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  1. Yesterday
  2. Ian Callum left Jaguar after 20 years as its design chief New Warwick-based company comprises 18 experts and will undertake a diverse range of commissions Ex-Jaguar designer Ian Callum has launched a new business venture, just weeks after his high-profile departure from the company’s styling department. Named after its founder and design director, Callum is an independent design and engineering firm that will create bespoke products for clients across a variety of industries, including lifestyle, travel and design. The new company is headquartered in Warwick, not far from where Ian himself once penned pivotal Jaguar models such as the XF and I-Pace, and comprises a team of 18 audio, art, fashion, motorsport and lifestyle experts. Ian said: “In today’s modern world, collaboration is the catalyst for new ideas, and this is our ethos and inspiration, both within our team and as we look to work with partners in the future. “Callum is an exciting new chapter that will focus on ‘Journeys to Destinations’, and all that encompasses.” Like Ian, the three co-founders of Callum have already had a significant impact on Britain’s motoring landscape. David Fairbairn is the new company’s programme director, and was partly responsible for Jaguar’s recreation of the iconic Lightweight E-Type, revealed in 2014. He said the new company “brings together highly experienced, skilled and enthusiastic people that share the same want - the opportunity and freedom to create and produce products that excite”. Other members include engineering director Adam Donfrancesco, ex-Noble and Aston Martin engineer, and commercial director Tom Bird, who helped to orchestrate the Jaguar C-X75 concept’s appearance in James Bond: Spectre. The company is set to release official details of its first project in the coming weeks. Read more Ian Callum: the man who revived Jaguar design​ Jaguar C-X75 concept review The heroes of Ian Callum View the full article
  3. Last week
  4. Front-driven 1 Series may not drive like a traditional BMW but otherwise delivers on upmarket family hatch values It’s the all-new (and here comes the controversy) front-wheel-drive BMW 1 Series in its likely best-selling form. We’ve known this change in mechanical layout has been on the cards for a while now. We’ve even had the chance to sample a pre-production version and came away impressed. Even so, it’s taking some time to come to terms with the seismic philosophical shift under the skin.Yet is it as bad as all that? Not only did most BMW 1 Series customers (85% by the brand’s own count) not have the foggiest whether they were being pushed or pulled, the lower-powered models weren’t all that invigorating in reality. Sure, steering uncorrupted by torque fight was nice but, in general, most versions had much more grip than grunt, making it difficult to exploit the unique-to-the-class transmission layout.Underpinning the new 1 Series is BMW’s latest FAAR (it’s essentially an acronym for an extremely difficult-to-pronounce German phrase for ‘front-wheel-drive architecture’) platform. Featuring struts at the front and a multi-link rear axle, it also comes with optional adaptive dampers for the first time. Using a mix of aluminium and high-strength steel, the whole car is around 25kg lighter than the model it replaces and the wider track and 20mm-shorter wheelbase hint at the extra agility BMW claims to have engineered in.Power comes from the familiar 148bhp 2.0-litre four-cylinder diesel, which drives the front wheels (there, said it again) through a standard six-speed manual gearbox, although our test car has the optional eight-speed automatic. Lower-powered petrol and diesel models are also available with a self-shifter, but just to make things a little less straightforward, it’s a seven-speed dual-clutch gearbox.Inside is the latest high-tech iteration of the traditional driver-focused BMW wraparound dashboard. There’s the usual array of screens, with our car’s optional 10.25in (an 8.8in layout is standard) infotainment display accessed via either the touch-sensitive screen or the intuitive iDrive rotary controller. There’s also a familiar line-up of connected and live services, plus the effective ‘Hey, BMW’ voice control that mimics a similar system used in the Mercedes-Benz A-Class. And, of course, quality is top notch, with details such as the knurled metal-effect ventilation controls and top-to-bottom use of soft-touch materials bostering the car’s premium credentials.It’s also more spacious than before, with an extra 33mm of leg room and 19mm of head room, making the 1 Series a viable choice for four tall adults for the first time. And the larger, 380-litre boot (up 20 litres) means they can all bring along their luggage now. There’s more elbow room all round, too, so those in the front don’t feel as hemmed in.View the full article
  5. Fastest BMW 1 Series is quick and accomplished but lacks the character of the old M140i Essentially, it’s the fast flagship of the new BMW 1 Series line-up - and it’s arguably even more controversial than its lower-powered front-wheel-drive siblings. Why? Well, whereas many owners of lesser 1 Series are unlikely to notice whether they are being pushed or pulled, those who bought the old M140i (the sort of customers who are no doubt expected to loyally trade-up) certainly will.To counter this, BMW has fitted the new M135i with a turbocharged 302bhp engine (its most powerful production four-cylinder motor yet) and an enhanced version of its xDrive four-wheel-drive transmission.Read the BMW 1 Series 118d first drive reviewThere’s also bespoke M Sport suspension that has been stiffened and lowered by 10mm, a quicker steering rack and more powerful brakes. All good stuff, then. Let’s start with the engine, which not only delivers 302bhp but also serves up a thumping 332lb ft of torque at just 1750rpm. A development of the brand’s existing 2.0-litre four-pot, it packs a stronger crank and pistons, plus higher-flow fuel injectors. On paper, it pretty much matches the Mercedes-AMG A35 for power and comfortably out-muscles it for torque.Yet arguably it’s that four-wheel-drive transmission that deserves the most attention. At the front, it features a Torsen limited-slip differential, while the back axle is of the hang-on clutch type, allowing power to be sent rearwards in just 250 milliseconds. However, the maximum torque split is 50/50 and most of the time the M135i runs in front-wheel drive, unlike larger xDrive models that work the other way around. Hmmmm. Mated to this system is the familiar eight-speed Steptronic automatic gearbox.The 1 Series is also the first internal-combustion-engined model to benefit from the i3’s ARB traction control. Monitored by the engine’s ECU, it reacts 10 times faster than normal ESP-based set-ups, more precisely controlling the motor’s torque to just keep the wheels from spinning and so reducing the need for time-wasting brake intervention.Suspension changes are limited to a stiffer set-up, with a 10mm-lower ride height (two-stage adaptive dampers are optional and fitted to our test car), while at the front, the subframe gets an extra couple of bracing bars for increased steering accuracy. Speaking of which, the electrically assisted rack features a quicker ratio of 14:1, as opposed to the standard car’s 15:1. Finally, the brake master cylinder is larger for better response and more consistent pedal pressure when the going gets quick.Externally, the M135i is marked out but its subtle bodykit (different bumpers, side skirts and tailgate spoiler), 18in forged alloy wheels and twin exhaust tailpipes. Inside, it’s the usual M Sport treatment of a thicker-rimmed three-spoke steering wheel, high-backed front seats, a smattering of M Sport logos and some natty blue and red stripes stitched into the seatbelts.View the full article
  6. Tech upgrades give the A4’s cabin a welcome lift. Dynamically much the same as before, but it remains a refined, smooth operator. Sometimes it can be easy to momentarily lose sight of the fact that cars such as the Audi A4 are still relevant. We’re constantly being told that SUVs are hell-bent on global domination; that these bulky, overinflated machines won’t rest until they’ve managed to morph themselves so preposterously they can occupy every model niche imaginable - or unimaginable. Compact crossover, anyone? How about an SUV coupe? They’re the next Big Thing, don’t you know.Anyway, with all the hype surrounding these jacked up vehicles of various shapes and sizes, you might think regular three-box saloons and estates have been dropped from the starting team to instead play a supporting role from the bench. Truth is, that’s not quite the case for Audi - just yet, anyway.You see, Ingolstadt remains adamant that the A4 is still its core model. One in every five Audis sold around the world is an A4, and when you combine the number of saloons and Avants sold in 2018, it’s still the best firm’s best seller. It hasn’t been eclipsed by the Q5 SUV just yet.In a bid to keep its compact executive model as relevant and on trend as possible, it’s put the A4 under the knife and given it a modest nip-tuck. As is often the case with these sorts of mid-life refreshes, the changes to the A4’s design err on the subtler side. The headlights and tail lights have been redesigned, the front and rear bumpers have been modified - you get the picture. The fact remains that the A4 remains a handsome looking thing, even if it can look a touch plain in some of the more basic specifications.Speaking of, the model line has been shuffled slightly too. Technik now represents the entry level offering, and is followed by Sport, S-Line, Black Edition and new the new range-topping Vorsprung. Prices range from £30,750 for the entry-level saloon, and rise to around the £56,000 mark - though Audi is yet to confirm final pricing.Power comes from a choice of three petrol and three diesel engines, with outputs ranging from 134bhp through to 246bhp. All engines aside from the 187bhp 40 TDI (the range-topping diesel) also come equipped with a 12-volt mild-hybrid system.View the full article
