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The best cars we've tested since 2015

Thu, 28 May 2026 14:58:09 +0100

Autocar has been giving cars comprehensive road tests since 1928.

Our first ever test was done for the Austin Seven, then the best-selling car in the UK. Since then we’ve tested thousands of cars, and we give each one an overall score out of five. We very rarely give cars full marks – usually just one or two a year at most.

In this story we’ve gathered together all the cars that we have given the full five stars to in the past 10 years – just 21 cars made it. Join us, then, for a look at the best cars of the past decade – we include the date of publication for the test too:

In alphabetical order

Alpine A110 –16/5/18

In our test of this car, we concluded that every significant component part of the A110’s driving experience – from the rasping turbocharged torque of its engine to the hilariously immersive poise and panache of its handling – was intoxicating. Moreover, it was ready to deliver its own fresh brand of fun pretty much whenever, wherever and however you might want. It brought to life journeys and roads that rivals wouldn’t; and yet its handling for which your affection can only grow as you explored it more closely.

You won’t find too many mechanical ingredients or areas you could call genuinely exceptional.

Alpine A110 –16/5/18

But put them all together and we couldn’t help but conclude that the A110 was and is a much, much greater car – and achievement - than the sum of its parts would suggest. Rarely does a car come along so devoted to driver involvement, and so singularly effective at it, even among sports cars.

The A110 is quick, agile, effusive and ultimately enormous, accessible fun. Their desirability and rareness seems to help them retain their value – you won’t get a used one today for less than £32,000.

Ariel Atom 4 – 9/10/19

Having played the renegade on the ultra-lightweight sports car scene for so long, the Ariel Atom became a key part of the establishment it once sought to disrupt. Such progression doesn’t happen by chance; and this car is so typical of how cleverly its maker has developed it over the years to retain what makes it so special.

In a visual sense, the Atom remains an appealing car to anyone who likes the idea of being able to see their car working. It’s also so deliciously simple that it makes modern ideas of perceived quality and more meaningful built-in quality one and the same consideration.

Ariel Atom 4 – 9/10/19

A turbocharged 2.0-litre four-cylinder engine has boosted the car’s usability as well as its roll-on performance with little entailed compromise, while Ariel’s other chassis and suspension tweaks have proven well worth making. The Atom retains so absorbing a dynamic character that it can be enormous fun on both road and track, when so many of its close rivals simply can’t do both.

They are very rare, but occasionally come up for sale for around £60,000.

Ariel Nomad – 24/6/15

It might not have four-zone climate control, adaptive LED headlights or a suite of level three autonomy functions, but the Ariel Nomad was worthy of a five-star verdict nonetheless. You see, a five-star rating doesn’t necessarily indicate a perfect car. No vehicle that cheerfully slings mud in its occupants faces, as the Nomad does, could ever be described as perfect.

Instead, what a five-star score signifies is a car that is so roundly accomplished at the task it was designed for that we could find no good reason to mark it down. It’s called fitness for purpose. The Nomad is built to be a joy machine, pure and simple. Those chunky off-road tyres and the long travel suspension hint at muddy fields and rocky forest tracks - no mistake, the Nomad is in its element on the rough stuff - but Ariel’s second model is actually every bit as fun to drive on the road, or even a race track.

Ariel Nomad – 24/6/15

As we wrote in our road test, ‘plenty of our testers would pick a Nomad to play with on a circuit before they’d consider a dozen high-profile sports cars and supercars’. It’s still such a sought after car that you’ll have to search high and low to find a used example for sale today, but they do occasionally appear from around £50,000.

Aston Martin DBS Superleggera - 21/11/18

This car is a big, powerful, elegant, front-engined, 12-cylinder, blood-and-thunder GT. It’s also such a stunning one to behold, and so stellar to drive in its singularly enriching and enticing, occasion-cherishing long-distance mould, that it sets a new standard for its maker.

Aston Martin DBS Superleggera - 21/11/18

Power comes from a 5.2-litre V12, an engine derived from the V12 that first arrived in the Vanquish back in 2001. This is an outstanding super-GT representing the British car maker at its absolute best, and can today be bought from around £110,000.

Bentley Bentayga Diesel – 5/4/17

The concept of a diesel engine in a Bentley might seem strange, especially today. But we reckoned that placing an Audi 4.0-litre V8 diesel engine pinched from the Audi SQ7 was a masterstroke. Suddenly you had all the luxury of a Bentley, decent off-road capabilities, the practicality of an SUV, complete with the ability to drive a potential 700 miles on a single tank.

Our testers loved it, and found it wonderfully refined. It even had the same amount of torque – 664lb ft – as the W12 petrol version, generated much more economically.

Bentley Bentayga Diesel – 5/4/17

Shame then the car lasted barely two years on the market. It was conceived and engineered in the glory days of Volkswagen’s obsession with diesel. By the time it came out Dieselgate had arrived to help destroy diesel’s reputation and severely dent the VW brand too.

Which probably encouraged Bentley to yank it from production. A shame. Used examples are out there, from around £50,000.

BMW 320d –15/5/19

The BMW 320d has been as consistent a contender for the title of ‘best car in the real world’ as the industry has made in decades – and the G20 version unquestionably raised the game. It was better in ways that greatly pleased long-time 3 Series owners – outright performance and sporting flair, as well as handling precision and driver appeal – but also in others that made it a more complete executive car.

Both practicality and perceived cabin quality advanced, and the car now featured electronic driver aids and infotainment features that were the envy of almost any saloon. It has also advanced on real-world fuel economy and, in becoming a car easily capable of topping 60mpg at one moment and sprinting like a hot hatchback to 149mph the next, sets a dynamic standard matchable by absolutely none of its peers.

BMW 320d –15/5/19

In a class where new rivals have been given room to emerge and old ones the opportunity to eke out a significant sales lead, this car was clearly the product of a company intent on making the 3 Series the default affordable executive option – for keen drivers, but perhaps even for others too.

Plenty of used examples out there, of course, from £12,000.

Ferrari 488 GTB – 25/5/16

The 488 GTB features a 3.9-litre turbocharged V8, which delivers 661bhp. Driving a 488 for its road test at our test track made our testers marvel at what it could do. No other turbocharged engine in a 488 rival – not the Porsche 911 GT2 RS, not the McLaren 650S or McLaren 720S – responded so quickly to the throttle.

And none has a progressive power build, which Ferrari achieves by limiting torque at low revs. It’s not just great, for a turbo. It’s a great engine, full stop.

Ferrari 488 GTB – 25/5/16

Indeed, we concluded that the best chassis had met the best turbocharged engine. When the Ferrari 458 arrived in 2009, we were taken aback by how much better it was than the 430; in 2016, Ferrari did it again.

Used examples can be bought from around £140,000 today.

Ferrari 296 – 21/12/22

For years now Ferrari has been at the top of its game, time and again delivering mid-engined supercars of breadth, soul and unrivalled dynamic exploitability – class leaders all. Regulations obligated the arrival of electrification with this plug-in hybrid 296 GTB, with its downsized six-cylinder turbo engine.

This new car was remarkable when it arrived. It picks up where the V8 lineage ended, seamlessly blending in the advantages of electrification with precious few of the drawbacks we’d feared.

Ferrari 296 – 21/12/22

Benign and adaptable but also wildly quick and expressive, the 296 GTB was and is spectacular to drive and the V6 also sounds stunning. It is usable yet oh so special and its clear manner belies its complexity. Ferrari continues to set the standard.

Of course this is not a cheap club to join: prices for used examples start at £200,000.

Ford Focus RS – 4/5/16

The third-generation Ford Focus RS wasn’t without its fair share of shortcomings - the engine is no better than average, the low speed ride is tight and the driver’s seat is set far too high - but these were all things we were happy to overlook. Simply put, we reckoned the RS was ‘the most fun you can currently have in a hot hatchback’.

Ford Focus RS – 4/5/16

There were some reports of reliability issues, with many owners reporting head gasket failures. Ford has responded by offering a free repair for any car built between August 2015 and July 2017.

The cars are desirable and retain their value well – you’ll have to spend at least £19,000 to get a used one today.

Hyundai Ioniq 5 N – 7/8/24

The Ioniq 5 N was and remains a game-changer. Reading about this hot hatch-cum-super-saloon on paper, it is perhaps difficult to imagine that all its tricks and innovations wouldn’t feel a touch gimmicky. Certainly, you wonder whether the established German performance brands simply take themselves too seriously to explore, for example, synthesised gearshifts, or throttle-adjustability that at times can seem almost cartoonishly easy to generate.

And perhaps that is their loss. The first N-badged EV from the South Korean marque with the Nürburgring test base is blindingly good fun and capable of rising to any occasion in dynamic terms.

Hyundai Ioniq 5 N – 7/8/24

It’s a heavy car, and complicated in software terms, but a swift and natural-feeling companion, and has clearly been conceived with the aim of entertaining, rather than mindlessly impressing with vast grip and accelerative clout.

The electric driver’s car has landed, and it will slot into most of our lives with ease – and plenty of smiles. It’s the first electric car ever to get the full five stars from us. Used examples can be found from around £55,000.

McLaren 570S – 30/3/16

It might give up more than 300bhp, an electric motor and a stack of batteries to the P1, but the McLaren 570S really does deliver a good chunk of the hypercar’s driving experience. The basic carbon fibre tub is shared between the two cars, of course, and so is the 3.8-litre twin-turbo V8 engine architecture.

The 570S feels monstrously quick in its own right, too, and it steers with all the precision of the P1.

McLaren 570S – 30/3/16

That's extremely good news for those of us who’ll never be able to afford a P1. The 570S isn’t exactly swapping hands for pocket change, but from £75,000 for a 2016 model, they’re a whole lot cheaper to buy.

McLaren 720S – 24/5/17

By beating the mighty Ferrari 488 GTB in a twin test, the McLaren 720S shot straight to the top of the supercar class and became the third McLaren to clinch a five-star rating. The 720S went through our road test process with imperious disregard for its norms.

In accelerating from rest to 60mph in less than 3.0sec and to 190mph from rest within a measured mile, in stopping from 70mph in less than 40 metres and in coming within a fraction of a second of smashing our all-time dry handling circuit lap record, it showed itself to be a car of incredible, almost unprecedented speed and purpose.

McLaren 720S – 24/5/17

The 720S’s class-transcending performance comes combined with remarkable breadth of ability on the road (ride and handling that can be more supple, progressive, tactile and mild than any true rival), with excellent usability, too, and with more indulgent on-the-limit track handling than any McLaren we’ve known before.

Used examples can be obtained from £120,000.

Porsche Cayman GT4– 23/9/15

The Cayman GT4 is the car that, for a long time, Porsche said it would never build. When it did eventually arrive in 2015 the GT4 won accolades across the globe. There are a handful of factors that will ultimately stop it from being as revered as any 911 GT3 you care to mention, however.

Porsche Cayman GT4 – 23/9/15

For one thing, its 911 Carrera-sourced 3.8-litre flat-six engine was sweet, but no match for a GT3 motor. The hardcore Cayman was built in relatively large numbers, too, and - most significantly of all - it just isn’t a 911.

But we’re nit-picking – the GT4 is a wonderful point-to-point sports car. And the car’s sheer desirability means they hold their value very well; 2018 examples are to be had from £64,000.

Porsche 718 Cayman GT4 RS – 14/9/22

When we first drove the 718 Cayman GT4 RS, we concluded that it was one of the most thrilling and special Porsche GTs yet. Its configuration makes it more raw and exciting, arguably, than any fast roadgoing 911, while its mid-engined chassis gives it a dynamic purity and instinctive handling poise that few sports cars have known, the best GT3s included.

What this car represents is every bit as wonderful as what it does: a new way to immerse yourself in the character of a truly wonderful combustion engine and savour and cherish its every detonation, vibration and impulse.

Porsche 718 Cayman GT4 RS – 14/9/22

That feels like a particularly timely invitation, and whether Porsche intended it that way or not, you can’t help interpreting this car as a celebration of the combustion-engined sports car at the most vivid and affecting height that it may ever reach. Yet you don’t need sentimentality to build a case for a five-star score here.

Few sports cars have offered such a spectacular blend of dizzying dramatic performance, supreme handling accomplishment, sublime track-day purpose and all-round sensory involvement as this spine-tingling new RS. It deserved every plaudit we can give. Used examples are from £120,000 today.

Porsche 911 GT3 RS (991) – 19/8/15

It may have ripped up the patented GT3 RS blueprint with all the recklessness of a common vandal spray-painting over Banksy original, but, somehow, the 991-era 911 GT3 RS got away with it. Out went the manual gearbox in favour of a twin-clutch item and gone was the Mezger engine.

Even the steering junked hydraulic assistance in favour of EPAS. The ride and handling magic, however, was very much still intact.

Porsche 911 GT3 RS (991) – 19/8/15

‘The GT3 RS is truly outstanding and deserves our categorical praise,’ is what we wrote at the time. Today, you won’t pick one up for less than £125,000.

Porsche 911 S/T - 3/7/24

Taking the blueprint of the ever-so-serious GT3, tactically applying some GT3 RS know-how, then stripping out weight, fitting unashamedly road-optimised suspension and putting the driver at the heart of the matter has resulted in an utterly magic 911 with the 911 S/T.

Porsche 911 S/T - 3/7/24

Did this all make it the greatest 911 ever? Quite possibly. Extremely rare, they currently sell for a major premium on their original list prices.

Porsche Panamera 4S Diesel – 1/2/17

‘Still not exactly beautiful’ is how we described the new Porsche Panamera. In just about every other respect, though, it was beyond criticism. The car features a 4.0-litre diesel which delivers 416bhp, but with 627lb ft of torque produced from just 1000rpm without the aid of electric turbochargers made it intriguing.

Porsche Panamera 4S Diesel – 1/2/17

It’s not the most luxurious GT of its kind, but in the light of other talents, it is a brilliant compromise. Real-world fuel economy and range is as outstanding as the acceleration. This is a near-43mpg cruiser with a 90-litre tank, capable of more than 800 miles between fills.

Sadly the car didn’t stay on sale for long; there aren’t that many out there, and they’re priced from £30,000.

Range Rover Sport SVR – 15/4/15

By earning a perfect five-star rating the Range Rover Sport SVR - the very first model from Special Vehicle Operations - proved that Jaguar Land Rover’s newly-formed department had hit the ground running.

The car deployed 542bhp from its supercharged 5.0-litre V8 engine and adopts a raft of mechanical and dynamic changes to accompany the extra horsepower.

Range Rover Sport SVR – 15/4/15

All that power, speed and decent on-road handling, combined with impressive off-road ability too. While there are high-mileage used examples out there from just £23,000, we suggest spending a bit more as these complicated heavy cars can be expensive to maintain. We liked the look of a 2016 example with 56,000 miles and a £27,000 price tag.

Rolls-Royce Phantom – 4/4/18

When we tested the then-new V12 Rolls-Royce Phantom, we concluded that it was ‘the best car in the world'. Sequels are rarely better than the books, films or shows they succeed. And yet the functional superiority of the new Phantom over its super-luxury peers may be even greater than the margin by which its predecessor led its field.

Despite the strides taken by the Audi A8, Mercedes S-Class and even by the Bentley Mulsanne, the Phantom surpassed by some distance what they offer in every way that’s critical for a genuinely luxurious car: on mechanical refinement, ride comfort, cabin isolation, convenience, outright space, lavish richness and easy drivability.

Rolls-Royce Phantom – 4/4/18

We reckoned that it had grandness, ostentation and sense of occasion far in advance of anything else on four wheels, and it still has that today. It also seems even better aimed at the tastes and preferences of its customer base than its predecessor was; it has an even deeper and more easily accessed reserve of silken performance to plunder; and it has added greater dynamic flexibility and range without having compromised the supreme highlights of its utterly singular and special driving experience.

The car is frankly in a league of it own, and the design has stood up well, being marginally tweaked in a facelift in 2022. Used Phantoms can be had from £218,000.

Skoda Superb – 17/7/24

The Superb is the perfect example of how the brand takes mass-market VW mechanicals and software, and then makes them just that bit more usable and accessible with careful design, and by adding a well-judged selection of physical controls, while also avoiding technolog y excesses and overstyling.

While other manufacturers boil down their model ranges to just a few big sellers, Skoda also continues to offer buyers a wide range of bodystyles and powertrains, including petrol, diesel and plug-in hybrid, which are all impressive in their own right. With the fourth-generation Superb, Skoda hasn’t tried to reinvent the wheel.

Skoda Superb – 17/7/24

In the modern car industry, that kind of restraint seems almost an achievement in itself. By sticking to the essentials – space, efficiency, ease of use and intuitive driving characteristics – and doing those well, Skoda produced a car that is outstandingly fit for purpose, makes the case for the estate car like few current rivals and does it at a price that significantly undercuts its competition.

Used examples can be had from £28,000 today.

Toyota GR Yaris Circuit Pack – 3/3/21

With this car, Toyota launched a new hot hatch champion of the kind you just didn’t think people made any more – removed from a standard production line, chopped and changed in what must be hugely expensive fashion and fitted with a high-revving, powerful engine, a passive suspension set-up and a good old manual gearbox.

Toyota GR Yaris Circuit Pack – 3/3/21

It is spookily fast if you’re absolutely on it and so a bit more interaction at lower speeds wouldn’t hurt, but this is a driver’s car hero that’s great fun and approachably priced. And worth savouring because, well, who will ever build something else like it?

They hold their value very well, and used examples start at £24,000 today.

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Isuzu D-Max EV

Thu, 28 May 2026 12:35:27 +0100

Veteran utilitarian pick-up truck trades diesel engine for twin electric motors and battery When it comes to the transition to electric vehicles, Isuzu would be one of the last brands to come to mind for most drivers. But the fact is that even the most agricultural manufacturers are being squeezed by CO2 emissions targets and EV sales mandates, meaning changes have to be made.Hence an Isuzu D-Max EV joins the seven-year-old diesel D-Max, which will remain on sale for the foreseeable future.It swaps the turbocharged 1.9-litre four-cylinder engine for a pair of electric motors, one mounted on each axle.Combined power and torque are 188bhp and 240lb ft, providing a 0-62mph time of 10.1sec and a top speed of 84mph.

Jaecoo parent Chery enters kei car game with new Emta brand

Thu, 28 May 2026 11:05:30 +0100

First Emta model is a kei car in the vein of Suzuki Hustler and Honda N-Box

Chinese car maker partners four other firms to form new EV brand for Japan; plans four models by 2029

Chery, the parent company of Omoda and Jaecoo, is aiming to crack the fearsome Japanese market, partnering with four Asian auto firms to form a new EV brand called Emta.

The Chinese company – which now has four SUV brands in the UK and could soon add the reborn Freelander as a fifth – will supply platforms and drive hardware for the Japan-focused brand.

Chery holds a share of 27.27% in the Singapore-based business, matching that of Chinese manufacturing group Jiangsu Yueda. Japanese vehicle parts maker Autobacs Seven and Chinese battery firm Gotion hold 18.18% apiece, while Japanese machinery firm Anest has the remaining 9.09%.

The first Emta model is a boxy, 3.4m-long city runaround built to Japan's kei car regulations. As yet unnamed, it will use Chery electric drive technology and a battery from Gotion to compete with local segment leaders including the Honda N-Box, Nissan Sakura, Daihatsu Tanto and Suzuki Hustler.

Precise technical details are unconfirmed, but the Emta kei car is likely to borrow components from Chery's smallest Chinese-market model, the QQ Ice Cream microcar, which has a 27bhp motor on the front axle and claims around 100 miles of range.

Meanwhile, Gotion will supply the batteries, Autobacs will handle the sales operation and Anest will manage quality.

The cars will initially be built in China by Yueda, which produces Kia models for the Chinese market - and previously the radical HiPhi X crossover for Human Horizons.

Emta's founders have indicated that it could eventually build cars in Japan if its launch is successful.

The kei car will be followed by three more Emta models by 2029: a supermini, a small crossover and an MPV.

There's no indication of any plans to expand the brand beyond Japan - and CarNewsChina reports that Chery will primarily be a shareholder in the business, rather than playing a leading role in operations and expansion.

Emta will follow Chinese giant BYD in attempting to shake up Japan's highly competitive kei car market, which accounts for a third of the country's car sales and has historically been occupied almost exclusively by local manufacturers.

The BYD Racco was revealed last year – and has been tipped for export to Europe if local regulations on small, affordable EVs make such an endeavour cost-effective.

Peugeot slashes UK prices by up to £10k across line-up

Thu, 28 May 2026 09:30:00 +0100

Brand moves to make all models more affordable to buy, and brings reductions in ownership costs

Peugeot is offering savings of up to nearly £10,000 across its line-up as it shuffles pricing for all cars, with some now qualifying for greater incentives and lower VED costs.

Following the launch of the new 308 hatchback and 408 crossover, Peugeot has adjusted pricing for the 208, 2008, 3008 and 5008 to bring its entry points down and make "the brand more accessible to a wider range of customers" in all segments.

The move affects all trim levels and powertrain types, including petrol, plug-in hybrid and electric models.

The most significant saving can be achieved on the e-3008 electric crossover, which with the 73kWh battery and 207bhp motor now costs £36,995 - down from £46,060 previously.

But that chunky discount brings the crossover below the £37,000 threshold for the Electric Car Grant, for which it is now set to qualify, meaning a further £1500 off to take the final price to £35,495 - for a total reduction of 23%.

Meanwhile, there's another hefty discount of nearly £8000 available on the larger, seven-seat e-5008 with the same drivetrain, which now costs £40,595, down from £48,650.

The reductions mean that more Peugeot models now fall under the threshold for the Expensive Car Supplement (£40k for ICE cars and £50k for EVs), which adds £440 to the annual VED bill in years two to six, making for another overall saving of £2200 over six years.

Elsewhere, there have been reductions of between £2000 and £3500 on the hybrid versions of the 208, 2008, 3008 and 5008 - and buyers can get up to £5000 and £6000 off certain versions of the e-208 and e-2008, respectively.

Peugeot's managing director, Nicola Dobson, said: "These changes strengthen Peugeot’s position in the mainstream market by making our range more accessible than ever to both retail and fleet customers.

"We’re broadening our appeal while continuing to offer the sophisticated design, high-quality interiors, engaging driving experience and innovative technology for which we are known."

Halcyon Corniche: I drove the OTHER £450k Rolls-Royce EV

Thu, 28 May 2026 08:00:00 +0100

This UK restomod start-up has made a delightful '70s Rolls-Royce feel even more like a Roller

It takes less than half a mile for the memory of the Corniche's imperious Flying Lady, and the square shoulders of the prominent plinth on which she stands, to come flooding back.

It's been three decades since I last drove a 1970s Rolls Corniche convertible - or the Shadow saloon from which this and the Corniche coupé are derived - yet the spread of the Lady's wings is unforgettable. So is the graceful, strolling motion of the silent '70s suspension beneath us. This is the first in a small series of electrically powered Rolls-Royces from restomod company Halcyon, a Surrey-based start-up that opened its doors three years ago and will busy itself for the next few years restoring and modifying 120 Rolls-Royces from this special era, half electrified and half with their original 6.75-litre pushrod V8 engine still in place.

The project is the brainchild of three young engineers - Matthew Pearson, Charlie Metcalfe and Will Burdett - who met at Bath University, worked together on the university's Formula Student programme and launched themselves after graduation into the modern UK motor industry. For a time they went in different ways, but always kept in touch. "We'd talk about building cars that people like us could get enthusiastic about," says Metcalfe. "We'd been through the Covid era, and it seemed to us that people were too pessimistic about the future of cars, and especially EVs. That led us to the idea of a series of electrified Rolls-Royces. After all, this was a company that had spent a century trying to build powertrains as quiet and refined as electric motors..."

The trio decided Shadow-era Rolls-Royces were right for the job. The cars were perfect for electrification: big enough to carry batteries unobtrusively and for their weight (and weight distribution) in electrified form to parallel the original. With help from early investors they set up business, along the way launching an adjacent company called Evice Technologies to offer the know-how affordably to other small firms. The specific models they alighted on were Shadow 2s (and offshoots) made between 1977 and 1980, because it was a well-developed car by then and there were few engineering changes during those years.

Then they bought an old Shadow and started spending evenings in the workshop getting to know every nut and bolt, and daytimes hatching a business plan. They now have a plan: to restore and electrify 60 Shadows and Corniches (both coupés and convertibles) - plus another 60 V8-powered examples - at an initial rate of six a year, ramping up to 15. The 800V EV powertrain is their own and uses the best proprietary technology. Bodies (Halcyon will accept owners' cars or find donors) will get bare-metal restorations and be rebuilt with a high degree of owner customisation.

After a donor car is found, Halcyon will charge you £450,000 for its restoration and electrical conversion. For a Great Eight (V8) resto, you'll pay £420,000. Clearly, bespoke paint, trim and options cost extra, but against the eye-watering prices seen elsewhere, these ones seem realistic.

The car we encountered was the first finished EV, an elegant metallic blue Corniche convertible with a 400bhp electric motor driving its rear wheels, a battery bank of 77kWh giving 250 miles of range and a charging speed capability of up to 230kW. If you insist, you can have a 500bhp motor, plus a 94kWh battery that increases your range to 300 miles.

The test car's interior was a special picture, combining familiar-looking features - such as twin-dial instrumentation, organ-stop ventilation controls and an original 1970s switch-block - with a beautiful bespoke steering wheel and a lovely hand-crafted metal fascia plate.

I've had no close relationship with EV conversions of classics, but some I've seen harm the car's character and styling. This Halcyon Rolls does the reverse. It has the kind of powertrain Rolls owners love, and its body enhancements only improve the essential character. Most of all, it imbues a 55-year-old Rolls with modern convenience and reliability. That's proper car conservation.

On the road

We joined Pearson and Metcalfe to drive a route near Box Hill, Surrey, on roads that are fun but also bumpy and a bit narrow. Would they be okay for a car this big? Interestingly, this Corniche weighs 'only' about 2.2 tonnes, the same as the common- or-garden Ford Capri EV I drove to our location. It's also 8cm narrower. Which is to say it's no longer a big car, just substantial.

Performance and top speed figures are still being arrived at, but 0-62mph could well be in the 7.0sec region - especially since a limited-slip differential, just fitted, has allowed Halcyon to remove an artificial torque limit placed on the car to cull wheelspin on wet roads. The car now gets its full 435lb ft and feels very powerful. But it still has a carefully drawn throttle map, so it glides gently away from standstill, feeling as smooth and quiet as any Rolls ever made.

The steering wheel is smaller in diameter than they used to be, but it's still thin- rimmed for a perfect period feel. I suspect this car will understeer when pressed, like they all used to, but who will drive one hard? The ride is laid-back. The steel wheels have beautiful standard hubcaps and Avon tyres, and the spring and anti-roll bar rates are very relaxed. The one concession to modernity is a set of adaptive dampers.

Mainly this electric Rolls is as easy and smooth as any. Henry Royce would be proud.

The luxury EV dilemma: Ferrari Luce's slippery shape is from a pre-China era

Thu, 28 May 2026 06:00:00 +0100

Mega EV is shaped by the wind - but Merc and others have learned luxury buyers don't want efficient

Efficiency isn’t sexy. And the new electric Ferrari Luce is not efficient, at around 2.7kWh per mile based on its predicted range of 329 miles from the 122kWh battery. The trouble is the Luce looks efficient.

We’re told the five-door EV has the lowest drag coefficient of any road-going Ferrari. That’s easy to believe studying that soap-bar slipperiness.

However, as one automotive exec working in China commented, the car is unlikely to do well there because it looks like it would save you money.

Perhaps Ferrari should have amended founder Enzo’s (supposed) saying: aerodynamics is for people who can’t build engines.

Electric efficiency is for volume models. Excellent aero is (mostly) a design compromise to increase range without adding more cells. Or use a cheaper, less energy-dense chemistry.

Luxury brands don’t need to compromise like that. Jam in the biggest, high-spec battery and ultra-fast charging, and you can demote aero efficiency in favour of the dramatic styling favoured by more traditional ICE aficionados: blocky SUVs or high-downforce supercars.

Sportier brands like Ferrari have to worry about a car’s weight but battery energy density rates are climbing fast, bringing lighter packs.

Mercedes-Benz was the first to realise that wind-cheating EV shapes used on the EQS limo and other top models didn’t resonate with enough high-end buyers. Better to standardise styling across ICE and EV models and let the fast pace of electric technology cover the shortfall in aero drag.

Batteries are already sufficiently cheap and energy dense for Chinese brands to offer 5m-long electric SUVs with enough range to entice luxury buyers. Brand differentiators in China are moving to new frontiers such as automated driving. Excellence in range and charging is now a given.

The Luce feels like it was designed in another era, when range was king and you had to differentiate this new, tech-forward propulsion technology.

There are some market differences. A heavy EV in China can extend range as start-stop urban driving boosts energy recovery. Europeans are more likely to drive cross-country at speed for longer. A slippery shape will increase those distances without charging. It also suggests the EV tech under the body is still playing catch-up.

New Seat cars on horizon as brand diverges from Cupra

Thu, 28 May 2026 05:00:00 +0100

CEO says Seat will not simply 'de-content' Cupra models as it builds a bespoke line-up for the new era

Seat will offer electric cars when production costs come down further but will not simply ‘de-content’ and rebadge Cupra EVs, because the sibling brands will have entirely separate line-ups going forward.

Seat recently ended a long drought of new model launches with facelifts for the Ibiza supermini and Arona crossover, the first substantial investments in its line-up since the launch of the fourth-generation Leon in 2020, and will follow up with new mild-hybrid engines for the duo next year.

However, with the recent retirement of the Ateca and Tarraco SUVs, Seat is down to just three models, all petrol-powered, and has given little indication as to what the future holds, as the company diverts the bulk of resource and investment towards its fast-growing Cupra sibling.

Now, though, CEO Markus Haupt has given Autocar the first clues that the first all-new Seat models in years could be on the horizon, as the company continues to invest in the value-oriented marque.

Asked whether Seat still had a role to play in the context of Cupra’s plans to significantly expand its line-up and become a leading global premium brand, Haupt said: “We cannot imagine our company without Seat. Seat is the heritage of our company and has made history in Spain and other countries.

“So it’s a very important message: we still are investing in the Seat brand. Next year we will have mild-hybrid versions of [the Ibiza and Arona], and both cars are still running at a very high rate.”

He pointed to the fact that the Ibiza was Spain’s best-selling car in February as testament to the brand’s ongoing popularity and said there was no immediate need to reconsider its viability in the short to medium term.

“When we face up to 2029 and 2030 and CO2 [emissions regulation] becomes harder than today, for sure there will come a point where we need to discuss what the future of this brand can be," he continued.

"For that, we probably still need to work on the cost of electric car platforms, because today it would be very tough to have a Seat that is able to earn money with the costs we have.

“Someday the discussion will pop up on what to do with Seat. But until then we have a clear strategy to keep betting on the models we have.”

Asked whether Seat will still be selling new cars in 2035, Haupt said “I hope so”, emphasising the brand’s different positioning from Cupra and the different role it plays globally as a provider of affordable, ICE-powered cars.

“The brand position is completely different, the customer base from both brands is different," he said, "and we cannot forget overseas markets, where electrification is still not as it is in Europe.

“So we are very happy. It’s part of the strategy of what we are doing now. It’s not just a causality. We still bet on both brands very strongly.”

Asked about the prospect of Seat selling a cheaper version of the Cupra Raval electric supermini, perhaps with a shorter range and less equipment, Haupt responded: “We would never do that, because I think we need to keep both brands differentiated. Raval will always be a Cupra, and just de-contenting Cupra cars and making Seats out of them is for sure not the right strategy for us.

“I think both brands deserve their own DNA and both brands have to find their own way. So for sure we will not see a Raval with a Seat logo.”

Haupt said all future Cupras will be bespoke, rather than warmed-up versions of Seats, like Cupra's Ateca and Leon were, as part of a push to strengthen the brand’s DNA and carve out a more distinct position in the market.

“If I look back, I think it was a clever move, and we used a good opportunity with the Leon, but also part of the strategy looking to the future is to have a completely different portfolio for both brands.

“So I don't think we will repeat something like that. It was a good opportunity, and the proof of it is the Cupra Leon is working, and the Seat Leon is working. So we did a good job there, but now it's about keeping both brands truly on their DNA.”

Gucci Racing Alpine: ex-Renault boss reunites with old firm for F1 bid

Wed, 27 May 2026 14:29:50 +0100

Legendary Italian fashion house now run by Luca de Meo has signed up as Alpine team's title sponsor for 2027

Luxury fashion brand Gucci – which is headed up by former Renault Group boss Luca de Meo – will serve as the title sponsor of the Alpine Formula 1 team from next season.

It will replace BWT as the title sponsor of the Enstone-based outfit, which from 2027 onwards will be known as the Gucci Racing Alpine Formula 1 Team.

The team will adopt the Italian brand's colours, marking a departure from the French Racing Blue and pink livery it has run in recent years.

De Meo, who left his role as Renault Group CEO last year to take up a position as boss of the Kering Group, which owns numerous high-end brands including Gucci, was understood to have been key to the deal.

During his time at the helm of Renault, de Meo was one of the biggest proponents of the firm’s involvement in F1 and a driving force behind the decision to rebrand its team from Renault to performance brand Alpine.

Notably, the new deal showcases Renault’s commitment to keeping the team in F1 despite the decision to scrap its own engine programme at the end of last year in favour of a supply of customer Mercedes-AMG engines.

As part of the agreement, Gucci will create a new Gucci Racing brand, which it describes as a “business and experiential platform”.

De Meo said Gucci felt F1 provided “a unique platform for a luxury brand to push boundaries, spark meaningful connections and build long-term value and brand desirability”.

Flavio Briatore, who was brought in by his friend de Meo to serve as executive advisor to the Alpine F1 team, said that he was “excited about the possibilities” that the partnership would provide.

He added: “The Enstone team has a history of doing things differently to others and has previously shown that fashion can finish first in Formula 1.”

That is a reference to the fact that the current Alpine enjoyed some of its biggest success when funded by another Italian fashion brand, Benetton.

The Enstone-based squad began as Toleman in 1981 but was bought by Benetton – which has previously sponsored the Tyrrell and Alfa Romeo F1 teams – in 1985.

As Benetton and led by Briatore, the team claimed 27 race wins, with Michael Schumacher clinching back-to-back drivers’ titles in 1994 and 1995. Benetton then sold the team to engine supplier Renault for the 2001 season.

Since then, the team has undergone numerous rebranding and changes of ownership. It was known as Renault from 2001, then became the Lotus F1 Team in 2012, before Renault bought the outfit back in 2016. It was subsequently rebranded it as Alpine in 2021.

The team currently ranks fifth in the 2026 constructors’ championship.

Cyber attacks become 'business as usual' for automotive firms

Wed, 27 May 2026 09:55:33 +0100

Sector urged to focus on basic housekeeping to tighten digital security and safeguard sensitive data

A cyber security specialist has described the automotive sector as “an industry under attack” in which hacks have become “business as usual”.

Mark Rodbert, CEO at Idax Software, told Autocar Business that the industry was attractive to cyber criminals because of its high staff turnover, which created weak spots when permissions and access from former employees remained active, and the number of finance applications processed by dealers, which were obvious targets for ransomware attacks due to high volumes of customer data.

“Somebody, somewhere, has decided that there’s a vulnerability in automotive,” he said. "The car industry has a huge staff turnover – particularly dealer groups. Whenever you have that kind of churn, it creates vulnerability around personnel and makes it easier to get malicious insiders into an organisation.

"The second thing is that dealer groups, particularly, are now basically financial institutions where a car is the physical asset, because most cars are now sold with a financial product attached."

Alistair Wesson (below), director of Mongoose Cyber Security, explained why old login details were such a risk. He said: “The more you leave forgotten, the bigger your attack surface. You basically want the lowest possible number of things to attack, so that means having the fewest permissions and web servers you possibly can.

“Microsoft accounts are held on something called Active Directory. In layman’s terms, that means that you can sit at one computer and log in, then sit at another computer and log in and still get to your stuff. That is the number one target – the holy grail for all hackers. If you can compromise a company’s Active Directory, you’re in.”

