations and ‘systems’ mentioned above is fast disappearing.

Safety organisations, motoring associations and other interested parties are too polite to say how well or badly they believe road safety is now managed and policed. But if each outfit could name one problem that needs tackling immediately to reduce RAIDs (road accidents, injuries, deaths), what would it be?

Brake wants a Road Collision Investigation Unit where accident data is compiled and acted upon. IAM RoadSmart craves more road safety education in schools, mated to annual targets in accident reductions. Serving or former police officers-cum-instructors from the XCOPS driver training organisation insist that poor observation, insufficient mirror checks, plus lack of awareness are the main areas drivers need guidance on.

Top of the RAC’s wishlist is a pledge from every driver not to use a handheld phone at the wheel, coupled with a commitment from Government to do more about this “epidemic”. The AA told me its priority is a doubling of Emergency Refuge Areas (ERAs) on Smart Motorways. Volvo, the company widely regarded as the traditional champion of safety, is far more adventurous in its expectations for the near future, saying: “The continuous development of autonomous drive technology is taking us closer to our vision that, by 2020, no one will be killed or seriously injured in a new Volvo car.” If this is to be believed, it might just have hit on the sales line of the decade.

True, factors such as vehicle styling, price, mpg, ride quality and reliability matter. But surely nothing matters more than keeping yourself and your fellow car occupants alive and free from injury?

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

Mike Rutherford

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300bhp Hyundai i30 N fastback to expand performance range

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Hyundai’s N brand is set to grow with a sleek i30 N fastback in the works along with Veloster N and i20 N models

2017-07-01 16:30

Hyundai’s new N division will follow up its forthcoming 275bhp i30 N with two more models over the next two years – and a rival for the Ford Fiesta ST is likely to be added before the end of the decade. 

The Korean brand is expected to fully reveal the i30 N in July, two years after the project was first confirmed at 2015’s Frankfurt Motor Show. However, the performance division’s boss, ex-BMW M Division chief Albert Biermann, has told us that subsequent N vehicles are imminent. “It’s not such a long time before the next one,” Biermann said. “It comes next year. Even number three is coming next year, although maybe it will be just into 2019.”

• Best hot hatchbacks on sale

Hyundai Veloster N and i30 N Fastback with 300bhp

Auto Express understands the next N model due in 2018 is a hot version of the new generation of Veloster, the oddball coupé that was axed from dealers here in 2014. Hyundai UK has no plans to reintroduce any form of Veloster, but British customers will be offered the third model in the N global line-up: a high-performance version of the soon-to-be-launched i30 Fastback. Still a five-door but more stylish than the regular i30, this car is due to make its public debut in conventional form later this summer. 

Insiders say that the N version, due by 2019 and previewed in our exclusive image (top, right), will get more extreme looks to set it further apart from the standard model. It could also offer more power than the ‘regular’ i30 N. Biermann has admitted that his team has already taken Hyundai’s four-cylinder engine to much higher outputs in prototypes. “Last year already we had a car with 380bhp,” he said. “It was the 2.0 engine prototype – a test unit. We have no current plans to put that into production.”

Biermann is reluctant to use that sort of output to pitch an N model up against ‘mega-hatches’ like the Audi RS3 and the forthcoming next-generation Mercedes-AMG A 45, which will have at least 400bhp. “We’re not established yet in the marketplace,” he said. “We’re just starting. And just to go to the limit right away is, to my mind, not a smart way to do things.” 

However, this still leaves scope for a modest increase in power – to around 300bhp – for the i30 Fastback, making use of more extreme chassis mods that could include a wider front track. Before the end of the decade, N is expected to bolster its appeal further with a hot i20. 

Hyundai i20 N by 2019

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Image 4 of 4

Likely to be offered as a five-door and three-door Coupé, the i20 N Fiesta ST rival would help to support the brand’s World Rally Championship campaign, where the smaller hatch is used. When asked if N would go smaller than an i30, Biermann said: “Of course. Why would we limit ourselves? There are tons of hot superminis: Polo GTI, Fiesta ST, Peugeot 208. Even Toyota is doing one [Yaris GRMN]. There’s a good market.” 

The hot i20 N will use a tuned version of the car’s 1.6-litre turbo that’s likely to produce around 200bhp. It’ll be front-wheel drive, and some versions are likely to feature an electronic front differential.

Will Hyundai's N brand become a serious player in the performance car sector? Have your say in the comments...