  7. S4 ditches petrol for a V6 TDI engine and mild-hybridisation. Just how appealing is this diesel performance saloon? It doesn’t seem all that long ago that the Audi S4 was powered by a 4.2-litre, 339bhp V8. In fact, it wasn’t all that long ago that all of Audi’s S-badged models seemed to be using engines that would look preposterous by today’s standards. Just look at the old C6-generation S6; that had a massive 5.2-litre, 429bhp Lamborghini-derived V10 at its nose, and even then it wasn’t the fastest or most powerful version you could buy at the time.How times have changed. These beguiling engines have now largely disappeared from Audi’s range of S cars, and even some of the ‘halo’ RS models have been shorn of a few cylinders. Take the current RS4 and RS5, for instance - in a previous life, both of these cars were champions of the naturally aspirated V8. Now, not so much.That, however, is the way of the world. Attitudes change and priorities shift - and cars will inevitably change along with them. That’s why, under the bonnet of this new S4, you’ll find a 3.0-litre V6 diesel engine supplemented by a 48V mild-hybrid system, as opposed to a revised version of its predecessor’s 3.0-litre V6 petrol. It’s a move we’ve seen Audi make with updated versions of its other S-badged models too: the new S6 and S7 are now all fuelled from the black pump; while the recently launched SQ8 makes use of the 4.0-litre V8 diesel that will also appear in the soon-to-be-reintroduced SQ7. All of those cars feature some form of mild-hybridisation, too. The recently announced S8 seems to be the only new S-model to retain a heavy-hitting petrol motor, in European markets anyway.Given the air of negativity that has surrounded oil-burning motors since the Dieselgate scandal broke back in 2015, Audi’s decision to redefine its middleweight performance range as it has is a bit of an eyebrow-raiser. One engineer said the move was based on the fact there’s still a strong level of demand for used examples of the first-generation SQ5 - which was the first Audi S model to feature a diesel motor, remember. Supposedly customers love the blend of performance and economy they offer, so the decision was made to roll similar engines out across the wider range.While this might certainly be a contributing factor, I’m not sure it’s the sole reason. Tightening emissions regulations must have something to do with it. And considering cars such as the RS4 and RS5 now make use of smaller engines than they were a few generations ago, perhaps diesel is a way of further differentiating these halo products from the lower-order S cars.View the full article
  8. Premium family hatchback makes the controversial switch to front-wheel drive - but is it actually a big deal? We've been finding out BMW has made a bold move with its new 1 Series, ditching decades of rear-wheel drive heritage and switching to front and four-wheel drive for its big-selling hatchback. The firm claims the new 1 Series is as good to drive as ever, while the mechanical changes inject a much-needed boost of practicality and efficiency. So, has BMW pulled off this major change without a hitch? To find out Autocar's James Disdale drives the flagship four-wheel drive 302bhp M135i on the roads around BMW's Munich HQ. READ MORE BMW 1 Series 118d 2019 review New BMW 1 Series reinvented with focus on practicality BMW 1 Series M135i 2019 review View the full article
  9. CLA 45 S Shooting Brake dispatches 0-62mph in 4.0sec Coupé-style estate receives the same headline-grabbing 2.0-litre unit as its hot hatchback and saloon stablemates The renewal of Mercedes-AMG’s compact car line-up has continued with the unveiling of the new CLA 45 4Matic Shooting Brake. The coupé-cum-estate is set for UK delivery in late 2019, priced around £55,000, and is the third AMG model to get the company’s new 2.0-litre turbo four-cylinder petrol engine, after the recently revealed A45 4Matic hatchback and CLA 45 4Matic saloon. A development of the first-generation’s M133 unit, the new M139 2.0-litre turbo engine will be offered in two states of tune. The UK will only offer the more powerful iteration, the range-topping CLA 45 S 4Matic Shooting Brake. It develops 39bhp and 18lb ft more than its predecessor at a class-leading 415bhp and 369lb ft. As with the A45 4Matic and CLA 45 4Matic, drive is channelled through an eight-speed dual-clutch automatic gearbox, with shift paddles mounted on the steering wheel. A reconfigured Haldex-style multi-plate-clutch four-wheel-drive system features a Torque Control mechanism that uses two clutches to apportion power individually to each rear wheel. The changes to the four-wheel-drive system have allowed AMG to give the new model a Drift mode function. It’s accessed through a revised Dynamic Select system that offers up to six driving modes, including Slippery, Comfort, Sport, Sport+ and Race. Mercedes-AMG claims a 0-62mph time of 4.1sec for the CLA 45 4Matic Shooting Brake and 4.0sec for the S version. The top speed is artificially limited to 155mph, although customers can choose to raise it to 168mph via an optional Driver’s Package. The CLA 45 4Matic Shooting Brake adopts the same stylistic changes as the new CLA 45 4Matic saloon. Included is an AMG-specific Panamericana-style grille with vertical slats, a more heavily structured front bumper and wider front wings housing a broader front track than that used by standard CLA models. At the rear, the new AMG model adopts a larger spoiler above its tailgate as well as a redesigned rear bumper that features an integral diffuser. With a tailgate opening that’s 236mm wider, at 871mm, and 10 litres more boot capacity, at 505 litres, the new CLA 45 4Matic Shooting Brake is claimed to have not only improved performance potential but also a boost in practicality over the model it replaces. Read more Mercedes-AMG CLA 45 review Mercedes-AMG unveils most powerful four-pot engine ever​ Mercedes-AMG A45 S unleashed as 415bhp mega-hatch​ View the full article
  10. £2million-plus EV aims to be most powerful production car in the world. We get the details from its designer This is it, then, the Lotus Evija electric hypercar - the car that will relaunch the Lotus brand next year. With 2000hp and four-wheel drive it'll be, Lotus claims, the most powerful production car in the world, and capable of 0-60mph in under 3sec and more than 200mph flat out. Lotus will build no more than 130 of these £1.5m-2m (plus taxes) Evijas, carbon fibre constructed and with a carbon fibre body to leave it at 1680kg, beneath which will be four electric motors that can torque vector, and a 70kWh battery that can take 350kW fast charging. Join Matt Prior as he talks you through the full spec of this car and its extraordinary aero and fabulous interior, and gets the full skinny from Lotus's design director, Russell Carr. READ MORE Lotus Evija: 1000bhp electric hypercar named ahead of 16 July debut Top 10 best hypercars 2019 Lotus plots expansion to include more sports cars and SUV View the full article
  11. New limited-run hypercar to offer Bugatti Chiron and Pininfarina Battista-beating performance in luxurious package Lotus has revealed the Evija, the all-electric hypercar it claims will be “the most powerful production car in the world”. An output of 1973bhp is promised when it hits roads next year, which is more than the upcoming 1888bhp Pininfarina Battista and Rimac C_Two, and the 1479bhp internally combusted Bugatti Chiron currently in production. No more than 130 of the two-seat hypercars will be built, each priced at £2.04 million. “Target specifications” include four-wheel drive, 1254lb ft and torque vectoring, giving it a 0-62mph time of less than three seconds, a 0-186mph time of less than nine seconds and a top speed of 200mph-plus. A production slot can be reserved with a refundable £250,000 deposit. The Evija, apparently pronounced ‘E-vi-ya’, will be Lotus’s first new-model launch under Geely ownership, and is the maker’s first all-new model for more than a decade. It will be made at the company’s traditional home in Hethel, Norfolk, and will act “as a ‘halo’ for the rest of the Lotus range” both now and for “new Lotus performance cars to come”. The car pictured here in a studio is for show, but Lotus’s design director, Russell Carr, told Autocar that “this is how it’ll be on the road. This is very much the production car. All the surfaces are made to production level.” The Evija, which is codenamed Type 130, is low and broad, at 4.59m long, 2.0m wide and 1.12m high. According to Lotus, it “marks the beginning of a contemporary new Lotus design language”. “We wanted from the start to do something that was pure, simple, but have a sense of luxury and elegance about it,” said Carr. “On the outside, we started by thinking ‘what are the existing factors from the Lotus DNA that we want to keep?’, and really important for us were the strong haunches you see on the car. It’s very important when you’re sitting inside that you can see the corners of the vehicle – it helps you place the car on the track. It’s also just a very emotional thing to see the bodywork; rearwards