According to Rodbert, advances in technology and AI had dramatically increased the scale of attacks but done little for their sophistication.

Rodbert said: “Hackers will contact help desks and use a combination of psychological techniques. That includes bullying: ‘Do you know who I am? I’ve got a really important thing to do. I’m working from home and need access. This has got to be done in the next 10 minutes or the board will sack me.’ They play on that position to get to somebody in a lower-status job.

“I’m a firm believer that all of these attacks and breaches are just pretty old-fashioned con artistry with new technology, but what that new technology gives you is enormous scale. Think of three-card monte: that’s exactly what they’re doing. It’s the urgency, and all the psychological tricks that go along with it. The difference is they’re doing it to 100,000 people at a time… but the great big trawler doesn’t care what size the fish is.”

In April, a judge ruled that around 15,000 Scottish motorists could pursue compensation claims against dealer group Arnold Clark after their data was leaked on the dark web following a cyber attack in December 2022. The ruling was made in the Scottish Court of Session, which heard evidence that the group failed to protect customers’ personal details.

Citing comments from former Arnold Clark chief executive and managing director Eddie Hawthorne, who stepped down in March 2025, Rodbert (below) said of the attack: “You can protect the wall all you like, but the bad guys are already in the building. Eddie said he reckoned they were ‘in his closet’ for about six months before they attacked.

“Their attack happened over Christmas, and two weeks afterwards, they still hadn’t heard anything from the ransomware attackers. When they did, they even sent over an FAQ page… [Hacking] is an industry and the reason it took them two or three weeks to get in touch was because their sales function – the people who’d done the attack – had written to too much business. They’d been too successful with too many companies over that Christmas period, and the customer support function couldn’t keep up.”

Cyber attacks often increase over Christmas, when hackers take advantage of lower staffing levels and longer response times.

But the risk is real at all times and the potential cost high. The JLR cyber attack in August 2025 caused the manufacturer to cease production in September. It reportedly led to the manufacturer posting a £485 million loss before tax and exceptional items, a 24% drop in revenues for the quarter and a 0.17% reduction in the UK’s economic output in September, according to the Office for National Statistics.

In October, Bloomberg reported that two cyber security companies alerted JLR when they discovered breaches in its data weeks before the attack. A similar report in the Jerusalem Post said Deep Specter – one of the firms that allegedly flagged the breach – received no response from the manufacturer after contacting it both before and after the hack.

Rodbert’s advice to dealers and OEMs was regular vigilance around IT permissions and access.

“Every time you take away access from a single person, you are reducing the risk,” he said, “not by much, but by a little bit… There’s no silver bullet or technology you can buy – not even ours – that will protect you. It’s about doing the simple things well.

“You might just have to take Friday mornings to do your security stuff and make sure Fred, who moved departments last month, had his access taken away. You might end up selling just a few fewer cars, but [if you don’t] you might end up not being here.”

The cars that should have been stars, but weren't

Wed, 27 May 2026 06:12:01 +0100

We take a close look at the cars that deserved much greater success - and also a few cars that were suprising hits...

From the moment the proud designer slides off the cloth cover, the car looks to be a nailed-on smash hit.

Very often it is. But sometimes, a car that looks like a sure-fire winner fails to make the cut.

Sometimes the car doesn’t drive in the ways its looks say it will. Sometimes the price is wrong. Sometimes there isn’t enough promotion behind it. Very often, it’s a mix of all these things and more. Read on, then, to discover our selection of cars that should have been stars, and also five unlikely machines that broke records:

Alfa Romeo 4C (2013-2020)

Sometimes the ingredients for perfection are all there. A carbonfibre tub designed especially for this car. A mid-mounted, revvy, sweet, slightly oversized turbocharged motor. Great styling, an Alfa Romeo badge and a mission to deliver pure driving enjoyment – and, indeed, little else.

So where did it all go wrong? Geometry, mainly. Alfa’s suspension was at times alarmingly twitchy, its directional stability similar to a chicken attempting flight. It was tiresomely noisy, too. Alfas that don’t handle usually don’t sell, and so it is with the flawed 4C. Right ingredients, wrong recipe.

DS Automobiles DS 5 (2011-2018)

DS is a relatively new premium sub-brand (and later standalone brand) launched by France's Citroën in 2009. The DS 5 was a beautiful, troubled car that sold slowly enough to constitute a limited edition. When it emerged as a Citroën, the DS 5 looked like it really could tempt buyers out of their BMWs.

A shooting brake, coupé, and hatchback cross, it was fast, had a luscious interior and an extremely stiff sports suspension. And this last thing may have been the car’s biggest problem.

Jaguar XJR575 (2017-18)

This is a car that seems to have lived for 10 minutes, hidden from view. As its name implies, it has a pleasingly excessive horsepower count, can reach its 186mph top speed in 44 seconds and 62mph in precisely a tenth of that time.

It has a chassis to handle the power, and with XJ aplomb, too. It’s also the last petrol-powered XJ variant ever developed. WLTP changes and default diesel XJ demand did for it in most markets, but it deserved better.

Honda CR-Z (2010-15)

It referenced one of Honda’s greatest sporting hits, its chassis was co-developed with a Japanese drift ace, and it was packed with on-trend technology. But the CR-Z’s life petered out before planned, its mix of features failing to press that ‘I want one’ button.

Unlike Honda’s inspirational CR-X coupé, the CR-Z was a hybrid, both in function and character. It wasn’t fast and fun enough for red mist redliners, nor economical or practical enough for eco-commuters. So it died early…

Toyota Urban Cruiser (2009-12)

The name was quite interesting. The shape was too, when this Toyota was new. Wouldn't you rather have this than just another supermini? You might, until you discovered that the Urban Cruiser was as dull as a queue.

The interior was all shades and grades of black, with no features to make you think you were driving something interesting, urban or cool, and it drove with the verve of an escalator. The market soon found out, and failed to buy it.

Renault Wind (2010-12)

It looked like a concept car, was developed by Renault Sport, had a roof that folded away in 12 seconds and was affordable. It was also fun and looked like no other small sports car on the road. True, the name was unfortunate, the Twingo mechanicals didn’t quite deliver a magical chassis and the tiny rear window was a threat to bumpers.

Opel Ampera (2012-15)

This was a car that should have triggered a plug-in revolution. One of the first electrified range-extenders, its pioneering technology produced a truly practical car, and one that wouldn't leave you stranded for want of a socket. It was interesting to look at and sit in, it drove pretty well - and very quietly - and its emissions were zero to low.

Job done? No, sadly. The price was too high. It only seated four. And it was an Opel, Astra-sized and double the money. For most, that didn't compute.

Lotus Evora (2009-2021)

The costliest model Lotus had ever developed, the Evora aimed to combine Elise dynamism with refinement, 2+2 practicality and the electronic tech to make this a practical, almost everyday Lotus. So everyday, Lotus reckoned, that it would sell 2000 a year.

Sales barely reached half that in its best year, and while the car improved and power climbed, so did the price, turning the Evora into a niche seller. It’s far from a bad car, and the chassis is sensational, but annoyingly for Lotus, Porsche – mostly – did it better.

Peugeot RCZ (2010-15)

Yes, you could see the Audi TT influence and, yes, it suffered some of the same dulled dynamic feedback as the TT, but this was a pretty, intriguing, well-finished and desirable sports coupé. Its appeal was powerful enough to win it loads of page impressions, column inches and airtime. And then it all went dead.

Peugeot’s promotion was minimal, until the RCZ-R version landed. Peugeot sold almost 68,000 RCZs, but important markets like the UK never bought many after the initial surge.

Mini Coupe (2012-15)

Germany had already produced one car with roof like a military helmet: the original Audi TT was an outstanding success. Now here was another. Only this time, it just looked odd. Very odd.

Odd enough that it lived for less than three years, killed by the fact that it was even less practical than a Mini hatchback and looked like the kind of creature found lurking around deep ocean vent holes. Dying with it was the barely-any-prettier Roadster.

Saab 9-5 (2010-11)

This was a missed opportunity not only for a car, but the brand that built it. By the time the 9-5 entered series production after the 2008 crash, government-controlled GM had reluctantly sold the marque to Spyker Cars.

The build of 11,280 examples wasn’t enough to avoid Saab’s bankruptcy, and the premature death of a stylish, spacious and safe car that needed a bit more polish. And a solvent company behind it. The 9-5 still looks good today, making Saab’s death all the sadder.

Cadillac CTS-V (2009-2019)

Cadillac’s attempts to claw itself a presence in Europe have produced frothy ambitions, repeated failures and even a Europe-only Cadillac in the shape of the BLS, based on the Saab 9-3.

The CTS-V was a ferociously muscular super-saloon, coupé and estate aimed at the BMW M3 and M5. And it beat some Nürburgring records too. Despite its mighty credentials and distinctive style, the CTS-V scored just small sales outside America.

Volkswagen Beetle (1997-2019)

Reviving the most popular car in the world, ever, should have been easy. For many years, it was, even if the 1997 production Beetle had rather less character than its looks suggested. Underneath, it was a Mk4 Golf – a dynamically mediocre example of the breed.

A Cabriolet followed, and in 2011 an all-new version, cast in a visually sportier mould. But character was still absent; Volkswagen somehow failed to build the aura of desire successfully harnessed around the re-born Mini and Fiat 500. Production stopped in July 2019.

Mini Paceman (2013-16)

Another faltering attempt to expand the Mini portfolio. Based on the Countryman, the Paceman was a four-seat Mini coupé and being bigger than its two-seat Coupe sibling, was at least more useful.

It also introduced a rising beltline to the Mini design catalogue, and quite successfully. Less-than-polished Countryman innards yielded a car that looked better than it drove, and offered little that the standard Mini hatch didn’t.

Jaguar F-Type (2013-2024)

Jaguar, more than most, knows how to make cars that grip, handle and ride. For its follow-up to the legendary E-Type, you’d expect it to over-deliver on the first two, and satisfy on the third. But, whisper it, the F-Type has a challenging chassis, at least in lesser V6 form.

Get it on a track and you’ll feel it get out of sorts. Take it down the road and you discovered that its composure was less complete than offered by either Porsche’s 718 or 911. A facelift in 2019 was well received, but couldn’t cover up the fact that the model was getting old.

So those are the cars that underperformed. But what about those that were surprisingly successful?

BMW Mini (2001+)

This was a dangerous challenge – replace the best-selling British car of all time, a car that was part of the national culture and a car whose makers had repeatedly failed to replace.

German money, motivation and pragmatism produced what many considered an over-sized revival, but it was a high-quality one. The new Mini was exactly what the market wanted - the Mini's difficult second album has been a success.

Nissan Qashqai (2006+)

Is it an SUV? Is it a hatchback? Is it some oddball, fiscally mutated machine from Japan? The Qashqai was, and is, the first two of these things, and back in 2006 there were plenty who didn’t quite know what to make of this high-riding hatch with a four-wheel drive option.

They do now, this crossover selling fast enough to rescue Nissan’s fast-shrinking European presence and establish a whole new genre of competitors.

Nissan Juke (2011+)

Is it an SUV? Is it a hatchback? Is it some oddball, a mutated machine from Japan? The Juke was, and is, the first two things but, coming after the Qashqai, buyers had less trouble understanding what this little SUV was all about.

Its styling was divisive, but there were enough who liked it to frequently propel into the top 10 selling cars in several markets. Curiously, Nissan was slow to replace the Juke, perhaps because it sold well even late in life. An all-new one went on sale in late 2019.

Range Rover Evoque (2011+)

The 2008 LRX concept was a hit, but not one as big as the production car itself. Land Rover famously deviated only by millimetres when it turned the three-door LRX into the three-door Evoque, although it was the more practical five-door that ignited the firm’s spectacular expansion.

After nearly 800,000 sales, the original was replaced in 2018 by a new model almost dimensionally identical, and that’s been a strong seller too.

Toyota Prius (2000+)

The first Prius was a slightly ungainly four-door saloon with an odd little air vent beneath the nearside rear pillar, and was initially offered only in Japan. Global sales began in 2000, and by 2002 US celebrities were driving them as a political statement.

Sales accelerated, still harder with the second generation’s arrival in 2003. Millions have been sold, and hybrids have become ordinary. That’s real confirmation of success.

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The most controversial cars made by Mercedes-Benz

Wed, 27 May 2026 06:10:56 +0100

Mercedes-Benz was the first to put the automobile into production, but that doesn’t mean all its cars since have been such a success…

Mercedes is not a brand particularly known for controversy, at least compared with some we could mention.

It has, however, had its moments, producing cars which certainly gave people pause for thought.

Here, then, are 30 models which could, using the term very broadly, be described as at least partly controversial, arranged for your pleasure in chronological order.

Mercedes 35hp (1900)

The very first Mercedes was proposed to Daimler by one of its dealers, Emil Jellinek-Mercedes (1853-1918), who named it – and his race team and even, weirdly, himself – after his young daughter (1889-1929).

Designed by Wilhelm Maybach (1846-1929), the 35hp was light and powerful, and had a remarkably low centre of gravity for the time. It was such a fast road car, and did so well in competition, that the French journalist and motorsport pioneer Paul Meyan (1852-1938) was moved to write, “We have entered the Mercedes era.”

Mercedes-Simplex (1902)

Wilhelm Maybach followed up the 35hp with the first of several Simplex models, so named because they were simpler to operate than their predecessor. With 40hp, it was even faster, and although less powerful versions were later added the last, introduced in 1909, was rated at a mighty 65hp.

Emperior Wilhelm II (1859-1941) was an enthusiast, joking with Maybach that his new model was “not as simple as that, you know,” while American tycoon William K. Vanderbilt (1849-1920) owned a Simplex which still exists, and is believed today to be the oldest Mercedes in existence.

Mercedes 75hp (1907)

The first big controversy within Daimler was the departure of Wilhelm Maybach. After a dispute, he left the company he had joined before it started building cars and was replaced as technical boss by Paul Daimler (1869-1945).

Maybach’s final contribution to the firm was the design of its first six-cylinder engine. In 10.2-litre form, it first appeared in January 1907 in the car then known as the 75hp, though two years later it was renamed 39/80hp. A 9.5-litre version appeared later in 1907 in the 65hp, which became the 37/70hp.

Mercedes-Knight (1910)

After a decade of producing Mercedes models with its own engines, it must have seemed shocking when Daimler introduced a car with a unit developed by someone else. The someone else in question was the American Charles Yale Knight (1868-1940), whose sleeve-valve design was highly favoured at the time, and used by several manufacturers.

The first Mercedes-Knight was the 4.0-litre 16/40hp of 1910, and was followed two years later by the similar 10/30hp and 25/65hp. Their engines were very quiet, but they were also hard both to build and to maintain. This, along with limited development potential, led to Daimler giving up the idea in 1924.

Mercedes 18/100 (1914)

Although we are concentrating mainly on cars developed largely for road use, it seems to make an exception in the case of the 18/100 racer which competed in the French Grand Prix in July 1914. This event was essentially a battle between France and Germany, represented by Peugeot and Mercedes respectively.

Peugeot put up a magnificent fight, but in the end all the honours went to Mercedes, which took the top three places. The home crowd was chastened by defeat at the hands of a nation which would become its wartime enemy less than a month later.

Mercedes 28/95 (1914)

Appropriately enough for the builder of the car which won Europe’s greatest race of 1914, Daimler introduced an innovative and very powerful road-going model in the same year. Its 7.3-litre straight six engine had an overhead camshaft (not exactly new, but still very unusual at the time) and produced no less than 90bhp.

Production was abandoned during the First World War, but resumed when peace returned, and continued until 1924.

Mercedes 24/110/160hp (1924)

Having taken over from Wilhelm Maybach many years before, Paul Daimler resigned in 1922 and was replaced by Ferdinand Porsche (1875-1951). Porsche’s early work in the top technical role included developing two very grand cars. The complicated names of the 6.3-litre 24/110/160hp and the 3.9-litre 15/70/110hp were based on their taxable horsepower, their actual horsepower without supercharging and their actual horsepower with supercharging.

But it wasn’t just about the engines. According to a rather bumptious Daimler press release of the time, the “design and technical execution of both chassis and coachwork represent a tremendous step forward in terms of the series production of the motor vehicle”.

Mercedes 8/38hp (1926)

Daimler and Benz, the great rivals in the German motor industry, established a ‘community of interest’ in 1924, and merged two years later. The combined company was called Daimler-Benz, but from now on its cars would be called Mercedes-Benz.

The first model with this name was the 8/38hp, and in view of what had gone before it was amazingly conventional, with a 2.0-litre sidevalve (or flathead) engine. Customer choice, however, was considerable. Offered initially as a two- or four-door saloon or an open tourer, the number of available body styles would reach 13 in 1928.

Mercedes Nürburg (1928)

The Nürburg models were named after the recently completed Nürburgring race track, where a prototype had been driven for 20,000km in just 13 days. Despite this, and the fact that their engines in some cases measured as much as 5.0 litres, they were not performance cars but grand luxury vehicles a world away from the little 8/38.

They were also the first series-produced Mercedes cars with eight-cylinder engines, and were sometimes referred to as Nürburg 8 (the figure being embossed with gold on the cover page of early catalogues).

Mercedes SSK (1928)

The SSK (for Super Sport Kurz, the last word meaning ‘short’ in reference to its wheelbase) was the ultimate road-going version of the Model S, a series intended for both private and competition use. Its supercharged 7.1-litre straight eight engine was steadily developed to the point where it produced around 250bhp in 1929, and it was wondrously successful in motorsport.

The SSKL, a lighter derivative of the same car with up to 300bhp, was developed primarily for racing, and achieved victory in the hands of such heroes as Rudolf Caracciola (1901-1959), Hans Stuck (1900-1978) and Manfred von Brauchitsch (1905-2003).

Grosser Mercedes 770 (1930)

The first Grosser, or ‘Grand’, Mercedes was powered by a 7.7-litre engine which produced 150bhp in naturally-aspirated form, or 200bhp for the benefit of those who were prepared to extra for a supercharger, as 104 of the car’s 117 wealthy buyers did.

For rather more money, customers could even specify armour-plated bodywork, an offer taken up by Japan’s Emperor Hirohito (1901-1989). His car was returned in 1971 and put on display in the Mercedes-Benz Museum in Stuttgart.

Ponton Mercedes (1953)

Mercedes cars of the immediate post-War era looked more or less as they would have done if they were sold in the 1930s. This tendency was blown out of the water in 1953, when Mercedes introduced the series codenamed W120. It’s nicknamed ponton because of its body style, which had what might unkindly be described as slab sides, and nothing resembling the running boards of the past.

The 180 D of 1954 had a diesel engine, which was unusual at the time but not new. The pre-ponton 260 D launched in 1936 had one too, as had earlier commercial vehicles. The Ponton Mercedes was a key model in helping the company return to success after the war years.

Mercedes 300 SL (1954)

Developed at the suggestion of the American Mercedes importer Max Hoffman (1904-1981), the 300 SL caused a sensation. This was largely because of its coupé body, and particularly the gullwing doors attached to it, but the close mechanical resemblance to the W194 sports race which made its debut in 1952.

The coupé bodywork was abandoned in favour of a roadster in 1957, and from 1955 to 1963 Mercedes also produced the 190 SL, which was nearly as pretty as the 300 SL but very much slower.

Mercedes Fintail (1959)

The W111 was the first Mercedes with what would become a classic look for the brand, with tall, vertical headlight units on either side of a prominent grille. At the back, there was a shorter-lived styling cue – tailfins which, though extremely modest by American standards of the time, were prominent in European terms.

All the early Fintail cars had six-cylinder engines, but the fins appeared on the four-cylinder W110 series in 1961. They began to look old-fashioned later in the decade, and were abandoned entirely in 1968.

Grosser Mercedes 600 (1964)

Introduced 34 years after the first Grosser, the 600 was powered by the first V8 engine ever fitted to a road-going Mercedes. Standard equipment included air suspension, central locking and electronic heating and ventilation – nothing special today, but a phenomenal specification for a car launched in the early years of the Beatles.

2677 examples were built before production ended in 1981. Of these, 429 were Pullman limousines, and 59 the even more exclusive landaulets. A particularly special landaulet, with a raised roof among other unique features, was built in 1965 for Giovanni Montini (1897-1978), better known as Pope Paul VI.

Mercedes C 111 (1969)

As is often the case with manufacturers, one of the most remarkable cars Mercedes ever devised was never sold to the public. In fact there were several of them, since the C 111 was a series, produced over several years. Like the 300 SL, they all had gullwing doors, but unlike the earlier production model they were mid-engined.

In most cases, the engine was a rotary of some sort, but Mercedes decided this wasn’t the way forward, and has never to this day sold a production car fitted with such a thing. Later C 111s had petrol V8s, or in one case a 3.0-litre diesel.

Mercedes G-Wagen (1979)

Later renamed G-Class, the Geländewagen was just what it said it was (in German) – an off-road vehicle which could also be driven on ordinary public roads, though not necessarily in great comfort.

As Mercedes itself says, the new model “broke completely new ground”, but quickly found a customer base. Available in various forms, it stuck around until 1992, and was replaced by something similar. Several generations later, you can still buy a G-Class today, and an all-electric version was revealed in April 2024.

Mercedes 190E (1982)

The W201 series consisted of the medium-sized Mercedes models immediately preceding the first C-Class. The most notable version was the 190E, especially when its 2.3-litre (and later 2.5-litre) engine was fitted with a 16-valve cylinder head developed by Cosworth.

Roughly analogous to the BMW M3, these were fine high-performance road cars, and the versions modified for competition use were deeply impressive. The most famous 190E of them all, though, was the one in which Ayrton Senna (1960-1994), new to Formula 1, beat his more experienced rivals, all of them driving similar cars, in a special race at Hockenheim in 1984.

Mercedes C 36 AMG (1993)

AMG started out as a tuning business specialising in parts for Mercedes vehicles, and was drawn into the company over a period of years. The first road-going collaboration was the C 36 AMG, which had a 3.6-litre straight six engine.

With a maximum output of only around 280bhp, it was far less powerful than future AMG models, but it was beautifully balanced, and a pleasure to drive on either road or track.

Mercedes SLK-Class (1996)

The original SLK was available with a variety of four-cylinder engines, sometimes supercharged, or a 3.2-litre V6. It was an unusual model for Mercedes to produce, but it did well enough for the company to decide it was worth moving on to a second generation in 2004.

When that happened, the first SLK was repurposed as the Chrysler Crossfire, an outcome of the merger of Daimler and Chrysler. The fact that one of the partners had taken on a model recently discarded by the other was controversial too.

Mercedes V-Class (1996)

For nearly a century, it would have been almost unthinkable that Mercedes would create a passenger vehicle by adding extra seats and windows to a van. That, however, is what happened with the V-Class, the MPV version of what was otherwise known as the Vito.

Unusual though this seems, the plan worked, and there is still a V-Class today.

Mercedes A-Class (1997)

It all happened a long time ago, but for a while it was almost impossible to have a conversation about the first-generation A-Class without someone mentioning the elk test. This has been conducted for many years by the Swedish magazine Teknikens Värld, and in 1997 the A-Class failed it spectacularly, turning over before reaching the finish line.

All talk of the little hatchback’s ingenious double-floor layout was forgotten, and the incident led to a major controversy. After much discussion, Mercedes revised the suspension and added electronic stability control and in 1998 the A-Class became capable of avoiding elks with little trouble.

Mercedes M-Class (1997)

The M-Class was the first Mercedes crossover SUV, and was built at the company’s first American factory, located in Tuscaloosa, Alabama. Despite the name of the series as a whole, individual models were named ML (plus a number indicating engine size, such as ML 230), to avoid a possibly unlikely confusion with BMW M cars.

This problem was eventually eradicated completely when a new policy led to later versions being called GLE-Class.

Mercedes Vaneo (2001)

Mercedes described its little monospace vehicle as “a family saloon, recreational vehicle and spacious estate in one”. Although it looked like it was based on a van, it actually wasn’t (being in fact a relative of the A-Class), and Mercedes took pains to point this out, but didn’t help the situation by giving it a name whose first three letters spelled the word ‘van’.

This wasn’t the first vehicle to seem like an odd addition to the Mercedes line-up, but unlike others of which that could be said it wasn’t successful, and was withdrawn from the market in 2005.

Maybach (2002)

Named after Wilhelm Maybach (who, you’ll remember, had left Daimler nearly a century earlier), the Maybach luxury cars were certainly the work of Mercedes even if they didn’t carry that name. The 57 and the longer-wheelbase 62 were very expensive both to buy and to own – independent research once showed that their UK values fell more in the first year after purchase than those of any other car.

The sub-brand was discontinued in 2013, but ultra-luxury models are now known as Mercedes-Maybach on models like the S-Class and GLS-Class.

Mercedes SLR McLaren (2003)

The SLR (for Sport Leicht Rennsport, or Sport Light Racing) was named after a race car of the 1950s, and as the other part of its name suggested it was developed partly by the McLaren Group. Its supercharged 5.4-litre V8 engine, developed by AMG and producing well over 600bhp, was mounted very far back, which meant that the passenger compartment had to be even further back, giving the car a resemblance, at least in profile, to a Funny Car dragster.

“Not quite the all-conquering hypercar we had expected from two of the industry’s greats,” we said, but added, “The SLR was nevertheless a unique and intoxicating beast.”

Mercedes R-Class (2005)

In another example of blurring the boundaries between market sectors, Mercedes combined the familiar ideas of a sporty saloon, an estate, a minivan and an SUV into the luxurious six-seat R-Class, which it described as a Grand Sports Tourer.

As such, it more or less occupied a category untouched by anyone else, though since production lasted for a dozen years there was obviously some demand for it. The 6.2-litre V8 R 63 AMG – “one of Mercedes’ crazier ideas”, we said – was perhaps a step too far, and didn’t last for long; just 200 or so R63s were sold.

Mercedes A 45 AMG (2013)

The outstanding feature of the A 45 AMG was its turbocharged 2.0-litre engine, whose output of 355bhp (as originally launched) was the highest of any production four-cylinder unit in the world.

At around the time the car was renamed Mercedes-AMG A 45, this rose further to 376bhp. The successor to this engine, still with the same basic layout, now exceeds 400bhp.

Mercedes G 63 AMG 6x6 (2013)

The most powerful G-Class of all has been the G 65 AMG, whose “spectacularly unnecessary twin-turbocharged 6.0-litre V12”, as we described it, produced 621bhp. In terms of craziness, though, it takes second place to the G 63 AMG 6x6, even though that vehicle’s 5.5-litre twin-turbo V8 produced a far more modest 536bhp.

As its name indicates, this one had six wheels, all of them driven. The existence of just one example would have been remarkable enough, but in fact Mercedes built and sold more than 100.

Mercedes-Maybach S-Class (2021)

Today’s equivalent of the old Grosser Mercedes models is the top-level S-Class, a perhaps fitting tribute to the genius of Wilhelm Maybach.

Writing of the 603bhp V12 S680, we said it “delivers incredible refinement, strong performance, outstanding roadholding for such a large car, a world-class ride and a truly exclusive passenger experience”.

Morgan Supersport 400 review

Wed, 27 May 2026 00:01:00 +0100

Morgan gives its compelling Supersport a 20% power hike to make it bombastically fast This is the Morgan Supersport 400 and, as the name suggests, it has 400bhp (ish). That makes it the most powerful production Morgan ever and, at 344bhp per tonne, the one with the highest power-to-weight ratio.On sale now from £135,558, it sits beside the regular Supersport in the range and isn’t production- capped, so if you’re into one of the 200-250 Supersports that Morgan will make each year, just pick your preferred option.

Mercedes-AMG GLC 53

Tue, 26 May 2026 23:01:42 +0100

Straight-six SUV aims to banish memory of four-cylinder plug-in hybrid AMG is quietly changing direction with this new Mercedes-AMG GLC 53.Three years after launching the technically ambitious but commercially divisive four-cylinder GLC 63 S E-Performance, it has stepped back from the highly complex plug-in hybrid formula used by that car in favour of something that feels far more natural for a fast mid-sized SUV: six cylinders, less complication and a much sharper focus on drivability. In the process, Affalterbach has fundamentally reshaped its GLC line-up.The previous four-cylinder GLC 43 and PHEV GLC 63 have disappeared, replaced by a single six-cylinder GLC 53 conceived to balance genuine performance with everyday usability. The move mirrors changes already seen with the CLE 53 Coupé and Cabriolet, where AMG has begun moving away from heavily electrified four-cylinder powertrains in favour of larger-capacity six-cylinder engines with a more traditional character. In the GLC 53, the approach feels particularly well suited.The first-generation GLC 63 used a turbocharged 4.0-litre V8 – still one of the defining engines of the modern AMG era. After the mixed reception for its four-cylinder PHEV replacement, the new GLC 53 feels much closer in spirit to that original model, even if the emphasis has shifted slightly away from outright aggression towards a more rounded and mature character.

Pouch cells: Innovative battery tech links Mk1 Leaf and Cayenne EV

Tue, 26 May 2026 14:00:00 +0100

Cayenne EV's pack is made up of 32 pouch cells, just like the original Leaf's

Few things in the history of automotive technology can have progressed quite as rapidly as the lithium-ion battery pack, variations of which power all EVs on the roads today.

When Tesla broke the mould in 2013 with the Model S, its battery comprised many thousands of individual '18650' cylindrical cells. The name is derived from the dimensions of each one, 18mm in diameter and 65mm long, so not unlike a domestic battery in shape.

An individual 18650 cell generates only a few volts but connecting them together in series gives the hundreds of volts needed for an EV traction battery. Grouping them in parallel provides capacity and increases current. Choosing the 18650 format was a clever move because it was already an industry-standard battery, but there are other formats too.

One such is pouch cells. The very first Nissan Leaf used pouch cells and, in that sense, the new Porsche Cayenne EV has something in common with it.

The Leaf was launched globally in 2010 and arrived in the UK two years later. It was capable of around 70-80 miles on a single charge of its 24kWh battery, which comprised 192 pouch cells, four in each of 48 modules.

The Cayenne battery is also made up of 192 larger pouch cells, 32 of them in each of six modules. But it's a world away from the little Leaf battery when it comes to capacity: its 113kWh gives the high-performance SUV a range of over 370 miles.

How are these incredibly powerful batteries made? Porsche assembles the modules at its Smart Battery Shop at Horná Streda in Slovakia using cells made in Europe. Once the cells have been manufactured, they are shipped into the plant for installation into the modules. A supplier equips the finished modules with high-voltage cables and associated connectors and an external contractor assembles the six complete modules into the high-voltage battery pack.

Assembly of the modules takes place in immaculately clean conditions, with strict standards protecting the components from electrostatic discharge. The pouch cells are tested and prepped and then stacked on top of one another with highly accurate alignment of the connectors.

These stacks are inserted into cell carriers and the cell tabs (connectors) are positioned and joined by automated laser welding. A foam material is added to stabilise and protect the stacks and thermally conductive materials inserted between the cells to aid heat dissipation.

After electrical, function and dimensional tests, insulation measurements and a thorough visual inspection, the modules are shipped to the contractor for final battery assembly. Production data for each module is recorded and Porsche says it will be able to trace each one even after many years.

Finally, before assembly into the cars, batteries undergo performance testing in Porsche's own analysis centre, where the focus is on longevity and charging capability.

Survivors: The world’s longest-living cars

Tue, 26 May 2026 13:31:52 +0100

While many models come and go, there are some that refuse to fall...

While nameplates can sometimes seem eternal, it’s rare for a car to remain unchanged for more than a decade.

Manufacturers redesign platforms to incorporate the latest advances in weight-saving materials and safety, and they tweak sheet metal to lure buyers into showrooms with the promise of something fresh. But this story is about the models that bucked the trend, and went on for a very long time.

Volkswagen discontinued the reborn Beetle in 2019, which has reminded us all, lest we need it, that the original Beetle was an extremely long-lived car indeed. Here we take a look at all the longest-surviving cars, and where the original Beetle stacks up. We start at the ‘shortest’ and work our way upwards…

Peugeot 205 (1983-1998) – 15 YEARS

Peugeot began designing the 205 in 1978 as a replacement for the aging 104. The model had to be light, easy to build, and use numerous existing parts to keep development costs in check. Peugeot had somewhat reluctantly absorbed Citroën and Chrysler’s entire European division so it couldn’t afford to make a financial mistake.

The 205 made its debut in early 1983 as a four-door hatchback. It immediately became one of the brand’s best-sellers. The line-up quickly grew with the addition of a two-door hatchback, a convertible, a small van and, of course, the popular GTi (pictured). The Rallye and T16 variants helped reel enthusiasts into showrooms.

Starting in the mid-1990s, value became the 205’s biggest selling point. Special edition models kept it afloat until production ended on the last day of 1998.

Mercedes-Benz SL (R107, 1971-1989) – 18 YEARS

Few roadsters exude timeless elegance like the R107-generation Mercedes-Benz SL. With an interior fit for a king, the SL occupied the top spot in the Mercedes line-up for nearly two decades. It remains the only SL ever to spawn a four-seat coupé with a fixed roof.

The body style (named SLC) retired in 1981 to make space for the W126-based SEC.

Ford Model T (1908-1927) – 19 YEARS

The Ford Model T deserves credit as the first mass-produced car. It was much more basic than the expensive, luxurious models built in the same era, but it was cheap enough for almost anyone with a full-time job to afford one. Pricing started at US$500 in 1917, which represents about US$9600 (£7100) today. Used examples cost even less.

Crucially, the Model T forever changed the notion of free time by giving millions of Americans the opportunity to explore the world around them without riding a horse or taking a train. Production ended after Ford manufactured 15 million units in 12 countries.

Suzuki Jimny (1998-2018) – 20 YEARS

The pocket-sized, pretension free Jimny 4x4 has been delighting the world since 1970. The first generation lasted 11 years, and the second 17. The third generation only died in 2018, after 20 years.

Power ranged from 65bhp all the way up to a mighty 86bhp – but what it lost in power it more than made up with a switchable ultra-low range gearbox and featherlight weight of around 1000kg (2200lb). This made it practically unstoppable and utterly charming to boot. The latest model is a worthy follow up, and is somehow even shorter.

Fiat Panda (1980-2003) – 23 YEARS

The original Fiat Panda drew inspiration from the Citroën 2CV and the Renault 4. Fiat asked its development department to come up with a simple, robust car with nothing superfluous inside or under the hood, and it gave Italdesign the same set of instructions for the exterior. Everyone involved took that mission to heart. Early examples came with an air-cooled two-cylinder engine from the 126 and often-criticised leaf springs out back.

The Panda took on many identities during its long lifetime. Fiat offered it as a 4x4, a van with plastic body extensions and an electric car with two seats. A total of 4.5 million examples were built in Turin. Even 14 years after production stopped, the original Panda remains a common sight in Italy and in certain parts of France.

Peugeot 206 (1998-present) – 27 YEARS & COUNTING

Peugeot introduced the 206 in 1998 to finally replace the 205. The line-up was even bigger than before. The 206 came as a hatchback with two or four doors, a station wagon named SW, a convertible with a power-retractable hardtop and, in some markets, a four-door saloon.

Tallying up score cards from every factory that manufactured the 206 paints an illustrious production run of about 10 million units. The model’s most popular markets were Europe and Latin America.

The 206’s life cycle was full of unexpected turns. When Dacia’s success took Peugeot by surprise, executives tried surfing the low-cost wave by selling a stripped-down 206 named 206+ as a cheaper alternative to the then-new 207. In China, the 206 mutated into the Citroën C2 to provide the brand with an entry-level model. Today, the 206 is still being produced in Iran.

Morris Minor (1948-1971) – 23 YEARS

First unveiled at London’s 1948 Earl’s Court Motor Show, the Minor this was a primary way Britain got back on the road after the Second World War. While performance was sedate even by the standards of the time, steering and handling was impressive. It later spawned van, wagon and convertible versions, and more powerful engines that arrived later helped a lot.

A cool 1.4 million examples were built until 1971.

Range Rover (1970-1996) – 26 YEARS

Less utilitarian than the Series II, the Range Rover was a new kind of Land Rover aimed at buyers seeking a leisure vehicle that could go almost anywhere. It hit the market as the popularity of SUVs surged, which partly explains its unusually long production run.