John McIlroy

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Peugeot 3008 vs SEAT Ateca

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Petrol power is enjoying a resurgence, but does it make more sense in the Peugeot 3008 or SEAT Ateca?

2017-07-01 10:00

The UK’s fascination with SUVs is still in full swing, but within the sea of new models arriving, the tide is turning.

While diesel used to dominate the mid-size off-roader sector, the Dieselgate emissions scandal planted the seed of doubt in some buyers, with many turning to downsized petrol alternatives like this duo here.

Unless you drive a lot, a turbocharged petrol car could work in your favour. The fuel is still cheaper than diesel at the pumps, and the likes of the Peugeot 3008 1.2 PureTech delivers decent economy on paper.

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We’re putting this French fancy head to head with its closest rival, the SEAT Ateca 1.0 TSI, to see which is the better green alternative to a diesel SUV. The SEAT has already seen off the challenge from rival petrol-powered crossovers, beating the Toyota C-HR and Nissan Qashqai. But can the upmarket 3008 blend its premium feel with enough petrol performance to overcome the Ateca?

Image 2 of 31

Image 2 of 31

The 3008 stands a good chance, as this second-generation version is certainly more convincing than its predecessor. Peugeot fully redesigned this model, taking it from a dowdy MPV to a full-on stylish SUV, with new underpinnings, a revised engine line-up and a nicely crafted interior.

If it’s to take on the Ateca and win, the 3008 will also have to bolster the qualities listed above with enough practicality to stand up to the rigours of family life, while delivering plenty of comfort and technology wrapped up in a convincing package.

Peugeot 3008 

Image 4 of 31

Image 4 of 31

Model:	Peugeot 3008 1.2 PureTech 130 Allure
Price:	£24,295
Engine:	1.2-litre 3cyl turbo petrol, 129bhp
0-60mph:	10.6 seconds
Test economy:	43.7mpg/9.6mpl
CO2:	117g/km
Annual road tax:	£140

The 3008 signalled a change for Peugeot. Replacing its dowdy predecessor and repositioning the nameplate as a proper SUV instantly placed the car at the sharp end of the class. In 1.2 PureTech Allure spec the 3008 costs £24,295 – more than the Ateca. Is it worth it?

With 129bhp, the 3008’s stronger 1.2-litre turbo engine delivered a performance advantage over the Ateca. It covered 0-60mph in 10.6 seconds – a tenth quicker than the SEAT – but another 30Nm of torque at 230Nm in total and a 30kg lighter kerbweight meant the 3008 was stronger in gear.

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Image 7 of 31

It accelerated from 50 to 70mph in sixth in 10 seconds flat – 3.1 seconds up on the Ateca – while in fifth it was 1.4 seconds faster. The margin was closer between 30 and 50mph in third and fourth, but the Peugeot still had the edge. The six-speed manual’s shift action isn’t as mechanically precise as the SEAT’s, but compared with Peugeots of the past it’s a much tighter and more pleasing action.

Its motor is refined, just like the ride. The chassis has clearly been set up with comfort in mind, as the 3008 smothers bumps with a more refined edge to its damping than the sportier SEAT.

Image 8 of 31

Image 8 of 31

This means it’s not quite as agile or as grippy, but the boost in ride quality will likely be welcome and beneficial more of the time in a family SUV like this. It’s not perfect as it’s still upset by big wheel movements – especially loaded up in corners – but the car is more calm and relaxed than the Ateca, even if it lacks a little of the SEAT’s body control at higher speed.

Testers’ notes: “Peugeot’s decision to move the 3008 from an MPV to an SUV was inspired, even if it was a little later to the SUV party than rivals. But this shouldn’t stop it being a popular choice.”

SEAT Ateca

Image 5 of 31

Image 5 of 31

Model:	SEAT Ateca 1.0 TSI Ecomotive SE Technology
Price:	£22,250
Engine:	1.0-litre 3cyl turbo petrol, 113bhp
0-60mph:	10.7 seconds
Test economy:	34.6mpg/7.6mpl
CO2:	120g/km
Annual road tax:	£140

SEAT’s 1.0-litre TSI petrol engine isn’t as widely available in the Ateca range as the 1.2 in the 3008, so it’s the £22,250 SE Technology model we put up against the Peugeot here (although our pictures show an Xcellence version). However, there’s a similar level of tech and efficiency potential on offer – so can the Ateca convert this into victory.

Given the SEAT trails the Peugeot by 16bhp and 30Nm of torque, its 10.7-second 0-60mph time was pretty impressive. That’s partly because the six-speed manual gearbox is such a joy to use.