as well.” “We have the cabin sat low within those fenders, which are really important to us because the car’s all about dynamics,” said Carr, “and if the cabin sits low and the fenders are pronounced, you have the impression that the car’s got a low centre of gravity.” Around the overall design simplicity come some advanced aerodynamics (see Carr Q&A, below), which direct air flow over, under and through the car, creating a complex body shape with vast scoops running through the rear three-quarters, and exiting at the back. The design is permitted by the adoption of electric drive. “That certainly gives us a lot more freedom, yes,” said Carr. “You’ve obviously got battery packs that can be placed in certain places, and it’s certainly different from a traditional combustion engine, and we’ve tried to exploit that as much as possible.” Lotus hasn’t yet revealed how many electric motors the car will have or where they’ll be positioned, but its partnership with Williams Advanced Engineering – which is, among other things, the supplier of batteries to the Formula E grid – will be key to the Evija’s performance. Lotus said the Evija will have a 70kWh battery, capable of being charged at up to 350kW, enabling an 18-minute charge with a WLTP range of around 250 miles. The charge port is at the rear of the car. Construction is from carbonfibre, both for the chassis and the body. Light weight is core to all Lotus models and the Evija weighs several hundred kilos less than the Battista and C_Two are reported to be, although they have more battery capacity. Even so, at 1680kg, the Evija is likely to become the heaviest Lotus ever. Despite this, Lotus boldly claims it will “set a new standard for Lotus driving performance” and be “the most dynamically accomplished road car in the history of Lotus”. Inside, the carbonfibre construction remains visible in what’s a relatively spacious cockpit. “The start point is a floating beam, this open instrument panel you can place your hand right through,” said Carr. “The inspiration for that came from classic racing cars, from the 1950s and ’60s, in which you can see the structure. In those days it would have been tubular, but on this it’s carbonfibre. “We wanted to use carbonfibre, and once we got into that we started looking at wishbones on racing cars. We looked at modern racing bicycles as well, and that informed some of the sections and forms that go in there. And that’s really become a very distinctive part of this interior. If you love modern racing bikes or componentry on racing cars, you’ll recognise that.” “It’s a nice shape to use as well, with the wing profile, and adds a strong aeronautical flavour on the whole car. It’s very distinctive,” Carr added. “There’s a certain luxury to space and in such cars you can feel very claustrophobic. This feels open.” That’s in stark contrast to another upcoming hypercar, the Aston Martin Valkyrie, with the implication that the two British hypercars will be quite different, in ethos as well as propulsion. “We wanted, if this doesn’t sound ridiculous, a really usable hypercar,” said Carr. “The Evija is very much a road car. But obviously the performance credentials of this car mean that it can be driven on the track. “Certainly from our side the work we’ve done on the aerodynamics means that it’s going to be an extremely quick car, generating a huge amount of downforce, which means it can be driven at high speeds. It’s going to be a stable car wherever it’s driven.” Q&A with Russell Carr, design director, Lotus Cars Tell us about the way air moves around this car. “Something very Lotus which we’ve taken to another level is the aerodynamics. It’s always been part of our history and motorsport: in the ’60s we were among the first teams putting wings on cars, we had ground effects in the ’70s and streamlining way back in the ’50s. With this car, the philosophy was that we wanted to harness the airflow over the body of the car, but also through the body of the car. We’re not the first people to do it, but we wanted to do it in a very sculptural manner that would give a different aesthetic to the car.” What does that mean for aesthetics? “When you look at the car from the outside you see familiar volume, we hope a very beautiful-looking car. It’s important that it’s beautiful in the first place. But as you walk around it you start to see openings that go through the car, which allow the air to pass through. As I say, that gives it a different aesthetic, draws the eye through the car and over the car, and gives it a great sense of movement.” Q&A with Phil Popham, CEO, Lotus Why have you chosen to build a car like this — so exclusive and expensive? We believe that if you want to make ripples, you have to made a splash. If you want to be on the map, you have to make a mark. This car shows what our future can be like. It shows what we can do, and it paves the way for future visionary Lotus models. Does it mean you’re planning a succession of hyper-expensive models? First of all, our 10-year plan which we call Vision 80, contains a commitment to be “for the driver”, first, last and always. Lotus models will always be at the heart of driver involvement and enjoyment. But the range of cars we have now runs from the mid-£50,000s to well over £100,000 and we see our core future models, apart from our new hypercar, as continuing to be in the that range. Having said that, we do believe the Lotus brand has the equity to go beyond where it is. But that’s not our immediate strategy. What is your immediate strategy? After we’ve built our 130 hypercars we’ll concentrate on rebuilding our core sports car range. We will have a combustion-powered sports car to show you towards the end of next year, for sale after that. Beyond that car, every Lotus, in whatever segment, will have a full electric version. There’s been a suggestion that in your journey towards electrification you might skip hybrids all together... That is certainly an option. How much will you grow under the 10-year plan? Let’s start from the beginning. We made 1700 cars last year, but as it currently stands Hethel make over 5000 on a single shift. That means over 10,000 on a double shift — and I believe we’ll outgrow Hethel in its current guise. After all, we have an ambitious plan to move into new segments. What will you do when you’ve outgrown Hethel? We can either do something radical at Hethel, or we can move somewhere else as well. But it’s important to say that making cars in different locations wouldn’t change the DNA of the company. We won’t build anything unless it’s a) profitable, and b) can be called a true Lotus. And we’d never make same car in multiple locations. Isn’t your “for the driver” strap-line rather time-limited? Surely we’re moving closer and closer to full autonomy? I don’t believe it will become time expired. Progress with other, much bigger manufacturers tends to focus on mobility and ownership models, which are leading to cars becoming commoditised. But a Lotus will always be a car to use and enjoy in your leisure time. But we’ll certainly harness some of the great technology of the future. How do you believe Brexit is affecting Lotus? Our message to the government over the past three years hasn’t changed: we just need to get this deal done. And it now looks like that’s what will happen. Even if we exit without a deal, we believe other deals will be done; we have hundreds of years of history as a trading nation to help us through. Meanwhile at Lotus we’re taking short-term contingency steps. We’re planning for some disruption. But nothing about Brexit will change our core strategy. Read more Pininfarina Battista: 1900bhp EV nears production Aston Martin Valkyrie hypercar debuts at British GP​ Lotus at 70: the highs and lows​ View the full article
  12. Heavy, jaw-droppingly powerful and costly - the Evija is no normal Lotus With a claimed power output of 1973bhp, this new hypercar is exciting in itself, but what's coming could be even better They call the floating instrument panel the ‘halo’, which is an appropriate metaphor for the entire Evija project. As with the Pininfarina Battista, it exists to help showcase and cast a warm glow over what’s coming from Lotus. We’ve yet to see what else that’ll be but, if Geely’s ownership of Volvo and Polestar is anything to go by, it’ll include an understanding that you make sure good people are in place, and let them get on with things. And so to the Evija. What should we expect? Astonishing acceleration, clearly, to levels internally combusted road cars have never reached. And it’s worth noting that, if Lotus can keep the Evija down to the 1680kg being targeted “in lightest specification”, then it won’t weigh so much for a car of this power either: a Bugatti Chiron weighs all but two tonnes, after all. But this is still a car that’s ‘not very Lotus’ in the traditional scheme of things. It’s hugely powerful, it’s expensive and it weighs nearly a tonne and three-quarters. Is that a shame? Well, being ‘absolutely, resolutely Lotus’ is commendable, and produces cars that are fun to drive at any speed. That is arguably more relevant now than ever, but it hasn’t put the company on a sustainable footing for quite some time. So things have to change. This is a ‘halo’, a statement of intent. But I’m more excited about what will follow it. Read more Lotus reveals 1973bhp Evija as world's most powerful production car All-new Lotus model due next year​ Lotus SUV to use Volvo underpinnings and have class-leading handling​ View the full article