The Range Rover progressively moved upmarket during the 1980s, and it became a common sight at posh ski stations in America after making its US debut at the 1987 Los Angeles Auto Show.

Fiat 126 (1972-2000) – 28 YEARS

The 126 succeeded the 500 at the very bottom of the Fiat line-up, though the brand sold both concurrently until 1975. It wore a more modern design than its predecessor, but everything under the sheet metal looked familiar. It offered four seats in spite of its tiny dimensions and its two-cylinder engine lived in the boot.

While the 126 never reached the 500’s popularity in western Europe due to its outdated design, it unexpectedly became the people’s car of Poland. It earned the nickname “Maluch,” which translates to “toddler.” 126 production totalled 4.6 million examples, including 3.3 million built in the Tychy factory in Poland that now produces the modern-day 500.

Jeep Wagoneer/Grand Wagoneer (1963-1991) – 28 YEARS

The Jeep Wagoneer pioneered the luxury SUV segment. It was a monumentally important model for the brand because it shared no parts or styling cues with the CJ, which evolved from the Willys used during WWII. It offered enough space for an entire family, and enough ground clearance to let users make the most of its four-wheel drive system.

Like the Range Rover, the Wagoneer (later called Grand Wagoneer) gradually moved upmarket during its production run. Jeep notably worked on eliminating noise and vibrations inside the cabin to make it less truck-like. Production ended in 1991 when Jeep replaced the Grand Wagoneer with the first Grand Cherokee.

Volkswagen Jetta (mk2, 1984-2013) – 29 YEARS

Volkswagen began producing the second-generation Jetta in China in 1991, a year before it ended European production. While early models were built from complete knock-down (CKD) kits, the FAW-Volkswagen joint-venture began manufacturing the Jetta using locally-sourced parts in 1995.

The second-generation Jetta went through three different front-end designs, each inspired by the Volkswagen design language of its respective era. It’s still commonly used as a taxi in some parts of China, including Beijing. VW recently announced that Jetta will become a stand-alone brand in China.

Toyota Century (mk1, 1967-1997) – 30 YEARS

Toyota introduced the first-generation Century long before its Lexus division startled Mercedes-Benz and BMW with the original LS. Built largely by hand, the Century was designed for Japan’s most discerning motorists.

For an old school saloon, it was surprisingly high-tech. It received automatic air conditioning in 1971, and gained a fibre-optic multiplex communication system in 1982.

Peugeot 404 (1960-1991) – 31 YEARS

Autocar praised the Peugeot 404’s road manners when we tested the saloon in 1965. It turns out the Pininfarina-designed 404 excelled off the pavement, too. Its legendary robustness earned it a cult following across Africa.

European production stopped in 1975, but the last 404 built in Kenya wore a 1991 registration. Its successor, the 504, enjoyed a similarly long career.

Volkswagen Santana (1981-2012) – 31 YEARS

The Volkswagen Santana was one of the first European cars manufactured in China. The honour could have gone to the Citroën CX, but the Chinese government awarded the large car contract to Volkswagen because it deemed the CX too complicated.

The Santana helped Chinese motorists acquire a taste for large saloons with a generous amount of rear leg room. The numerous variants (including the Santana 2000, Santana 3000 and Santana Vista) served as private cars, taxis, police cars and even government cars for officials not important enough to receive a long-wheelbase Audi.

A true world car, the Santana also joined the Nissan line-up in Japan and even received Ford emblems in Brazil and Argentina. The nameplate lives on in China on a much newer saloon.

Lada 2105 (1980-2012) – 32 YEARS

Lada elected to update the Fiat 124-derived 2101, its very first car, instead of developing a successor from scratch. The four-cylinder engine carried on with only minor changes, but the 2105 inaugurated a new look characterised by square headlights and a plastic grille.

Lada exported the 2105 to many nations including Canada, where whitewall tires upped its style quotient, and the UK, where it wore the Riva nameplate. With over 14 million examples produced, Lada’s 124-based saloon remains one of the best-selling cars of all time. Put the numbers together with the Fiat 124 itself, and production totalled in the region of 20 million, making the model the second-largest produced car in history.

Fiat Uno (1980-2013) – 33 YEARS

Last sold new in 1995, the Fiat Uno is a distant memory in Europe. It’s still a late-model car in Brazil, where production ended in 2013. Called Mille during its last years on the market, the Brazilian-spec Uno received a new look that brought it up-to-date with the design trends of the early 2000s. Little changed underneath, however.

Fiat ended Uno production when the Brazilian government announced every car built after January 1, 2014, needed front airbags and ABS brakes. Fittingly, the Uno-turned-Mille went out with a limited-edition model named Grazie Mille.

Renault 4 (1961-1994) – 33 YEARS

The Renault 4 was the right car at the right time. Designed to replace the 4CV, it rendered its predecessor completely obsolete with a front-engine, front-wheel drive layout and a large boot accessed through a practical hatch. It was everything a people’s car should be: affordable, reliable and easy to mend.

Renault made countless little tweaks to the 4. Its bonnet wore four grille designs, and its engine bay housed a series of increasingly powerful four-cylinders. Its basic body never changed significantly, however. Renault built over 8 million examples of the 4 in a dizzying array of nations including France, Ireland, Morocco, Algeria, Yugoslavia, Chile and Uruguay.

Land Rover 90/110/Defender (1983-2016) – 33 YEARS

The Defender traces its roots to the very first Land Rover built in 1948. Introduced as the 90 and the 110, respectively, the off-roaders replaced the Series III with a familiar design, a permanent four-wheel drive system and additional creature comforts. They gained in usability without sacrificing the off-road capacity buyers demanded.

The law is the one obstacle the Defender can’t tow out of the way or simply drive over. Production ended in early 2016 because looming regulations would have forced Land Rover to make expensive modifications to the design. The rumours claiming production would continue abroad were false, so the Defender now has a spot in the pantheon of automotive history. The new Gerry McGovern-designed Defender should arrive in showrooms in the next few months.

Maruti Suzuki Gypsy (1985-2019) – 33 YEARS

This tiny Indian-built pickup truck was derived from the Jimny SJ40 jeep, itself first launched in 1982. It had all the indestructible, go-anywhere nature of the Jimny, which won it legions of fans among India’s police and military, especially in the country’s mountainous northern areas. Simple and spartan, it was originally powered by a 45bhp 1.0-litre engine, a 60bhp 1.3-litre version called the Gypsy King arrived in 1996, with fuel injection and 80bhp arriving in 2000.

Production has only recently finished, defeated it seems by upcoming Indian crash-test regulations and the need for it to have airbags and ABS. Plus India’s army has started buying the larger and much more modern Safari Storme from rival Tata, meaning the writing was on the wall.

Peugeot 405 (1987-present) – 38 YEARS & COUNTING

The Peugeot 405 has seen more of the world than the average European citizen. From its humble beginnings in France, it travelled across the Atlantic in an unsuccessful attempt to conquer the American market. It became the last Peugeot sold new in the US.

The French company had better luck in Iran, where its Pininfarina-designed ex-Car of the Year remains in production today. Interestingly, Peugeot briefly sold a rear-wheel drive 405 named Roa equipped with a Hillman Avenger-sourced four-cylinder engine.

Toyota Land Cruiser 70 Series (1984-present) – 41 YEARS & COUNTING

Unlike Land Rover, which axed the Defender in 2016, Toyota managed to make a sound business case for keeping the Land Cruiser 70 Series production line open. It enjoys unrivalled popularity in inhospitable parts of the world, where demand for a tough off-roader with a turbodiesel V8 is as high as ever.

The line-up includes two- and four-door pickups as well as two- and four-door SUVs. It’s built in Portugal, purely for export only, mostly to Africa.

Volkswagen Golf (MK1, 1974-2009) – 35 YEARS

Volkswagen’s South African division decided to continue building the first-generation Golf as a cheaper, smaller alternative to the then-new second-generation model. It built the two hatchbacks under the same roof.

The company’s marketing department renamed the first-generation model Citi Golf to differentiate it from its newest sibling. Volkswagen of South Africa only offered the five-door model, and early cars were exclusively available in bright red, bright yellow, or bright blue. Stylists updated the Citi Golf several times, though the basic shape stayed the same until the end of production.

Bristol 603 (1976-2011) – 35 YEARS

Bristol created the 603 by blending British elegance with American muscle. The coupé remained a niche model throughout its entire production run, but its following was big enough to keep Bristol open long after many of its rivals closed down. The company went into administration in 2011. A resuscitated Bristol is currently planning a comeback with a 1950s-esque roadster named Bullet, though we’ve been waiting a while for it.

Interestingly, Bristol sourced lights from a variety of cars as it updated the 603. The second-generation Volkswagen Scirocco, the Bedford CF2, the Opel Senator B, and the Audi A4 Avant all donated some of their lighting elements to keep the big coupé looking fresh throughout its production run.

Renault 12 (1969-2006) – 37 YEARS

Renault executives believed the 12 would become a true world car sold in all four corners of the globe. Their prediction was surprisingly accurate. The 12’s main markets were in western Europe, but it also joined the Renault line-up in eastern Europe, the Americas and Australia.

Notably, it was the backbone of the Dacia brand for decades. Production continued in Romania for 26 years after the last 12 rolled off the assembly line in France. It spawned several market-specific models including a sporty coupé named 1410, a liftback called 1320 and a pickup offered with two or four doors. The original Dacia Logan finally replaced the 12 as a cheap, basic form of transportation.

Mercedes-Benz G-Class (1979-2017) – 38 YEARS

The Mercedes-Benz G-Class has fulfilled the automotive equivalent of the American dream, transcending borders and social classes as it moved from the battlefield to Beverly Hills. It has evolved from a rudimentary off-roader to one of the most expensive members of the Mercedes line-up, one synonymous with luxury, performance and unabashed decadence.

The model only just died in 2017 – the all-new G-Class has styling that hasn’t changed much, but it does feature brand-new underpinnings and a much more high-tech interior.

Peugeot 504 (1968-2006) – 38 YEARS

After winning the coveted European Car of the Year award in 1969, the Peugeot 504 followed its predecessor’s path by providing durable transportation to motorists in emerging markets. It became known as the king of the road in some parts of Africa. It was also built in Argentina and in China, among other countries. Production of the updated, Nigerian-spec model ended in 2006.

Former Iranian president Mahmoud Ahmadinejad auctioned off his personal 1977 504 in 2010. It sold for US$2.5 million, making it one of the most expensive Peugeots ever. The proceeds from the sale were allegedly used to build low-income housing.

Hillman Hunter (1966-2005) – 39 YEARS

First produced by the Rootes Group in 1966, the Hunter went onto become one of Britain’s best-selling cars during its 13-year UK lifespan, though is largely forgotten today. Shortly after it was first produced, Iran’s national car company signed a deal to produce the car from knock-down kits supplied by Rootes.

The resulting car was named the Paykan (pictured), and quickly became known as Iran’s national car, with widespread ownership and usage as taxis and police cars. With the remnants of Rootes now owned by Peugeot, full-assembly started in 1985, with the car powered by engines from the Peugeot 504. Hopelessly outdated, the model was in effect replaced by a model called the Samand based on the (somewhat) more modern Peugeot 405.

Mini (1959-2000) – 41 YEARS

With 5.3 million examples built, the original Mini is to England’s automotive industry what The Beatles are to British music. Alec Issigonis’ engineering brilliance sent it from a design sketch to a production model in just 27 months.

Fitting four passengers in a tiny car was no small feat, but its most innovative design feature was under the bonnet. The British Motor Corporation (BMC) dropped a transversally-mounted, water-cooled four-cylinder engine right over a four-speed manual gearbox, a packaging solution which significantly reduced the drivetrain’s footprint.

The Mini influenced city cars and supercars alike. When Lamborghini couldn’t fit a 4.0-litre V12 behind the Miura’s passenger compartment, an engineer stepped out to the parking lot and glanced under the bonnet of a Mini for inspiration.

Citroën 2CV (1948-1990) – 42 YEARS

The Oxford English Dictionary could use a picture of the Citroën 2CV to define the noun “anachronism.” The Tin Snail lived decades beyond its expiration date, outlasting intended successors like the Dyane and the Visa. The secret of its longevity wasn’t a mysterious elixir Citroën sprayed in the carburettor of each car; it was sheer simplicity.

Every part of the 2CV embodied function-over-form design, down to the flip-up front windows and the speedometer-driven wipers in early cars. It was one of the rare unpretentious cars with nothing to prove. Citroën built 5.1 million examples of the 2CV, including 1.2 million vans. That number swells to over 9 million when we factor in 2CV-derived cars like the Ami series, the Dyane and the Mehari.

Vaz 2121/Lada Niva/ Lada 4x4 (1977-present) – 48 YEARS & COUNTING

Lada developed the Niva to fill demand for a rugged, no-nonsense off-roader capable of tackling Siberia. While it shared some parts with the Fiat-derived 2101, the Niva was designed entirely in-house. Light, compact and affordable, it became an overnight hit – and Lada’s most exportable product.

Lada is hardly synonymous with quality, but the Niva was solid enough to survive a decade as a support vehicle for the Russian base in Antarctica. Production continues today, and it's just had a minor facelift for 2020. But the end is near; we expect a new model to arrive in 2025.

Hindustan Ambassador (1958-2007) – 49 YEARS

Hindustan Motors introduced the Ambassador after purchasing the rights to the Morris Oxford Series III from British Motor Corporation (BMC). We doubt anyone involved in the deal imagined the Oxford’s basic design would last for half a century. The Ambassador changed little during its life cycle, with the exception of the Avigo introduced in 2004 with a more contemporary look.

Peugeot paid £10 million for the Ambassador brand in 2017 in a bid to help its return to the Indian market after a 23-year hiatus.

Morgan 4/4 (1955-2019) – 64 YEARS

The rules of basic automotive evolution dictate Morgan should have phased out the 4/4 at some point in the 1960s and introduced a replacement. The British marque boldly bucked every trend in the industry when it decided to continue building the roadster. While it often made minor changes over time to improve drivability and usability, the throwback design looks like it was frozen in the 1950s.

The 4/4 has used Ford engines since the model was revived 1955, but Morgan briefly offered it with a Fiat-sourced four-cylinder during the 1980s. Emissions rules around the car's Ford Sigma engine led the car to leave production.

Volkswagen Type 2 (1949-2013) – 64 YEARS

The Volkswagen Type 2 (affectionately called Bus or Kombi) was born when the brand’s Dutch importer asked permission to distribute the rudimentary Plattenwagen used to transport parts around the Wolfsburg factory. Europeans used the Bus for work, while Americans loved the camper versions.

The Caravelle/Transporter replaced both variants, but production continued in Latin American markets like Mexico and Brazil. In its later years, the Bus ditched its air-cooled flat-four in favour of an 79bhp water-cooled straight-four. Water-cooled models wore a radiator up front.

The van sold well in Brazil even in the early 2010s, but Volkswagen preferred ending its career than spending money on fitting it with airbags and ABS brakes to comply with then-new regulations. The last 600 examples built were part of a special edition named 'Last Edition' and sold exclusively in Brazil. Production totalled over 10 million.

Volkswagen Beetle (1938-2003) – 65 YEARS

And the longest-living car is… the Volkswagen Beetle. Its popularity extends well beyond the realm of classic cars. It’s a genuine icon everywhere in the world, one that’s at least as recognisable as the Coca-Cola logo.

Its legacy was unexpected; the Volkswagen simply needed to put Germany on wheels. Crafted to put Nazi Germany on wheels in the late 30s, the Second World War stalled its birth. It almost became British or American after the war but none of the UK's carmakers wanted it, and nor did Ford. “The vehicle does not meet the fundamental technical requirements of a motor car,” wrote a British official. “It is quite unattractive to the average buyer. To build the car commercially would be a completely uneconomic enterprise.”

But it prospered nonetheless as Europe got back onto its feet and in desperate need for cars. Hitler’s Strength-Through-Joy Wagen became a cornerstone of 60s flower-power culture, which was quite probably not what he had in mind. Stiffer emissions rules finally did for the Beetle. Production ended in Mexico in 2003 with a retro-inspired limited-edition model named Última Edición. Over 21 million examples of the Beetle were built in no less than 15 countries.

Porsche Cayenne & Cayenne Coupe Electric

Tue, 26 May 2026 13:00:00 +0100

Stalwart luxury SUV turns electric for its next generation – with an astonishing peak output of 1140bhp The all-electric, fourth-generation Porsche Cayenne is now an imminent arrival on UK roads. Before the summer is out, we should have Autocar’s very own set of benchmark measurements and numbers, a full set of impressions, and a definitive UK verdict on what might be Zuffenhausen’s most important and interesting electric model yet.For now, we’ve tested the Porsche Caynne Electric on two separate occasions. As a regular SUV, and in both Turbo and base-model powertrain form, on Porsche’s first press launch in Barcelona back in March - and now subsequently in Cayenne Coupé form, as both Turbo and mid-range Cayenne S, in Munich.The new electric version becomes the fourth Cayenne model generation in a near-25-year history. Back in 2002, the car arrived on a tsunami of scepticism from enthusiasts arguing that the sports SUV ‘wasn’t even a thing’; and who would want that swollen SUV-that-swallowed-a-911 abomination anyway?Well, lots of people wanted it: more than 1.5 million people since then, in fact. The Cayenne has been one of the biggest sellers and biggest profit-makers for Porsche, and we have long passed the point where anybody questions the validity and demand for performance SUVs.And yet still, the Cayenne is a magnet for controversy. It is not only battery-bowered but it's also - in Turbo derivative form - the most powerful series-production Porsche there has ever been. It makes 1140bhp and 1106lb ft of torque. Yes, you read that right.Put it in launch control and this 2.6-tonne luxury electric family conveyance will give everything it’s got, in order to do 0-62mph in 2.5sec. Mind you, in default Normal mode it musters a mere 845bhp - so it’s a good thing that you’ve got the overtake button for 10sec of extra fizz to the tune of 1019bhp…Even if you're modest enough to go for the entry-level Cayenne Electric, you’re still getting 436bhp and 616lb ft. Remember when even those numbers would have been shocking?Here we are again, then, with Porsche’s halo SUV getting lips flapping left, right and centre. Read on to find out whether the regular body, or the Coupe, might suit you better; whether you're a Cayenne Electric type of person at all; and, assuming you are, which model would likely convince you to say 'when' (or possibly even 'enough already', or 'STOP!')

Alfa Romeo channels Giulietta for new hatchback – with ICE and EV

Tue, 26 May 2026 11:04:54 +0100

Autocar's vision for a new Alfa hatch - based on official teaser

C-segment hatch will come alongside closely related Tonale replacement; next-gen Giulia and Stelvio pushed back

Alfa Romeo will launch a new family hatchback to rival the Volkswagen Golf in the next few years - its first since the Giulietta was axed in 2020.

The new C-segment car will be based on parent company Stellantis's new STLA One architecture - which it will share with the same-sized, next-generation Peugeot 308 and Vauxhall Astra.

The platform, previously known as STLA Medium, is a 'multi-energy' structure that can accommodate both electric and combustion-engined drivetrains, and Alfa Romeo said it will offer both to broaden market appeal.

Confirmation of the new hatchback comes following the Stellantis investor day presentation last week, at which it outlined an ambitious plan to launch 110 new models globally, across all its brands and with a mix of powertrains, by 2030.

During the presentation, Stellantis's European boss, Emanuele Cappellano, confirmed that Alfa Romeo was developing a new mid-sized SUV to replace today's Tonale, along with an exclusive new sports car from its Bottega Fuoriserie bespoke division. Now, the company has revealed that those two models will be joined by a smaller hatchback.

A brief teaser of an unidentified model could be the first look at the new model, which the Italian brand said will "build on icons such as the 147 and Giulietta".

The Tonale successor and the hatchback are expected to share a basic footprint and much of their technology and drivetrain hardware - mirroring the relationship between the hatches and SUVs that Alfa's sibling brands sell.

The electric derivatives will be equipped with 800V hardware for rapid-charging capabilities, while the ICE versions will likely use the same array of mild- and plug-in hybrid systems available elsewhere in Stellantis's arsenal.

All could be offered with the STLA platform's steer-by-wire capability, as previewed recently by the radical Peugeot Polygon concept.

Alfa Romeo hasn't yet given a timeframe for the new models, but the Tonale – which unusually for a Stellantis model uses its own platform and drivetrains – will be up for replacement in 2029.

More precise details on the brand's mid-term strategy haven't been given, but it has today (26 May) issued a statement to clarify its plans following the Stellantis presentation: "Looking ahead, Alfa Romeo will leverage Stellantis's global scale while differentiating its offering to continue developing authentic Alfa Romeos, further strengthening its distinctive positioning as a unique and iconic brand."

The new hatchback, SUV and sports car will be sold alongside the little Junior crossover – itself due a refresh soon – with the current Giulia and Stelvio scheduled to end production next year.

Alfa Romeo had previously been almost ready to unwrap an electric replacement for the Stelvio but put the project on ice last year in response to wavering uptake for premium and sporting EVs. A long-mooted electric Giulia was expected to be close behind using the same mechanicals.

Now the company appears to have gone back to the drawing board entirely on replacements for its two premium flagship models, saying only that it's "studying solutions to continue operating in the D-segment with new interpretations of the current line-up made up of Giulia and Stelvio".

It said it aims to remain "true to its performance-driven DNA while adapting to market evolution" and that any Giulia and Stelvio successors would "leverage flexible platforms" - no doubt the modular STLA architecture that can span from the B- to the D-segment.

"Further details will be communicated at a later stage," it said about potential larger models.

New Lotus Emira 420 Sport sheds weight, boosts agility for £106k

Tue, 26 May 2026 11:00:00 +0100

New 420 Sport is lightest Emira – and could be the last before it drops AMG and Toyota power

Lightest Emira brings bespoke bodywork, improved aero – and an Esprit-style removable roof

Lotus has revealed a new lightweight Emira that aims to offer a "pure expression" of the company's DNA with improved agility and responsiveness over the standard car.

Based on the Emira Turbo, with the Mercedes-AMG four-pot engine, the new Emira 420 Sport is named for its power figure in PS (414bhp), which represents a bump of 54bhp over the standard car and 14bhp over the warmed-up SE that arrived last year.

Lotus says the car will crack 0-62mph in 3.9sec and achieve a top speed of 186mph – but more important than its straight-line stats are the dynamic advantages it offers over the regular Emira, with the firm claiming it has "been designed specifically to deliver even more performance both on road, and on track."

The 420 Sport, priced at £105,900, is equipped as standard with the Lightweight Handling Pack, which trims 25kg off the weight of the standard Turbo – taking it down to 1421kg – and boosts downforce by the same amount.

It also brings a suite of subtle bodywork modifications in pursuit of optimised aerodynamics and cooling – which, Lotus says, improves track performance without increasing drag.

There's a new front splitter with reshaped vents at the front and a new lip spoiler at the back. The sills have also been extended and the air intakes expanded, which is said to increase airflow to the radiators by up to 15% and improve brake cooling by 10%.

"With these upgrades, drivers are able to experience more consistent performance in demanding conditions, particularly on track," says Lotus.

The car also rides 5mm lower on its uniquely tuned suspension, wears high-performance tyres and comes with bespoke carbonfibre shift paddles that "combine with updated haptics for added responsiveness and engagement".

Buyers can further emphasise the 420's lightweight remit with an optional carbon styling package that swaps out the splitter, sills, vents, side pods, rear wing and diffuser for carbonfibre items.

The 420 Sport also introduces to the Emira range a removable sunroof, to be rolled out as an option across the line-up, and features a louvred rear deck that nods to the old Esprit Turbo.

The 420 does not replace any current model in the Emira range, with the two existing four-cylinder variants and the V6 all remaining on sale – but it could be the last new version introduced before the sports coupé swaps its AMG and Toyota engines for a new hybrid V6 developed by Horse Powertrain in the coming years.

New BYD Dolphin G supermini revealed as UK's smallest PHEV

Tue, 26 May 2026 10:12:11 +0100

New VW Polo-sized plug-in hybrid to arrive this summer as Chinese brand's first Europe-focused car

The new BYD Dolphin G DM-i is the Chinese firm’s first car developed specifically for Europe – and will take on both electric and petrol rivals with an unusual plug-in hybrid powertrain.

Due to go on sale in the UK this autumn, with pricing tipped to start from under £20,000, the new model is a 4160mm-long supermini that is essentially a sibling to the Dolphin Surf EV.

It will rival the likes of the Renault Clio, Volkswagen Polo and Toyota Yaris – but while most rivals feature mild- or full-hybrid powertrains, the Dolphin G features a full plug-in hybrid powertrain.

While BYD hasn’t given full details of the layout of the Super Hybrid system, it's expected to be related to the system fitted in the Atto 2 DM-i small SUV, commingling a 1.5-litre petrol engine that acts as a generator for an electric motor that drives the front wheels.

BYD said the Dolphin G will offer a combined petrol and electric range of more than 621 miles, with full details to follow when the car is fully launched in June.

Notably, the Dolphin G is the first car that BYD has developed specifically for the European market – and it's likely to be produced at the firm’s new plant in Hungary.

Executive vice-president Stella Li decided the European B-segment “as one of the most important parts of the market" and wanted the Dolphin G “to redefine what customers can expect from a compact car in the electric era”.

The compact PHEV will be the first in a planned range of B- and C-segment models that BYD is developing specifically for Europe, with Li having previously said the “goal is for customers to think of BYD as a European brand”.

The most controversial cars made by Mercedes-Benz

Tue, 26 May 2026 07:55:02 +0100

Mercedes-Benz was the first to put the automobile into production, but that doesn’t mean all its cars since have been such a success…

Mercedes is not a brand particularly known for controversy, at least compared with some we could mention.

It has, however, had its moments, producing cars which certainly gave people pause for thought.

Here, then, are 30 models which could, using the term very broadly, be described as at least partly controversial, arranged for your pleasure in chronological order.

Mercedes 35hp (1900)

Mercedes-Simplex (1902)

Mercedes 75hp (1907)

Mercedes-Knight (1910)

Mercedes 18/100 (1914)

Mercedes 28/95 (1914)

Production was abandoned during the First World War, but resumed when peace returned, and continued until 1924.

Mercedes 24/110/160hp (1924)

Mercedes 8/38hp (1926)

Mercedes Nürburg (1928)

Mercedes SSK (1928)

Grosser Mercedes 770 (1930)

Ponton Mercedes (1953)

Mercedes 300 SL (1954)

The coupé bodywork was abandoned in favour of a roadster in 1957, and from 1955 to 1963 Mercedes also produced the 190 SL, which was nearly as pretty as the 300 SL but very much slower.

Mercedes Fintail (1959)

Grosser Mercedes 600 (1964)

Mercedes C 111 (1969)

Mercedes G-Wagen (1979)

Mercedes 190E (1982)

Mercedes C 36 AMG (1993)

With a maximum output of only around 280bhp, it was far less powerful than future AMG models, but it was beautifully balanced, and a pleasure to drive on either road or track.

Mercedes SLK-Class (1996)

Mercedes V-Class (1996)

Unusual though this seems, the plan worked, and there is still a V-Class today.

Mercedes A-Class (1997)

Mercedes M-Class (1997)

This problem was eventually eradicated completely when a new policy led to later versions being called GLE-Class.

Mercedes Vaneo (2001)

This wasn’t the first vehicle to seem like an odd addition to the Mercedes line-up, but unlike others of which that could be said it wasn’t successful, and was withdrawn from the market in 2005.

Maybach (2002)

The sub-brand was discontinued in 2013, but ultra-luxury models are now known as Mercedes-Maybach on models like the S-Class and GLS-Class.

Mercedes SLR McLaren (2003)

“Not quite the all-conquering hypercar we had expected from two of the industry’s greats,” we said, but added, “The SLR was nevertheless a unique and intoxicating beast.”

Mercedes R-Class (2005)

Mercedes A 45 AMG (2013)

The outstanding feature of the A 45 AMG was its turbocharged 2.0-litre engine, whose output of 355bhp (as originally launched) was the highest of any production four-cylinder unit in the world.

At around the time the car was renamed Mercedes-AMG A 45, this rose further to 376bhp. The successor to this engine, still with the same basic layout, now exceeds 400bhp.

Mercedes G 63 AMG 6x6 (2013)

As its name indicates, this one had six wheels, all of them driven. The existence of just one example would have been remarkable enough, but in fact Mercedes built and sold more than 100.

Mercedes-Maybach S-Class (2021)

Today’s equivalent of the old Grosser Mercedes models is the top-level S-Class, a perhaps fitting tribute to the genius of Wilhelm Maybach.

Volvo quit estates, but you don't have to - bag a V90 for £8k

Tue, 26 May 2026 06:00:00 +0100

This is a traditional family car a sleek design twist — and it's reliable too, if you choose the right one

Think of a large family estate car. You're picturing a Volvo, aren't you?

Although the XC90 is the Volvo de choix for big families these days, the more traditional V90 estate still holds massive appeal, having only recently bowed out of production after nearly a decade. And not just because it's one of the prettiest wagons around.

The second car to use Volvo's then-newfangled SPA platform, it arrived as a long, low and sculptural model like no Volvo estate before it - and its strong Scandi-chic design still looks clean and fresh today.

The by-product of its added kerb appeal is that it is not quite as utilitarian and practical as its breeze-block forebears - the sloping rear screen precludes the fitment of a third row of seats, for example - but the boot is still a competitive 560 litres, even in the PHEV, and four occupants have plenty of space (although a fifth makes it tighter).

For outright space, the Skoda Superb, Volkswagen Passat and Mercedes E-Class have it beat, but if you're looking for something that's in equal parts stylish, relaxing and practical, the V90 should be right up the top of your list with the Audi A6, BMW 5 Series and Jaguar XF.

The interior is family-friendly but still very stylish. All the materials look and feel expensive, and the 9.0in portrait touchscreen still looks modern, even if it can be laggy, which is grating because of the dearth of physical controls.

Equipment is generous. Even entry-level Momentum trim has LED headlights, heated leather seats, sat-nav, Bluetooth, adaptive cruise control, lane keep assist and DAB radio. On top of that, it has a powered bootlid, keyless start and rear parking sensors.

Used Inscription cars cost about 10% more than like-for-like Momentum models and get extra interior lighting, nappa leather seats and a larger, 12.3in digital instrument cluster, plus electric front seats and bigger alloys.

R-Design models have held their value best and offer firmer suspension for a sportier drive - but bear in mind that the V90 is very much a wafty and hushed cruiser, especially on adaptive dampers, and the R-Design's big wheels and stiffer dampers do unsettle the ride.

Handling is good across the board, though. The V90 has an encouraging level of body control for its size and supple set-up so can be briskly hustled along a twisty road.

All powertrains are based around a 2.0-litre engine, initially the 187bhp T4 petrol or D4 diesel, the 232bhp D5 or 247bhp T5, or the top-link 306bhp T6. The highest-power petrol and diesel came with four-wheel drive, but they have a poorer reliability record, so we would recommend the torquey D4 (expect mid-40s to the gallon) or pokey T5 (around 30mpg). The T4 is gutless and no more efficient than a T5.

All V90s are automatic, which is generally fine but early cars can be a bit jerky and hesitant.

If you have a home charger and are tempted by the blisteringly quick 401bhp T8 PHEV, note that there are well-documented problems and you'll get only 20 miles of EV running on a good day.

The V90 is a useful tow car, with the D5 and T6 rated for 2200kg and even the PHEVs being capable of pulling 2100kg. It's a workhorse, then, like all good Volvo estates have been, but with the tech and panache to slip into premium exec duties effortlessly. What more can you ask of a car that starts at £8k?

What to look out for

Engine: The high-output D5 (later B5) and T6 (later B6) use Volvo's PowerPulse compressed air system to spool the turbos quickly, reducing lag. Failure of the air compressor or associated hoses in this system is an occasional fault, leading to a loss of immediate performance, and can be expensive to fix.

Electric motor: Owners of plug-in hybrid T8s have reported a systemic issue with the 'ERAD', or EV motor, on the rear axle. These often fail after the warranty expires and £10,000 should be budgeted to fix it. So have it thoroughly checked out before purchase.

Suspension: Higher trims often feature rear or full air suspension. While it provides a superb, floaty ride and self-levelling, the air springs and compressors are prone to leaks and failure over time. Look for the car sitting unevenly when parked, and check for suspension warning messages on the dash. Volvo refuses to cover the system in extended warranties.

Body: The optional panoramic sunroof's drain tubes can become clogged with debris, causing water to accumulate and potentially leak into the cabin or damage the electronic modules located near the headliner.

Infotainment: The touchscreen has a tendency to lag and there are very few buttons to fall back on. Total crashes are usually solved by turning it off and on again. V90s from 2016 and 2017 need a 3G sim to offer wi-fi. Coverage will soon end, so if this bothers you, choose a newer model.

Also worth knowing

The V90 was facelifted in 2020 with some small but important changes. The petrol Ts and Ds became Bs, with the addition of mild-hybrid technology, which doesn't make the world of difference to economy or performance but it's nice to have if your budget stretches.

The hybrid line-up expanded, with a new 335bhp T6 offering a claimed 35 miles of EV range initially, before being upgraded with a new battery to 53 miles in 2022. The T8 also received this and a bump in power to 449bhp. Note that without any electrical assistance, the PHEVs will struggle to break 35mpg.

Core, Plus and Ultimate replaced the previous trim levels.

How much to spend

£8000-£12,999 Cars with over 100k miles and some with more than double that.

£13,000-£19,999 A range of pre-facelifted cars, from Momentums with average miles to top-spec, low-mile T8s.

£20,000-£32,999 A wide choice of facelifted models, including the last of the mild-hybrid petrols and diesels.

£33,000-£55,000 Plug-in hybrids from the last few years of production.

An owner's view

Sarah Hughes: "I ran a D4 R-Design for three years and 60,000 miles. For a car of its size, the economy was strong, hitting high-40s on a motorway run. The comfort is the biggest selling point: I've never sat in a better seat. The Pilot Assist [adaptive cruise and steering] made motorway journeys easy and the overall interior design and quality are hard to beat. Nothing broke, although the Sensus infotainment did occasionally have a 'Matrix moment' where it just froze and needed a restart to clear. My biggest gripe was the gearbox; it was often dim-witted and hesitant when pulling away."

1036bhp, 329 miles, £440k: Ferrari Luce revealed as wild super-EV

Mon, 25 May 2026 21:10:25 +0100

Rule-breaking silhouette was conceived in partnership with iPhone designer Jony Ive

Prancing Horse plugs in: mad Luce brings radical styling and performance specs to match its V8 and V12 siblings

Ferrari has revealed the exterior design and full technical details of its new Luce electric car.

Ferrari’s second five-door car (after the Purosangue) and its first five-seater will go on sale priced at around £440,000, with UK deliveries set for spring 2027.

The Luce has four electric motors, one for each wheel, making a combined 1036bhp, with a 122kWh battery giving it an estimated range of 329 miles (subject to homologation).

In terms of performance, Ferrari says the Luce will be able to reach 62mph from rest in 2.5sec, travel from 0-124mph in 6.8sec - making it one of the firm’s fastest-accelerating models yet – and go on to a 192mph top speed.

It’s also the largest Ferrari yet: at 5026mm, the Luce is 53mm longer than the Purosangue, while measuring 1999mm wide across the body and 1544mm high (45mm lower than its V12 sibling), with a 2961mm wheelbase.

Design

The Luce’s design is primarily the work of LoveFrom, the design agency founded by industrial designers Sir Jony Ive – best known for designing the iMac, iPhone and iPad – and Marc Newson, another Apple alumni.

Ferrari has used design houses such as Pininfarina, Bertone and Zagato before, but it says that its relationship with LoveFrom has helped it think radically.

Employees of LoveFrom, which has studios in San Francisco and London, have also been based in Ferrari’s offices at Maranello.

“We've been working hand in glove with Ferrari for the last six or seven years,” Newson said at the Luce’s launch in Rome. “It’s safe to say that we've been completely embedded within the Ferrari organisation.“

The Luce is a five-door hatchback with aft-hinged rear doors and a cab-forward design (the distance from driver’s seat to front axle is the same as in the 296 GTB), which affords it a spacious interior.