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Image 20 of 31

The change action is excellent, offering just the right level of involvement in the mechanical process of shifting gears, with enough refinement, too.

After just a few corners you realise the Ateca is the sportier car to drive. Alongside the gearbox, it offers weightier, more precise steering than the Peugeot, making the most of the extra grip the MQB chassis provides over the 3008’s EMP2 set-up.

However, you pay a price for this engagement and precision when it comes to ride comfort. Both cars ride on 18-inch wheels, but the SEAT feels firmer. It doesn’t float over nasty tarmac or have the compliance of the Peugeot over rougher roads.

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Image 21 of 31

It’s more unyielding, which is transmitted through to the passenger compartment, impacting comfort. Even on the motorway it jiggles and fidgets more than the 3008, which moves with the road a little more harmoniously.

Testers’ notes: “Progress with turbo petrol engines means that this 1.0 TSI is actually our pick of the range. It’s responsive, more refined than the diesels and won’t break the bank to run.”

Verdict 

First place: Peugeot 3008

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Image 6 of 31

A stronger turbo petrol engine allied to the 3008’s comfort and refinement contributes towards its victory over the Ateca here. However, the smarter cabin, bigger, more practical boot and more advanced infotainment seal the deal. The Peugeot is more expensive to buy, but you get more for your money, and you’ll spend less of it to run the 3008.

Second place: SEAT Ateca

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Image 19 of 31

The Ateca is a sweet SUV in 1.0 TSI form. It’s great to drive and affordable. However, it can’t match the Peugeot for comfort, which will be a bigger boon more of the time, and nor can it match it for kit or quality. Add in higher running costs, and although there’s little to separate them in terms of versatility, it narrowly loses out to the 3008. 

Is it worth waiting for this model? 

Skoda Karoq 1.0 TSI

Due: January 2018
Price: From £17,500 (est)
Engine: 1.0-litre 3cyl, 113bhp 

The Karoq is Skoda’s version of the SEAT Ateca. It uses the same chassis and engine, but is likely to be more comfortable, cheaper and offer a bigger boot, posing a challenge to the 3008 

Figures

	Peugeot 3008 1.2 PureTech 130 Allure	SEAT Ateca 1.0 TSI Ecomotive SE Technology
On the road price/total as tested	£24,295/£24,295	£22,250/£22,250
Residual value (after 3yrs/36,000)	£9,424/38.8%	£10,484/47.1%
Depreciation	£14,871	£11,766
Annual tax liability std/higher rate	£1,060/£2,119	£1,014/£2,027
Annual fuel cost (12k/20k miles)	£1,454/£2,424	£1,837/£3,061
Ins. group/quote/road tax band/cost	12/£510/£140	9/£450/£140
Cost of 1st/2nd/3rd service	£13pm (3yrs/30k)	£21pm (3yrs/30k)
Length/wheelbase	4,447/2,675mm	4,363/2,638mm
Height/width	1,620/1,841mm	1,615/1,841mm
Engine	3cyl in-line/1,199cc	3cyl in-line/999cc
Peak power/revs	129/5,500 bhp/rpm	113/5,000 bhp/rpm
Peak torque/revs	230/1,750 Nm/rpm	200/2,000 Nm/rpm
Transmission	6-spd man/fwd	6-spd man/fwd
Fuel tank capacity/spare wheel	53 litres/space saver	50 litres/£110
Boot capacity (seats up/down)	591/1,670 litres	510/1,604 litres
Kerbweight/payload/towing weight	1,250/660/1,400kg	1,280/550/1,500kg
Turning circle	10.7 metres	10.8 metres
Basic warranty (miles)/recovery	3yrs (60,000)/1yr	3yrs (60,000)/2yrs
Service intervals/UK dealers	10,000 miles (1yr)/283	10,000 miles (1yr)/128
Driver Power manufacturer/dealer pos.	13th/10th*	6th/31st*
NCAP: Adult/child/ped./assist/stars	86/85/67/58/5	93/84/71/60/5
0-60/30-70mph	10.6/9.9 secs	10.7/10.3 secs
30-50mph in 3rd/4th	4.1/6.1 secs	4.6/6.4 secs
50-70mph in 5th/6th	8.3/10.0 secs	9.7/13.1 secs
Top speed/rpm at 70mph	117mph/2,500rpm	114mph/2,500rpm
Braking 70-0/60-0/30-0mph	45.2/33.6/10.2m	46.4/32.4/10.8m
Noise outside/idle/30/70mph	68/52/60/71dB	68/53/65/70dB
Auto Express econ (mpg/mpl)/range	43.7/9.6/308 miles	34.6/7.6/381 miles
Govt urban/extra-urban/combined	47.1/62.8/55.4mpg	44.8/60.1/53.3mpg
Govt urban/extra-urban/combined	10.4/13.8/12.2mpl	9.9/13.2/11.7mpl
Actual/claimed CO2/tax bracket	149/117g/km/22%	189/120g/km/23%
Airbags/Isofix/park sensors/camera	Six/yes/yes/yes	Seven/yes/yes/£220
Auto box/stability/cruise control/AEB	£1,400/yes/yes/yes	No/yes/yes/yes
Climate control/leather/heated seats	Yes/no/£560	Yes/no/£325^
Metallic paint/LED lights/keyless go	£525/£850/£350	£575/yes/£505
Sat-nav/USB/DAB radio/Bluetooth	Yes/yes/yes/yes	Yes/yes/yes/yes