  13. First official images of the new Corvette show a prototype in its now-familiar camouflage Mid-engined Porsche 911 rival will be fully revealed on 18 July, bearing the badge of the pivotal second-gen model Chevrolet has confirmed that the long-awaited C8 generation of its iconic Corvette sports car will receive the Stingray name, a moniker that has adorned various Corvette models since 1963. The Stingray badge had its first outing on 1963's second-generation Corvette, but was discontinued in 1976. It was revived in 2014 to identify entry-level variants of the C7 Corvette, launched in 2014. The announcement, accompanied by the reveal of the new model's badge designs, is the first since the model's 18 July launch date was officially confirmed earlier this year. Switching away from a front-engined layout for the first time in the car's 66-year history, a video (below) showed the Porsche 911 rival being driven hard at the Nürburgring, revealing the expected V8 soundtrack. Prototypes of the C8 Corvette, showing the distinctive long rear deck and cab-forward proportions indicative of a mid-engine model, have been circling for some time. Reports from the US suggest there have been delays in development owing to significant issues with the chassis and electrical architecture. While it's not clear yet if those technical problems have been overcome, a Corvette dealer in New Jersey was taking $1000 deposits for the new model, even before the reveal date confirmation. In a further break with tradition, the C8 Corvette will be sold alongside a version of the current car. Sources inside General Motors, which owns the Chevrolet brand, indicate that we can expect a slightly revised version of the existing C7 as an entry-level alternative. Although the C8 will carry a price premium over its front-engined sibling, it will be sold at a price that significantly undercuts the junior supercars offered by other manufacturers. Corvette C7 review There will be no surprise in the choice of launch powerplant, with the C8 set to reach the market using a developed version of General Motors' current LT-spec 6.2-litre V8. Although this engine still uses pushrods, and will be unable to match the low-down torque of turbocharged alternatives, the all-alloy unit has many virtues: it is light, responsive, relatively cheap to build and able to generate around 500bhp with minimal work. It also gives a clear connection between the radical new car and the front-engined Corvette that will continue in production. This could be advantageous given the existing car has an older and more conservative buying profile than other sports cars in the US. Punchier powerplants are a certainty, however – especially given GM’s history of offering faster variants soon after the launch of a base car. US media has previously reported that these will include a newly developed overhead camshaft V8, set to be sold in both naturally aspirated and twin-turbo forms, the latter sure to produce at least as much as the 745bhp of the current supercharged Corvette ZR1. Beyond that, a hybrid version will add an electrically powered front axle to the mix, potentially giving a total system output approaching 1000bhp. Gallery: Corvette Stingray - America's greatest sports car? Another big change will be a new twin-clutch transaxle gearbox (likely featuring eight speeds) developed by transmission supplier Tremec and effectively removing the option of a conventional manual version – a significant shift given the relatively high percentage of current Corvettes that are still sold with a clutch pedal. Like its rivals from Ferrari, Lamborghini and McLaren, the new Corvette will display its mid-mounted engine through a glass cover. Despite GM’s sale of its European operations to the PSA Group last year, the new car is being developed with significant use of the Nürburgring Nordschleife and we can expect the sort of aggressive aerodynamics necessary for good high-speed performance there, possibly including active elements. But while the C8 will no doubt be extremely fast, the need to keep costs down means that the use of expensive materials will be limited. The chassis is believed to be an aluminium spaceframe, and it will have the glassfibre bodywork that has been used by every previous generation. Carbon brakes are certain to be available, but the new Corvette is likely to stick to a base specification of cast-iron discs for the same reason. While the C7 Corvette has a ‘targa’ roof with removable panels, it seems likely that the C8 will shift to a more conventional split between coupé and a convertible, the latter to follow at a later date. Production of right-hand-drive variants for European, Asian and Australian markets is likely, in part due to the success that the Ford Mustang has enjoyed in the UK and Australia, but also due to strict new laws that prohibit the import of left-hand drive models in certain markets. A US source said that the loss of Vauxhall and Opel has not made a significant difference in the case for European sales, with the C6 and C7 Corvettes both sold on this side of the Atlantic in small volumes through accredited dealers, of which the UK has just one. The current Corvette's 6.2-litre V8, however, falls foul of impending WLTP regulations, meaning it, and its powertrain-sharing Camaro stablemate, can no longer be sold new in the UK from August. Read more GM boss reveals why Chevrolet Europe was axed Chevrolet Camaro review Chevrolet Corvette C7 review View the full article
  14. Mercedes-AMG’s entry-level 911-chaser gets interior updates, and keeps a V8 ready to move mountains, but ride and handling remain supporting acts. The Mercedes-AMG GT super sport car, updated for the latest model year. Clearly anxious to avoid accusations of ‘doorism’, Affalterbach has taken many of the best bits of the new GT63 four-door and lavished them on the two-door GT.Among the improvements inherited by the latter from the former are fully digital instruments, AMG’s latest-generation infotainment system, its new ‘performance’ steering wheel and its latest ‘AMG Dynamics’ multi-modal traction and stability control software.The car’s derivative line-up is mostly as it was. It starts with this entry-level, 469bhp GT, and progresses upwards through 515bhp GT S and 550bhp GT C models – all of which come in both roadster and fixed-roof coupe bodystyles.For those who want to go faster still and spend even more, there’s the 577bhp GT R and the new GT R Pro, the latter of which is offered in coupe bodystyle only, and having only just been added to the range, comes at a price nudging £190,000. Oof.At the other end of the model spectrum, mind, the GT Roadster tested here is now a £116k buy; so, at list price, it’s 10 per cent pricier than Porsche’s recently introduced ‘992’ Carrera S Cabriolet, but still a healthy £20k cheaper than Audi’s cheapest R8 Spyder. None of which takes any account of the many vagaries of the monthly finance deal, I should add.View the full article
  15. I-Pace SUV is Jaguar Land Rover's first all-electric production model UK government demonstrates commitment to supporting mass electrification with new investment and proposed regulations Jaguar Land Rover has received a £500m loan guarantee as part of a new government initiative to support UK car manufacturers’ electrification schemes. In a meeting of automotive industry leaders at 10 Downing Street, Theresa May announced that the guarantee would be provided by UK Export Finance. The nature of the investment means that if JLR were to default on repayments, the government would act as the company's guarantor. The loan guarantee will assist JLR in readying its Castle Bromwich production facility for the next-generation XJ saloon, which has now been confirmed as an all-electric rival to the Porsche Taycan and Tesla Model S, arriving next year. The outgoing prime minister also reaffirmed the UK government’s ongoing commitment to sustaining domestic manufacturing, stating that the significant investment will aid JLR, as the UK's biggest car manufacturer, in its shift to electric vehicle production. The move is the latest in a series of government-backed schemes to facilitate the rollout of electric vehicles. Recent changes to the UK’s company car tax system have eradicated benefit-in-kind charges for EV drivers, and Number 10 has spoken out against the difficulties of accessing, and paying for, charging points in normal driving situations. Joining JLR at yesterday’s roundtable event were representatives from Aston Martin, BMW, Vauxhall and Nissan, alongside counterparts from energy companies Shell and BP. The bodies have come together to form a green mobility transition board, which will see them coordinate plans for the industry-wide switch to zero-emissions powertrains. The conglomerate’s first large-scale project will be the construction of a new ‘Gigafactory’ near Coventry for the production of EV batteries. The prime minister announced, additionally, that plans are in place to make mandatory the fitment of domestic EV charging points to all new homes in the coming years. The UK’s electric vehicle infrastructure is widely regarded as ill-prepared for the move away from conventionally fuelled powertrains, and the government is under pressure to support manufacturers and suppliers as they race to build and sell the next generation of vehicles. Read more Electric Jaguar XJ confirmed, to be built at Castle Bromwich Electric car users to pay no company car tax in 2020​ Electric chargers should offer card payment by 2020 View the full article