Rather than the focus of its styling being on downforce, as would usually be the case with Ferraris, more attention here has been paid to aerodynamics.

The design theme is for it to resemble a two-piece body; the black glassy volume contained within a coloured outer shell isn't dissimilar to the way the 12Cilindri’s glass and gloss black volumes look inserted inside its body panels.

“You might call it a glasshouse, or we like to call it a passenger cell,” said Newson. “Those things are intrinsically connected, but we like the idea of them as separate design elements.”

The Luce has ‘floating’ front and rear spoilers, each separated from the black form, allowing air to flow between the body and “this smooth, inherently aerodynamic object [inside],” said Newson.

While Ferrari doesn’t quote a number, because the car has to still generate some downforce to cope with its prodigious top speed, it says the Luce has the lowest drag coefficient of any roadgoing Ferrari: 25% less than the Amalfi, while generating the same kind of downforce.

The Luce has been through two and a half times the number of CFD calculations as the Purosangue during its development, reflecting the importance of aerodynamic efficiency in an EV. “Drag means range [loss],” said aerodynamicist Matteo Biancalana.

The front-door strake vents air from the front wheel arches, while the rear wheel arches vent at the rear, and there are active cooling fins at the front to reduce drag. The windscreen wipers are mounted vertically at the windscreen edges to keep a smooth profile to the passenger cell.

The body-in-white is an entirely new aluminium structure, composed of extrusions, castings and sheets, into the floor of which is mounted a battery pack, which is also assembled in Maranello. Ferrari claims torsional rigidity is’’ up 35% over the Purosangue, while the Luce also has Ferrari’s first elastically mounted rear subframe, to improve NVH, from which the lower suspension arms and rear motor module are attached.

Interior

Elements of the Luce’s interior design had been shown in part before the car’s unveiling this week, but this is the first time Ferrari has shown the elements together inside the finished cabin.

The short-bonnet design and absence of a transmission tunnel free up enough space for the Luce to host Ferrari’s first five-seat interior, as well as 40/20/40-split rear seats with a 597-litre boot behind - Ferrari’s largest yet.

But the most notable elements of the Luce’s interior are surely the control surfaces that were previewed earlier this year, and which feature high-grade materials and physical buttons and dials.

“Just because the vehicle is electric, doesn’t mean we need to get carried away with electronics,” said Newson. The idea was to have “the minimum distraction possible.”

There's a small, thin-rimmed steering wheel reminiscent of classic Ferraris, as well as glass-fronted and -backed dials that feature both physical needles and high-definition digital displays. Most controls can be felt for rather than having to be looked at and all are engineered to feel heavy, or positive, to the touch.

“Jony and I are car enthusiasts, right?” said Newson. “We're petrolheads, I guess, for want of a better expression. We've owned Ferraris – old Ferraris, historic Ferraris. I'm an obsessive classic car collector. I've done the Mille Miglia 14 times. And I appreciate - we appreciate - the straightforward ability to be able to interact with things in a coherent, spontaneous way. And it occurred to us very, very early on in this process that, in fact, that was what Ferrari really fundamentally is about.”

Tactile and perceived material quality is high on the agenda too, said Newson: “There’s a sort of the litmus test that we applied to all of these objects, that every single one of them was beautiful; not only a beautiful object but a beautifully crafted object, a beautifully made object.“

Apple CarPlay and Android Auto are both supported and personalised ADAS preferences are available with one button-push on the steering wheel.

Powertrain

The Luce’s four electric motors produce a system total of 1036bhp and a maximum torque output of 739lb ft, which is heavily rear-biased, with 416bhp and 262lb ft produced by each rear motor and 141bhp and 103lb ft coming from each front motor.

The radial flux, permanent magnet synchronous motors are a derivative of the type used in the hybrid drivetrains of Ferrari’s GT racers and the F80 hypercar. The front motors can spin at up to 30,000rpm, while the larger rear motors top out at 25,000rpm, owing to their larger outer diameter, different gearing and a larger wheel diameter at the rear.

The motor and gearbox module at the front weighs just 65kg, with the rear at around 130kg.

With a motor for each individual wheel, the Luce can torque vector to improve agility or stability. The front motors will disengage in Range driving mode but otherwise always remain engaged in Tour and Performance modes.

The battery, weighing 630kg, is designed and built in Maranello and integrated into the car’s floorpan. Designed with Korean battery company SK On, it consists of 210 cells connected in series, arranged 14 per module, with 15 modules in the pack – one centrally at the front behind the front axle, then mounted two by two to the rear, where the last four are stacked two-high, beneath the rear seats.

They have a peak discharge rate of 830kW and a total capacity of 122kWh at 800V, with a usable capacity of around 11kWh. The Luce’s peak charge speed is claimed to be 350kW, although Ferrari says it will take 70kWh in 20 minutes, meaning a sustained rate over that time of 210kW.

The battery pack is designed and built in Maranello so that Ferrari – which says 90% of all of its cars are still on the road – can place new battery tech into its own pack design should it need to, even decades down the road - in a similar way to how it’s offering F80-derived packs for LaFerrari batteries now.

Dynamics

While the Luce weighs 2260kg, it has a centre of gravity that’s 95mm lower than a Purosangue’s and a yaw moment of inertia that’s 15% smaller. Weight distribution is 47:53 front to rear.

It has the largest wheels yet fitted to a Ferrari, with 23in, 9.5J front and 24in, 11J rear wheels, in two different styles – lighter five-spoke alloys or a more aerodynamically efficient turbine design, which gives maximum range.

Between them, suppliers Pirelli, Michelin and Bridgestone offer two normal tyres, two winter tyres and a run-flat option.

Ferrari’s chief product development officer, Gianmaria Fulgenzi, said the Luce will be “the most comfortable Ferrari ever produced”. The suspension is by double wishbones at the front and rear and employs an evolution of the 48V Multimatic TrueActive spool-valve dampers first used on the Purosangue, which negate the need for conventional anti-roll bars. Here, though, their internal ball screw pitch is increased by 20%, which better absorbs vertical impacts, and they’re 0.5kg lighter at each corner.

Ferrari’s engineers promise the Luce will be extraordinary to drive. Testing chief Raffaele de Simone said that “it behaves like… you have no idea. It’s a new sensation.”

With active rear steering, torque vectoring and the low centre of gravity, the steering response is said to be 15% faster than in the Purosangue, even though the rack is the same.

If you ask for a steering response at speed, “you don’t know if the main actors are the steering or the engines,” said de Simone, while insisting that “it’s very natural. It’s always linked to what you ask for.” The chassis and power, he said, “are fused together”.

Ferrari admits that much of its cars’ driver appeal is linked to their powertrains. To enhance the interaction of the Luce, in Performance mode there are amplified sounds, taken directly from the motors and gearsets as they mesh and amplified into the cabin.

“The sound is authentic; the sound is real,” said de Simone. “You can see where it comes from. We didn’t want a fake, nostalgic sound.”

Ferrari’s famous steering column paddles remain too, but instead of artificial gearshifts, such as in the Hyundai Ioniq 5 N, the left-hand paddle increases regenerative braking while also reducing the amount of available power.

There are five stages, with the most severe pulling 0.33g under throttle-off deceleration, “more or less the same as the engine braking in a 12Cilindri in second gear,” de Simone said. The right-hand paddle reduces that and increases the amount of available power on full throttle.

You can pull any ‘gear’ at any speed, but extra power – around 0.2g of additional acceleration – is released with each upshift, with the top setting liberating the full whack.

“It’s not a fake gearbox. The power is cut in slices, not speed,” de Simone said. “We keep the interaction, to keep decision-making active.”

The idea is that, in lower-speed corners, you want the additional retardation and can’t use all 1036bhp anyway. “It’s not easy to manage full power” on low-speed corner exit, de Simone said.

Away from this manual mode, the automatic operation of the Luce has an “almost coasting” regenerative braking level, of around 0.05g, which is “the same as the Purosangue in eighth gear,” said de Simone.

Buying

UK prices for the Luce haven’t yet been confirmed, but it’s set to cost €550,000 in continental Europe, where it will go on sale early next year, with an estimate of £440,000 in the UK, plus or minus 10%.

Customer deliveries are due to begin next spring.

Coachbuilding king: how Zagato made world's prettiest cars prettier

Mon, 25 May 2026 10:00:00 +0100

How do you improve on something as gorgeous as the Aston Martin DB4? This design house knew how...

When I was 11, I was fortunate enough to see a green 1961 Aston Martin DB4 GTZ in the metal.

Ever since, I've been obsessed with the genius of Zagato. Now, I'll be the first to admit that I'm not exactly qualified to talk at length about the intricacies of car design, and I'm also aware that, as a topic, this is about as subjective (and divisive) as they come for us car nerds.

But for me Zagato is the single greatest name in automotive design, elevated above the likes of even Pininfarina, Bertone, Giugiaro and other similar greats.

Founded by aeronautical designer Ugo Zagato, the Milanese coachbuilder opened its doors in 1919, and a vision for lightweight construction underpinned its design language from the outset. Zagato evolved over the next few decades, but that core requirement for lightness never stopped informing the company's output.

As different eras came and went, some truly stunning vehicles blossomed from those hallowed sketchpads. Particularly during the golden age of the 1950s and 1960s, the cars being penned by Zagato were elegant and dainty, with rounded overhangs and curvaceous, streamlined bodies that were made of aluminium and wrapped around shortened wheelbases.

Small, lightweight cars appeal to me greatly (ironic, because at 6ft 5in I would look ridiculous in any of them), and this is one of the fundamental reasons behind my love for Zagato, and where much of my appreciation for its designs lies.

The 1954 Maserati AG6/54 Stradale GT Zagato and 1963 Alfa Romeo TZ1 are perfect examples of this. They appear to be almost compacted around their own axles yet still capable of maintaining an effortless style and proportional elegance that will make you go weak at the knees. It's a mesmerising combination.

Then there's also the fact that many of Zagato's design choices were made to be functional in motorsport. I adore the fact that the company's signature and most attributable feature, the double-bubble roof, was dreamed up in the early 1950s as a way of increasing space for racers' helmets while maintaining a low roofline. Luckily, it just so happened to also look exquisite on any car it appeared on.

I also love the truly eclectic and random selection of cars that the beautiful, pointed Z emblem has appeared on throughout the company's 107-year history. Zagato has done design work for a staggering 46 brands, ranging from Ferrari and Maserati to Jaguar and Bristol to Toyota and Renault. Even the humble Hillman Imp got in on the act. If anything, this fascinating variety of starting points only makes Zagato's ability to design gorgeous cars all the more impressive.

Today, Zagato continues to design a pleasingly broad selection of seriously desirable products, such as the magnificent Alfa Romeo Giulia SWB Zagato and, more recently, the first offering from newcomer Bovensiepen. However, like most of the company's archive, Zagato cars today are usually one-offs or built in such agonisingly low numbers that you probably won't ever see one.

But that this is the only real criticism I can level at Zagato probably says quite a lot.

Lagonda at 50: Aston's oddball limo makes more sense than ever

Mon, 25 May 2026 07:00:00 +0100

The jaw-dropping Lagonda saloon of 1976 saved Aston Martin - could it happen again?

On 20 October 1976, Aston Martin bet its future on a model so radical that it risked returning the company to the mire from which it had only just risen.

That car was the Lagonda saloon, and 50 years ago it was taking its first public bow at the British motor show in London, less than two years after Aston Martin had been plucked from receivership. Strikingly low, indulgently long and wide, with a razor-sharp wedge profile, the Lagonda bristled with daring levels of technology never before seen in the car world.

Had it been a concept for an ultra-low-volume model, fewer eyebrows would have been raised, but it was far from that: it was to be the company's saviour, and everything was riding on its success. Five decades on and we know that Aston's futurist foray did indeed pay off, more than 600 Lagondas being sold before production ended in 1990. Which makes me wonder: could an equally progressive product badged Lagonda work similar wonders in the late 2020s?

The historic name has, of course, been rolled out sporadically by the company - which remains officially named Aston Martin Lagonda Ltd over the past 20 years, albeit not with any great conviction. But former CEO Andy Palmer, who led one Lagonda revival effort during his stint at the helm in Gaydon, still believes the name could play a crucial role in restoring Aston Martin's fortunes. After all, the 1976 Lagonda was a model featuring pioneering technology that was more than just gimmickry - and at one point it outsold all other Aston models by three to one. How useful would that be in 2026?

First, though, how did the now-dormant marque evolve after then Aston owner David Brown acquired it in 1947? The company first produced Lagonda and 3-Litre models in 2.6-the 1950s, and a DB4-based Lagonda Rapide between 1961 and 1965, but they were small beer compared with the more 'mainstream' Aston DBs. Designer William Towns joined the company in 1966, and his DB6 replacement, the DBS, entered production the following year as a two-door coupé, but it was also conceived by Towns as a four-door saloon.

For that car, Aston resurrected the Lagonda name and it entered production in 1974. Just seven examples were sold, though, which was too little too late, and by Christmas that year Aston was in receivership.

But help was soon at hand. In January 1975, Company Developments stepped in to save ailing Aston, and chiefs Peter Sprague and George Minden tasked Towns with creating an all-new product that symbolised the spirit of the age. That spirit was looking decidedly wedge-like (Lotus had just launched the Esprit and Fiat the X1/9 a few years before), so it was no surprise that Towns bucked every previous Aston design norm and presented an audacious, all-aluminium-bodied car, with its origami-style lines so crisp and sharp that they needed to be largely hand-formed (each car was to take 2200 hours to build).

The proportions were sleek and elegant, the body measuring a mere 130cm in height but a full 5.2m from its gracefully sloping tail to its shrunken, chromed front grille. It was Towns' vision of the future, which, as it turned out, was as prescient as it was arresting.

If anything, the Lagonda's cabin was even more forward-thinking. Aston's Mike Loasby developed an advanced system of graphic and digital solid-state displays in conjunction with researchers at the Cranfield Institute. This was combined with almost 50 touch-sensitive switches arguably the precursor of modern haptic controls - that looked after everything from the pop-up headlights to the front-seat adjustments. This high-tech feast was, more predictably, integrated within a luxuriantly Connolly leather-trimmed cabin with walnut inlays and deep Wilton carpets.

The Lagonda's underpinnings, however, weren't quite so space-age. Wherever possible, Loasby plundered the older V8 model's parts bin to keep costs down. As a result, Tadek Marek's all-aluminium, quad-cam, 5340cc V8 saw service once again, in this guise producing 280bhp at 5000rpm and a healthy 360lb ft of torque at 3000rpm (running with four twin-choke Weber carburettors; later fuel-injected engines produced around 300bhp). A Chrysler Torqueflite three-speed automatic gearbox delivered drive to the rear wheels, and Aston claimed a respectable 0-60mph time of 7.0sec and a 140mph top speed for the near-two-tonne leviathan.

Incredibly, Aston was ready to unveil the car at the aforementioned motor show just 21 months after the first design sketches had been drawn. The press was allowed access three weeks beforehand, so by the time the public set eyes on Aston's show star it was already hotly anticipated, even though production was still two years away.

The Lagonda moniker worked well as a differentiator from Aston's other models, and by the end of the show 80 orders had been taken. Extreme and controversial the Lagonda may have been, but it was set to save the company's bacon.

That success endured, too. The Lagonda evolved through three generations - known as Series 2, 3 and 4 - before production finally ceased in 1990, after 620 cars had been built. While the 1986 Series 3 model introduced fuel-injected engines and a change to cathode-raytube (CRT) instruments, after a poor reputation earned by the earlier LED technology, 1987's Series 4 received a significant restyle, with smoother body panels, larger (16in) wheels and the pop-up headlights replaced by three fixed units on either side of the grille.

Along the way, Aston encouraged high degrees of personalisation (Betamax video players, cocktail cabinets and boomerang aerials weren't uncommon in the 1980s), while coachbuilder Tickford even stretched a few cars by five inches, if you thought your Lagonda was a bit too stubby. But however dated such excess appears today, up to 500 cars are still thought to survive worldwide.

And I'm about to drive a really early example. Albion Classic Cars' Dimitri Labis, who owns this 1980 car, is one of only a handful of UK dealers who specialise in Lagondas. He tells me that the earlier models' poor reliability was mainly caused by dampness in the complex electrics' contacts, which led to corrosion. Not so much a problem in hotter climes, like the Middle East or California, which jointly took around two-thirds of Lagonda production, but in the UK and Northern Europe it tainted the car's reputation.

All of which pales into insignificance when you stand back and admire the sheer majesty of the Lagonda today, its sheer size dominating the genteel village surroundings in which it's now being photographed. Step inside, sink deep into the soft, futon-style driver's seat and turn the key, and you're presented with multiple red LED displays from the black face of the large, rectangular instrument panel. If it weren't for the strangely small, Citroën-esque single-spoke steering wheel obscuring some of them, the presentation would work well - better than many a modern touchscreen, anyway.

A panel on the driver's door contains 14 buttons, and touching two or three of them gets my seat into the right position. Shift into drive, pull away and, other than a distant woofle from the Marek V8's exhausts, the Lagonda makes serene progress as it leaves our Kentish base, its 70-profile Avon Turbosteels mopping up the worst of the winter-ravaged road surfaces as it does so.

The steering is quite a revelation: high-geared, precise off-centre and with far less assistance than expected; once you're accustomed to the car's breadth, its handling is surprisingly good for a motor that is half a century old, with ample grip and minimal roll during cornering. It's a bit of a hot rod too: while the auto 'box saps some of the V8's energy, a deep well of torque fills in any gaps and hurls you down the straights, blurring the numbers on the digital tacho.

Where the Lagonda does feel its age is in its overall control, the downside of its pillowy ride being that the body occasionally wallows and lurches over awkward surface cambers and imperfections, despite having a well-located de Dion rear axle. But I've driven many large saloons from this era and the Lagonda is still one of the more competent in this respect.

Returning to the original question, could such a groundbreaking car wearing a Lagonda badge entrance buyers once more? Aston has played down the idea, despite having toyed with the marque's revival three times in the past three decades - admittedly all before current owner Lawrence Stroll's takeover. "Our focus is on Aston Martin at the moment," said a company spokesman when we put the question to them, "so we have no plans for Lagonda in the near future. But never say never..."

Palmer always believed Lagonda could complement its sibling brand in the market. "The Lagonda has always represented something slightly different within the Aston Martin family," he says.

"It was never about noise or overt sportiness. Historically it stood for refinement, space and a kind of quiet confidence. I felt that character made it surprisingly well-suited to the electric era."

Before his departure from Aston in 2020, it had always been Palmer's intention to make Lagonda the company's EV brand: "I felt electric propulsion lent itself naturally to the qualities Lagonda always embodied, namely smoothness, near-silence and effortless performance." In other words, the perfect successor to the 1976 original.

The recent Lagondas

2009 Lagonda LUV

Aston pitched this concept as an LUV, or luxury utility vehicle, long before such a class of car existed. Sending its V12 power through all four wheels, it was created under the watch of Ulrich Bez, who announced the relaunch of Lagonda to coincide with the brand's car manufacturing centenary.

2014 Lagonda Taraf

The Lagonda name eventually returned to production in 2014 with this saloon, based on Aston's Rapide platform. Costing $1 million, the ultraexclusive Taraf was powered by a 5.9-litre V12 and capable of 0-60mph in 4.4sec, on its way to a 195mph top speed. Just 120 Tarafs were made, primarily for the Middle East.

2018 Lagonda Vision

Launched at Geneva in 2018, this concept was part of CEO Andy Palmer's second-century plan to reinvent Lagonda as an EV brand. Conceived as a Rolls-Royce Phantom-rivalling saloon, it was to complement the Aston brand's planned transition to sustainable fuels. A Bentley Bentayga-rivalling SUV, the All-Terrain concept, was unveiled a year later.

Survivors: The world’s longest-living cars

Mon, 25 May 2026 06:51:49 +0100

While many models come and go, there are some that refuse to fall...

While nameplates can sometimes seem eternal, it’s rare for a car to remain unchanged for more than a decade.

Peugeot 205 (1983-1998) – 15 YEARS

Starting in the mid-1990s, value became the 205’s biggest selling point. Special edition models kept it afloat until production ended on the last day of 1998.

Mercedes-Benz SL (R107, 1971-1989) – 18 YEARS

The body style (named SLC) retired in 1981 to make space for the W126-based SEC.

Ford Model T (1908-1927) – 19 YEARS

Suzuki Jimny (1998-2018) – 20 YEARS

Fiat Panda (1980-2003) – 23 YEARS

Peugeot 206 (1998-present) – 27 YEARS & COUNTING

Morris Minor (1948-1971) – 23 YEARS

A cool 1.4 million examples were built until 1971.

Range Rover (1970-1996) – 26 YEARS

The Range Rover progressively moved upmarket during the 1980s, and it became a common sight at posh ski stations in America after making its US debut at the 1987 Los Angeles Auto Show.

Fiat 126 (1972-2000) – 28 YEARS

Jeep Wagoneer/Grand Wagoneer (1963-1991) – 28 YEARS

Volkswagen Jetta (mk2, 1984-2013) – 29 YEARS

Toyota Century (mk1, 1967-1997) – 30 YEARS

For an old school saloon, it was surprisingly high-tech. It received automatic air conditioning in 1971, and gained a fibre-optic multiplex communication system in 1982.

Peugeot 404 (1960-1991) – 31 YEARS

European production stopped in 1975, but the last 404 built in Kenya wore a 1991 registration. Its successor, the 504, enjoyed a similarly long career.

Volkswagen Santana (1981-2012) – 31 YEARS

A true world car, the Santana also joined the Nissan line-up in Japan and even received Ford emblems in Brazil and Argentina. The nameplate lives on in China on a much newer saloon.

Lada 2105 (1980-2012) – 32 YEARS

Fiat Uno (1980-2013) – 33 YEARS

Renault 4 (1961-1994) – 33 YEARS

Land Rover 90/110/Defender (1983-2016) – 33 YEARS

Maruti Suzuki Gypsy (1985-2019) – 33 YEARS

Peugeot 405 (1987-present) – 38 YEARS & COUNTING

Toyota Land Cruiser 70 Series (1984-present) – 41 YEARS & COUNTING

The line-up includes two- and four-door pickups as well as two- and four-door SUVs. It’s built in Portugal, purely for export only, mostly to Africa.

Volkswagen Golf (MK1, 1974-2009) – 35 YEARS

Bristol 603 (1976-2011) – 35 YEARS

Renault 12 (1969-2006) – 37 YEARS

Mercedes-Benz G-Class (1979-2017) – 38 YEARS

The model only just died in 2017 – the all-new G-Class has styling that hasn’t changed much, but it does feature brand-new underpinnings and a much more high-tech interior.

Peugeot 504 (1968-2006) – 38 YEARS

Hillman Hunter (1966-2005) – 39 YEARS

Mini (1959-2000) – 41 YEARS

Citroën 2CV (1948-1990) – 42 YEARS

Vaz 2121/Lada Niva/ Lada 4x4 (1977-present) – 48 YEARS & COUNTING

Hindustan Ambassador (1958-2007) – 49 YEARS

Peugeot paid £10 million for the Ambassador brand in 2017 in a bid to help its return to the Indian market after a 23-year hiatus.

Morgan 4/4 (1955-2019) – 64 YEARS

Volkswagen Type 2 (1949-2013) – 64 YEARS

Volkswagen Beetle (1938-2003) – 65 YEARS

Ultimate fuel crisis car? I took my Toyota Prius to the MPG max

Mon, 25 May 2026 06:00:00 +0100

With tank and battery brimmed, the Prius PHEV returns big MPG figures - but how much does it really cost?

No driver enjoys a fuel crisis, least of all those of us who cover big mileage or have lengthy commutes. The extra pennies per litre add up and bite hard.

That's true even if, like me, you drive one of the most economical cars on the market. So I thought it a particularly prudent time to see just how economical Toyota Prius that I've been running can be in everyday use.

I start on a fuel station forecourt, where I brim the Prius's 40-litre tank from near-empty and it costs me just over £60. (Last month it was £45.) For that you get 467 miles, the car tells me. Remember that number, because it will be important later.

Next, I head to the public chargers and top up the plug-in hybrid's 13.6kWh battery for around £7 (at 48p per kWh), which nets me 35-40 miles of real-world range. Of course, it would be much cheaper to charge at home, via a three-pin domestic socket or a 7kW wallbox.

The plan now is to drive until the car's two energy sources are drained. I have a few journeys to do over the coming days, starting with a commute to work (roughly a 140-mile round trip), a drive to Gatwick airport (200 miles or so) and then on to Hereford (around 260 miles).

But this won't be a sitting-behind-a-lorry, uber-MPG test like Matt Prior recently did in his Audi A2. Instead, I'm not going to change my driving style at all and the only thing I've really done to prepare is to pump up the tyres. If things go as expected, I'll need to fill up on my way to Hereford.

Another strand to this test is to discover what the Prius is like on a long journey. I've only had the car for a few weeks so this will be the most I've driven it to date, and on the widest variety of roads.

I don't have to wait long before I start finding out. Early on in the test, as I approach Four Marks on the A31, I begin to feel what Toyota has tweaked as part of its efforts to reposition the saloon from a taxi rank regular to a PCP shortlister: there's a whiff of potency.

Previously, the car's 2.0-litre petrol four and electric motor have paired together in a polite, no-frills way, working well especially at motorway cruising speeds. But as I hit some winding dual carriageways, I remember that they combine for 223bhp and a 0-62mph time of 6.8sec, which is quite sprightly. So I put my foot down – and it's quite a laugh, especially with that small steering wheel and low-set seat. Suddenly, I recall chief sub-editor Kris Culmer's short review when he handed back the keys after a go recently: "A Prius shouldn't feel that quick."

Given the way I'm driving the car, this test seems bound for an early end – and I'm on the M4 near Swindon when the 'you have 30 miles left' alert message appears. However, any doubters can hold their sniggering because this is on my way back from Hereford, some 500 miles since I filled up. I'm actually quite staggered. The on-board computer reads 62.4mpg and reveals that 39% of my total mileage since refilling has been done on electric power. I ran out of external charge 460 miles ago, so this has been via brake and engine regen, which is mightily impressive.

In total, it has cost 13p per mile, which is a revelation during a period of heavily inflated pump prices. And that number would have been even less if I'd charged the Prius via a cheaper home dock.

On the surface, the Prius might seem like a dull thing – a viewpoint many have been eager to share with me – and there are more exciting rivals (the Volkswagen Golf GTE and Honda Prelude to name two). But the Toyota's aero-centric design and clever underpinnings deliver something that honestly boggles the mind. I'm starting to really admire this car. It's an impressive machine.

I bought the perfect Aston – it's cheaper to insure than my Alfa Giulia

Sun, 24 May 2026 06:00:00 +0100

"It's a 'pinch me' moment every time I look at it. The design is 20 years old but has aged really well"

For Jethro Harris, his Aston Martin Vantage V8 coupé is a dream come true, albeit one tinged with sadness.

"I've always loved the model," he says, "but unfortunately mine was an inheritance purchase. My dad had always wanted to buy one but never quite managed to, so when the opportunity to own one eventually fell to me, I thought: 'Okay, let's do it."

Jethro bought his Vantage, a regular V8 registered in 2015, 12 months ago from an independent dealer. "I'd been looking for six months and had clear requirements," he says. "It needed to be the coupé and it needed to be a manual. I wasn't too fussed whether it was the regular V8 or the V8 S, since in normal driving I don't believe there's sufficient difference between them.

"It also needed to be a 2015 model with the improved suspension but before the 2016 update, when the dashboard was upgraded. I prefer the older dash. The car I eventually bought ticks all those boxes."

All those boxes bar one: it had had what, at first, Jethro thought was an unsettling number of previous owners. "It's had six previous keepers but my uncle, who used to be a car dealer, assured me that cars like the Vantage are just toys that are owned for a couple of years before being sold when the owner fancies a change.

"As long as the service history is up to date, he said, I should have nothing to worry about. Fortunately, it was. Also, the car didn't have a stupidly low mileage: 33,000 suggested it had been used, rather than parked up for long periods," he says.

Jethro will say only that he paid "the mid-forties" (that's thousands) for his car but he seems happy with that. He says: "Looking at the current prices for similar examples, the value of mine appears to be holding up." With his dream of Aston Martin ownership realised, Jethro has the pleasure of admiring his V8 each time he opens his front door. "It's a 'pinch me' moment every time I look at it," he says. "The design is 20 years old but has aged really well."

He may be the happy owner of an Aston but Jethro still watches the pennies. "I had the car serviced last month, not by a main dealer but by an excellent independent workshop in Egham called Aston Keeper," he says. "They're not a tick-box garage but instead do only what is required. For example, they improved the gearchange reverse to first had been a bit baulky with fresh oil and fixed the seized rear handbrake caliper pins that I suspect a previous workshop hadn't spotted.

"The mechanic worked for ages trying to free them and eventually fitted a set of secondhand parts from stock. They also know which alternative parts to use, such as Jaguar ones, that are the same but cheaper."

Jethro says that, on a limited-mileage policy, the Vantage is cheaper to insure than his 2018 Alfa Romeo Giulia 2.0 Veloce. "That was a relief," he says.

"I park it outside too, so I should be worried about it being stolen except that I'm banking on a Vantage being harder to dispose of than cars such as Mercedes." Let's hope he's right.

Hyundai i10 vs... MX-5 and Bentley? UK's top five new cars tested

Sun, 24 May 2026 05:00:00 +0100

The ultimate five-car garage? These are our favourite cars on sale - and their bargain used alternatives

Autocar's testers have revealed the top 50 new cars you can buy in every category - and you'd do very well to bookmark the link below if you're on the hunt for a new motor: it could save you hours of teeth-grinding test driving and forum trawling.

Revealed: Autocar names UK's 50 best cars – in all categories

But which are the best of the best? The absolute cream of the crop?

To find out, us testers have each selected a car from our Top 50 nominations, one that is an exemplar of its category, and brought them all to our favourite Oxfordshire stomping ground. We'll try some cars, dodge some potholes and finally gather at the excellent Five Bells pub to find out who has made the best choice - and who is having second thoughts.

Illya Verpraet James, why did you bring a Hyundai i10? Why is it the best fun small car?

James Disdale Because it's brilliant. It just does everything you want. I drove it here saying to myself: 'I don't think I need anything else.' It's refined, it goes fast enough and it comes with all the toys I need.

Richard Lane How much does it weigh?

JD It's under a tonne.

RL Fair play.

Matt Prior Is there an argument that it's the best car on sale? Because what are they, £18,000?

JD You wish. That one comes with chrome door handles! More like £21,000.

RL You can have a Dacia Jogger for that money.

IV Would you not like a bit more power? And better seats for that matter?

JD That's what happens, isn't it? You keep saying you want a little bit more, and then the car gets bigger and bigger and bigger.

RL How about the new Renault Twingo?

JD At the moment, I don't think it would suit my needs as well, considering it has a claimed range of only 163 miles.

IV The thing about petrol-engined city cars is that while they may not be your first choice for a 300-mile journey, they can do it without too much fuss - which isn't the case yet with their electric equivalents.

JD This could just be my age, but I still marvel at the fact that a car so small and with quite a prosaic use case can be so well engineered, that it can be as refined as it is, that it can handle the way it does and can ride the way it does. The manual gearshift quality is up there with the best, and they don't all cost £21,000, they start at about £18,000, like Prior said. You could just about make a case for that as a single car.

IV It's a situation where the car industry perfected that kind of car 10 years ago and they just try to keep making it for as long as they can.

RL And try not to be legislated out of existence in the meantime. It's the petrol-engined supermini at its absolute apotheosis.

IV I think that sums up the i10 nicely. Richard, what about the Volvo ES90? Why is it your favourite electric executive saloon?

RL Ah, Volvo

Matt Saunders Is it very good at selecting reverse?

RL I've realised I like the idea of it probably a bit more than I like the reality, because there's a dearth of genuinely appealing full-size electric saloons: the BMW i5 has an annoying interior and looks crap; the Mercedes-Benz EQE is quite poorly packaged, I find; and the Audi A6 E-tron is a bit anonymous character-wise. Volvo had an open goal: just make it look fabulous and ride like a Swedish Bentley understudy. In truth it has a lot of appeal: great cabin ambience, fantastic seats. It doesn't need to have any sporting pretensions whatsoever, because they've got Polestar for that. And it's got a cutting-edge 800V architecture with all the right figures for range and charging.

MS What does it actually do range-wise?

RL Just over 400 miles WLTP, which is to say enough. But the main problem is its ride quality. I thought that with the new SPA2 platform, Volvo would have cured its cars' usual issue of a great primary ride but a jittery secondary ride. On the ES90 it's better but still not where it needs to be, given that Volvo has an entire sister brand in Polestar to manage the sporty stuff. In fairness, this is a Plus-spec car on the passive dampers, and paying the extra £2k to add air springs might well help with the problem, though I doubt they would cure it entirely because air rarely does. It's close to being a very, very good car. The powertrain calibration is slick, it steers nicely and it is - and this is the critical bit if you're Volvo - undemanding, digital quirks aside.

JD Hmm, 'close to being good' isn't really selling it to me, if I'm honest.

RL Look, the point is that I wanted it to be a baby Bentley. It could still be that car, with a bit of fine-tuning. Maybe.

JD Well, it's nice that you're here and that you've made the effort.

IV Moving swiftly on to the actual Bentley...

MS The Flying Spur is clearly the best Oscars-night grand tourer. A car such as this needs to bring with it the extra dimension of delivering the luxury experience to those who are sitting in the back, not behind the steering wheel. I just think a Spur is now the definitive Bentley. I used to think it was a bit too big and just existed to tick a box, but that was the first- generation ones that looked a bit rubbish and weren't quite up to the task. I went on a Bentley event last year and drove the GT and Spur back to back, and I was surprised that the Spur was objectively better- riding and just as good dynamically. And it's inherently more convincing as a luxury car, because you can use it for more things.

RL Do you think the fact that this latest iteration of the Continental GT coupé has become a bit softer and a bit less of a driver's car has played in favour of the Flying Spur?

IV You've got the only plug-in hybrid here. Does being a hybrid actually help it?

MS This car carries it well. The early plug-in ones with the V6 engine didn't really feel like they were the full ticket. But now that it has the more potent V8 and a slightly bigger boot, it wears its electrification better than the supposedly sportier coupé does. This rides as well as anything, too.

JD I didn't think the ride was perfect. The secondary ride is just a bit jiggly.

IV Are you just saying that because you hit a massive pothole when you went out in it earlier?

JD Well, there was that.

RL Really, it's better than most of the cars of its type. The current Mercedes-AMG S63 has quite a nice handling balance, but it's undone as a luxury solution. Most cars have to choose one or the other: luxury or sportiness.

IV Which is why I've chosen sportiness and brought a Mazda MX-5, the definitive analogue sports car. It's more expensive than it used to be, but it's still some of the most fun you can have on four wheels for any money.

RL How much does it cost?

IV High £30,000s.

MP Wow. The world really has gone mad.

IV This one is the top trim level with the bigger engine and the nice seats. You can have a 1.5-litre one for less than £30,000, but there are no other true driver's cars left under £50,000.

RL Apart from a Caterham Seven.

IV Well, yes, but many people would be happy to use an MX-5 every day; most people would not be happy using a Caterham every day. And the Mazda just has everything we love in sports cars: it's rear-wheel drive, it's light, it's small, it has a delightful manual gearbox and it handles like a dream. It does everything well. And if you want, you can even modify it.

RL Would you modify it?

IV I might go to BBR GTi and have them put some nicer suspension on it.

RL Their Super 220 remains in my top three cars of all time.

MP As standard, MX-5s are just a bit too soft.

JD But that's part of the philosophy - so it feels like it's faster than it really is.

RL I know, but I can't help but feel, rather patronisingly, that it is geared towards the more casual driver.

IV The genius is that the potential is there to be unlocked. The casual driver has a great time and the hardcore driver can go to BBR. Catering to that wide audience is key to making a car like this uphold a viable business case in 2026.

JD It's an incredible piece of engineering, really. Look at any car that has evolved over the years and the MX-5 is one of the few where the current generation is barely if any bigger or heavier than it was when it started. And yet this one has got air conditioning, airbags and crash structures, and it still complies with all the overbearing modern regulations.