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New Range Rover Velar ride review at Goodwood 2017

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We take a trip up the Goodwood hill in the new Range Rover Velar

2017-07-01 08:29

The new Range Rover Velar is one of this year’s must have accessories, and just like in the world of fashion, Auto Express has tried it for size by taking it for a spin at the Goodwood Festival of Speed.

Referring to fashion when talking about the new Velar isn’t a step too far either. It’s easily one of the most hotly anticipated cars of the year, and arguably the most desirable car to ever wear the Range Rover badge. In fact, its coupe-like roofline, rakish profile, slim headlights and rounded-off rump cut a dash even in the exotic Supercar Paddock at Goodwood.

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To be honest, the Velar cuts more than a dash – it’s absolutely mobbed. While the latest Lamborghini Centenario and mad Aston Martin Vulcan AMR Pro make small boys ecstatic with excitement, the Velar is drawing in a huge crowd. Even as we are setting up the car for some video, the Land Rover PR team are fighting off questions such as “How long is the waiting list?”, “How much is it?”, and “Can I have a go?”

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So it has all the style needed to make passers-by draw out their smartphones, but what’s it like on the road? Well, the road in question is the 1.16-mile Goodwood hillclimb that stretches past Lord March’s grand stately pile and up into the woods, before ending at the top of the South Downs. The course’s record lap time is famously held by F1 driver Nick Heidfeld who smashed through in a mind-boggling 41.6-second run back in 1999. That was in Mika Hakkinen’s F1 Championship-winning McLaren MP4-13, though.

We’re not going to be setting any records today. This run is about showcasing the new Velar to 150,000 onlookers - and as this is just a passenger ride, we’re going to have to wait a little longer to see what the Velar is like from the driver’s seat. But even riding shotgun it’s clear the Velar is shaping up very nicely indeed.

We’re in the range-topping Velar R-Dynamic HSE P380, which comes in at a cool £72,000. The Velar range starts at just under £45,000, however, undercutting the larger Range Rover and Range Rover Sport.

As we wait on the start line, the Velar’s ultra contemporary and stylish cabin is a sanctuary of peace and quiet. As the marshal waves us on, the Velar leaps forward; up front is Jaguar Land Rover’s glorious 3.0-litre supercharged V6 petrol engine, pumping out 375bhp.

With all-wheel drive the Velar absolutely rockets down the tree-lined avenue and before we know it, we are jinxing right, a short squirt on the throttle and into ‘Crossroads’. Just seconds later we’re blasting past his Lordship’s house, with the crowd-lined strip watching intently. The Velar’s turn of speed is quite extraordinary, and it’s helped along by a slick eight-speed ZF automatic gearbox.

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Image 3 of 11

Under the bridge and now it’s time to think about braking for the infamous Molecomb corner. It’s a sharp left, but it’s made worse by the fact it’s off-camber and often very dirty. But even when our driver hits the anchors, the Velar feels planted and takes the tricky turn with ease. And then it’s back on the gas and up to Flint Wall, kink right, back into the trees, flash out into daylight for a second before plunging back into the forest. From here it’s throttle pinned to the very top.

No new record today but it’s clear this new Velar is the one of the dynamic cars to wear the Range Rover badge. It feels incredibly well sorted from the passenger seat, and we can’t wait to sit behind the wheel. We’ll be driving it in a few weeks time, before cars arrive in showrooms later this year.

James Batchelor

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