  16. Limited-run model arrives with race-inspired additions and colour scheme; just 550 examples on sale in the UK Mazda's 30th Anniversary Edition MX-5 has arrived in the UK, as the company celebrates three decades of one of the world's most popular roadsters. The model was first revealed at this year's Chicago motor show, where the original two-seat sports car made its debut in 1989. The limited-run model arrives with exclusive Racing Orange paint, inspired by the 1989 MX-5 Club Racer, and forged 17in, 10-spoke aluminium Rays alloy wheels based on the ones used in the Global MX-5 Cup racing series. Plus, a 30th Anniversary badge features on the front wing. The car also receives 15in Brembo front brakes – a first for any UK-market MX-5 – and body-coloured brake callipers. The Anniversary Edition rides on Bilstein dampers and uses the most powerful 181bhp version of Mazda's 2.0-litre Skyactiv-G petrol engine, mated to a six-speed manual gearbox. Mazda has also added orange accents throughout the interior, replaced the standard dashboard trim with Alcantara and upgraded the seats to a sportier Recaro pair. The 7.0in-screen infotainment system includes both Apple CarPlay and Android Auto smartphone mirroring as standard. Only 3000 30th Anniversary Edition models will be produced, with the UK receiving 550 of those, split between 370 soft-tops, priced at £28,095, and 180 RF hard-tops, which receive a black two-tone roof, costing £29,985. More than a million examples of the MX-5 have been sold worldwide since its introduction in 1989, with the two-seater entering its fourth, and current, generation in 2014. Read more 30 years of the Mazda MX-5 2019 Mazda MX-5 prices and new CO2 figures released Mazda MX-5 Z-Sport 2018 UK first drive review View the full article
  17. What we think the Evija electric hypercar will look like Lotus' landmark flagship and first all-new model since 2008 will be shown in London ahead of sales beginning soon after Lotus will reveal its groundbreaking all-electric Evija hypercar later today. It will be shown at an exclusive event in Central London this evening, barely a few months after Autocar first revealed the project. Pronounced "eh-vi-ya", meaning 'the living one', or 'first in existence', the Evija is shaping up to be the most ambitious car in the firm's history. Lotus recently confirmed for the first time exactly how many examples will be produced. 130 are planned to be made available to own, up from previous estimates after "several hundred potential owners came forward to express their interest in the new car". It will be built in Norfolk alongside the rest of the maker's range. The Evija will be Lotus’s first all-new production car since 2008. Lotus also claims it will be the first fully electric hypercar built and to go on sale from a British manufacturer. A preview image has been released showing a side profile of the new car, and Autocar was recently given an exclusive walk-around of a full-size clay model at the firm's Hethel base. The model's previous Type 130 moniker was a reference to a number of innovative models that have appeared throughout the Norfolk brand’s 71-year history, beginning with the Type 14 Elite in 1957 – claimed to be the world’s first composite monocoque production car. The most recent, the Type 111 (the world’s first aluminium and bonded extrusion construction road car) became the Elise. As the official picture suggests, the Evija is low and wide. Lotus design director Russell Carr, who showed the model to Autocar, says it is a similar length to the existing Evora - which is 4.4 metres long - but will sit closer to the ground and be nearly two metres wide. It uses a carbonfibre structure and will be built in Hethel away from the company's main production line. The cabin is tightly proportioned and adopts the teardrop form familiar from hypercars like the Ford GT40, to better allow airflow to pass around it. The most impressive feature is one that isn't hinted at by the official rendering - two substantial air tunnels in the rear bodywork which have the tail light elements integrated around their exists. It's a detail that Carr says has been inspired by the venturi tunnels of LMP sports prototype racing cars. The battery pack will be positioned entirely behind the passenger compartment, with drive sent to all four wheels. No other details are forthcoming at the moment, beyond the fact - as previously reported - that the powertrain is being developed by Williams Advanced Engineering, making this a collaboration between two of the most famous names in Formula 1 history. Lotus boss Phil Popham promises an "entirely appropriate" level of performance for the Evija’s target market and what will be a seven figure pricetag. The total system output is tipped to exceed 1000bhp. It is also set to offer a range of more than 250 miles. Both the battery pack and the pushrod-operated rear suspension will be visible beneath a transparent cover, with Carr saying the plan is for the huge aero tunnels to also incorporate lighting elements. The rear licence plate surround will be removable to help improve performance when the car is used on track. Downforce will be generated from a substantial underbody diffuser and there will also be moveable wing elements and a drag-reducing DRS system. Inside the cabin will feature plenty of carbonfibre and a digital instrument pack, but will also have conventional switchgear rather than a touchscreen interface. "You want to be able to find things without taking your eyes off the road in a car like this," Carr said. Carr also claimed there will be more room and shoulder space than in a Ford GT or Aston Martin Valkyrie, with moveable seats rather than moveable pedals. "We're trying to get the balance between prestige and luxury right," Carr said, "but also to make clear that it's a very high performance car. We don't want people to think it's a stripped-out track day monster, it will be much more practical than that. But equally we don't want to make a Bugatti either, it has to be a Lotus." Other neat details include a camera rear view system which will use deployable pods that motor out of the scissor-opening doors, and which relay images onto display screens. It's a very similar system to the one the forthcoming McLaren Speedtail will have. "We were frustrated when we saw those," Carr admits, "we'd been working on them for some time." Read more Lotus' £2m electric hypercar: all the details so far All-new Lotus model due next year​ Lotus SUV to use Volvo underpinnings and have class-leading handling​ View the full article
  18. The first Audi RS model was released in 1994, with the launch of the RS2 Avant As Audi celebrates a quarter-century of RS models, we take a look back at the sporting sub-brand's top hits It's 25 years since the formidable Audi RS2 performance estate was launched, packing a snorting Porsche-fettled five-cylinder unit and spearheading Ingolstadt's long line of hot family haulers. We've been considering some of the most significant models to bear the RS badge since 1994, and seeing whether the pioneering RS2's spirit lives on. Audi’s RS brand has been deeply rooted into the hearts of petrolheads for some time now, having solidified its reputation as equal company for the likes of BMW’s M and Mercedes-Benz’s AMG divisions. But where did it all begin? After the success of Audi’s S2 coupé and the original ‘C4’-derived S4 saloon from 1991, the German car maker decided to push the envelope further when, in 1994, Audi’s high-performance Quattro GmbH division spawned a new ‘halo’ performance sub-brand called RS – standing for RennSport, literally translating to ‘racing sport’. Later that year, Quattro GmbH gave birth to the first two-lettered badge Audi in the form of the RS2 Avant. A brawny variation of the Audi 80 ‘B4’ model, the RS2 Avant (only available in estate form) was co-developed with Porsche – adopting the 993-generation 911’s wheels, foglights and exterior mirrors and Porsche-designed brakes and suspension. A highly potent car in its day, the RS2 Avant was powered by a 2.2-litre five-cylinder 20-valve turbocharged engine, producing 311bhp and hooked up to a six-speed manual, shooting the car from 0-62mph in 5.4sec and on to a top speed of 163mph. The first RS-badged Audi proved a trendsetter in its day, with room for five adults, luggage and the ability to keep pace with the likes of the Honda NSX and Porsche 993 Carrera. Fast forward six years and a new mid-size platform of the ‘B5’ Audi A4 laid the foundations for the next S and RS derivatives, the halo model becoming the RS4 Avant – again only in estate form. The B5 RS4 Avant came propelled with a Cosworth-fettled 2.7-litre V6 twin-turbocharged unit, making 382bhp. Engine aside, the B5 RS4 was Audi’s own project, having severed its ties with Porsche. The 0-62mph sprint was now dispatched in 4.9sec and the estate would accelerate on to a limited top speed of 155mph. Demand for the B5 RS4 Avant was so high that Audi doubled its production volumes. Production ceased after only a year in 2001, with over 6000 examples made. In 2002, Audi unleashed an entirely new model to its RS line-up – the A6-derived RS6 saloon and estate. With a muscular body, aluminium mirror caps and two large oval pipes for the exhaust, both the estate and saloon had an intimidating presence. Again, Cosworth handled the engine - its 4.2-litre V8 endowed with two turbochargers for good measure, serving up 444bhp. Partnered with Audi’s five-speed tiptronic transmission, it enabled the RS6’s hefty frame to dash from 0-62mph in 4.7sec, while again being reined in at 155mph. The RS6 Plus made its debut in 2004, with power increased to 480bhp and speed limited to 174mph. However, the C5 RS6 was plagued by vague steering feel and a heavily understeering character. Audi regained form in 2006, when it launched the new RS4 after a long hiatus. Available in saloon, Avant and cabriolet guise, the B7 RS4 variant was, for a long time, regarded as Quattro GmbH’s ‘sweet spot’ and finest RS model. Drive was supplied by an all-new, high-revving 4.2-litre naturally aspirated V8, pumping out 414bhp at a heady 7800rpm and mated to a six-speed manual gearbox. 