IV From one Japanese manual-gearboxed analogue sports car to another: Prior, why have you brought a farmer's-spec Toyota Hilux?

MP The category was 'Best ready-for-anything off-roader'. If you might conceivably have the need to carry a dead sheep in the cabin with you at some point, a plush SUV is suboptimal. It doesn't have to be a dead sheep: it can be a hay bale or wet gear or a Border collie or whatever. You have to have a pick-up, because they will go everywhere that the best SUVs do and they're just more practical and versatile. If you're going to have a pick-up, then you have to have the best one, which is the Hilux. It's the narrowest, so it fits through the most gates, and it's the most reliable, because it's built by Toyota. It's not the most amazing thing to drive on the road, but that's okay.

RL Would you take it to the opera?

MP I would. You would get a little bit looked at in Glyndebourne, particularly with a dead sheep in the back, but it's fine.

MS If your old Land Rover Defender died tomorrow, could you replace it with a Hilux and would you be happy to?

MP Oh, easily. It would be vastly better, because it would be more efficient and because the Land Rover is mouldy inside because the horse food lives inside it.

RL Wouldn't you want an Ineos Grenadier Quartermaster instead?

MP Oh, I would, but they cost about £80,000 and the turning circle is a disaster.

JD It's authentic. Don't the Gen Zers love the word 'authentic'?

MP Is that a thing? I'd say it was very fit for purpose. Hiluxes have probably gone farther than any other vehicle. You would trust one to, anyway.

IV On that very Autocar note, I think we just need to decide what we'd take home, assuming we can't pick the car we've brought.

MP Well, I'm taking the i10, because it's all the car I'd need. I really like small cars anyway, and I'm amazed they can fit so much engineering into such a small package for such a low price.

JD I'll take the MX-5, please. It's the best small affordable sports car. Also the only one. You can spend four times as much and still won't have a better time driving.

IV Ooh, I'm going back and forth between the extremes. It's either the i10 or the Bentley for me.

JD Just put the i10 in the Bentley's boot.

IV An i10 and a Flying Spur is the brilliant two-car garage that nobody is asking for. In the end, I'll go i10, because I'm a manual gearbox purist and I love how small and light the car is.

RL The MX-5: you just can't argue with it. It will do the European holiday for two people and its sporting credentials are obviously epic. I love the Bentley as well, but is it really the last car you will ever drive? Actually, no, I'm going to say the Hilux. There's something about its invincibility and the fact that the cabin is actually pretty hospitable. It remains a charming device by dint of its toughness.

MS I'll take the MX-5, because I've never owned one - but I got close so many times. With the i10, there are other, similar cars that I like a bit more, but with the MX-5 there's nothing that has quite the same perfect positioning and execution. Although that does mean we have a tie.

MP Why don't we let the photographer have the deciding vote?

Jack Harrison The i10 is a very fit-for-purpose car, but for the money the Suzuki Swift does everything better. Whereas the MX-5 is the archetype of a sports car. It's a car I'd actually own. In fact, I used to have a second-gen MX-5.

Now for the alternatives we can afford

Mazda MX-5 (NC)

Mazda revived the affordable roadster concept with this lightweight, rear- driven marvel, and today they're as fun as they are accessible. The analogue, fleet-footed Mk1 (the NA) is a peach, but you need at least £8000-£10,000 for a tidy, well-maintained one. Rust is every MX-5's nemesis, but the Mk2 (NB) suffers the most.

Skip these generations, then, and focus on the Mk3. That's no bad thing, because the NC, while also a victim of corrosion, is refined, practical and affordable. Leggy cars can be found for less than £1000, but you can snag a cleaner, low-mileage one for £4000-£5000. The 125bhp 1.8-litre is fun, but the 158bhp 2.0-litre is the one to have, for its limited-slip diff and variable valve timing. Aim for Sport Tech trim with the long-legged six-speed manual 'box. Both engines are bulletproof - provided the oil level is maintained.

Volvo S90

The S90 is a prime example of Scandinavian minimalism, bringing lounge-like comfort and refinement to a class that has long been dominated by German alternatives. The 187bhp 2.0-litre diesel D4 should serve you well: it's a bit staid but economical and widely available. Petrols are rare, so we'd stick with the diesel or the T8 358bhp plug-in hybrid. It can travel up to 35 miles on electric power alone, but be mindful of turbocharger and supercharger failures and software glitches that affect the battery.

Momentum trim is well equipped, but stretch to an Inscription model if you can because they get nappa leather and 18in wheels. We saw an immaculate D4 Inscription with 70,000 miles on the clock for a hair under £14,000.

Hyundai i10

Hyundai's diminutive city car has been a mainstay of the A-segment for almost 20 years, and it is now an affordable, likeable and generally robust dinky hatchback. The second-generation model is particularly good value, especially if you aim for a later, post-facelift example (from 2017 onwards). The 65bhp 1.0-litre triple is ideal for scooting around town, but we'd opt for the 86bhp 1.2-litre four-pot, which has more pep for motorways and is just as frugal.

Be wary of clutch judder from standstill and crunching gears. You can snap up a clean, low-mileage example for around £8000. Premium SE is the trim to go for: it has heated seats, a heated steering wheel and a 7.0in infotainment screen that includes Apple CarPlay and Android Auto.

Toyota Hilux

No other model showcases the global prominence of the Toyota brand quite like the Hilux pick-up. Older models are actually becoming quite rare and sought- after, so it's the hard-wearing seventh generation we're recommending here.

Prices range from £8000- £20,000 and there's plenty of choice, from utilitarian single-cabs to plush, post-facelift double-cabs with more modern touches. The torquier 3.0-litre diesel is best for towing, but watch for a tapping noise at idle and smoke on start- up, which could mean a problem with the injectors. The 2.5-litre diesel is robust and enduring and the best choice for those using a Hilux as a workhorse. Check for dents on the body and corrosion on the chassis and sills. If the Hilux you're interested in looks like it has been used off-road, cast an eye over the suspension and any rubber components, which might need to be replaced.

Bentley Flying Spur

The Spur is a sublime luxo-barge - if you can stomach its vast running costs. You'll do well to get more than 15mpg from the 553bhp 6.0-litre twin-turbocharged W12 and maintenance and repairs are very expensive. Prices for high-milers start from under £12,000, but these forgo any maintenance records. For a car like this, a watertight dealer or specialist history is a must, so stretch the budget to around £15,000. Watch for misfires (often caused by faulty coil packs) and test the air suspension: leaking struts are common and cost up to £1500 to replace. Similar issues afflict the more regal Mk2. You can have a V8 or W12 with a full history for the same price as a Jaecoo 7, but beware electrical gremlins in its complex dual-battery system.

Jaguar XJ220: Has this 90s supercar been badly treated?

Sat, 23 May 2026 21:06:23 +0100

The XJ220 was big, fast and criticised. Over 30 years on, does that criticism stack up?

Over 30 years ago, Jaguar unveiled a groundbreaking car: the production version of the XJ220.

A machine whose sensuous looks were only exceeded by thumping twin-turbo performance. But the car is controversial, not least due to appalling bad timing and luck. But was all this unfair? Andrew Frankel investigates...

Thrill

Say what you like about it (and plenty have), just looking at a Jaguar XJ220 provides a thrill you’d struggle to match driving most sports cars. A McLaren F1 is discreet to the point of invisibility, a Ferrari F40 a wasp next to a hornet. A Lamborghini Aventador is visually madder but that was never what let the XJ220 pull jaws south on every pavement it passed. The Jaguar’s still stronger draw is that to its sheer, shocking size, Keith Helfet’s design adds almost indescribable beauty.

Rarity

Now mix in colossal power, success at Le Mans as great as any Aston Martin’s of the last half century, and astonishing rarity. Just 283 were made, making it only fractionally less scarce than that legendarily endangered species, the 272-strong Ferrari 288GTO.

And yet despite its looks, power, pedigree and scarcity, despite even an engine that came straight from a Group C car just like the GTO, the XJ220 has spent most of the decades it has so far existed unloved by the public and something closer to an embarrassment to its creators.

Beginnings

Now is not the time to twist knives into old wounds but, briefly, Jaguar showed a concept of a car called XJ220 at the 1988 Birmingham motor show (pictured). It was necessarily massive, to accommodate its four-cam V12 engine and four wheel drive system. In the crazy final thrashings of Margaret Thatcher’s bull market, the world went wild for it.

Jaguar asked Tom Walkinshaw (1946-2010) to see if it could be produced, who duly came up with the specification of the car we know today: a rear drive car with a bonded, riveted aluminium tub powered by an engine that had started life in the Metro 6R4 rally car, but developed by TWR into a formidable racing weapon used to win IMSA and Group C races in the back of the Jaguar XJR-10 and XJR-11 respectively.

Recession

A run of 350 cars was commissioned, for which 350 £50,000 deposits were not hard to find. But by the time the car was developed and ready to be delivered, the global economy had caught a very heavy cold. Some of the 350 turned out to be speculators and tried to flee their commitment, while others were sincere customers who nevertheless found themselves lacking either the will or the way to pay for their new car.

Rather than take the hit, Jaguar sought to ensure its customers made good on their commitment, eventually winning in court.

The shadows

But victories were rarely more Pyrrhic than this: Jaguar had forced its investors to either to take their car or buy their way out of it, but not before dragging its name through the mud. And, in the meantime the attention of those who could afford to spend such sums on a mere car was being drawn inexorably south from the Midlands to a Surrey town called Woking, where an intriguing little project from McLaren was rapidly taking shape.

The Don

Today none of this matters. As Don Law throws open the shuttered doors of his Staffordshire business, the sight of 14 XJ220s including two racers and one 680bhp XJ220S, literally makes you gasp. Don is Mr XJ220 and looks after far more than everyone else in the world put together.

Today he’s lending us one of his own cars, the fourth of nine pre-production prototypes. This car did much of the original tyre development work (including running being driven at 213mph by Andy Wallace at Fort Stockton), then spent several seasons as a race car before being turned back to bog standard road car spec. Which still means 542bhp and 476lb ft of torque.

Size

Sitting there in the watery morning sunshine, it seems altogether too outlandish for use on the public road. Comparing its dimensions to large Ferraris is fascinating: the 599GTB is a little less than two metres wide, the Jaguar rather more. The Jaguar is over 11cm longer and a barely believable 20cm lower. It is utterly intimidating.

Inside

Then you sit in it. The windscreen seems almost horizontal, its leading edge as far away as that of a Renault Espace. The driving position is actually very comfortable and the seats nothing less than outstanding, but in every direction it seems to carry on half as far again as most normal cars. And visibility behind and over the shoulder is not just limited, it’s almost non-existent.

Start-up

But you can’t turn back now so you still turn the key, thumb the button and hear the V6, it all its chain-drive camshaft, turbo-whooshing, angry, ugly glory. The memory of sights and sounds two decades gone come back as if they’d left only last week.

Pure

Tentatively I prod the nose out onto roads made damp and greasy by light but steady rain. XJ220s have a reputation for being vicious in the wet and provide nothing – not even ABS – to help you. It is an entirely analogue car: Don’s race driver son Justin recalls a car that swapped ends on its owner in a straight line as he changed from fourth to fifth at 170mph in a straight line. Happily XJ220s are also so strong you can destroy everything up to the A-pillars and the windscreen won’t even crack.

Civil

At first it feels wide, sluggish and cumbersome. Everything from the steering to the brakes, clutch and gearshift is heavy. The ride is stiff but not the disaster I’d feared and while the engine and massive tyres mean noise levels in the cabin are quite high, this is not an uncivilised car. To this day the odd European eccentric still uses an XJ220 as a high speed, intercontinental daily driver and you can almost see why.

They need a seven grand service every other year, but if you look after them XJ220s are also exceptionally reliable.

On the road

So now it must be driven fast. Pick your moment, select third gear to minimise wheelspin and go. At 2500rpm it’s not interested at all, but by 3000rpm you are absolutely flying. That is all the warning you get. Big turbos and fuel injection with all the sophistication of a pressurised watering can compared to modern systems see to that.

And it goes without ceasing to 7200rpm. Thirty years ago this car hit 60mph in 3.6sec, without four-wheel drive, traction control, launch control, flappy paddles or sticky tyres. So equipped there’s no question it would have ducked under 3sec.

True grip

And suddenly you are in another world. I’ve been doing this job for a while now, but cannot recall another road car whose personality changes more with speed. As loads start to penetrate the suspension, this once truculent and clumsy car comes alive in your hands. The steering is a miracle, the precision with which this vast car can be guided something quite beyond your imaginings.

Grip in fast corners seems beyond anything mere tyres could muster and probably is: XJ220s have proper downforce. Horrible cliché though it is, this car really does shrink around you.

Twitchy

Only once does it bite. Accelerating hard away from a tight corner I change into third and jump back on the gas just a little too eagerly. The turbos spool, ripping the grip of its massive 345-section rear Bridgestones from the soggy tarmac, jinking the car sideways. There’s a moment, little more than enough to raise the eyebrows of one occupant and twist the wrists of the other, before normal service is resumed.

But it is a reminder that this is a car from another age: in a modern supercar if it had happened at all, one electronic saviour or another would have checked it before you’d even noticed.

Injustice?

Back at Don’s, many hours and a couple of hundred miles later, it was impossible not to ponder the fate of the XJ220.

Innocent

And it seems to me that whatever the rights and wrongs of the spat between Jaguar and its customers 30 years ago, the one innocent party standing in the middle was the XJ220. In the right conditions it remains a superlative driving tool, a total sensory experience you’d need a McLaren F1 costing ten or twenty times more to substantially better or, at the very least, the relatively common F40.

Righting wrongs

One thing is at least clear: 30 years is enough for the wounds to heal. It is time the XJ220 took up its position as one of the great supercars of its or any era. For any other fate to befall it would be to perpetuate a travesty of justice that should never have occurred in the first place.

Tech specs

Prices in 2023: £425,000 upwards in the UK

Price new in 1992: £403,000

Dates produced: 1992-1994

0-62mph: 3.6sec

Top speed: 213mph

Kerb weight: 1470kg

Engine layout: V6, 3498cc, twin-turbo, petrol

Installation: Mid, longitudinal, RWD

Power: 542bhp at 7000rpm

Torque: 476lb ft at 4500rpm

Power to weight: 367bhp per tonne

Gearbox: 5-spd manual

Tech specs 2

Length: 4860mm

Width: 2007mm

Height: 1150mm

Wheelbase: 2640mm

Fuel tank: 90 litres (24 US gallons)

Front suspension: Double wishbones, coil springs, anti-roll bar

Rear suspension: Double wishbones, coil springs, anti-roll bar

Brakes: 330mm ventilated discs (f), 304mm ventilated discs (r)

Wheels: 9Jx17in (f), 14Jx18in (r)

Tyres: 245/40 ZR17 (f), 345/35 ZR18 (r)

Scroll through to see more pictures of the XJ220 from our exclusive photoshoot.

Snapping from a scoop

Interior

Dials-in-the-door

On the road

It’s quite fond of this stuff

On the road

Cleaning up

On the road

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Confirmed: Cupra Tindaya to enter production as BMW iX3 rival

Sat, 23 May 2026 06:00:00 +0100

Autocar rendering shows what the production-ready Tindaya could look like

Striking crossover will enter production – but is unlikely to use the same range-extender powertrain as the concept

Cupra will put its radical Tindaya sports SUV concept into production in the coming years as a new flagship EV which will go toe to toe with the BMW iX3 and Volvo EX60.

The Tindaya was revealed at the Munich motor show last year as a futuristic, rakish SUV that previewed the next evolution of Cupra’s design language and emphasised the brand’s focus on driver engagement, while hinting at a potential new range-topping model to sit above the Tavascan and Terramar.

Cupra had previously not confirmed plans to put the 4.72m-long Tindaya into showrooms, instead touting the show car as primarily a technology and design showcase, but now Seat-Cupra CEO Markus Haupt has revealed to Autocar that designers and engineers are working on the final car ahead of a launch in the coming years.

“It looks fantastic - why should we not build the Tindaya?” he said. “We are indeed looking at our plans for when we could build the Tindaya, but it’s something I can promise: this car will see the streets in some years.”

The new model, sitting above the Tavascan and Formentor crossovers, will give Cupra an entrant into Europe’s crucial premium SUV segment, which is currently dominated by the likes of the Audi Q5, BMW X3 and Mercedes GLC – and rapidly electrifying as those cars and many of their main rivals receive new electric sibling models based on advanced EV architectures.

Based on the prices of Cupra’s current models, the Tindaya is expected to be priced at around the £60,000 mark, which will line it up neatly against the German stalwarts' new EVs, as well as the likes of the Genesis GV70 and Lexus RZ.

However, while the Tindaya will still use the VW Group’s new SSP platform for EVs – due to be used first by Audi – it may go without the radical 489bhp range-extender powertrain that was said to propel the concept.

Asked about the viability of offering REx power, Haupt said: “All this discussion is changing by the day, very fast. It will be, of course, on a new platform of the group – this is decided already.

“But which powertrains will we have in the end? It’s a decision we have not taken now, and we want to stay flexible as long as possible, because when the car hits the streets, we need to ensure that it has the right powertrains for our markets, for our customers.”

“But we are lucky: as part of the Volkswagen Group, we have the technology and so we can decide quite late which technology we bet on for this car.”

Volkswagen CEO Thomas Schäfer, who also leads the volume-oriented ‘core’ brand division of the VW Group – including Seat and Cupra – has previously argued that such systems make more sense in bigger cars for the US and in China. “The questionable area is in the smaller space. While you have PHEVs, do you really need range-extenders?” he said to Autocar last year.

The Tindaya concept’s REx powertrain gave the first indication that SSP was being engineered to accommodate powertrains with a combustion element – unlike today’s electric-only MEB skateboard which it replaces. Skoda has also said that its own debut SSP model, evolved from last year’s striking Vision O estate concept, could use a mix of powertrains if market demand dictates.

Audi will now be the first VW Group brand to use SSP, after Schäfer confirmed earlier this month that the electric Mk9 VW Golf, previously tipped to launch in 2028, has now been delayed. Porsche will be the second brand to take the platform.

While the Tindaya will enter a busy segment and play a significant role in broadening Cupra’s market coverage – as part of the wider Seat-Cupra company’s aim to achieve a 3% global market share by 2030 – it will not dilute the brand’s sporty, premium positioning, Haupt emphasised, saying the marque will continue to leverage its edgy, disruptive character well into the future.

“We don’t want to be mainstream. I think the success formula of Cupra is being different, addressing customers that want to have something different, not a traditional car. This is the challenge we have: how to keep the brand as a challenger, as something that can still address customers looking for something different over the next years.”

Revealed: Autocar names UK's 50 best cars – in all categories

Sat, 23 May 2026 05:00:00 +0100

We've put our best road testers' heads together to nail down the best cars for every occassion

Attachment is a phenomenon that Autocar road testers habitually have to keep at arm's length.

Because cars that are objectively good — that show careful consideration in design and execution, have strengths in all the right areas and are therefore easy to recognise and recommend — aren't always the cars that appeal to one personally. Because there's an important difference between rating a car and simply liking it. We're all human, but we reviewers have to be careful to keep tabs on our own preferences and prioritise those of the particular target customer in question.

Not for the next few pages, though. The Autocar Top 50 is where this magazine's regular reviewers drop their guard and simply let the praise flow for the cars we just happen to like. Those we feel inclined towards, for no reason necessarily other than just because. Those we might even spend our own hard-earned on.

Editor-at-large Matt Prior, contributor James Disdale and road test denizens Richard Lane, Matt Saunders and Illya Verpraet have each picked his own favourite new car to answer a particular brief, and each has explained why he has chosen it over the coming pages. From the best car you've never heard of to the best daily driver to the best Oscars-night luxury grand tourer, these categories challenge them to identify cars for a wide range of roles and requirements, but their reasons for picking them are entirely their own.

So if you've ever wondered what new car an Autocar road tester would pick for themselves in 2026 for this job or that, read on to find out. Or to jump to a specific class of car, click one of the links below:

Best sports cars

Best family cars

Best load hauliers

Best luxury GTs

B est all-rounders

Best new entrants

Best off-roaders

Best electric execs

Best small cars

Best supercars

Best sports cars

Porsche 718 Boxster: Still the best chassis in the small sports car business

The 718, in both Boxster and Cayman (right) forms, is such a dying breed that they've had to keep it alive. Porsche intended to replace the Boxster with a pure-electric model, but such is the continued demand for petrol Porsches (even though cooking versions of the Boxster and Cayman have the under-loved four-cylinder engines) that the company has had to spend a massive amount of money on a total rethink on the combustion-powered sports car. No shock: the 718s are the best of them, with steering and chassis capability that's the equal of anything. They're among the most fun cars in the world, at any price.

Spec highlights Porsche 718 Boxster, £55,800, 296bhp, 280lb ft, 0-62mph 4.9sec, top speed 171mph, 31.7mpg

Mazda MX-5: Light, small, rear-driven, manual the definitive sports car - and reasonably priced

Every time I've driven an MX-5, it's been a highlight of the year, as a reset from overcomplicated, numb cars that are too big and have boring automatic gearboxes. It's a permanent fixture that brings joy to life, a bit like David Attenborough. There should be a day of mourning if it ever goes away.

The MX-5 is the essence of a sports car. It's just right in every way. You can tell in everything it does that it was engineered and designed by enthusiasts who wanted to own one themselves. You can potter about in it and have a great time. Dropping or raising the roof takes only 10 seconds, because no motors are involved. The super-mechanical manual gearbox is possibly the best there is and the pedals are weighted just so that you never wish for an automatic, even when stuck in traffic. It's not just some convertible cruiser (although it can be if you want it to be): it has steering to die for and rear-driven balance for days. No matter your skill level, the MX-5 never fails to entertain.

Spec highlights Mazda MX-5 2.0 Skyactiv-G Exclusive-Line, £33,565, 181bhp, 151lb ft, 0-62mph 6.5sec, top speed 136mph, 41.5mpg

Caterham Seven: Classic front-engined handling without the touring-related ballast. Just perfection

All sports cars leave a synaptic memory, a kind of sensory after-image, but I don't believe any of them leaves one as defined as that of the Caterham Seven. It doesn't especially matter which version you drive. Once you've experienced the feeling of a Seven's de Dion back axle seemingly fused to your coccyx, the notchy, short throw of the gearlever and the impossible lack of inertia as you pull off the mark, you'll never forget it. It's a more recognisable and frankly thrilling sensation than that which any zillion-pound hypercar can impart, and I'd suggest that this applies as much to the limit handling as to pootling.

In the coming years, Caterham will have commercial complications to work through, just like everybody else. A reliable supply of engines and regulatory pressures are just two of the concerns. But for now its model range is healthy, and my pick is the Seven 360, with its 180bhp 2.0-litre Ford Duratec four, 560kg kerb weight and sub-£40,000 asking price (yes, Caterhams have become more expensive in recent years, just like everything else). Add the R Pack for the lightweight flywheel and limited-slip differential and you'll get perhaps the Platonic ideal of a driver's car: everything you need and nothing you don't.

What makes these cars so unbelievably fun is their balance of razor-sharp response and forgiving handling. You'd think that a flyweight roadster with narrow tracks would be snappy (and in the wet I would indeed advise caution in a fruitier Seven), but the perfection of the long- leg, short-arm driving position and the ability of the chassis to communicate what's unfolding underwheel essentially to the millisecond mean liberties can be taken and handling larks had in relative security. For a sports car that truly allows you to feel part of the machine, just as Colin Chapman intended, I'd look no further than a Seven.

Spec highlights Caterham Seven 360R, £39,490, 180bhp, 143lb ft, 0-62mph 4.8sec, top speed 130mph

Porsche 718 Cayman: As a do-everything sports car, the Cayman is about as good as it gets

There's no doubt that Porsche is in a bit of a pickle right now, with profit warnings and product delays. Flip-flopping legislation is partly to blame, forcing Weissach's bigwigs to put a number of electric cars on, ahem, ICE. Yet whatever path the company takes next, there's one certainty: we're unlikely to see cars like the 718 Cayman again. Even now, as Porsche prepares to pull the plug, the beautifully balanced, 10-year-old coupé still sets the standard for driving engagement, dynamic excellence and everyday civility. In 4.0-litre six-cylinder GTS form, it might just be one of the greatest driver's cars of all time. Get one now, before it's too late. JD

Spec highlights Porsche 718 Cayman 4.0 GTS, £80,205, 395bhp, 310lb ft, 0-62mph 4.5sec, top speed 182mph, 25.9mpg

Lotus Emira: Has enough noise, attitude, involvement and purity to shade a supercar, so who cares if it's not quite supercar-fast?

Great sports cars are inseparable from the places and roads that thinking of them takes you to. Because they're for driving: made for it, defined by it, entirely for its own sake. Thinking of the Lotus Emira V6 takes me to the wiggling moorland road across the North Pennines where, when it arrived on the market in 2022, we twin tested it against the 4.0-litre Porsche Cayman GTS. There was a clinically perfect poise and an all but flawless completeness about the 718 that day that demanded ultimate recognition, which is why it won the test, but the Lotus had the rawer, purer, more vivid and exciting drive. It lost the test but ruled that road - and, in my mind, it still does.

Spec highlights Lotus Emira V6, £96,500, 400bhp, 310lb ft, 0-62mph 4.3sec, top speed 180mph, 25.2mpg

Best family cars

Peugeot 308: A finely resolved ride and handling balance gives it real Gallic charm

There's nothing glamorous about the 308. It doesn't try to project an image of exotic and exhilarating lifestyle pursuits, all raised ride height and tough body cladding. No, it simply goes about its business of being a sensible five-door family hatchback without any pomp or pretence. And it's all the better for it. More to the point, it serves as a welcome reminder of why C-segment hatchbacks used to be the lifeblood of UK sales charts. They're cars that offer just about enough of everything that most people actually need in terms of space, performance, comfort and refinement while remaining affordable to buy, run and maintain.

If that sounds dull, then so be it: most of the time, most people just want a car to be a car. Yet what makes the 308 truly stand out is that it does all the sensible stuff almost as effortlessly as any of its rivals while throwing in an extra dollop of driver appeal. It acts as a reminder that Peugeot still knows its stuff when it comes to delivering dynamic poise and panache.

Like the firm's best efforts from the past, the 308 drives with a welcome fluidity, the suspension managing that rare trick of soaking up imperfections while also offering finely controlled support when carving through bends. It's a magical ride and handling balance that the French always used so well, and it's a delight to find that at least one of the country's brands has rediscovered the recipe.

The 308 is at its best in hybrid form, where the lower kerb weight plays to the chassis' crisp agility, but the same traits can be felt in the diesel, plug-in hybrid and electric forms. Whichever model you choose, I'd recommend going for the base trim, Allure, for its relatively modest, smoother-riding 17in rims.

As an outright class champion, the 308's slightly cramped rear and fussy infotainment system count against it. But if you're willing to compromise on a little practicality, it will reward you with a chassis that reminds you that humble hatchbacks needn't be humdrum.

Spec highlights Peugeot 308 Hybrid 145 Allure, £29,995, 143bhp, 170lb ft, 0-62mph 9.3sec, top speed 130mph, 57.7mpg

Mazda 3: An enthusiast's car hiding in the mainstream

You just have to love a company that makes a mainstream hatchback but, instead of going with the usual downsized turbo engines, gives you a choice of a 2.5-litre atmo petrol or a 2.0-litre petrol with compression ignition. Mazda likes to be a bit contrarian, which doesn't always make its life easy, but in the 3 it all comes together. Those large-capacity engines can do 50mpg and, while many modern units are clearly optimised to be paired with an automatic, they thrive when mated to the delightfully mechanical manual gearbox. It's engaging like few other mainstream cars.

Engagement is a hallmark of the chassis, too. The 3 is on the sportier end of the class - but achieves that in a very Mazda way. With 2.9 turns lock to lock, the steering lets you savour every degree of input instead of darting into a corner, and there's just enough roll to let you know what's going on. In many ways, the 3 manages to be a better BMW 1 Series. It's stylish, it's effortlessly sporty without being uncomfortable and its interior is premium and classy. Thing is, it's really good value as well.

Spec highlights Mazda 3 e-Skyactiv G Prime-Line, £25,300, 138bhp, 176lb ft, 0-62mph 9.5sec, top speed 128mph, 47.9mpg

Honda Civic: Well rounded, of course, but we just love that sense of competent anonymity

People forget how well Honda does ergonomics and stress-free motoring. The regular Civic Hybrid - overshadowed by its hot Type R sibling - has the soporific credentials to match a Swedish massage, and I mean that in a good way. It's grown-up in feel, hugely economical and quicker than you'd expect, and it has a decent handling balance and pleasant controls. If you can live with the slightly ropey infotainment, there's a lot to like here.

Spec highlights Honda Civic 2.0 i-MMD Elegance, £33,575, 181bhp, 232lb ft, 0-62mph 7.8sec, top speed 112mph, 56.5mpg

Toyota Corolla: One of the most straightforward cars to drive and own

Honestly, what more do you want? The latest Corolla couldn't be more medium-sized if it tried. At £30,000 and a bit, it's incredibly medium-priced. And the fact that the Corolla wasn't chosen to lead this spread obviously demonstrates that it's underrated, because it deserves top billing. The Corolla, swamped by crossovers and funkier models even in Toyota's range, let alone the mass market, is an absolute star: surprisingly decent to drive and incredibly easy to own too, if customer satisfaction surveys are anything to go by. Maybe the most underrated car on sale.

Spec highlights Toyota Corolla 1.8 Hybrid Icon, £30,845, 138bhp, 105lb ft, 0-62mph 9.1sec, top speed 111mph, 64.1mpg

Skoda Karoq: It's bland, sure, but it could be every car you never knew you needed

Reviewers don't always do right by every car they have to pronounce on, and I don't think I did by the Karoq. It came along almost a decade ago now, in 2017, and honestly it just wasn't the car I wanted. It replaced the much-loved Yeti, a compact family car with an unusually cheery aspect by Skoda's standards and an overnight hit with the Autocar road test desk, and its want of character was as plain as the Yeti's surfeit of it. It came at a time when there was another new MQB-based Volkswagen Group SUV every six weeks, and it seemed symptomatic of every regrettable trend of that period.

Then I simply lived with a Karoq for a week - and its understated everyday brilliance slowly percolated through. It's an ideal size: big enough to be more comfortable, more convenient and more useful than a family hatchback or estate but still with a flavour of right-sized compactness. It still has a broad range of conventional engines: modest, simple and refined turbo petrols but also diesels and four-wheel drive, if you want it.

But it's the little things that I love about the Karoq: the picnic tables for the kids in the back; the tablet holders hung from the front seatbacks; the sliding, configurable bag-hook rails in the boot, ideal for keeping your shopping from escaping its bags. Order the Varioflex rear seats and you can even remove the back row completely for those ultimate cargo-carrying missions.

Spec highlights Skoda Karoq 2.0 TDI 4x4 SE L Edition DSG, £41,135, 148bhp, 266lb ft, 0-62mph 8.7sec, top speed 126mph, 49.5mpg

Best load hauliers

Ineos Grenadier: Gives up some creature comforts for rugged off-road ability and versatility

I ran a Grenadier as my daily for several months last winter, so I'm extremely aware of what a supremely practical holdall it is. It also has the advantage that it can go just about anywhere. But even if you don't want to make full use of its two-range gearbox and locking differentials, this is a superbly versatile family wagon.

For one, your family can all get comfortable, and because it's tall and has a generous glass area, everyone gets a decent view out. This is an underrated virtue in a family car, in my, er, view. Everyone gets some oddment stowage, too, and doors that aren't too long to open in tight car parks, and the driver gets very flat sides and big mirrors to make manoeuvring into smaller spaces easy.

And then once a child legs it around to the back of the car to pull out their sports kit, they have to open only half of the tailgate, which swings open sideways rather than being top-mounted. It therefore takes up less space and means they can keep hold of the door while it opens, so it doesn't belt a car behind/low ceiling/whatever.

And if you happen to have a trailer or caravan attached (the Grenadier can tow 3.5 tonnes, after all), the split tailgate allows boot access without the door impeding the tow mechanism or jockey wheel handle, as can be the case with conventional tailgates. This is all very detailed practical minutiae, it's true, but it's this stuff that makes a difference day to day. If it helps, I also enjoy the driving.

Spec highlights Ineos Grenadier Station Wagon 3.0L Petrol, £62,495, 282bhp, 332lb ft, 0-62mph 8.6sec, top speed 99mph, 20.0mpg

Skoda Superb Estate: Cavernous, comfortable and cost-effective, it's the ultimate family car

In a rational world free of marketing-led lifestyle posturing, estate cars would be dominating the sales charts. And sitting at the very top of the tree would be the Skoda Superb Estate. I really wanted to avoid the cliché about its name, but this capacious Czech's moniker is proof that nominative determinism is a thing. Its 690-litre boot is removal van-vast, while those in the rear have limo levels of leg room. It even has the premium chops to embarrass supposedly superior stablemate Audi. The Superb drives well too, with a nicely judged ride and handling balance, a hushed refinement and a wide range of engines. There's a reason it's a five-star Autocar road test car, you know.

Spec highlights Skoda Superb 1.5 TSI e-TEC SE Technology Estate, £38,135, 148bhp, 184lb ft, 0-62mph 9.3sec, top speed 137mph, 54.3mpg

Land Rover Discovery: It's the big, spacious, versatile modern Land Rover that people don't judge you for driving

A grand reimagining is in the works for Land Rover's Discovery sub-brand. The problem is that it has been cannibalised by the super-successful reborn Defender, which means the next one might be quite different to this functional, spacious, comfortable and unimposing large SUV.

I hope not too different. The Discovery has a wonderfully unambiguous agenda. The way it fits into everyday life just attracts a bit less attention than the bluff Defender would, it feels more understated and real-world-focused, and yet it lacks none of JLR's now-customary sophistication, capability, refinement and technology.

Spec highlights Land Rover Discovery D350 Dynamic SE, £70,410, 345bhp, 516lb ft, 0-62mph 6.3sec, top speed 130mph, 34.3mpg

BMW iX3: Possibly the most complete car you can buy in 2026

What the 330d Touring was in 2006 the iX3 is in 2026: the sort of desirable family car that combines practicality and economy with a bit of fun and premium sheen. This electric SUV blows its competitors away in pretty much every metric you care to mention. And how much boot do you really need? 520 litres, plus a 58-litre frunk, is pretty capacious.

Spec highlights BMW iX3 50 xDrive, £58,755, 462bhp, 476lb ft, 0-62mph 4.9sec, top speed 130mph, 4.1mpkWh

Mercedes-Benz E-Class Estate: Handsome, rapid, comfy and gets you to Verbier in one hit, even at 80mph

An E-Class Estate needs no introduction and, truly, you can't go far wrong with any variant of the current W214 generation: all are lavish company. What makes the E450d special is its mild-hybrid straight-six diesel, which has enough shove to shrug off overtakes even when fully loaded yet will still cruise at 45mpg. It also rides fabulously on its air springs. It is, in so many ways, the last car you'd ever need - which is just as well because, at more than £80,000, it's also the last car you'll be able to afford. Old-world family motoring in a modern package.

Spec highlights Mercedes-Benz E450d Exclusive Premium Estate, £83,895, 367bhp, 553lb ft, 0-62mph 5.0sec, top speed 155mph, 45.6mpg

Best luxury GTs

Maserati Granturismo Folgore: Quirky but capable and staggeringly handsome while still understated

It's ludicrously easy to malign the electric version of the latest Granturismo. Even in our road test it earned only three and a half stars, for pity's sake. Blame the near-£200,000 asking price or the fact that even if you're trying to be efficient (which shouldn't really be part of the Maserati equation), you'll still be lucky to eke only 250 miles of range from this supposed grand tourer. Or indeed blame the fact that this is a performance coupé weighing 2.4 tonnes, or that it sounds nothing like as special as its gargling V8-fired ancestors, because it mostly sounds of, well, wind roar.

Do all that, though, and you might just overlook the magic of the Granturismo Folgore. It has a fabulous, materially opulent cabin that hits new heights of quality for Maserati. It has an expertly calibrated EV powertrain, which allows you to progressively and securely ramp up monumental propulsive shove in a way that feels natural. This powertrain is also clever enough to seem to know when you want maximum traction and when you want a mischievous slither of oversteer. And the steering is intuitive enough to make the latter enjoyably controllable. To top it all off, it rides better than any comparable GT, with perhaps the exception of the Bentley Continental. A futuristic Ferrari 612 Scaglietti?

So it's an immensely appealing package, the Folgore, if you're willing to overlook the obvious drawbacks, which would be no hardship if you're only en route to see Turandot. Maserati won't sell many and the depreciation will be ugly. But to me this car is a flawed gem with a cachet that's hard to quantify but that certainly exists. Classic status beckons, and if somebody one day retrofits this car with a battery that can deliver a genuine 500 miles of real-world range what a thing it would be. A true, 202mph electric super-GT.

Spec highlights Maserati Granturismo Folgore, £178,330, 751bhp, 996lb ft, 0-62mph 2.7sec, top speed 202mph, 2.8mpkWh

Bentley Flying Spur: Drive or be driven. Nothing else combines dynamism, desirability and sybaritic luxury quite like it

Having just one Bentley at your disposal makes you feel good about life, but late last year I was given the chance to test the latest, 671bhp plug-in hybrid versions of both the Continental GT coupé and Flying Spur limousine back to back, in matching Azure trim.

To drive, I expected to prefer the smaller GT, but no: the Spur was simply more Bentley. It had a more settled ride, better rolling isolation and just as much elegance and desirability, while being equally as enticing to engage with at the wheel. The Spur used to be the poorer cousin, no doubt, but for me it's now a better luxury operator than the Conti.

And anyway, wouldn't you want the option to be driven, now and again, in a car this lavish and special? It's got to be a big saloon with properly enticing back seats, surely, and this has to be among the very best.

Spec highlights Bentley Flying Spur V8 Hybrid Azure, £229,000, 671bhp, 686lb ft, 0-62mph 3.9sec, top speed 177mph, 64.2mpg

Ferrari Amalfi: Comfortable, elegant and a proper driver's car, the Amalfi never stops surprising

"It's really comfy, actually." This always seems to come up when I talk about a Ferrari to someone who hasn't driven one. Which is weird, because being very liveable isn't a new thing for Maranello: reviewers have been singing the praises of the bumpy road mode for a long time now.

But Ferrari has this image of ultimate performance (after all, it's still the Formula 1 brand), so it's always slightly surprising when I get into a Ferrari, particularly a GT like the Amalfi, how well it rides, how comfortable the seats are and how quiet it is when I just have miles to destroy. This underlines what a great all-rounder the Amalfi is, because Aston Martins and Porsches don't have this duality of purpose. It also feels light and agile on a good road. It doesn't seem to have to compromise.

I love Ferrari's styling at the moment, too. With the 296 and the Amalfi, it has found an elegance that's missing from most sports cars and GTs. This is one of the few cars in which you could genuinely arrive at a black-tie event or a track day with equal credibility, then depart for your holiday in the south of France.

Spec highlights Ferrari Amalfi, £202,459, 631bhp, 561lb ft, 0-62mph 3.3sec, top speed 199mph, 25.2mpg

Aston Martin Vanquish: A brilliantly bombastic old-school GT that's shot through with genuine star appeal

The Vanquish isn't the best V12 GT: the Ferrari 12Cilindri just pips it for my money. But when it comes to upstaging your fellow A-listers before the red carpet, the big Brit takes some beating. Its twin-turbo 5.2-litre motor makes all the right theatrically thoroughbred noises, while every paparazzo's lens will be magnetically drawn to its elegantly muscular exterior. And on the way home, statuette safely stashed in the glovebox, its gorgeously finished cabin, earth-shattering turn of speed and slightly rough-edged rear-drive swagger will prove that it's about as good to be in as it is to look at.

Spec highlights Aston Martin Vanquish, £335,545, 824bhp, 738lb ft, 0-62mph 3.3sec, top speed 214mph, 20.7mpg

Rolls-Royce Spectre: Does everything a true luxury car is meant to do. Just lovely

The only reason I can imagine you wouldn't pick the Spectre as your luxury car for Oscars night is that coupés aren't really meant for those who like sitting in the back. If you think you'd look ungraceful or would stand on your dress getting out of it, then fine, it's not for you. But if you're going to be sitting in the front, the seminal electric Roller is the best car to drive to a big, posh gig. Its throttle response is perfectly metered for crawling traffic, it creeps along near silently inside and it looks a million dollars, despite costing a fair bit less than that. It's the nicest luxury car on sale.

Spec highlights Rolls-Royce Spectre, £333,175, 577bhp, 664lb ft, 0-62mph 4.5sec, top speed 155mph, 2.8mpkWh

Best all-rounders

Audi S5 Avant: Comfy, fun, fast, practical and not another BMW, the S5 will do all the jobs

Audi is in a weird place right now, struggling with the modern issues of electrification, digital tech and staying relevant. Perhaps in reaction to this, it has gone very heavy on more old-school values, like engines and driving dynamics. The S5 is the best example of this. While its S4 predecessors usually played second fiddle to the warm BMW 3 Series of the time, due to slightly leaden handling and less exciting powertrains, the latest version poses an actual challenge to the M340i.

It doesn't try to reinvent the sporty saloon/estate formula, it just executes it well. Comfy daily? No problem. You expect the worst from 20in wheels but, with its adaptive dampers and surprisingly relaxed spring rates, this is one of the suppler cars around. As you'd expect, Audi has nailed seat comfort and cruising noise too.

Where the S5 represents a step-change over its forebears is handling. The V6 sits farther back in the chassis and it has traded the safe and steady Torsen diff for a clutch pack that can send much more power rearward. This has turned it into a very neutral car that still defaults to safe and steady behaviour but has much more depth to it. The steering has actual feel and, with a bit of provocation, it will properly light up its rear tyres. I love how it uses hybridisation for good, rather than as a crutch. It's a strong hybrid rather than a plug-in one, so you can treat it like a normal ICE car, letting that V6 sing its song.

The battery and motor just work behind the scenes to boost MPG and provide some low-speed electric running. It ticks the practicality boxes too. It's no Skoda Superb but, in both its liftback and estate forms, the S5 has enough space for four people and their luggage without feeling like a big car. To top it all off, it has a subtle elegance that's missing from many modern performance cars.

Spec highlights Audi S5 TFSI Quattro Black Edition Avant, £67,805, 362bhp, 406lb ft, 0-62mph 4.5sec, top speed 155mph, 36.0mpg

BMW 3 Series Touring: The traditional BMW made extra versatile. Useful, desirable and great to drive

Let's get real: you can't go on the school run in an M3 Touring. Not with those seats. Your kids will grow to despise you. As will all their friends, their friends' parents etc. The M340i winds down the conspicuous attitude a bit, winds up the dynamic versatility and probably makes you about 50% less likely to be judged, wherever you happen to be. Point being that this needs to be a car in which you could go anywhere, run any errand, complete any necessary task.

This particular 3 Series model gives you xDrive four-wheel drive and a little more than 1500 litres of carrying space with the seats down. Empty it, return the seats to their take-off positions and you will find it fast, poised and rewarding on a cross-country blast as well. It's a proper BMW with a punchy petrol straight six, lots of desirability and loads of usability with it.

Spec highlights BMW M340i xDrive Touring, £64,265, 387bhp, 398lb ft, 0-62mph 4.5sec, top speed 155mph, Economy 38.7mpg

Audi RS3 Sportback: Last of the five-pot Audis is one of the best. My recommended all-season daily

What do you want from a daily? Effortless performance with an engaging soundtrack? Enough sure-footed security for year-round use? A decent, nicely built interior with enough space for you, some friends and your kit? If so, I present to you the five-door RS3, which is all of those things and more. It's also really pleasing to drive, comfortable when you want it to be and engaging when you don't, with incisive handling and very little of the old-school Audi front-end push and inertness. It's also, we reckon, the last beneficiary of Audi's charming five-cylinder engine. If that's not reason to pick one, I don't know what is. MP

Spec highlights Audi RS3 TFSI Quattro Sportback, £62,570, 396bhp, 369lb ft, 0-62mph 3.8sec, top speed 155mph, 30.1mpg

BMW M3 Touring: The kick I get driving M3s is up there with that from any dedicated sports car

Right now the 3 Series spectrum is freakishly broad. At one end sits the 320d saloon, which remains, one could easily argue, the best car in the world (although sadly not in the UK any more). At the other end is the absurd M3 Touring-based GT3 racer that BMW is taking to the Nürburgring 24 Hours, in perhaps the greatest Rickard Rydell tribute imaginable. And it's the road-going M3 Touring I'll focus on here, because a car with a broader skillset - 'one tool for every job' - is difficult to find.

The magic of the M3 Touring stems from the fact that it is a proper performance car with deep sporting DNA. You don't have to pop the driveline into RWD mode to discover that this M car loves to be steered on the throttle or that it has a degree of handling dexterity not far off what you would enjoy in something as pedigree as a Porsche 911 Carrera. Add to all this the estate bodywork, which has little to no discernible ill effects on the saloon's raw dynamism, and the result is the world's first

tip-run car that's equally adept at Silverstone. All you need to do is choose your seats. So which will it be: comfy chairs or brutally bolstered, carbonfibre-backed buckets?

Spec highlights BMW M3 Competition M xDrive Touring, £89,635, 523bhp, 479lb ft, 0-62mph 3.6sec, top speed 155mph, 28.0mpg

Skoda Octavia vRS Estate: Effortless blend of pace, poise and practicality gives the vRS proper Q-car kudos

Few cars can muster the multi-tool versatility of the Octavia vRS. First off, it's as practical as they come. There's space galore inside, and if you go for the estate version you will get a boot that can hold more kitchen sinks than a branch of B&Q. The cabin looks and feels the part too, with rich materials and features galore. And it combines this easy-going everyday demeanour with a genuine dose of driver delight. The Volkswagen Group's venerable turbocharged 2.0-litre petrol four serves up all the performance you'll ever need (and will do 40mpg into the bargain), while the chassis delivers just enough dynamic sparkle to keep things interesting.

Spec highlights Skoda Octavia 2.0 TSI vRS Estate, £41,715, 261bhp, 273lb ft, 0-62mph 6.5sec, top speed 155mph, 40.4mpg

Best new entrants

Changan Deepal S07: The answer to a question that I'm asked every week: 'What's the best Chinese car?'

Changan is one of China's founding car makers. It was also one of the first to set up design and development institutions in Europe - the former in Turin in 2006, the latter in Birmingham in 2010. From that alone, you can tell that there's an air of real ambition and seriousness to the company's approach to European exports that some other Chinese brands don't show.

In the same vein, it didn't rush to get just any product onto the European market, allowing several key rivals to steal a bit of a march on it, preferring instead to keep polishing and sharpening in the background and launch only when the time and the product were right. As you would expect, then, the Deepal S07 seems like a good place for Changan's expansion to begin. A mid-sized crossover with plenty of style and an unconventional silhouette, it

has a design with notes of sophistication about it. It clearly isn't some cookie-cutter copycat. Inside, its preference for digital technology over physical switchgear is a little more likely to make you roll your eyes, but even here it smacks of a carefully considered execution. The button controls on its steering wheel spokes can each be mapped for almost any function you like, on distinct short-press and long-press bases. Its central touchscreen has a fully customisable, permanently displayed lower navigation bar, into which you can put one-touch shortcuts for whatever you feel you need top-level access to.

To drive, this is a single-motor, natively rear- driven EV with a broadly unremarkable but perfectly acceptable amount of performance and range, but it has a combination of good close body control, ride comfort and well-matched steering precision and control weights that makes it feel like something developed with skill and care and for discerning customers.

Best of all, it has advanced ADAS that, almost to the last function, can be switched off, will remain off if you want and won't intrude on what feels like a really mature driving experience. The Deepal S07 is what the European car brands have been fearing, years before many probably expected: Chinese competition that's as sophisticated as it is appealingly priced.

Spec highlights Changan Deepal S07, £39,990, 215bhp, 236lb ft, 0-62mph 7.9sec, top speed 112mph, 3.3mpkWh

Hyundai Inster: A fresh look at the small car. In many ways a better small car

At 3.8m long, the Hyundai Inster is ostensibly a city car - an electric equivalent of the petrol i10. But it's derived from the Casper, which fits into the 'gyeongcha' class, Korea's kei car equivalent, which means it does things a little differently.

The Inster is incredibly narrow, for a start. That makes it more like small cars of old, which you can aim at a gap in traffic and trust they will fit. But it looks cute and fashionable, rather than cheap and frail like most of them.

Its interior is really clever as well. Up front there's what looks like a bench seat (although the left and right parts do adjust separately), which subjectively widens the interior. In combination with the use of some actual colours, it doesn't feel confined. Meanwhile, the rear seats slide individually, so you can choose between a big boot and having enough leg room for adults to sit comfortably.

The way the Inster drives is secondary. It's fine: being electric gives it decent punch, it feels planted enough in the corners and its range and charging capability make it pretty usable. It doesn't make a point of being an EV, but electric power really suits a car like this.

Spec highlights Hyundai Inster Standard Range 01, £23,755, 95bhp, 108lb ft, 0-62mph 11.7sec, top speed 87mph, 4.4mpkWh

Kia PV5 Passenger: Properly practical. Combines form and function to brilliant effect

All of the entries in this category will stop the car-curious in their tracks, but I reckon none will bring them to a halt faster than the PV5. I mean, just look at it. Kia's answer to the 'post-SUV' world that its designers believe we will soon enter is like nothing else on the road. Yet beneath the futuristic styling is a coolly utilitarian vehicle - and that's a good thing. There are vast windows that give a great view out and practical sliding side doors that open to reveal a cavernous interior. Brilliant. Oh, and it's also good value and decent to drive.

Spec highlights Kia PV5 Passenger Long Range Essential, £35,995, 161bhp, 184lb ft, 0-62mph 10.6sec, top speed 84mph, Economy 3.2mpkWh

Honda Super-N: We need more kei options in the UK, and this looks like a fun one

We don't get our fair share of Japanese oddities in the UK, but the electric Super-N - all 3.4m of it - will help address that when it arrives this year. Pitched as an upmarket alternative to the Dacia Spring, it's a hot hatchy take on the N-One E kei car that Honda sells in its home market. Which is why it has an imitation gearbox, a synthetic exhaust sound and a Boost mode. It could be crass or tremendous fun - our prototype drive in Japan suggests the latter - but it's guaranteed to be an interesting take on cut-price, pint-sized, everyday motoring.

Spec highlights Honda Super-N, £22,000 (est), 90bhp (est), 0-62mph 9.5sec (est), top speed 80mph (est)

Wells Vertige: Light, modestly powered and engaging

A brief glance at the numbers is enough to tell you why I love the Vertige. Just 225bhp yet it will hit 62mph in 4.8sec, because it doesn't weigh much. A top speed of 140mph implies that hasn't been terribly prioritised. And a max torque figure of 148lb ft means that it's not all about low-end torque. It is, then, a lightweight car with a sense of agility and engagement that you find all too rarely these days. The fact that most people haven't heard of it only adds to my sense of intrigue and excitement about Wells.

Spec highlights Wells Vertige, £85,000, 225bhp, 148lb ft, 0-62mph 4.8sec, top speed 140mph

Best off-roaders

Mercedes G-Class: History and incredible capability all wrapped in one charismatic package

In 2018, the G-Class was on the receiving end of a comprehensive mechanical update, mostly masterminded by AMG. It did away with the recirculating-ball steering and solid front axle but kept the ladder-frame construction and legendary robustness. The result was nothing short of a transformation in on-road drivability, but with no real compromises in its ability to claw itself up the Schöckl or through quagmires and the like.

At the same time, Mercedes upped the luxury quotient of the cabin, and in the years since it has quietly evolved the engine range too. This brings us to the G450d, which lobs a smooth and economical mild-hybrid straight-six diesel into the equation - and to pretty dazzling effect, if you're looking for something that will go toe to toe with a Defender in terms of off-road credibility but equally feels urbane and special enough to function as something of a weekend car. That it will also return better than 30mpg at a cruise is the icing on the cake. It's an esoteric cake, and an expensive one, but one that feels shot through with engineering pedigree and is literally ready for anything you throw at it.

Spec highlights Mercedes-Benz G450d AMG Line Premium Plus, £142,635, 362bhp, 5531b ft, 0-62mph 5.8sec, top speed 130mph, 31.8mpg

Toyota Land Cruiser: Feels and drives exactly like the car you expect. Just about the toughest thing on four wheels

You shouldn't judge an off-roader on its ground clearance and clearance angle statistics. In fact, appearances in general can be quite misleading about these sorts of vehicles. Some of the ones that look truly rugged turn out to be heavy, unwieldy and a bit underpowered. And some you might dismiss at first glance can actually climb, crawl and rock-hop very well indeed. The latest Land Cruiser, however, proves every bit as tough as it looks. It has a diesel engine that feels torquey enough to drag it out of any predicament, an unpretentious interior that you won't mind making muddy, and all the locking differentials and other hardware it needs to deal with any task appearing in front of it.

Spec highlights Toyota Land Cruiser 2.8 Diesel 48V, £80,740, 203bhp, 369lb ft, 0-62mph 10.9sec, top speed 105mph, 26.4mpg

Land Rover Defender Octa: Brutal. Not necessarily a car for our times but definitely one for the end times

What's an acceptable level of qualification to be able to claim that a car is 'ready for anything'? Well, dominating the Dakar Rally on your debut attempt ought to be enough. Sure, the rally raid-prepped Defender Octas aren't exactly showroom standard, but they share enough DNA with the road-going version to suggest it's a 4x4 that will have your back when the going gets rough. Its trick suspension makes mincemeat of any rugged terrain yet also delivers surprising agility and engagement on the road.

Then there's the performance, which is simply outrageous for something that punches such a big hole in the air. More remarkable is that the Octa achieves this without affecting the standard Defender's comfort, utility and everyday malleability.

Spec highlights Land Rover Defender 110 P635 Octa, £148,245, 626bhp, 590lb ft, 0-62mph 3.8sec, top speed 155mph, 21.4mpg

Toyota Hilux: A pick-up is the best vehicle in which to do everything. The Hilux is the best pick-up. Ergo it's the best here by default

Some of my colleagues here might bang on about breakover angles and adventure and yada yada yada, but the excellent thing about a pick-up truck-and the Hilux is routinely the best of them - is the fact that whatever you put in the load bay, you aren't also bringing into the inside at the same time. So if it's a wet bike or a dead sheep or filthy construction equipment, it doesn't matter. And it's as good off-road as anything.

Spec highlights Toyota Hilux 2.8 Diesel 48V Invincible X, £48,553 (including VAT), 203bhp, 369lb ft, 0-62mph 10.0sec, top speed 109mph, 27.9mpg

Dacia Duster: Will go down green lanes just as well as to the shops

It's all well and good being able to cross the Darién Gap, but in the UK you're much more likely to encounter a narrow green lane or an awkward gate into a field. Enter the Dacia Duster. Its four-wheel drive system is surprisingly capable and its light weight and relatively small size let it go places that the 'serious' off-roaders can't. It's also one of the only genuinely affordable off-roaders left on sale. Bang for buck, the Duster is unbeatable.

Spec highlights Dacia Duster TCe 130 4x4 Extreme, £26,595, 129bhp, 170lb ft, 0-62mph 11.0sec, top speed 112mph, 46.3mpg

Best electric execs

Mercedes-Benz CLA: Forget the S-Class, Mercedes' tech showcase is now its smallest EV

Every criticism that car bores aim at EVs, the electric CLA answers. It's not an SUV and it's not some huge, wasteful tank: instead it's distinctly European-sized to fit down our roads and in our parking spaces. There's even an estate version. Nor is it technologically inferior to Chinese EVs or mechanically the same as its competitors, because Mercedes went back to the drawing board to come up with stuff like a disconnect clutch and a two-speed gearbox, which add a bit of texture to the driving experience and make the drivetrain super-efficient.

As a result, the CLA can use a relatively small battery (which is lighter and needs fewer resources than a big one) to still achieve a class-leading range of well over 400 miles. On the right charger, it can be topped back up in minutes too. For those more into digital tech, it has all of that as well. There are screens for days, running all the connected apps you could dream of, and Al-enhanced voice control that actually works.

Perhaps most significantly of all, it's great to drive - not through any kind of gimmicks, just by way of fundamentally good engineering. The driving position feels like that of a proper sports saloon, the steering has the right sort of weight and feel, and the rear-wheel-drive version has a nicely playful balance. And because Mercedes has done it properly, it still rides well. In fact, the CLA's relaxing nature may just be its best attribute. It's pretty quick if you need it to be, but it prefers to mooch. Its long-travel accelerator, easily configurable regenerative braking and progressive brake pedal make it a supremely easy car to drive smoothly. All of the ADAS work well and the long range means you generally don't really have to think about charging.

Spec highlights Mercedes-Benz CLA 250+ with EQ Technology Sport Edition, £45,615, 268bhp, 247lb ft, 0-62mph 6.7sec, top speed 130mph, 5.0mpkWh

Volvo ES90: Brings a much-needed element of elegance to the class

As the S90 was put out to pasture and the V90 grew ever older, Volvo found itself in the executive car doldrums, dropping further off the back of the German pack. The new electric ES90 has the potential to address that, and in pretty spectacular, uniquely Volvo style. The new notchback bloods 800V electricals for the company, meaning it has the potential for 350kW charging and nearly 700bhp, and looks slicker than the opposition - especially now it has lost that taxi-style sensor array on the roof.

Crucially, this is also a car that seems to know what it is: an electric lounge on wheels with an easy manner, strong practicality and a calming interior ambience. You won't find any off-kilter, overly sporty pretences or digital overload here, which is how it should be for a modern Volvo flagship. Key to the ES90's appeal is something you won't read on the spec sheet: it seems to have cured Volvo's habit of having an excellent long-wave gait underpinned by a jittery secondary ride. This is key when it comes to challenging for class honours, which we absolutely expect the ES90 to do when the time comes for the inevitable group test.

Spec highlights Volvo ES90 Single Motor Extended Range Plus, £67,560, 329bhp, 354lb ft, 0-62mph 6.6sec, top speed 112mph, 4.0mpkWh

Tesla Model 3: Original executive EV is still one of the best and drives better than you might believe

So ubiquitous is the Model 3 and so loud is the negative noise that surrounds Tesla's CEO that it's all too easy to overlook its abilities and qualities as an electric compact executive exemplar. In its most recent 'Highland' iteration, it ticks all the boxes for user-choosers who want a stylish saloon that will save them a chunk on BIK tax. For starters, it drives with real class, its poised handling being more than a match for Europe's best. It's also comfortable, spacious and, thanks to a recent round of price cuts, great value. It still takes some beating for efficiency, too, while Tesla's Supercharger network remains a compelling selling point.

Spec highlights Tesla Model 3 Long Range Rear-Wheel Drive Premium, £44,990, 315bhp, 0-62mph 4.9sec, top speed 125mph, 4.6mpkWh

BMW i5: Feels and drives like a BMW, just with zero emissions

The thing about the i5 is that it's a BMW 5 Series, which means it's just the benchmark executive car but made electric - simple as that. It has a solid-feeling, spacious interior, with high-quality materials and plentiful standard equipment. It has a composed and balanced combination of ride and handling, with a sufficiently low level of noise and enough isolation that it makes a very long journey feel very short. And long journeys are possible because BMW is aware that's how its executive cars are used so fits big batteries. A 5, then, but clean at the tailpipe. All you want.

Spec highlights BMW i5 eDrive40 Sport Edition, £67,796, 335bhp, 295lb ft, 0-62mph 6.0sec, top speed 120mph, 4.1mpkWh

Polestar 2: Looks great, drives great, has a great range and is great to use. EVs don't come a lot more complete

The rocking-horse-dropping-rare 1 coupé may have been Polestar's seminal model, but it was with the handsome and alternative 2 that the brand really got serious, way back at the beginning of 2020. I vividly remember attending my first 'contact-free' pandemic-era launch event for a first taste of the compact liftback that spring: it was well worth the hassle.

You would expect an EV that old to have fallen well behind the curve by now, but Polestar has kept the 2 on pace with younger rivals. The Long Range Single Motor variant has a claimed range of more than 400 miles and in our experience is good for 80% of that in mixed real-world motoring. The 2 was switched from front- to rear-wheel drive midway through its life, which helped to make it even more appealing to drive - and it remains great to look at, great to operate and inhabit, easy to drive and impressively spacious and practical.

Spec highlights Polestar 2 Long Range Single Motor, £45,710, 295bhp, 361lb ft, 0-62mph 5.9sec, top speed 127mph, 4.2mpkWh

Best small cars

Seat Ibiza: A reminder of a time when superminis were almost all this much fun, before they got overly responsible and sensible

Seat defied convention when it extended the life of the fifth-generation Ibiza supermini last year. So many manufacturers have either hybridised or fully electrified their small cars in expectation of the market for ICE superminis drying up when new emissions legislation makes them even more expensive in 2027. But the Spanish firm is forging on, making fun little runarounds pretty much as it always has. The Ibiza now has a slightly truncated engine range, but the familiar 114bhp turbo triple still provides just enough performance to make it worth driving keenly, with a six-speed manual gearbox that makes whizzing around in it that bit more engaging.

The Ibiza's chassis tuning is also very much enthusiast-centred, prioritising grip, response and tenacity over ride comfort and allowing you to carry much more speed into corners than you would expect a car like this to be capable of. Sure, there isn't the last word in power or feedback here, but there's plenty of fun to be had, from a car that has a directness of character and a zesty charm that's now unlike the class norm.

Spec highlights Seat Ibiza 1.0 TSI 115 FR, £24,910, 114bhp, 148lb ft, 0-62mph 9.7sec, top speed 123mph, 53.3mpg

Renault Clio: A real old-school supermini, with engaging handling, minimal weight and good economy

Now this car is one of a dying breed: a supermini with just a little electrification to keep it honest and frugal and a price well under £20,000. What a shame it will be when cars like this are no longer available and, honestly, that fateful day seems to be drawing closer and closer. Fair play to Renault, then, for keeping a manual petrol supermini that's enjoyable to drive, whether you're going slow or fast, nice to look at and comfortable to sit in on sale for as long as it can.

Spec highlights Renault Clio TCe 90 Generation, £17,995, 90bhp, 118lb ft, 0-62mph 12.3sec, top speed 112mph, 54.3mpg

Toyota Yaris: Grown-up generally, enjoyable if you ask it to be

I'll happily keep banging this drum for as long as I'm asked to: the current Yaris has really nice handling, just like most cars built on Toyota's TNGA platform. With the exception of the Swift, nothing else here will tolerate being backed into a corner on a lifted throttle - a ridiculous criterion, I know, but we're talking fun superminis here. Throw in a decently punchy and responsive hybrid powertrain, with which momentum can easily be topped up as necessary, and you've got a surprisingly enjoyable package - which also costs peanuts to run and will never break. What's not to like?

Spec highlights Toyota Yaris 1.5 Hybrid Icon, £23,995, 114bhp, 0-62mph 9.7sec, top speed 108mph, 70.6mpg

Suzuki Swift: Like a supermini of 20 years ago in all the good ways but none of the bad ways

Suzuki isn't having the easiest time at the moment, trying to keep up with electrification and digital tech, but it can still be relied on to do the basics well, in its own inimitable way. The Swift remains the supermini stripped down to its essentials - and is all the better for it. Not enough is made of the fact that this car will carry four people, five at a push, and meets all the latest safety and emissions regulations yet costs less than £20,000 and weighs under a tonne. That 949kg figure is key to the Swift's magic, because it lets it do more with less.

With only a 1.2-litre naturally aspirated engine, it's not exactly fast, but there's real delight in revving the willing three-cylinder, working the snappy five-speed manual and carrying as much momentum through corners as you can. Even when you drive it like you stole it (and you'll want to), it will return 60mpg. The Swift doesn't need super-sophisticated suspension to handle well, because its light body doesn't particularly tax the springs and dampers like heavier cars do. As a result, it flows through corners and over bumps with an ease that's rare in modern cars.

Elsewhere, too, it covers the basics and covers them well. The simple infotainment system is easy to understand and needn't do much more than display your chosen flavour of smartphone mirroring, which it duly does. The cloth seats are surprisingly ergonomic, the rear seats and boot space are decent, and the adaptive cruise control is cleverer than on some cars with grand promises of semi-autonomy. Some will find the Swift old-fashioned, with its manual gearbox, revvy engine and analogue dials. For us, that simplicity is what makes the Swift so compelling.

Spec highlights Suzuki Swift Mild Hybrid Motion, £19,999, 81bhp, 83lb ft, 0-62mph 12.5sec, top speed 105mph, 64.2mpg

Hyundai i10: Like a big car, only smaller. A brilliant reminder of why we need city cars

Small cars currently present manufacturers quite the conundrum. Using fewer resources to both build and run than almost any other four-wheeled vehicle, they should be perfect for our times, when environmental issues and an inflated cost of living regularly make headlines. Yet wafer-thin profit margins are increasingly forcing these pocket-sized marvels off price lists and future model plans. Happily, Hyundai hasn't lost faith. Even better, its i10 isn't just on this list by default because it's one of the few remaining city cars but because it's actually a tiddler with towering talent.

Clever packaging means you'll fit more into it than you'd believe, plus it feels far more grown-up than a car of this size and price has any right to, with genuine refinement and comfort. Then there are those sharp looks and a kit list lengthy enough to shame machines three or four classes above. It's not the most involving to drive and its 1.2-litre engine is merely functional, but the fun of the i10 doesn't come from the intimate connection between human and machine (although the five-speed manual gearbox's action is one of the very best). No, the real joy is being able to wring every ounce of performance on every journey without making a nuisance of yourself. Good, clean fun.

Spec highlights Hyundai i10 1.2 79 Advance, £19,815, 78bhp, 83lb ft, 0-62mph 13.2sec, top speed 98mph, 52.3mpg

Best supercars

GMA T50: The four-wheeled embodiment of a single-minded pursuit of perfection

I haven't driven a T50 and it's entirely possible I never will. Even so, I know without a shadow of a doubt that it's the supercar for those of us who love driving-and I mean really love driving. Of course it does the big numbers you expect of a car like this (there's 664bhp, a 200mph-plus top speed and a 0-60mph time starting with a two), but in designer Gordon Murray's eyes these figures are just a happy by-product of the car's real purpose, which is to place the person behind the wheel (literally) front and centre.

Like that other Murray masterpiece, the McLaren F1, this is a car that prioritises good times over lap times. From the ultra-responsive, operatic-sounding naturally aspirated Cosworth V12 through to the six-speed manual gearbox and unassisted steering, the T50 is a car that has been honed to stir the soul and stimulate the senses. I get the feeling that the GMA so intimately connects car and driver that even parallel parking it would result in a significant dump of dopamine.

Then there's the engineering purity of the thing, which makes the current crop of vast, hybridised heavyweight supercars with unusable 1000bhp-plus outputs seem bloated, boorish and beyond contempt. No rival to the T50 can carry three adults while also tipping the scales at under 1000kg and taking up no more room on the road than a Porsche Boxster. As a packaging marvel, it's up there with the original Mini. There is a catch, however. At £2.8 million the T50 is outlandishly priced, even by the standards of this rarefied market sector.

Even the more - cough - affordable T33 will leave a £1.6m-sized hole in a hedge fund manager's wallet. Of course, this is a lottery-winning, money-no-object category, so these things don't matter. That said, it doesn't stop me hoping that Murray will take inspiration from his beloved personal Lotus Elan, Smart Roadster and Midas Gold (remember those?) and apply some of the T50 magic to a truly affordable driver's car. If my numbers come up, then I'll happily provide some development capital.

Spec highlights GMA T50, £2,800,000, 664bhp, 353lb ft, 0-62mph Less than 3.0sec (est), top speed 226mph

Ferrari 296 Speciale: Takes the 296 GTB and makes it better in every respect - no mean feat

The sheer exuberance of the 296 Speciale, when driven with almost childish abandon on an empty race track, is enough for any hybrid-supercar sceptic to see the light. There is something of the invisible hand guiding you as you squeeze the throttle for theatrical yaw on the exit of fourth-gear bends. A car with 550bhp per tonne and what is, say the engineers, a psychotically small polar moment of inertia shouldn't be this friendly and easy to manipulate. The fact that it is - and we should be honest about the presence of world-class electronics working away behind the scenes, whatever mode you're in - makes the 296 Speciale one of the most scintillating driving machines of the past 20 years.

The other side of the coin is on-road appeal. And boy oh boy has Ferrari dropped the ball here. Only joking. One thing that makes the 296 Speciale's controllability at the limit of its handling envelope so breathtaking is the fact that it also rides beautifully for a 'hardcore special'. This is true to the extent that 911 GT3 owners, if offered a go in one of these Ferraris, would find it an enlightening experience, I'm sure. It's an absurdly, gloriously complete supercar.

Spec highlights Ferrari 296 Speciale, £359,779, 868bhp, 0-62mph 2.8sec, top speed 206mph, 31.7mpg

Porsche 911 GT3: Simply does it all while feeling incredibly special - particularly in Touring form with the manual gearbox

Some say the 911 can't be a supercar: it's too usable and you see too many of them. But it has won Autocar's yearly Britain's Best Driver's Car competition more than any other car. The current GT3 version also has the most exciting engine-gearbox combination this side of the GMA T50 and a chassis that can play the engaging road car before setting a blistering lap time or holding incredible angles of oversteer. Its relative ubiquity just shows that Porsche has made a better supercar.

Spec highlights Porsche 911 GT3, £185,200, 503bhp, 332lb ft, 0-62mph 3.9sec, top speed 194mph, 20.6mpg

Ferrari 849 Testarossa: Looks and drives like nothing else

Ferrari likes a distinction between complexity and complication. The 849 Testarossa, with a plug-in hybrid powertrain and three electric motors alongside its turbocharged V8 engine, is very complex. But it doesn't feel it to drive, because its breathtaking performance is extremely accessible, as is its handling. It's a great road car as well as a great track car, with communicative steering and a brilliantly composed chassis that engages and enthrals in equal measure. One of Ferrari's best.

Spec highlights Ferrari 849 Testarossa, £407,617, 1036bhp, 842lb ft, 0-62mph 2.3sec, top speed 205mph, 30.4mpg

Chevrolet Corvette Z06: A late-20th-century supercar in an electrified 21st-century market, full of drama, noise and feel

It has become quite hard to find supercars that look, sound, drive and feel like supercars used to. In 2026, even the mid-engined exotics from Ferrari and Lamborghini employ turbochargers and hybrid powertrains. Does that make them lesser driving machines? Clearly, plenty of people habitually claim that to be the case (although few of those people would say the same after a proper, flat-out test drive in a 296 GTB or Temerario, I can assure you).

The Corvette Z06 is where you look if you want the 20th-century option. It's a long way from antediluvian: carbonfibre-rich bodywork and spaceframe construction see to that. But power comes from a 5.5-litre V8 with a cross-plane crank that, even in European-market trim, revs to the far side of 8500rpm and produces well in excess of 600bhp - without a hint of forced induction or an electric motor in sight. This isn't the kind of burbling V8 you might expect to find in an American sports car but instead one with razor-sharp throttle response and a rapacious appetite for speed and revs.

Keep your foot in beyond 6000rpm and you'll discover a car with a Hyde side to rival anything built in Italy. Because it's a Corvette, you also get plenty of cargo space for touring too, and a removable roof panel that makes the car both coupé and convertible all in one. The Z06 is effusive, alternative and sensational but usable and versatile as well.

Spec highlights Chevrolet Corvette Z06 Coupé, £183,175, 637bhp, 439lb ft, 0-62mph 3.1sec, top speed 195mph, 17.1mpg

The cars transformed by a new engine

Fri, 22 May 2026 22:12:38 +0100

We look at the cars whose nature and abilities were dramatically altered by the arrival of a new powerplant

We all know of cars which were fitted with an outstanding engine right from the start.