0-62mph was taken care of in 4.8sec while (still conforming to the voluntary agreement) being limited to 155mph. Derestricted B7 RS4s were capable of cracking 180mph. After just 18 months, Audi brought a premature halt to the B7 production line. To this day, the beautifully proportioned B7 RS4 is fondly remembered at Autocar for its fluid ride, engaging handling and superb powertrain. In 2008, the engineers at Neckarsulm went on a power craze, launching the ‘C6’ Audi RS6 with a 572bhp twin-turbocharged 5.0-litre V10, spearheading its BMW M5 and Mercedes E63 AMG rivals in the evident ‘power war’ at that time. Despite a chunky kerb weight of 2025kg, the beefy RS6 could still hustle to 62mph in 4.6sec, though even on a combined cycle fuel consumption was poor. Despite possessing very fast acceleration for such a big car, some questioned the integrity of the RS badge – it was refined, almost too civilised and heavier at the front than perhaps was necessary. The following year and Audi had the Porsche Cayman firmly locked in its crosshairs when it released the TT RS. Possessing a more anabolic appearance and a lower ride height over the standard TT with a large rear spoiler, the TT RS looked a much meaner machine. A 335bhp 2.5-litre five-pot turbocharged engine provided power. In 2012, the TT RS plus was launched, lifting power to 355bhp and removing the top speed limiter, enabling the TT RS plus to hit 174mph. The TT RS was famed for being blindingly quick, unexpectedly economical but with a jarring ride. Read the first-generation Audi TT RS review With an aim to rekindle some of the B7 RS4 magic, Audi launched the RS5 coupé in 2010. Powered by the same naturally aspirated 4.2-litre V8 as the B7, but with mild tweaking to increase power to 444bhp with an all-singing 8500rpm redline, it was only available with a seven-speed twin-clutch gearbox. Zero to 62mph was covered in 4.6sec and it had genuine all-weather performance. However, it lacked just a touch of engagement and still felt weighty. That same year, the Audi RS3 was hastened into production. With the TT RS’s 2.5-litre five-pot turbocharged engine shoehorned into the bonnet and mated to a seven-speed dual-clutch gearbox, the RS3 proved to be a more than capable performance hatchback. Despite the engine character, everyday usability and practicality, the RS3’s dynamic prowess was dampened by its inert steering and lack of chassis finesse. In 2012, Quattro GmbH reverted back to its traditional format for the new RS4, launching it in estate form only. The styling was turned up a notch, with steroidal wheel arches, triangular air intakes on the front fascia and large oval-tipped exhausts at the rear, which added up to a wonderfully macho-looking car. It utilised the same 4.2-litre V8 444bhp motor from the RS5 with 0-62mph covered in 4.7sec while being limited to 155mph. An optional extra would allow this to be stretched to 174mph. That year also saw the debut of the C7 RS6, with Audi retiring its predecessor’s mighty V10 powerplant in favour of a downsized 4.0-litre twin-turbocharged V8 making 553bhp. Even with the reduced engine capacity, the new RS6 remains quicker than its predecessor – rattling off the 0-62mph sprint in a staggering 3.9sec and passing the quarter-mile mark just three-tenths slower than a Porsche 997 GT2. The latest-generation RS5 has made the switch to a 444bhp 2.9-litre V6 unit. Emissions regulations led to a delay in the UK, with both coupé and sportback versions finally going on sale in 2019. Less potent S-badged performance models now make use of a 345bhp mild-hybrid diesel V6, as the brand seeks to sustain its performance offering in the face of increasingly stringent emissions legislation. Now, with the refreshed Audi TT RS, forthcoming updated RS3, and an ambitious target to futureproof its most potent models, Audi looks set to continue the high-performance sub-brand's impressive legacy. Aaron Smith Read more New 2020 Audi A3 to spawn seven-strong model line-up​ Audi will continue to develop performance models​ Audi Sport boss: We are fighting for V10 in next-gen R8​ View the full article
  19. The first Audi RS model was released in 1994, with the launch of the RS2 Avant As Audi celebrates a quarter-century of RS models, we take a look back at the sporting sub-brand's top hits It's 25 years since the formidable Audi RS2 performance estate was launched, packing a snorting Porsche-fettled five-cylinder unit and spearheading Ingolstadt's long line of hot family haulers. We've been considering some of the most significant models to bear the RS badge since 1994, and seeing whether the pioneering RS2's spirit lives on. Audi’s RS brand has been deeply rooted into the hearts of petrolheads for some time now, having solidified its reputation as equal company for the likes of BMW’s M and Mercedes-Benz’s AMG divisions. But where did it all begin? After the success of Audi’s S2 coupe and the original ‘C4’-derived S4 saloon from 1991, the German carmaker decided to push the envelope further, when in 1994, Audi’s high performance Quattro GmbH division spawned a new halo performance sub-brand called RS – standing for RennSport, literally translating to ‘racing sport’. Later that year, Quattro GmbH gave birth to the first two-lettered badge Audi in the form of the RS2 Avant. A brawny variation of the Audi 80 ‘B4’ model, the RS2 Avant (only available in estate form) was co-developed with Porsche; adopting the 993-generation 911’s wheels, fog lights and exterior mirrors and Porsche-designed brakes and suspension. A highly potent car in its day, the RS2 Avant was powered by a 2.2-litre five cylinder 20-valve turbocharged engine, producing 311bhp and hooked up to a six-speed manual, shooting the car from 0-62mph in 5.4sec and on to a top speed of 163mph. The first RS-badged Audi proved a trendsetter in its day, with room for five adults, luggage and the ability to keep pace with the likes of the Honda NSX and Porsche 993 Carrera. Fast-forward six years and a new mid-size platform of the ‘B5’ Audi A4 laid the foundations for the next S and RS derivatives, the halo model becoming the RS4 Avant – again only in estate form. The B5 RS4 Avant came propelled with a Cosworth-fettled 2.7-litre V6 twin-turbocharged unit, making 382bhp. Engine aside, the B5 RS4 was Audi’s own project, having severed its ties with Porsche. The 0-62mph sprint was now dispatched in 4.9sec and the estate would accelerate on to a limited top speed of 155mph. Demand for the B5 RS4 Avant was so high that Audi doubled its production volumes. Production ceased after only a year in 2001, with over 6,000 examples made. In 2002, Audi unleashed an entirely new model to its RS line-up – the A6-derived RS6 saloon and estate. With a muscular body, aluminium mirror caps and two large oval pipes for the exhaust, both the estate and saloon had an intimidating presence. Again, Cosworth handled the engine - its 4.2-litre V8 endowed with two turbochargers for good measure, serving up 444bhp. Partnered with Audi’s five-speed tiptronic transmission, it enabled the RS6’s hefty frame to dash from 0-62mph in 4.7sec, while again being reigned in at 155mph. The RS6 plus debuted in 2004, with power increased to 480bhp and speed limited to 174mph. However, the C5 RS6 was plagued by vague steering feel and a heavily-understeering character. Audi regained form in 2006, when it launched the new RS4 after a long hiatus. Available in saloon, Avant and cabriolet guise, the B7 RS4 variant was, for a long time, regarded as Quattro GmbH’s ‘sweetspot’ and finest RS model. Drive was supplied by an all-new, high-revving 4.2-litre naturally-aspirated V8, pumping out 414bhp at a heady 7800rpm and mated to a six-speed manual gearbox. 0-62mph was taken care of in 4.8sec while (still conforming to the voluntary agreement) being limited to 155mph. De-restricted B7 RS4s were capable of cracking 180mph. After just 18 months Audi brought a premature halt to the B7 production line. To this day, the beautifully proportioned B7 RS4 is fondly remembered at Autocar for its fluid ride, engaging handling and superb powertrain. In 2008, the engineers at Neckarsulm went on a power craze, launching the ‘C6’ Audi RS6 with a 572bhp twin-turbocharged 5.0-litre V10, spearheading its BMW M5 and Mercedes E63 AMG rivals in the evident ‘power war’ at that time. Despite a chunky kerb weight of 2025kg the beefy RS6 could still hustle to 62mph in 4.6sec, though even on a combined cycle fuel consumption was poor. Despite possessing very fast acceleration for such a big car, some questioned the integrity of the RS badge – it was refined, almost too civilised and heavier at the front than perhaps was necessary. The following year and Audi had the Porsche Cayman firmly locked in its crosshairs when it released the TT RS. Possessing a more anabolic appearance and a lower ride height over the standard TT with a large rear spoiler, the TT RS looked a much meaner machine. A 335bhp 2.5-litre five-pot turbocharged engine provided power. In 2012, the TT RS plus was launched, lifting power to 355bhp and removing the top speed limiter, enabling the TT RS plus to hit 174mph. The TT RS was famed for being blindingly quick, unexpectedly economical but with a jarring ride. Read the first-generation Audi TT RS review With an aim to rekindle some of the