If you can’t immediately bring one to mind, the Bugatti Chiron is a good example. There are also many cars which were more or less ordinary in their original forms but became more desirable in one way or another because a new engine was added to the range, or because an existing engine became available in a significantly altered form.

Here are 28 models which we believe are part of the second category, listed in alphabetical order.

AC Ace

The AC Ace roadster was introduced in 1953 and was fitted with several engines during its production run, the most powerful being a 2.6-litre Ford straight-six. Its handling made it an effective road-legal competition car, but over in Texas Carroll Shelby (1923-2012) reckoned it would be better if it had a lot more power.

Rather than dismissing this thought and moving on to something else, he created the Cobra, a reworked Ace with a Ford Windsor V8 engine initially measuring 4.3 litres and later 4.7. The Cobra proved to be a mighty car in racing, even more so when it went into a new generation with a 7.0-litre Ford FE V8 under the bonnet.

Alpine A110

The original A110 (not the current model launched in 2017) was initially powered by Renault’s little Cléon-Fonte engine. This was later replaced by the larger Cléon-Alu, which had made its debut in the Renault 16.

It’s difficult to imagine the 16 being an effective competition car, but its engine turned the A110 into a world-beater. In 1973, Alpine thrashed the opposition in the inaugural World Rally Championship, winning six rounds and finishing the season with 147 points to Fiat’s 84 and Ford’s 76.

Audi A4

Audi has a lot of history in this area. Most of its models have high-performance S and – more excitingly – RS derivatives whose engines are far more powerful than those in the regular versions.

The A4 is a case in point. Its RS 4 equivalents have always had splendid engines. Perhaps the finest, and certainly the best-sounding, was the screaming 4.2-litre V8 also used in the Audi R8. It produced over 400bhp, well in advance of what could be expected from any other A4.

Audi Q7

Every Q7 is an imposing beast no matter what powers it, but Audi went to new and unexpected levels when it fitted the large SUV with a 5.9-litre diesel V12. This engine, which has never been used in any other production car, produced 493bhp, which was enough to push the 2635kg Q7 from 0-62mph in an astonishing 5.5 seconds.

Fortunately, the brakes and suspension were up to the task, but acceleration like this was still exhilarating or – depending on your mood – alarming. And it didn’t come cheap. Priced just short of £100,000 in the UK, the 6.0 V12 TDI, as it was branded, cost around £40,000 more than the next most expensive Q7. Data suggests that 21 reside on British roads today.

BMW M3

Almost by definition, every M3 has had an engine which transforms it into something quite different from the regular BMW 3 Series. This was particularly true of the generation sold between 2007 and 2013, which was powered by the 4.0-litre (and, for the GTS variant, 4.4-litre) S65 V8.

A multiple award winner, the S65 made this M3 the first to produce over 400bhp in standard form. It wasn’t the only V8 used in an M3, because a tiny number of earlier cars were fitted with one too, but it was the only engine of this type used for every example in any generation.

Cadillac CT6

In most forms, the CT6 was a full-size luxury saloon. The CT6-V was that too, but it was also a very impressive performer thanks to its 550bhp 4.2-litre V8 engine, commonly known as the Blackwing. It was also available in the CT6 Platinum, producing 500bhp.

These cars were sold only in the 2019 model year. The entire CT6 range was discontinued shortly afterwards, partly due to poor sales and partly because the Detroit-Hamtramck plant where every version was built was retooled to produce electric vehicles instead. The Blackwing name has been used again for the most powerful versions of the CT4 and CT5, but neither of these is fitted with the Blackwing engine.

Chevrolet Corvette

Since the Corvette is one of the most popular sports cars in history, it seems strange now that the first-generation version did not sell at all well when it was introduced in 1953 with a straight-six engine. Two years later, it became available with the new Chevy Small Block V8, originally in 4.3-litre form but later extended first to 4.6 and later to 5.4 litres.

It was almost as if this was what the American public had been waiting for. Corvette sales rose dramatically, and a car which might have been abandoned at an early stage remained in production until 1962. Six decades later, its latest descendant is still doing well, and still powered by a V8 engine.

Dodge Challenger

The current Challenger (the third distinct model to bear that name in over half a century) has been sold in several quite startling forms, with enormous power outputs. Even in that context, the SRT Demon variant, sold only in the 2018 model year, is outstanding.

Its 6.2-litre supercharged V8 engine is the most powerful ever fitted to any road-legal Dodge, or indeed any Chrysler. On regular 91-octane petrol it produced 808bhp, but with the optional Demon Crate package and running 100-octane race fuel its output reached 840bhp. The lower figure has more or less been equalled by the current Challenger SRT Super Stock, but that car has slightly less torque.

Fiat 500

The 500 was originally available with a variety of four-cylinder petrol engines. Three years after its launch in 2007, Fiat added the two-cylinder TwinAir, the first engine designed from the start to use the remarkable MultiAir technology which had previously been added to existing units.

Getting anywhere near the official fuel consumption figures was quite a challenge, and there was a lot of vibration until Fiat decided to add a dual-mass flywheel. But the popularity of the 500 has always been due to its cuteness more than anything else, and with the TwinAir purring away it sounded as cute as it looked.

Ford Cortina

Most first-generation Cortinas were powered by either 1.2- or 1.5-litre versions of the pre-crossflow Ford Kent engine. In 1963, a year after production began, the car was transformed by a new power source, resulting in the epoch-making Lotus Cortina.

In its nether regions, this engine was basically the same as a Kent, but it had a completely different cylinder head. Known as the Lotus Twin Cam, it had made its debut the previous year in the Elan sports car. For the first time, here was a Cortina with a power output of over 100bhp. Further modifications brought great success in racing and rallying, in addition to the standard car’s appeal as the 1960s equivalent of a hot hatch.

Ford Escort

As with the Cortina, the Lotus Twin Cam engine turned the mainstream first-generation Escort into something altogether more special, but the bar was raised much higher when Ford launched the Cosworth BDA-powered RS1600 in 1970.

Like the Twin Cam, it was based on the Kent engine, and in standard form it wasn’t much more powerful. However, with four valves per cylinder it was far more responsive to tuning, with the result that the Mk1 Escort became one of the great rally cars of the early to mid 70s. Even today, hearing a fully tuned RS1600 screaming through a forest stage is a memorable experience.

Ford Sierra

The mid-sized European Ford between the Cortina and the Mondeo was available in its earlier days with a variety of engines, none of them particularly dramatic with the possible exception of a large V6. The game-changer was the 2.0-litre four-cylinder unit which powered the Sierra RS Cosworth from 1986 onwards.

At its heart, it was quite humble, being based on the well-established Pinto engine. A turbocharger and a 16-valve cylinder head made quite a difference, though. Even in its least potent form it produced over 200bhp, which no other Sierra engine could even approach. Further modified for competition use, it could reach outputs on the far side of 600bhp.

Honda Civic Type R

Honda has been producing Type R variants of its Civic since 1997, and since 2001 they have all been powered by a 2.0-litre engine. For 15 years, these were known for their remarkable power, their ability to rev well beyond 8000rpm and a certain lack of oomph before the VTEC variable valve timing switched from tea-with-the-vicar to the-zombies-are-coming mode.

Honda changed the game entirely in 2015 when it added a turbocharger. The engine was now limited to a relatively modest 7000rpm, but suddenly there was plenty of mid-range power, and the peak figure shot up to 306bhp. After some mild tweaking, it was raised further to 316bhp.

Lancia Thema

The Thema was a luxury saloon based on the same platform also used for the Alfa Romeo 164, Fiat Croma and Saab 9000. Two years after it was launched, Lancia added an outstanding version called the 8.32, named after the number of cylinders and valves in its engine.

At 2.9 litres, this wasn’t quite the largest unit fitted to the Thema, but it was by far the most powerful. Derived from the Ferrari Dino V8, it produced 215bhp, a full 40bhp more than the 3.0-litre Alfa Romeo V6 which it demoted to second place in the range.

Lotus Europa

Launched in 1965, the Europa was a very early example – though by no means the first – of a mid-engined road-going sports car. To begin with, it was powered by the Cléon-Alu engine from the Renault 16, and also used that car’s transaxle which, unlike any transmission available from usual supplier Ford, could easily be adapted to suit the mid-engined layout.

Lotus continued using the transaxle through the Europa’s production life, but it eventually swapped the engine for its own Ford-based Twin Cam. Power outputs accordingly shot up, initially to 105bhp and later to 126bhp, giving the Europa far more straightline performance than it had started out with.

Mazda CX-7

Replacing a powerful petrol engine with a much less powerful diesel may seem like a backward step, but in this case it was the right thing to do. The CX-7 SUV was initially available only in the UK with the 256bhp 2.3-litre petrol engine also found in the high-performance Mazda3 MPS and Mazda6 MPS. Everyone knew this was a bad idea – including, they would quietly admit, Mazda’s British representatives.

Two years later, in 2009, that engine was dropped in favour of a 2.5-litre diesel. The price went up, and the power output dropped by a startling 85bhp, but the CX-7 was now subject to £190 less Vehicle Excise Duty each year and was, according to the official fuel economy figures, 10mpg less thirsty. A previously almost unsellable vehicle had now been transformed into something that suited its target customers.

Mercedes A-Class

The third-generation A-Class was mostly available with a variety of engines with power outputs in the 100-210bhp range. One year after launch, though, Mercedes introduced the four-wheel drive A 45 AMG variant (subsequently renamed Mercedes-AMG A 45).

The difference this made to the car’s straightline performance was phenomenal. The highest power output in the range had now shot up by 70% to 355bhp, and that was only the start. Following a revision, it rose still further to 376bhp. Today’s fastest A-Class has a different but conceptually similar engine which produces 416bhp.

Mercedes R-Class

In a spectacular example of what we called “Mercedes’ every-engine-in-everything product planning,” the R-Class became available with a 503bhp 6.2-litre V8 engine a year after its launch.

As a large luxury MPV, it was well suited to powerful engines, but this was a whole new ball game. The big V8 produced 503bhp, which was far more than anyone needed – or, apparently, wanted. Sales were minimal, and the R 63 AMG, as it was called, disappeared from the price lists very quickly.

MGB

The MGB roadster was launched in 1962, and a coupe version called the MGB GT came along three years later. In an attempt to create a high-performance variant, MG first fitted a 2.9-litre straight-six engine and called the result MGC, but this was unsatisfactory and was abandoned after just two years.

A second attempt followed in 1973. This time, MG created the MGB GT V8 by fitting the 3.5-litre Buick-derived Rover engine into the coupe. It didn’t last much longer than the MGC had, but by general consent it was a far superior car.

Renault 6

This was a very mild but still valid example of the principle we’re discussing. The 6 was designed as an upmarket alternative to the Renault 4 which was fitted at its launch in 1968 with the same immediate post-War Billancourt engine, even though the larger and more powerful Cléon-Fonte had been available for six years.

In 1970, Renault did the right thing and added the Cléon-Fonte to the range. With this engine, the 6 still wasn’t especially quick – and didn’t really need to be – but it was at least acceptably so. As we said in a 1974 road test, there was “no doubt that Renault’s engineers got their sums exactly right” at the second attempt.

Renault Clio Renaultsport

The first few versions of Renault’s hottest Clio were all powered by a high-revving, naturally-aspirated 2.0-litre engine. This policy changed dramatically in 2013, when Renault switched to a 1.6-litre turbo co-developed with Alliance partner Nissan and producing similar power (197bhp).

There was no doubt that the Clio’s character had been transformed. The question was whether this was a positive or a negative move. There were those who felt the superior mid-range performance was a major improvement, but we reckoned that “all the previous car’s impish zip has been sucked mercilessly from the bone”.

Saab 96

Saab fitted nothing but two-stroke engines to its cars all the way from the launch of the 92 in 1949 until nearly halfway through the production life of the 96 (the 92’s second successor) 18 years later. At this point, it switched to a four-stoke V4 developed by Ford of Germany.

It wasn’t one of the world’s great engines, but it was more powerful than anything Saab had used in the past. Crucially, it also didn’t sound like a wasp trapped in a tin can or emit clouds of smelly blue smoke. The 96 lasted until 1980, which it certainly wouldn’t have done if Saab had persevered with the two-stroke.

Sunbeam Alpine

The story of the Sunbeam Tiger almost exactly mirrors that of the slightly earlier AC Cobra. Both cars were suggested by Carroll Shelby, who (in the case of the Tiger) thought there was nothing wrong with Sunbeam’s Alpine sports car that couldn’t be fixed by giving it more power.

As with the Cobra, the Alpine was converted to accept the Ford Windsor engine (4.3 litres at first, later 4.7) and given a suitably aggressive name. This time, though, there would be no progression to a larger Ford V8.

Vanden Plas Princess

Of the several cars known as Vanden Plas Princess, the one we’re interested in here was the large, Farina-designed saloon which was almost identical to models produced by Austin and Wolseley. All were powered by a 2.9-litre straight-six engine, but only the Princess was taken a stage further.

In 1964, it was given a new name – Princess R – following several revisions, the most dramatic being the fitment of a 3.9-litre engine developed by Rolls-Royce. The power output jumped from around 120bhp to 175bhp, which made the Princess far quicker than before, though given the nature of the car it’s likely that more effortless high-speed cruising was considered more important than sharper acceleration.

Vauxhall Carlton

The Carlton GSi was a fine car with excellent handling and a strong 3.0-litre 24-valve engine. It was also the basis of that Wagner opera on wheels, the Lotus Carlton. Despite claims to the contrary elsewhere on the internet, every example of this model came off the Opel production line in Rüsselsheim as a standard GSi before being shipped to Lotus in Hethel for a conversion which lasted 150 hours.

The alterations included raising the capacity of the six-cylinder engine from 3.0 litres to 3.6 and fitting two Garrett turbochargers. Power output accordingly shot up from the original 204bhp to 377bhp (if the engines was fed with sufficiently high-octane petrol), and the straightline performance improved to such an extent that there were calls for the car to be banned.

Volkswagen Golf R

The first two generations of Golf R were known as R32, a reference to their 3.2-litre V6 engines. They were quick and sounded fabulous, but that engine was very heavy and mounted almost entirely ahead of the front axle, which created major handling problems in the original version. The next one was better, but still occasionally troublesome, especially over a series of closely-spaced crests.

For the generation after that, Volkswagen ditched the 32 part of the name and fitted a turbocharged 2.0-litre four-cylinder. This was more powerful, but crucially it was also lighter. The handling issues disappeared completely, and the R became the splendid hot hatch it should have been in the first place.

Volkswagen Passat

The Passat introduced in 1997 was (a former owner writes) a worthy but not particularly exciting car available with engines which could mostly be described as straightforward – except one. This was a 4.0-litre W8, essentially two 2.0-litre V4s mounted on a common crankcase, the only engine of that type ever fitted to a production car.

Available from 2001, it produced 271bhp, making it the most powerful engine used in a Passat of that generation by over 80bhp. Despite its outstanding features, it sold very badly, and the project was soon abandoned, which may have been what VW expected to happen.

Volkswagen Touareg

In another piece of extravagant engine policy, Volkswagen added a 6.0-litre W12 to the Touareg two years after the big SUV was launched. This engine was nearly as rare as the W8 fitted to the Passat, but was also used in the Audi A8, the Bentley Continental and the VW Phaeton.

Once again, this engine blitzed all the others in the range in terms of performance, with a maximum output of 444bhp. VW initially planned to build only 500 examples of this particular Touareg, but continued production when it proved to be surprisingly popular.

Morris Minor

At the time of its launch in 1948, the Minor was fitted with a 918cc engine based on a Wolseley design which was already 20 years old. It was extremely unlikely that this unit would last, as the car did, until as late as 1971. In fact, the change happened very early in the Minor’s career. In 1952, Morris was brought together with its former arch-rival Austin in the British Motor Corporation.

This gave Morris access to the new BMC A-Series engine, which had just been introduced in the Austin A30. Despite being smaller, at 803cc, the A-Series had similar power to the engine it replaced, and far more scope for development. By the end of Minor production, it was being used in 1098cc form, and still had nearly three decades more life left in it.

Talbot Sunbeam

Most Sunbeams were fitted with either 1.3- or 1.6-litre versions of the engine used in the Hillman Avenger or a 928cc unit derived from that of the Hillman Imp. The outlier was a 2.2-litre 16-valve Lotus motor, part of a range which was used both in the Jensen-Healey sports car and several models produced by Lotus itself.

With a power output of 150bhp, the Sunbeam Lotus was a formidable road car, but that wasn’t its main purpose. The idea had been to attract publicity for the brand through motorsport, and it worked. Just before four-wheel drive turned the whole scene upside-down, the Sunbeam Lotus was competitive enough to earn Talbot the Manufacturers’ title in the 1981 World Rally Championship.

Vauxhall Chevette

The Chevette was initially a small hatchback (though saloons and an estate followed) based on the Opel Kadett. Nearly every version was fitted with a 1256cc engine, but Vauxhall, like Talbot with the Sunbeam, decided that a more powerful version intended for rallying would be good for publicity.

There was no way that the original engine would be suitable for this, so Vauxhall took its 2.3-litre Slant-4 engine, added a 16-valve cylinder head and put it under the bonnet to create the Chevette HS (pictured). (Early rally cars were fitted with a similar head developed by Lotus, but this was soon banned.) The same mechanical arrangement was used for the later HSR, which had several fibreglass panels, including wide front and rear wings which gave the car a very dramatic appearance.

How heavy traffic could hinder the autonomous cars of tomorrow

Fri, 22 May 2026 11:00:00 +0100

Researchers created a virtual road to test how traffic affects 5G signals and responses

Wireless communication will play a major part in transport systems generally and on the roads 5G will be important in enabling future intelligent transport systems.

But one potential issue is that even 5G, the world's fifth-generation wireless technology, can be blocked for a moment by anything from pedestrians and vehicles, according to research by the University of Glasgow and Heriot-Watt University in Edinburgh.

Their study was carried out for TransiT, a UK-based collaboration of eight universities and around 70 industry partners working on the decarbonisation of transport using digital twins. Digital twinning replicates the physical world using data collected from real-life situations in real time. The digital twin can then analyse that data and send back its solution for an improved outcome in the real-world situation.

Major advantages of 5G over previous methods of data transfer like 4G and even wi-fi originally used in V2X (vehicle to vehicle or infrastructure) are greater reliability and low latency – a substantially shorter time between a command being given and a response being received.

Six years on from the rollout of 5G beginning, the development of driverless vehicles is evolving rapidly and the data transmission they will to some extent rely on needs to be robust.

To investigate how traffic affects 5G's performance, researchers created a virtual 160m stretch of urban dual carriageway. Their detailed simulation included CAVs (connected and autonomous vehicles), which send a continuous flow of high-resolution data from sensors such as cameras and radar to their control centres using high-speed, two-directional communication links.

The team also modelled conventional cars, vans, trucks and buses driving at speeds of between 10mph and 70mph to see how the 5G performance would be affected in low, medium and high levels of traffic congestion. In addition, they investigated how increasing the number and height of 5G radio units attached to lamp-posts would affect signal quality.

The results showed that when congestion was high, the main 5G signal link dropped by around 20% compared with light traffic. The researchers think this could cause delays in sending sensor data or even force vehicles to fall back on slower 4G networks.

The good news is that raising the height of the roadside units in the simulation reduced signal blockages and at 11m all blockages disappeared from the test results. Raising them too high weakens the signal, though, so striking the right balance is crucial.

Increasing the number of roadside units helped in some cases but not others, suggesting that smart planning and coordination is needed due to the sensitivity of 5G signals.

The researchers hope their work will provide valuable insights for network operators and designers building the next generation of intelligent low-carbon transport networks and that the use of AI may help to predict 5G signal disruption.

The most important concept cars ever created

Fri, 22 May 2026 09:17:34 +0100

Some go nowhere, but other concept cars really point to the future. We take stock of the most interesting and influential ones ever made

Too often, the term ‘concept car’ is now used to describe a thinly veiled production model that’s about to hit showrooms.

But it wasn’t always like that; there was a time when the description was reserved for the most cutting-edge designs that showed just how fertile an imagination could be.

Here we take a look at more than eight decades of some of the most forward-thinking, influential concept cars ever created, but even with 10 times as many entries we could only ever hope to scratch the surface. Enjoy the ride:

Buick Y-Job (1939)

General Motors’ Y-Job is now considered to be the world’s first concept car; it wasn’t, as that title going to the Volvo Venus Bilo of 1933. But the Y-Job did make GM’s design boss Harley Earl famous.

Undeniably forward-thinking, the Y-Job featured hidden headlights, electric windows and a powered roof, concealed under a hard tonneau, and setting out overall design cues for American cars that would emerge after World War Two.

Buick LeSabre (1951)

For an encore to his Y-Job, Harley Earl (pictured) came up with the LeSabre, which perfectly captured the optimism of the jet age and America’s long post-war boom. Sitting a foot lower than contemporary production cars, the 335bhp V8-equipped LeSabre came with a wrap-around windscreen, hidden headlights and huge tailfins that set a trend for America’s Big Three throughout the 1950s.

It also incorporated a powered roof that could be activated automatically in the event of rain. It also brought in a fashion for jet-age American concepts - and production cars - that would last for over a decade. So strap yourself in for the next few cars in this story:

Ford XL500 (1953)

With push-button automatic transmission the XL-500 was supposed to provide effortless driving. The goldfish bowl problem presented by all that glass would be resolved by the then emerging technology of air conditioning that it featured.

Standard equipment also included a telephone and built-in jacks in the event of a puncture.

Alfa Romeo BAT 5 (1953)

America didn’t have the concept car monopoly. Italian design house Bertone produced a range of groundbreaking concept cars during the 1950s, of which this is perhaps the most striking. The concept pursued extreme aerodynamics – it had a Cd drag coefficient of just 0.23 - and light weight to move the envelope of the possible.

It succeeded; despite a modest 100bhp engine, this 1100kg car could deliver a 120mph top speed. The BAT 7 the next year had a drag co-efficient of just 0.19.

Buick Wildcat II (1954)

With its ‘flying-wing’ front end and glassfibre construction the Wildcat II was definitely a car of the future when it appeared in 1953 – the same year as the original Corvette. Focus on the centre section of this concept and you can see how similar it is to the earliest ‘Vettes.

De Soto Adventurer II Coupé (1954)

The brief with this one was to come up with something super-slippery rather than ostentatious. As a result the Adventurer’s clean lines are very understated but those afterburner-inspired tail lights give a hint of what was to come with later Chrysler concepts.

Ford FX Atmos (1954)

The FX stood for Future Experimental, those spears on the front were aerials to help control the car to stop it running into vehicles in front, and the ‘Atmos’ was taken from atmosphere, which Ford said “came from free and unlimited creative thinking”.

With a glass canopy, seating for three and a pair of aircraft-style fins, this was truly a jet-age - or even space-age - design.

GM Firebird I (1954)

The first of three General Motors Firebird concepts, this one featured a single-stick control system which dispensed with the steering wheel, accelerator and brake.

Because it was located in the middle of the car either the driver or passenger could operate it; power came from a gas turbine which could be used to power a house via a built-in generator. And just look at it…

Ford Mystere (1955)

You wouldn’t want to have to fit a new windscreen to this beauty as it stretched right the way round the car from behind each door. To get in and out the whole vehicle tilted up as a canopy.

The cabin was air conditioned and power came from a rear-mounted gas turbine.

Lincoln Futura (1955)

Best known for its starring role in the original Batman TV series, the Futura deserves a place in this story for looking like nothing else thanks to its twin Plexiglass domes along with fins front and rear.

Ford spent $250,000 (around $2.5 million in today’s money) building this 300bhp V8-powered running concept which also featured a push-button automatic transmission.

Buick Centurion (1956)

The rear end of this car was clearly inspired by a jet fighter, with all of its lines converging on a single spot.

This deserves special mention here as instead of rear-view mirrors there was a camera in the tail which beamed pictures to a TV screen on the dash – a technology that only now is making its way into production cars. The whole of the top of the car was made of glass, with just a few thin pillars to aid rigidity.

GM Firebird II (1956) & III (1958)

GM was in the market for a follow up to the Firebird 1 (pictured left). Constructed from titanium, Firebird II (centre) was designed to be run on guided roadways – so it was something of a forerunner to today’s autonomous cars.

Two years later, GM followed it with the Firebird III (right). This time Harley Earl (pictured) sought to move the inspiration on from jet planes to space rockets. As such it was even more extreme than its predecessors and featured automatic guidance, a 225bhp turbine, climate-control and automatic lighting.

It was Earl’s swansong – he retired the same year, after an extraordinary 30 years running the design operation of GM, a period when the company came to dominate the American car world and become the world’s largest company into the bargain.

Oldsmobile Golden Rocket (1956)

With much of the rest of the industrialised world focusing on rebuilding cities destroyed during the war, nobody could keep up with the Americans in the 1950s, with one futuristic concept appearing after another. The Golden Rocket packed a 275bhp punch from its 3.2-litre V8, and it introduced us to powered steering column adjustment.

Its party piece though was the seats rose up and swivelled outwards when the doors were opened. All these features made it into production cars shortly afterwards. One feature that did not were the roof panels that hinged upwards so it was easier to get in and out.

Ford X-1000 (1957)

The X-1000 was designed by Alex Tremulis so that the engine could be mounted either in the nose or the tail. The luxurious cabin featured a TV and hi-fi system while there was a retractable canopy for the two seats, which allowed the car to be driven as a convertible or bubble-topped coupé.

XP-700 Corvette (1958)

Effectively a rebodied Corvette, the XP-700 featured a distinctive nose design design and a bubble-top canopy that had a space-age feel about it.

Purely a design study, the XP-700 also ditched a conventional rear-view mirror and instead featured a periscope for an unobstructed view of the road behind.

Cadillac Cyclone (1959)

Cadillac had to look on as its corporate cousins got all the concept car glory, but in 1959 it too joined the great futuristic party with its Cyclone.

Those black cones in the nose were equipped with radar to help the Cyclone’s driver avoid anything in the way, a precursor to what we know today as adaptive cruise control. The cockpit meanwhile was protected by a single-piece plastic canopy coated with vapourised silver to deflect the sun’s rays.

Chrysler Turboflite (1961)

The Turboflite was certainly an innovative car, but it wasn’t without its shortcomings. The Turboflite’s regenerative turbine weighed half as much as an equivalent V8 internal combustion engine.

As soon as one of the doors was opened the glass canopy was raised electrically and an air brake popped up as soon as the hydraulic brake was applied, in a bid to help out the mechanical braking system. Today, air brakes are extremely rare – one of the few to have them is the McLaren 675LT.

GM Runabout (1964)

Charming in its simplicity, the Runabout was a three-wheeled city car with the aerodynamics of an arrow. In the boot were two integral shopping trolleys so you could load up on cheap beer.

Inside there was seating for five; two up front and three in the back. Shopping cars still don’t look like this, unfortunately.

Lamborghini Marzal (1967)

Few sixties concepts were as glassy as this one; the Marzal featured 48.4 square feet of the stuff, but exploited the relatively new wonder of air conditioning to ensure it wouldn’t be a problem in warm climates.

Designed by Bertone and clearly leading to the Lamborghini Espada, the Marzal featured an abundance of hexagons in its design. Power came from half a Lamborghini V12; a 175bhp six-cylinder unit mounted over the rear axle.

Alfa Romeo Carabo (1968)

Penned by Marcello Gandini, the Carabo (Italian for Beetle) was based on the mid-engined V8-powered Alfa Romeo Tipo 33. This was essentially an updated Lamborghini Miura, another Gandini design.

The Lambo suffered front-end lift at speed so this car fixed that. It also introduced the world to beetle-wing doors, later put into production on the Countach.

Mercedes-Benz C-111 (1969)

We call it a concept car, though Mercedes would term it a research vehicle. First unveiled in 1969, the gull-winged wonder sported a 280bhp three-rotor Wankel engine. In 1970 a refreshed car was wheeled out with a four-rotor powerplant then in 1978 an all-new car emerged, with diesel power, as pictured.

Extremely aerodynamic, as a diesel it broke a speed record for that fuel of 200mph in 1978, and a year later with a 4.8-litre petrol V8 it achieved the extraordinary average lap speed of 251mph. A total of 16 cars were produced.

Buick Century Cruiser (1969)

Designed originally as the Firebird IV in 1964, this high-performance car was designed as an autonomous car with all of the comforts of a living room. As such the seats could recline and swivel, there was a TV and pull-out table and even a built-in fridge. Looking at the picture it’s hard to see how they fitted that lot in; it must have been very cosy inside...

But it was certainly very forward thinking – many concept cars of today are looking forward to the idea of a living space on wheels as autonomy changes the way we think about personal transport, but 50 years ago the idea must have seemed unearthly.

Lancia Stratos Zero (1970)

The seventies was the decade of The Wedge and this was one of the wedgiest concepts ever dreamed up. It was also one of the lowest at just 83cm.

Another Marcello Gandini confection, the Stratos Zero featured a 115bhp 1.6-litre V4 from the Lancia Fulvia, so was rather slower than it looked. But it ushered in a design theme that was to dominate supercar design for the next 15 years or so.

Maserati Boomerang (1971)

Taking the styling themes set down by the Carabo and Stratos Zero, the Boomerang showed how a wedge-shaped car could be packaged for real-world use.

It led directly to cars such as the Lotus Esprit and DeLorean DMC-12. The 4.7-litre V8 drivetrain was borrowed from the Maserati Bora.

Ford Probe (1979-1985)

Over a six year period, Ford dreamed up a series of five concepts that tested aerodynamics to the limit. Some were more inspiring than others; the third iteration led directly to the introduction of the ‘jellymould’ Sierra while the 1985 Probe V (pictured) still looks ultra-modern, with its drag co-efficient of just 0.137 – the same as an F-16 fighter jet.

Ford Ghia Cockpit (1981)

Revisiting the microcar formula of the 1950s, the Cockpit could seat two in tandem and it was designed as an economy car for urban streets.

Small, easy to park and ultra-frugal, power came from a 200cc single-cylinder motorcycle engine that peaked at 12bhp, and which could deliver 75mpg around town. A forward-look into future personal mobility.

Italdesign Capsula (1982)

It may have looked more than just a bit weird but the Capsula really pushed the boundaries when it came to packaging. Here was a car that could be a car, van or just about any other type of vehicle, just by plonking a different bodyshell onto the chassis that contained all of the Alfasud boxer engine and running gear.

MG E-XE (1985)

Perennially broke British Leyland/Austin Rover/MG Rover rarely created pricey concept cars, but this E-XE proved they could pull it off when they tried.

It clearly influences the MGF sports car that arrived a decade after the E-XE made its first appearance, complete with Metro 6R4 running gear. We reckon it still looks great today, not bad for an eighties concept aged 34.

GM CERV III (1990)

GM showed its first CERV (Chevrolet Engineering Research Vehicle) concept in 1962 and followed it up two years later. The third iteration was a very different beast and while it was a looker, it was the engineering that set it apart.

The car’s raison d’etre was to be capable of being driven at massive speeds - 200mph - without the need for super-human skills – even if driven on tricky or slippery surfaces. Its design language can clearly be seen in the Corvette C5 that arrived in 1997.

BMW E1 (1991)

The smallest cars are often the most innovative, and so it was here with a concept first seen in 1991 then reimagined for 1993. While the first iteration came with electric propulsion only, a redesign two years later led to three powertrains being engineered: petrol, electric and petrol-electric hybrid, and a lightweight aluminium bodyshell to cut weight.

This concept was important as it showed the world what a small BMW could look like, at a time when the company – like its main German rivals – were associated with conventional saloons.

It’s said that this car might have been made production had the company not instead bought Rover, and concluded it could do BMW’s small cars instead; that didn’t end well, but BMW did at least get Mini from its misadventure, which has flown the small car flag for the company since. We finally got a small BMW-badged car with the first 1 Series of 2004.

Volvo ECC (1992)

When the first-generation Volvo S80 went out of production in 2006 it didn’t look especially dated – yet it aped the ECC (Environmental Concept Car) that had first been seen as far back as 1992.

Designed to save the planet in use and its occupants in a crash, the ECC was light, slippery, strong and frugal; motive power was courtesy of a gas turbine combined with an electric motor.

Dodge ESX3 (2000)

For a 21st century car the Dodge ESX3 may not have looked cutting-edge, but underneath that sober skin was something rather interesting – a diesel-electric hybrid powertrain. Honda and Toyota hadn’t long introduced their Insight and Prius respectively, yet as far back as 1996 Dodge had shown its first ESX hybrid concept – with the sequel following in 1998.

Jaguar F-Type (2000)

Jaguar has done a pretty magnificent job with the production F-Type that arrived in 2013. But this is what the F-Type could have looked like; this speedster concept made its debut at the Detroit motor show in 2000 and looked utterly sensational, though not exactly production-ready with its lack of weather gear and an almost complete lack of practicality.

Jaguar’s then-owner Ford however decided to spend its money on an ill-starred Formula One campaign instead, so the F-Type idea was canned for another decade or so. The 200 concept is now displayed at the British Motor Museum at Gaydon.

BMW X Coupé (2001)

BMW came in for a lot of stick at the start of the 21st century thanks to design chief Chris Bangle and his radical styling ideas. One of the most obvious was the ‘flame surfacing’ that played tricks with the light down the car’s flanks.

The X Coupé also featured swivelling headlights, directed by GPS and a 3.0-litre diesel engine – a form of propulsion almost unheard of in a sporting coupé. Controversial or not, Bangle’s themes were certainly influential and made him one of the world’s most famous car designers.

Cadillac Sixteen (2003)

GM has come up with some outlandish concepts over the years, but few can top the Cadillac Sixteen, with its 13.6-litre V16 that was reputedly good for 1000bhp.

Nothing like it was ever going to enter production, but it did introduce a new design language for Cadillac that’s still current; take a look at a 2019 Escalade if you don’t believe us.

GM Hy-wire (2003)

One day all cars will be like this. Thanks to everything being controlled through drive-by-wire tech there were no mechanical linkages in the cabin, allowing it to be completely opened up.

The fuel cell tech was all enclosed in the sandwich chassis; the three-phase motor provided 126bhp when running continuously, but 173bhp could be summoned for short bursts.

Holden Efijy (2005)

Concept cars usually look forward, not back. But the Holden Efijy from GM’s Australian arm looked so fabulous that it didn’t really matter.

A tribute to its legendary FJ from the ‘50s (hence the name), the Efijy was based on a C6 Corvette and utilised that car’s supercharged 6.0-litre LS2 V8.

BMW EfficientDynamics (2009)

It led directly to the introduction of the i8 but the BMW Vision EfficientDynamics is much more than that. It pioneered a new type of performance car that mixed high-tech lightweight materials with a hybrid powertrain – and the best part is that now, if your pockets are deep enough, you can buy one of your own in the BMW i8.

BMW were loudly stating that if the future was electric, it could also be alluring.

Renault Dezir (2010)

You’ll have to look long and hard to find a concept car that looks as beautiful as this one. First shown at the 2010 Paris motor show, the Renault Dezir was a pure-electric concept that offered a glimpse into an eco-friendly future where you could have beauty and brains in one compact package.

Nine years on, the Dezir still looks stunning.

Jaguar C-X75 (2010)

We got so close to being able to buy one of these gorgeous 778bhp hybrid supercars, but in the end the business case just didn’t stack up. Built in conjunction with Williams Advanced Engineering, the plan was to build up to 250 examples at around £1m apiece, but it wasn’t to be – although a villain got to drive one in the film Spectre, chasing James Bond in his Aston Martin DB10 round the streets of Rome.

When its designer Ian Callum retired from Jaguar in June 2019, one of his biggest regrets was that this car didn’t make production.

BMW Next 100 (2016)

Launched to mark its centenary, BMW pulled out all the stops with this one. The self-driving Next 100 pioneered new design and construction techniques that incorporated carbonfibre structures for lightness and strength.

It was super-slippery too, with a drag co-efficient of just 0.18 Cd.

DS E-Tense (2016)

So far, the DS brand has brought us mainly reheated Citroëns, but this all-electric concept that made its debut at the Geneva salon in 2016 showed just what the PSA brand was capable of.

Looking like a mid-engined supercar, the 400bhp luxury coupé was the car of the show for many – so it’s a shame there are no plans for production.