B7 RS4 magic, Audi launched the RS5 coupe in 2010. Powered by the same naturally-aspirated 4.2-litre V8 as the B7, but with mild tweaking to increase power to 444bhp with an all-singing 8500rpm redline, it was only available with a seven-speed twin-clutch gearbox. Zero to 62mph was covered in 4.6sec and it had genuine all-weather performance. However, it lacked just a touch of engagement and still felt weighty. That same year, the Audi RS3 was hastened into production. With the TT RS’ 2.5-litre five-pot turbocharged engine shoehorned into the bonnet and mated to a seven-speed dual-clutch gearbox, the RS3 proved to be a more than capable performance hatchback. Despite the engine character, everyday usability and practicality, the RS3’s dynamic prowess was dampened by its inert steering and lack of chassis finesse. In 2012, Quattro GmBH reverted back to its traditional format for the new RS4, launching it in estate form only. The styling was turned up a notch, with steroidal wheel arches, triangular air intakes on the front fascia and large oval-tipped exhausts at the rear, which added up to a wonderfully macho-looking car. It utilised the same 4.2-litre V8 444bhp motor from the RS5 with 0-62mph covered in 4.7sec while being limited to 155mph. An optional extra would allow this to be stretched to 174mph. That year also saw the debut of the C7 RS6, with Audi retiring its predecessor’s mighty V10 powerplant in favour of a downsized 4.0-litre twin-turbocharged V8 making 553bhp. Even with the reduced engine capacity, the new RS6 remains quicker than its predecessor – rattling off the 0-62mph sprint in a staggering 3.9sec and passing the quarter-mile mark just three-tenths slower than a Porsche 997 GT2. The latest-generation RS5 has made the switch to a 444bhp 2.9-litre V6 unit. Emissions regulations led to a delay in the UK, with both coupé and sportback versions finally going on sale in 2019. Less potent S-badged performance models now make use of a 345bhp mild-hybrid diesel V6, as the brand seeks to sustain its performance offering in the face of increasingly stringent emissions legislation. Now, with the refreshed Audi TT RS, forthcoming updated RS3, and an ambitious target to futureproof its most potent models, Audi looks set to continue the high-performance sub-brand's impressive legacy. Aaron Smith Read more New 2020 Audi A3 to spawn seven-strong model lineup​ Audi will continue to develop performance models​ Audi Sport boss: We are fighting for V10 in next-gen R8​ View the full article
  20. Want a Kona Electric? Join Hyundai's waiting list Our reporters empty their notebooks to round up a week in gossip from across the automotive industry This week, as we hold an inverted glass up to the motoring industry's staff room door, we hear about Hyundai's most in-demand model, why Volvo won't shun the showroom, and more. Amping up EV sales New Hyundai UK boss Ashley Andrew says securing more production allocation of the Kona Electric is one of his priorities. “The Kona Electric was our dealer network’s most in-demand model – when you’ve got demand exceeding supply, I think you’ll always have that,” said Andrew. He proposes offering customers stuck on the long waiting list the “interim solution” of a flexible lease on an Ioniq EV. And a rear opening window, to boot The engineers of the new BMW 3 Series Touring had to fight to retain the model’s separately opening rear window, because not enough owners know about it, according to product manager Stefan Horn. Urging Autocar to write about the feature, he said: “It’s a bit of a hidden thing. We argued we should keep it – but we need customers to know about it, or it will die.” Shock tactics The word new Ssangyong customers use the most? ‘Surprising’, according to new UK boss Nick Laird: “When I joined, they bought Ssangyong for highly rational reasons – it was excellent value for money. Now when people get in the car, they’re going: ‘I wasn’t expecting that. This is a lot nicer, a lot more modern and contemporary.’” Dealer or no dealer “People outside the retail world don’t understand just what a good job dealers do,” said Volvo UK operations director David Baddeley, following the brand’s recent online sales model roll-out. “We put them at the centre of it; it’s a retailer-based model. We are absolutely convinced the future is very strong for them.” Read more Ssangyong Tivoli review Volvo launches 'UK's most comprehensive' online car sales service New BMW 3 Series Touring launched with focus on sharp handling View the full article
  21. A leggy but loved A4 Avant fits the Bangernomics bill Put off by surly sales staff at your local dealership? Try buying privately instead Is there anything worse than pushy used car sales staff? I suppose it depends what you call pushy. If they have lots of useful information, then surely it’s a good thing. Yet according to the AA, a reputation for pushy sales tactics would dissuade almost a fifth (19%) of motorists, while 18% of car buyers see negative online reviews of a dealer as a turn-off. Online reviews are especially decisive among younger drivers, with 37% of those aged 18-24 saying they would avoid a dealer if they had read about other motorists’ bad experiences on the internet first. The AA-Populus poll of 17,230 drivers found that other factors which would put motorists off buying include a dealer who is reluctant to allow a reasonable test drive (12%), stock that does not look as though it has been cleaned or moved for a long time (12%) and a dealer’s lack of familiarity with the cars for sale (11%). Well, we would never put up with any of that, which is why we are looking at some beauties being sold by tip-top private sellers. At the few-hundred-quid end of things, how about an Audi A4 Avant 1.9 TDI SE for £399? It’s a 1999 car with 150,000 miles, which sounds like trouble, but this seller has owned it for three years and has all the bills. Yes, it is scruffy and yes, it’s an old oil-burner, but you should get another year out of the cheapo lugger. Need a town centre assault vehicle? Best to get a one-owner Volkswagen Up. This 2014 example is the victim of a commuter having to get the train from now on. With a solid 38,000 miles, it hasn’t been parked up for long periods and has a full service history, so £5000 seems fair enough. When it comes to specialist performance cars, dealing directly with the (hopefully) caring owner is the best way to buy. They know the car’s history first-hand and, if they are in any way evasive, you simply move on. I rather liked the 2002 BMW M3 that was up for £12,495. It had a solid year of ownership and all the bills, plus a good reason for selling. Its value is never going down and this seemed like a pretty fair price for a car with just over 100,000 miles on the clock. I’d take the private buy to its logical conclusion with the uncompromising enthusiast’s car, the Caterham. I picked on a 1997 Supersport R with 30k miles and up for £17,495. The seller may have spannered it together themselves, but best of all there was a big £1500 bill for a pre-sale spruce-up. This is what we need more of: private sellers that we can actually talk to. That’s how you get around the irksome issue of partly comatose dealers who don’t care. What we almost bought this week VW Golf 1.4 Match 5dr: Inspired by the Golf being named Autocar’s Used Car Hero, we found this: a 2003/03 Match with 105,000 miles. It has 12 stamps in the service book (nine of them main dealer) and all carried out at roughly 8500- mile intervals. The body and wheels appear to be relatively unmarked. The dealer wants £1500 for it. Now that’s value. Tales from Ruppert’s garage BMW 3 Series, mileage - 83,195: Have I told you all my cars are broken? Well, they are. A call from the garage about the Baby Shark brought the revelation that the fuel pump has stopped working, which may explain some of the less than enthusiastic starting behaviour. Trouble is, the nearest replacement is in Germany and 10 days away. Well, that was through their normal supplier. So I suggested they should go with a non-normal one, because so far the car has been away for two weeks. At least that meant I could build a nice new set of shelves. Reader’s ride Mini Cooper S: Here is David Robertshaw’s 2005 Mini Cooper S. “Autocar is responsible for the Mini,” he says. “You ran a buying guide on the R53 Cooper S just as I was replacing my Audi A4 Cabrio. I spotted one at a trader nearby, went for a look and broke my used car rule of buying the first I saw, paying £2900. The risk paid off as the Mini has been brilliant for the past two and a half years and 10,000 miles, only needing a new back box and a couple of minor bits for MOTs. It’s fast and handles brilliantly. I intend to keep it a while yet.” Readers’ questions Question: I’m leaving a company car scheme and have up to £25,000 to spend on a new or used car. Bear in mind that insurance could be an issue. What do you advise? Bill Smith, via email Answer: Some insurers, such as Co-op, allow drivers to transfer a company car no-claims discount to a private car. Buy nearly new or older to reduce your exposure to depreciation. Your last car was a Lexus hybrid, so why not go for something equally premium but better to drive, such as the BMW 330e M Sport plug-in hybrid? A new one cost £39,000, but 2017/17-reg examples with less than 20,000 miles are £24,000. John Evans Question: I have noticed how larger wheels impact on economy. Why? I’d have thought a larger wheel covered more ground in a rotation, so would improve economy. Greg Clarke, Northampton Answer: The wheel may get larger but the tyre must remain at the original diameter to ensure the car’s gearing isn’t affected, to maintain speedo accuracy and to ensure the wheel fits within its wheel arch. To do this, the tyre’s sidewall becomes shallower, while the tyre becomes wider and heavier, as does the wheel. The result is higher fuel consumption. Ride quality and noise levels can also suffer when wheels larger than the standard items are fitted. John Evans Read more Are bigger wheels really ruining ride quality?​ UK new car sales: what is each region buying?​ How to buy a used car - expert top tips​ View the full article