Volkswagen ID.3 (2016)

Take a close look at this car, as the chances are you’ll be seeing an awful lot of them in the future. This concept was unveiled at the Paris motor show, and previews a range of small all-electric cars from Volkswagen. So far, so unradical.

The difference is that the car promises a range of up to 340 miles, and a sale price starting at £25,000 – more or less what you’ll pay for a conventionally-powered high-end Golf today. First deliveries will begin in early 2020.

Lagonda All-Terrain Concept (2019)

We credit this car from Aston Martin for the way it reimagines personal transport. Instead of a car, it seeks to deliver a private jet-like travelling experience, shuttling its well-heeled occupants from one place to the next in silence, oblivious to the outside world and its occasional tiresomeness.

All-electric power promised a range of 400 miles; sadly new management arrived at Aston and cancelled plans for production.

Mercedes-Benz GLC Electric

Fri, 22 May 2026 08:30:00 +0100

Familiar styling conceals total transformation for brand's best-seller as it turns electric to face the new BMW iX3 Could the new Mercedes-Benz GLC Electric be parachuting into one of the most crowded corners of the UK car market? Take a look at its list of potential rivals and you would certainly have to conclude that, given the huge array of options, medium-sized electrically powered SUVs with a premium badge have struck a chord with buyers. Old hands such as Audi, BMW, Porsche and Volvo all have highly credible contenders on their books, while relative upstarts such as Genesis and Polestar have models that are more than capable of muscling in on the upmarket action. Basically, if you’ve got upwards of £60,000 to spend on a high-riding, upper-class EV, the world is your lobster.Moreover, some of the GLC’s potential rivals are genuinely standout machines. The new BMW iX3 recently received a glowing 4.5-star road test review, while we've hailed the new Volvo EX60 as potentially even better than our newly crowned Bavarian standard bearer. As a result, Mercedes' latest addition will have to be on top form if it wants to stand out among a sea of competitive offerings.Like its closest rival, the GLC Electric is technically unrelated to its hugely popular, combustion-engined namesake, instead being based on a new-generation, electric-native platform that promises huge advances in performance, utility and packaging compared with the structures its manufacturer used for its first-generation EVs.

The end of bings and bongs? Euro NCAP overhauls ADAS testing

Fri, 22 May 2026 07:00:00 +0100

Changes to testing regime include using systems in the real world, while pushing for adaptive technology

New safety features that adapt to individual drivers are expected to make their way into cars by the end of the decade – and it is hoped this will increase motorists' acceptance of advanced driver assistance systems (ADAS) anid growing scepticism of the tech, Europe's main vehicle safety body, Euro NCAP, has told Autocar.

In 2019, the EU introduced General Safety Regulations 2 (GSR2), which mandate the fitment of ADAS on all new models launched from 2022 and all cars registered from 2024 onwards. Technologies that became compulsory include intelligent speed assistance (ISA), emergency lane keeping (ELK) and autonomous emergency braking (AEB).

However, driver acceptance of the systems has been mixed. A survey commissioned by automotive risk analyst Thatcham Research found that 82% of drivers in the UK reported feeling safer with ADAS fitted to their car but almost a quarter regarded the features as distracting, irritating or intrusive, leading some to turn them off entirely (even though this must be done each time the vehicle is started).

In order to counter this scepticism, a key feature that ADAS must deliver next is the ability to adapt to each driver, because current systems can be too intrusive, leading to distrust, explained Adriano Palao, ADAS technical manager at Euro NCAP.

The organisation not only crash tests and safety rates new cars but also works with the industry to create new safety tech. "We only want to make ADAS better," he said. "I am on a mission to achieve this. It's a fundamental turning point in the technology, and we want to encourage OEMS to take this approach."

More intelligence required

One thing that must change, said Palao, is the ability of systems to "understand what condition the driver is in". He explained: "This is important. If you understand that, you can make your ADAS better."

As an example, he cited lane keeping assistance, a system that attempts to keep the car in the centre of a lane by using a camera to monitor road markings and then takes over the steering to adjust the car's position as necessary.

"I consider lane keeping assist absolutely useless when i am in control," he said. "At such times, I don't want it to correct my trajectory at all. A good driver monitoring system will know if the driver is paying attention so that ADAS will intervene only when required."

Palao also criticised driver monitoring systems that don't distinguish between different levels of driver distraction - something that "can cause issues of acceptance among drivers and feelings that the system is patronising them".

He continued: "We need to understand that drivers will for legitimate reasons engage in distracting activities, such as turning off the radio or changing the temperature. We don't want the system to warn for this."

Tailored seatbelts and airbags; more cameras

Euro NCAP is pushing for restraint systems to become smarter too. Palao explained that sensors capable of detecting the dimensions and shapes of the driver and front passenger will ensure the load limiter on the restraint system is tuned to deliver the best interventions.

The system will also manage the inflation area and deployment of the airbags so that their explosive force is dissipated in a less potentially harmful way, again depending on the occupant.

In-cabin cameras will also be installed to detect seatbelt misuse. Palao said: "Some taxi drivers, for example, who find the seatbelt uncomfortable, bypass the alarm system with fake buckles, but a camera will detect this and trigger an audible warning.

"Using a camera, it will also be possible to detect If a passenger has their feet on the dashboard and how close individuals are sitting to the airbags."

What about hands-off driving?

Semi-autonomous car technology is expected to become more widely available in the next decade - but some firms already offer it today.

Last month, the Netherlands Vehicle Authority gave Tesla permission to deploy its optional Full Self-Driving (FSD) Supervised system an Model 3 and Model Y cars on Dutch roads. The system, which went live in the US several years ago, enables the car to drive itself from point to point, albeit with the driver's eyes fixed on the road.

Other car makers offer systems that are similar but more limited. Ford's BlueCruise, for example, has the same semi-autonomy as FSD but is regulated for use in designated 'Blue Zones' only, which are mostly motorways.

Mercedes-Benz's level-three Drive Pilot system an option for the S-Class and EQS saloons - can be used only on specific roads in Germany, California and Nevada, only in traffic, only at up to 40mph and only where the weather is clear and road markings are visible.

Palao didn't criticise FSD but questioned aspects of its implementation. especially given Tesla's lack of participation in Europe's safety programmes.

"It's a breakthrough system, but what is Euro NCAP's role?" he asked. "We liaise with Tesla but the company is planning its own roadmap without collaborating with us, and we need to understand if it is doing so in a safe manner."

Palao said Euro NCAP's ignorance of Tesla's methods extended to FSD's driver monitoring technology: "What does it mean for the driver to have their eyes on the road with this system? They could be watching a film on their phone mounted on the steering wheel, fooling the system they are looking at the road. We don't have enough information to say whether it is good or bad."

He added: "We mustn't forget that if you crash using Tesla's FSD system, you, the driver, are liable."

Euro NCAP to start road testing ADAS

Euro NCAP will, for the first time, test vehicles on public roads to find out how reliable and accurate current ADAS features are amid growing scepticism among motorists of the safety technologies.

Euro NCAP's new 'on-road driving evaluation programme aims to understand these and other criticisms of ADAS.

Starting this year, every vehicle that it tests will be equipped with a suite of additional exterior and interior 'ground truth' sensors to accurately monitor speed limits and record how the vehicle responds to them. It will be driven a total of around 1200 miles in at least three European countries, with every reaction logged.

"We have worked on ADAS for years and now we want to make sure the technologies are delivering not only on the test track but on the road," said Palao. "For example, is (the lane keeping assist annoying and aggressive? What is the accuracy of the speed limit information? Were there any false braking events? This is the first time we have sought to find out what is the experience of the end consumer."

Strange, obscure & often forgotten badge-engineered cars

Fri, 22 May 2026 06:10:22 +0100

Which of these cars do you remember?

Why go to the trouble and expense of creating two or more cars when you can simply create one and sell it with different names?

That process is called badge engineering, and it has been used many times over the years, usually for brands owned by the same manufacturer but occasionally by collaborating manufacturers. Such as this Fiat Fullback, sister to the Mitsubishi Triton/L200, and built in Thailand.

From hundreds of possible examples, we’ve picked a representative 41 to describe here, listed in alphabetical order. Cars which differed from the originals in specification, styling details and in some cases drivetrain are considered are acceptable, but we’re going no further than that.

Acadian Beaumont

Acadian was a General Motors brand which, from 1962 to 1971, marketed very slightly adjusted Chevrolets on the Canadian market and sold by Pontiac-Buick dealers. The first Beaumont was a version of the Chevy II, while the second (pictured) was a rebadged and otherwise mildly altered Chevelle.

During the lifetime of the later car, Beaumont became a brand in its own right (GM always did like another brand), and only the Chevy II-based model remained known as an Acadian.

Alpheon

Alpheon was a single-model General Motors brand which operated briefly in South Korea. The single model in question was a locally-built second-generation Buick LaCrosse (itself a close sibling to the Opel Insignia), but Buick had no presence in the country, and there were no plans to create one. Renaming it as a Chevrolet seemed inappropriate, and the Daewoo brand was about to be discontinued.

Alpheon was created in 2010 simply as a name under which to sell this specific car. Both were discontinued five years later when GM Korea began importing the Detroit-built tenth-generation Chevrolet Impala.

Aston Martin Cygnet

For almost the first century of its existence, the suggestion that Aston Martin might put a badge-engineered Japanese city car on the market would have inspired hard stares and rude retorts. Nevertheless, it actually happened in 2011.

The Cygnet was a Toyota iQ with a higher level of equipment, some cosmetic restyling and a startlingly higher price tag. It sold very poorly, and Aston has never attempted anything similar since. Only 300 were made however, and that rarity has meant they retain their value very well; they are a surprisingly common sight in posh parts of London.

Asüna Sunrunner

Like Acadian, Asüna was a General Motors brand dedicated to the Canadian market. During its very brief period of operation in the early 1990s, it sold three models which GM had very little to do with, other than importing them from Japan and South Korea.

They were the Sunrunner, the Sunfire and a sedan known either as the SE or the GT. The first of these was one of the most badge-engineered vehicles on the planet, being sold around the world as the Suzuki Escudo, Suzuki Vitara and Chevrolet Tracker, among many other names.

Audi 50

Still to this day the smallest car Audi has ever put on sale, the 50 was almost exactly the same thing as the first-generation Volkswagen Polo. Since Audi got there first in 1974, and had built what the company reports (with devastating precision) to have been 43,002 50s by the time Polo production began on 31 March 1975, it would be correct to say that the Polo was a badge-engineered 50.

However, Audi persevered with the 50 until 1978, while the Polo, now in its sixth generation, is still with us, so it’s easier, if less accurate, to think of them as being the other way round.

BMW 3/15

BMW entered the motor industry in 1928 through its purchase of Fahreugfabrik Eisenach. That now largely forgotten company was at the time producing a car called the Dixi, which was an Austin Seven built under licence in Germany.

The car, known as the 3/15 was steadily updated by its new owner, but it was only when this was replaced in 1932 by the 3/20 that BMW could no longer truly be said to be building badge-engineered Austins.

Citroën C-Crosser

When you speak of the C-Crosser, you also speak of the Peugeot 4007, which was exactly the same thing. Both were badge-engineered versions of the Mitsubishi Outlander SUV, the first of the three to be launched in 2005.

It would be wrong to describe the Mitsubishi as a badge-engineered Citroën or Peugeot, since it was almost entirely the Japanese company’s work, though the French did supply engines (as did Volkswagen). The co-operation wasn’t a great success, and did not survive into the next generation of the Outlander.

Daewoo G2X

The General Motors Kappa platform was used for several concepts and four production sports cars. Of the latter, the Pontiac Solstice had its own distinctive styling, but the Saturn Sky and Opel GT were virtually identical apart from their badging.

Less familiar to western motorists was the Daewoo G2X, essentially the same car as the Sky and GT but, like the Opel, only ever available with a turbocharged engine as fitted to the Red Line version of the Saturn. It wasn’t a big hit, with only 179 examples reported as having been sold from 2007 to 2009.

Daewoo Royale

During the very complicated early history of GM’s presence in South Korea, the Daewoo Royale was introduced in 1978 as the replacement for a car called the Saehan Rekord.

Other than its name and a few styling changes, the Royale was essentially an Opel Rekord E, and therefore also more or less the same thing as the contemporary Vauxhall Carlton and Holden Commodore.

Dodge Brisa

Quite unlike anything else marketed by the brand, the Brisa was sold as a Dodge only because of an arrangement between companies which otherwise rarely worked together. It was in fact a first-generation Hyundai Accent (pictured) manufactured in Venezuela from 2002 to 2006.

The Brisa name was also used for a completely unrelated Kia of the 1970s, which was a variant of the second-generation Mazda Familia.

Fiat Fullback

Usually, if you think you’re looking at a fifth-generation Mitsubishi L200 truck (also known as the Triton or Strada), you’re quite correct, but sometimes you’re not. If it was built between 2015 and 2019, it could actually be a Fiat Fullback, unless you’re in the Middle East, in which case it’s far more likely to be a Ram 1200. Badging and very minor details apart, they are all the same.

Since 2020, a similar situation has pertained to the Fullback’s successor, the Fiat Titano, which is actually a Peugeot Landtrek.

Fiat Sedici

The Sedici, a compact SUV available with front- or four-wheel drive, was a rebadged Suzuki SX4, and built in the Suzuki factory in Hungary. We were reasonably impressed by it, saying, “Certainly there is no notable reason to avoid it.”

It was revised in 2009 (as pictured here), but there was no Fiat equivalent of the Suzuki’s successor, the SX4 S-Cross, which arrived in 2013. Fiat’s current model of this type is the 500X, related to, but not a badge-engineered version of, the Jeep Renegade.

Fiat Viaggio

Fiat’s investment in Chrysler’s after Chrysler went bankrupt during the global financial crisis led, among other things, to the creation of the most recent model known as Dodge Dart, which was itself based on a larger version of the platform used for the Alfa Romeo Giulietta.

Fiat then converted the Dart (though the changes were minimal) into the Viaggio, which was sold in China. It then went a step further and created the Ottimo – basically the same car, except that it was a five-door hatchback rather than a four-door sedan.

Hindustan Ambassador

The big-selling Ambassador was developed considerably over its very long production life from 1957 to 2014, but it was at first – and at heart remained – a rebadged Series III Morris Oxford.

There has been talk of Hindustan Motors introducing a new Ambassador in the near future, but if this happens it’s unlikely to have much relationship to the old one.

Holden Jackaroo

Both the first and the second (pictured) generation of the Isuzu Trooper were sold by GM’s Australian division with the model name Jackaroo. The earlier model was the first four-wheel drive vehicle in Holden’s history.

Used since the 19th century, the word jackaroo refers to a young man working on a sheep or cattle station.

Honda Crossroad

Honda has marketed two SUVs called Crossroad. The second was all in its own work. The first, dating from the 1990s, was a rebadged Land Rover Discovery, a situation made possible by the fact that Honda had a business arrangement with Rover at the time.

Its 3.9-litre engine is still to this day the largest ever fitted to a road-going Honda production vehicle, and Honda’s only production car V8.

Isuzu Hombre

Isuzu is famous for, among other things, its pickup trucks. Who has never heard of the Rodeo, the D-MAX or the Hombre? Well, perhaps the Hombre might not have registered with you.

It was a mildly restyled version of the Chevrolet S-10 sold briefly in the late 1990s. Its successor, the i-series, bore a similar relationship to the S-10’s successor, the Chevy Colorado/GMC Canyon.

Lancia Flavia

The Flavia we’re looking at here had nothing to do with the one sold throughout the 1960s and later renamed 2000. This one was hardly a Lancia at all, but a very slightly altered Chrysler 200 convertible (itself a reworked Chrysler Sebring) sold in left-hand drive European markets.

It was introduced in 2012 and abandoned two years later due to the introduction of the new 200, which had no Lancia equivalent.

Mazda 121

Mazda used the 121 name for several of its models from the mid 1970s until the early 21st century. The one of interest here was, except on the closest inspection, almost indistinguishable from the fourth-generation Ford Fiesta – the one which resembled a fish until it was facelifted in 1999.

Both cars were produced until 2002. There has been no Mazda 121 of any kind since then.

Nissan NMC

NMC stood for New Mobility Concept. That name was used – or at least its initials were – for a rebadged Renault Twizy, which Nissan said had been “developed in response to rising numbers of senior citizens and single-member households, along with increasing use of automobiles for short-distance trips by up to two people”.

It sold in very small numbers in Japan, and was also known as the Scoot Quad for the purposes of a car-sharing scheme in San Francisco. Contemporary reports revealed that both Renault and Nissan badges were visible.

Oldsmobile Firenza

The Firenza is today perhaps the least remembered of the many General Motors J platform cars. Sold in the 1982 to 1988 model years, it was made of largely the same stuff as the Buick Skyhawk, Chevrolet Cavalier and Pontiac Sunbird of the same period, and as the much more expensive and much less successful Cadillac Cimarron.

Each brand applied its own styling to some extent, but at first glance it was difficult for a non-expert to tell which was which.

Opel Ampera-e

The recently discontinued Chevrolet Bolt EV was not sold under its own name in Europe, but in some countries it was available as the Opel Ampera-e. Both were built in the GM Orion Assembly Plant in Michigan, though Ampera-e production was not enough even to satisfy the small number of orders Opel dealers received.

The Ampera-e was already off the market by the time the Bolt EV was discontinued at the end of the 2023 model year. A replacement is due in 2026, but the chances of there being an Opel version are infinitesimal, since the German brand is now owned by GM rival Stellantis.

Opel Karl

Before General Motors sold Opel and Vauxhall to the PSA Group in 2017, it was quite reasonable that they would both sell a slightly altered version of a Chevrolet. The Chevrolet in question was the Spark, which was designed and built by GM Korea.

Within our definition, the Karl was a badge-engineered Spark, since the styling changes were fairly minor. The Vauxhall Viva (pictured), sold only in the UK, was more precisely a badge-engineered Karl.

Peugeot Pars

Iran Khodro, or IKCO, has both developed its own cars and manufactured ones designed by other companies. One of the most famous examples of the latter is the Peugeot Pars, which still looks very much the Peugeot 405 it really is, even though it has had several updates.

IKCO also builds produces its own versions of the Peugeot 207 and the much more recent Peugeot 2008.

Plymouth Cricket

During the short existence of Chrysler Europe, the car normally known as the Hillman Avenger was rebadged as the Plymouth Cricket for North America, where the Hillman nameplate meant nothing. Despite winning the 1971 Press On Regardless rally, it proved to be very unpopular, and was discontinued in 1973, eight years before Avenger production came to an end.

It was followed almost immediately by a new Plymouth Cricket which was once again a badge-engineered car, this time based on the second-generation Dodge Colt.

Pontiac Torrent

Although both ends were slightly restyled, only a few seconds’ study would make it evident that the Torrent, a mid-size crossover SUV launched in 2006, was neither more nor less than the first-generation Chevrolet Equinox introduced the previous year.

While the Equinox is heading into its fourth generation, there was only ever one Torrent. Any chance that there might have been more evaporated when General Motors closed Pontiac in 2010, 74 years after its creation.

Proton Pert

Some generations of the Mitsubishi Lancer Evolution were rebranded as Protons and given the name Pert, an acronym of Petronas EON Racing Team (EON being Edaran Otomobil Nasional, a company established in 1984 as a Proton distributor).

The Pert is most famous internationally for having won the 2002 Production World Rally Championship in the hands of Malaysian driver Karamjit Singh (born 1962), who beat Lancer Evo VIIs into second and third place over the course of the season.

Proton Tiara

Protons built and sold in the 20th century were usually based on Mitsubishis in one way or another, but the Tiara was a unique case of one which was in fact a Citroën.

Specifically, it was a Citroën AX, that very light small car which was coming to the end of its production life when the Tiara arrived in the late 1990s. The Proton lasted slightly longer, but not beyond 2000.

Renault Alaskan

Like the discontinued Mercedes X-Class, the Alaskan is, barring some minor alterations to the design, a third-generation Nissan Navara.

Introduced in 2016, it became the longest-ever Renault (or at least Renault-badged) toad-going production vehicle, taking over from the 40CV luxury car which had been discontinued 88 years before.

Roewe 750

The 750 was the first model produced by Chinese manufacturer SAIC Motor after it bought the rights to the Rover 25 hatchback and the much larger Rover 75, but not to their names; the Rover name was owned by BMW, then sold to Ford, and then sold on to Tata Motors when it bought Jaguar Land Rover.

The 75 is the more important of the two in this context, since that’s basically what the 750 was, though there are just enough styling differences to make it clear that it was not precisely the same. Introduced in 2006, it remained in production for a full decade, until November 2016.

Rover CityRover

Except in the tiniest details, the CityRover introduced in 2003 was a Tata Indica designed and built by Tata Motors, which subsequently became – and is still – the owner of Jaguar Land Rover.

Motorists in different countries have different requirements. While the Indica was a success in India, it was robustly criticised in the UK as a poor attempt to keep MG Rover in business. As we wrote after it had gone, “A low price wasn’t enough to save the company.”

Saab-Lancia 600

Once described as “the black, unexplored terrain of Saab history”, the 600 was unusual in that it wasn’t a Saab at all but an almost entirely unmodified Lancia Delta, even retaining a Lancia badge on the front grille.

Launched in Sweden, Finland and Norway in 1980, it quickly developed a reputation for being adversely affected by the salt spread liberally on the roads of those countries when they became icy, and was withdrawn after just two years.

Saturn Relay

Towards the end of Saturn’s 25-year history, GM’s ‘different kind of car company’ brand produced a minivan called the Relay. It made its debut in the 2005 model year, the same time as the Buick Terraza, the Chevrolet Uplander and the second-generation Pontiac Montana, all of which were the same vehicle, though with very slightly different front-end treatments.

Like the Buick, the Saturn did not survive beyond 2007, though the Chevrolet and the Pontiac lasted slightly longer. Saturn itself was closed down in 2010.

Subaru Justy

The second-generation Justy was almost identical to the second-generation Suzuki Swift. Oddly, for two cars marketed by Japanese companies, they were both built in Suzuki’s factory in Hungary.

The major difference between the two lay under the skin. By the 1990s, Subaru was globally famous for its four-wheel drive cars. The Justy accordingly came with 4WD as standard.

Subaru Pleo

Subaru began making kei cars in 1958, and continued doing so until 2009, when its first-generation Pleo was discontinued. By now Toyota, a majority shareholder in Daihatsu, had a significant investment in Subaru too, and decided that there was no point in two brands it partly owned developing kei cars separately.

The second Pleo, therefore, was simply a Daihatsu Mira with Subaru branding. Both versions remained on the market until 2018.

Subaru Solterra

The partnership between Subaru and Toyota has led, among other things, to the creation of the Solterra, an all-electric crossover which amounts to a rebadged and very mildly redesigned Toyota bZ4X.

While the derivation of the name bZ4X isn’t immediately obvious, ‘Solterra’ comes from the Latin words for ‘sun’ and ‘earth’, emphasising Subaru’s ambitious claim that this is its “first global EV that aims to co-exist with nature”.

Suzuki Cara

The Autozam AZ-1 was a kei sports car with gullwing doors, developed by Mazda. The Cara was the same thing, but with Suzuki badging.

However, there’s more to it than that. The history of the AZ-1 in fact begins with a Suzuki prototype which was dropped in favour of the less radical Cappuccino and picked up by Mazda. The production version was also powered by the same turbocharged 657cc three-cylinder engine used in the Cappuccino.

Toyota Glanza

The Suzuki Baleno went on sale in India in 2015, and four years later gained a rival in the form of the Toyota Glanza, which was actually the same car. Both models moved into their second generation (pictured) in 2022.

Glanza is derived from the German word Glanz, which can be translated into English as ‘brightness’, ‘radiance’, ‘sparkle’ and various synonyms thereof. Toyota previously used it in Japan for a sporty version of the fifth-generation Starlet.

Vanden Plas Princess

The British Motor Corporation car codenamed ADO16, always powered by a 1.1- or 1.3-litre A-Series engine, was one of the most popular models in the UK during the 1960s. It was also an extreme example of badge engineering, being marketed by the Austin, Innocenti, MG, Morris, Riley, Vanden Plas and Wolseley brands.

Today, Vanden Plas is perhaps the least well remembered of these. Its version of the car was notable, though not unique, for having an extravagant chrome front grille, but was structurally and mechanically the same as all the others. It had a delightful interior full of polished wood, with picnic tables on the back of the front seats.

Vauxhall VXR8

VXR8 was the name used for two generations of Vauxhall which weren’t really Vauxhalls at all. In fact, they were Holdens powered by Chevrolet V8 engines and imported from half a world away in Australia.

General Motors cancelled all Holden production in 2017, and that spelled the end for the VXR8.

Wolseley 6/99

The Austin A99 Westminster introduced in 1959 was quickly joined by Wolseley’s badge-engineered equivalent. The mechanicals (including a 2.9-litre straight six engine) and Pininfarina-designed bodies were identical, but since Wolseley was a far more upmarket brand than Austin the 6/99 was made to look much grander.

A similar tactic was employed in 1961, when the cars were lengthened and became the Austin A110 Westminster and Wolseley 6/110 respectively.

Best £20k electric car showdown: Renault 5 vs Fiat Grande Panda

Fri, 22 May 2026 06:00:00 +0100

Fiat's new Grande Panda spreads cheer wherever it goes — but it will take more than just vibes to beat the Renault 5

Don't panic. Yes, you are looking at a Fiat Panda and a Renault 5, but no, you haven't fallen down a wormhole and been dumped into the early 1980s.

The names may be those of familiar old stagers, but this pair of bang-up-to-date EVs represent Europe's most convincing fightback yet against the wave of ever-hotter, low-cost competition from China.

Yet there's more to this duo than eye-catching price tags and wallet-friendly finance deals. Much, much more. You see, both the 5 and the Panda were designed by teams who reckoned that if the established European brands are to have a future, they need to look to the past. In fact, it's no surprise that both cars feature the creative input of François Leboine, current design boss at Fiat and previously part of Renault's advanced vehicle design team at the time the reborn 5 was being formed.

And the parallels don't end there, because each of these contenders is aimed at a similar audience, takes up roughly the same space on the road, travels a similar distance on a charge and in entry-level guise, as tested here, is priced within a biscuit of the other. Yet after spending time with our new-wave nostalgics, we have also found some crucial differences, both in design intent and driving dynamics. Which approach is better? Well, that's where it gets complicated.

We're already very familiar with the reborn 5, which has become a firm favourite here at Autocar. Even now, a year or so after its launch, the retro-infused Renault has the power to stop traffic and start conversations. It's not just the car's futuristic yet familiar lines: it's also the neat details such as the illuminated '5' in the bonnet that doubles as a battery charge indicator and the subtly flared wheel arches that evoke the wild, mid-engined, Group B rallying 5 Turbo.

And yet today, when the minty fresh (both in its newness and its eye-catching hue) Panda rolls up to our road test rendezvous, the Renault's power to distract is instantly sapped. The new Fiat is a bigger car than its predecessor (it's a Grande Panda now - geddit?), graduating from the city car class to the supermini sector, but the square-rigged influence of the Giorgetto Giugiaro-penned original is clear to see.

That 1980 icon's looks were the result of an obsessively rational pursuit of low production costs, the car's simple panel pressings and flat glass helping to make it easier and cheaper to build than contemporary rivals. This new Panda was also conceived with a beady eye on the bottom line, but the cost savings have been achieved through the modern-day expedient of hardware sharing: it sits on Stellantis's Smart Car platform, which also underpins the new Citroën C3, Citroën C3 Aircross and Vauxhall Frontera.

While the 5 aims for a certain suave sophistication, the Panda is out-and-out fun in its approach. Everywhere you look there's a design flourish that captivates or an Easter egg ready to be found, from the large 'PANDA' script stamped into its flanks through to numerous appearances of Fiat's old diagonal four-bar logo and our entry-level Pop version's steel wheels.

Highlights include the holographic badges in the C-pillars, the pixelated LED headlamps and the 3D tail-lights that appear to be housed in a Perspex display case. Or how about the neat, retractable charging cable hidden in the front grille? Whichever way you look at it, the Panda effortlessly mixes the clever and the cool.

Fiat's designers have kept the creativity coming inside, where the Panda melds form and function to excellent effect. Jump behind the wheel and you're greeted by a neat digital instrument display and infotainment touchscreen that are framed within an evocation of the old Lingotto factory's rooftop test track. Finished in a translucent yellow plastic, it glows pleasingly when backlit by the sun. Embossed 'Panda' badges are everywhere, while the word 'ciao' is stamped on the inside of the tailgate.

It's colourful too, from the blue plastic trim for the dashboard and doors (made from recycled drinks containers) to the natty fabric covering the glovebox. Combined with the large windows, this creates a bright and cheery ambience.

What it can't match is the 5's premium feel and sense of solidity - although it feels robust enough. It's all so easy to use, too, with physical controls for frequently used functions and straightforward infotainment that syncs seamlessly with your phone.

Stick your head into the 5 and it all seems a little sombre at first, but even in entry-level Evolution guise its richer materials and a more expensive-looking digital display give it a classier atmosphere. This is a cooler and more cosseting environment - an upmarket counterpoint to the Panda's airy feel and funky charm. There are some nods to its ancestor (the stitched dashtop matching the ribbed moulding of the original), but the 5, slathered in soft-touch materials, feels a more grown-up proposition.

Whichever way you cut it, the Panda is the more practical machine. For starters, there's more space for those sitting in the back. The 5's more cramped rear compartment is compounded by smaller side windows and dark trim that combine to create a sense of claustrophobia. Fiat's designers have also put more thought into storage, dotting handy cubbies, trays and compartments around the Panda's cabin; Renault's lot force you to leave more of your stuff in trouser pockets.

The Panda's 361-litre load area sticks the boot into the 5 for carrying capacity, holding a handy 35-litre advantage. Both benefit from a 60/40-split folding rear bench but are also hobbled by high load lips. Yet in the final reckoning, the Panda is the more roomy and versatile option overall. This is a car that could just about pass muster as your only set of family wheels.

Settle yourself behind the wheel and prepare to go for a drive and the tables turn. You sit lower in the 5 and it's easier to find the perfect seating position; the Panda's driver is a little more perched, its smattering of rugged SUV exterior cues carrying over to a raised driving position. The 5 isn't without its flaws, though: if you manage to operate the column-mounted gear selector without setting the wipers flailing, then kudos to you.

The 5's more upmarket visual and tactile vibe translates to the initial driving experience. With its multi-link rear axle and greater use of sound- deadening, it has a greater sense of plushness from the get-go.

In truth, there's little in it for outright ride quality between the pair, each dealing with bigger long-wave undulations with a nicely damped waft yet exhibiting some brittleness over more challenging torn and twisted surfaces, of which there are many here in the Malvern Hills. Yet in the 5, nastier impacts are more muted, while it rounds the edges of the sharper impacts better than the Panda. The 5 is a more hushed cruiser overall, insulating its occupants more effectively from wind and road noise. But while the Panda is a more obtrusive companion, it's far from wearing and, range aside, neither car should dissuade you from embarking on long-haul excursions.

It's in more dynamic situations that the 5 gets to put some distance - literally - between itself and the Fiat. While its 118bhp motor is just 7bhp up on the Panda's, the fractionally lighter and much torquier 5 responds more crisply to its accelerator (the Panda is a little sluggish when first moving away), while ramping up through the driver modes to Sport results in ever-increasing urgency to the requests of your right foot. It's no surprise to find the 5's claimed 0-62mph time of 9.0sec is a couple of seconds faster than the Panda's, even if both have more than enough urge for everyday use.

The Panda's less racy remit is highlighted by its shortage of adjustable drive settings (there's just a Comfort button that adds a syrupy response to the accelerator) and lack of adjustment for the regenerative braking. On the plus side, the default set-up offers such a natural off-throttle retardation calibration that you rarely miss the 5's scope for manual fine-tuning.

The 5 also feels fleeter of foot through the corners, even if its light steering's sensitivity away from the straight-ahead means delicacy is needed for smooth progress (the brake pedal requires an equally soft touch).

Of course, the upshot is that the 5 feels alive when pushing on, darting towards the apex with greater alacrity and proving keener to subtly tighten its line with a lift of the throttle. There's real warm-hatch energy to the French car and, in many respects, it's a more satisfying steer than its hotter sibling, the Alpine A290.

Yet the Panda isn't without driver appeal. Its steering is more naturally paced and has greater reassuring heft, while its wider tyres (205-section, compared with 195-section on the 5) means it actually clings on harder and corners with the same even-keeled poise. It's not quite as biddable or nimble but, like all the best small Italian and French machinery, it can cover ground deceptively quickly, resulting in surprising point-to-point pace.

Totting up the scores at the end of a hard day's evaluation it quickly becomes clear that this pair are pretty much tied on points. Yet despite being so closely matched, the 5 and Panda actually have quite different characters.

The 5 is a more engaging driver's car, faster and more agile, and for people like us that counts for rather a lot. Yet for all its style, verve and upmarket allure, it's a less versatile small car - one that, like the original BMW Mini of 2000, is an object of desire as much as one of utility. For many that will be just fine, but the Panda proves that it's possible to be both charming and useful.

No, it's not quite as clear-sighted in its logic as some of Fiat's greatest pint-sized hits, and some of the design flourishes are just a little try-hard, but the Panda is a car that makes you grin just by being in its presence, while its thoughtful packaging allows it to just about fulfil the role of a larger car, much like the Uno did in the 1980s and first-generation Punto did in the 1990s.

Ultimately, each of our contenders oozes the sort of star quality that makes them difficult to resist. Yet in the final reckoning, the Panda's panache, purposefulness and price give it the win by the width of a single strand of spaghetto. Forza, Fiat - bravissimo!

	FIAT GRANDE PANDA ELECTRIC POP	RENAULT 5 E-TECH URBAN RANGE EVOLUTION
Rating	4.5 stars	4.5 stars
Price	£20,995	£21,495
Engine	Permanent magnet synchronous motor	Permanent magnet synchronous motor
Power	111bhp	118bhp
Torque	90lb ft	166lb ft
Kerb weight	1532kg	1463kg
0-62mph	11.0sec	9.0sec
Top speed	82mph	93mph
Battery	43.8kWh (usable)	40.0kWh (usable)
Range (WLTP)	199 miles	192 miles
Economy (test)	3.8mpkWh	4.0mpkWh

Plug and play

Both of these cars favour a relatively small battery (40kWh for the 5 and 44kWh for the Panda), which result in similar WLTP ranges (the Panda's 199 miles pipping the 5's by seven miles). On a relatively mild spring day, each car reckoned somewhere around 185 miles was possible on a nearly full charge. We also saw economy figures that hovered around the 4.0mpkWh mark when they were driven swiftly but sensibly (the 5 earns efficiency bonus points for its standard heat pump).

The Panda's novel retractable charging lead is limited to battery replenishment at 7kW, but there's also a standard charging port at the rear of the car capable of 100kW. By contrast, the Renault maxes out at 80kW, but its smaller battery means that a 20-80% charge likewise takes around 30 minutes.

Land Rover Discovery

Fri, 22 May 2026 06:00:00 +0100

Long-lived SUV arrives with a new six-pot and extremely luxurious trim The fifth-generation Land Rover Discovery is a seven-seat premium SUV with apparent staying power. First announced in 2016, and hitting UK roads in early 2017, it will shortly celebrate its 10th anniversary, with no confirmed plan for a replacement model as yet.Its 10-year life cycle has brought major powertrain changes and plenty of interior and exterior design tweaks. Not to mention one almost unheard of rarity among modern passenger cars: a wholesale relocation of its production base. The Discovery 5 was built in Solihull, alongside the Range Rover and Range Rover Sport, for the first couple of years of its life. Then, in 2018, production was relocated to Nitra, Slovenia, where the Defender would later be built alongside it.But not since the car’s arrival in spring 2017 has the Autocar road test lavished any more attention on this long-serving, versatile and slightly unassuming big Land Rover. That is a situation we will now rectify, as we focus on a powertrain that the car inherited only relatively recently, and a new flagship trim level that, Land Rover claims, makes for the most luxurious Discovery yet.