  22. All-new Fusion badged crossover-style large estate is due in 2021 Ford’s stalwart large family car and S-Max and Galaxy MPVs axed in Euro shake-up Ford of Europe is preparing a radical re-invention of its European large family car line-up by replacing the Mondeo, S-Max and Galaxy with a single crossover-style estate model. The new vehicle, whose name is not yet known, will mark Ford’s exit from both the classic large hatchback market and the MPV sector. Although there’s no news on a definitive launch date, the car is expected to arrive in early 2021. Unlike some of Ford’s bespoke European models, the model will be sold in North America and beyond. In the US it is being compared by insiders to the Subaru Outback, itself a high-riding estate car. Although a niche model in Europe, the Outback has been a significant success in the US since it was launched two decades ago, with recent sales above 200,000 units annually. Last July Jim Farley, Ford’s president of new business, technology and strategy, hinted at the move away from conventional road cars towards what he called ‘utility’ body styles. He said the thinking behind the move into medium-rise crossovers was that customers would get “utility benefits without the penalty of poorer fuel economy”. The new car will be built on Ford’s super-flexible C2 platform, which underpins the new Focus and, in time, should be able to stretch from accommodating the next Fiesta to the future seven-seat Edge SUV. The front section of the architecture will also be used by Ford’s future Transit and Tourneo family. The model will be offered with petrol and diesel engines plus a 48V mild-hybrid petrol option. The base engine is expected to be Ford’s 1.5-litre three-cylinder turbo petrol unit, which will have a belt-driven electric motor and small battery in mild-hybrid form. Insiders says that new Euro 6d-compliant diesel engines are, in pollution terms, as clean as petrol engines in real-world use. It is understood that these new oil-burners are still more economical than even mild-hybrid petrol engines, as well as being less expensive. Ford’s move to medium-height crossovers in Europe is also partly a recognition that meeting future EU fuel economy regulations would have been very difficult with a line-up of conventional SUVs. For a similar reason, it’s not yet known whether the car will be offered with fuel-sapping all-wheel drive in Europe. Instead, some kind of electronic traction control system for navigating loose surfaces is possible. Ford will be hoping that the model will appeal to today’s mainstream market of ‘adventurous families’ who will be attracted by running costs lower than those of an SUV, allied to what’s said to be a particularly capacious load bay and a comfortable raised driving position. Although the car will replace three very different vehicles, it is likely to outsell the Mondeo, S-Max and Galaxy combined. Last year Ford Europe sold around 50,000 Mondeos, 24,000 S-Max models and 12,000 Galaxys – figures which are too low to be profitable enough. By the time the model is launched, Ford will have discontinued four MPV model lines. The MPV market has been hit hard in recent years, and as a result Ford will end production of the C-Max and Grand C-Max by late summer, as well as the Romanian-built B-Max compact MPV. The Galaxy and S-Max will likely follow next year. The B-Max will in effect be replaced by the upcoming Puma, and the company will look to steer existing C-Max owners into the new Kuga compact SUV. Mondeo and S-Max buyers will be targeted by the Fusion, and Galaxy users moved towards the smaller Transit Edge seven-seat SUV. Read more Top 10 best seven-seat MPVs 2019 Ford to launch three new model names by 2024 in Europe​ Ford Edge axed from UK sale just months after facelift​ View the full article
  23. Removing the roof from the Cayman GT4 might seem like sacrilege, but the result is sublime If you know the new Porsche 718 Cayman GT4, you know the new Porsche 718 Boxster Spyder.One may get top billing as the trackday star while the other plays second fiddle as its road-ready counterpart (you can guess which is which), but in mechanical terms, these are the very same sports car.That's exciting, because for all its exoticism, never in two previous iterations has the Spyder been engineered by Porsche’s GT division at the Motorsportzentrum in Weissach. It’s a marriage of style and substance the likes of which we don’t often see at sub-six-figure prices, and you might even think of it as a junior 911 Speedster – the GT3-based, slope-backed road-racer that costs more than £200,000.Because the Cayman GT4 and Boxster Spyder weigh the same 1420kg (admittedly, rather a lot more than the old Spyder, which was 1315kg) they really are identical beneath the bodywork, even down to the suspension tuning, which is adjustable for toe, camber and anti-roll bar stiffness. Each car uses a double-wishbone front axle borrowed from the 911 GT3 and inverted dampers – a GT division calling card. Carbon-ceramic brakes are an option, but our test car had the sizeable cast-iron standard items, which sit within a new design of 20in wheels wearing Michelin Pilot Sport Cup 2 tyres said to offer better wet-weather performance than ever before.There’s also six-speed manual gearbox carried over from the old Cayman GT4. It uses a dual-mass flywheel from the GT3 and sends power through a mechanical limited-slip differential at the rear axle, where you also get brake-based torque vectoring but no steering capability. A modified version of the seven-speed dual-clutch automatic ’box from the basic 718 Boxster is being developed, but it won’t arrive for at least another year, because the next-generation 911 GT3 has priority on Porsche’s to-do list.There's also the not-so-small matter of the Spyder’s all-new engine – an upsized flat six with atmospheric induction. We’ll come onto that shortly, but the 4.0-litre 9A2 Evo is pretty special.Inside, there are no surprises. The 360mm steering wheel is smaller than that of a standard Boxster and there's the option of the deep-sided carbonfibre bucket seats first seen on the 918 Spyder. They cost £3788, but without a roll cage, you can't get the harnesses from the Cayman GT4. Not that you'd want those in a car like the Spyder anyway.Elsewhere, you'll find this is a useful place. There's wireless smartphone charging beneath the central armrest, a good level of storage in the door cards and Porsche's 4.6in PCM infotainment system, though you can omit that to save 4.5kg. Again, you might do so on the GT4 to imbue the cabin with a certain level of seriousness, but on the Spyder it's overkill. There's also 150 litres of luggage space split betweent the front and rear comparments – not a lot but enough for a weekend away. View the full article
  24. Short video shows a car closely resembling the previously revealed e-Racer Cupra has released a video hinting at a forthcoming concept, to be shown at the Frankfurt motor show. In the video posted to the company's Instagram page, a silhouette of the upcoming car's front end can be seen, highlighting the daytime-running lights and flashing close-up images of its alloy wheels. An illuminated Cupra logo also hints at some kind of electrified powertrain, while more aggressive lines suggest an evolution in Cupra's existing design language. Seat boss Luca de Meo previously told Autocar that the Cupra brand would be used “as a gate to bring technology that will cascade to the rest of the Seat range”, with plug-in hybrid technology potentially appearing on Cupra-badged models before it does on the standard car. If the concept is pure electric, it is likely to be based on the VW Group’s MEB platform, created solely for EVs, and on which Seat’s first EV, the El-born is based. While the video suggests some similarities to the Leon-based Cupra e-Racer revealed last year, it’s not thought to be the hot hatchback, given the fourth-generation standard model has not yet been revealed. Since being turned into a stand-alone brand last year, Seat's performance division has released one car, the Cupra Ateca SUV. It more recently gave a debut to its first stand-alone model, the Formentor, and is set to expand its range to seven models in 2020. Seat had a record year in 2018, posting the best results in its 68-year history. Cupra sold more than 14,000 cars in its first year of independence. Read more Cupra Leon ditches Seat badge and goes hybrid for 2020 New Cupra Formentor coupé-crossover revealed Cupra confirms specs of 670bhp e-Racer electric racing car View the full article
  25. Radical long-distance comfort cruiser driven in prototype form to see if something like it could ever make production People used to describe travelling in the 1955 Citroen DS19 as ‘other worldly’. And when you set that self-levitating, space-age shaped, hydraulically suspended car in the context of the crude, steel sprung, clumsily crafted cars of the day, it’s easy to see why. Approaching the 19_19 for a drive is similarly other-worldly. It’s a car that looks like no other, its pod-like cabin slung between enormous wheels capped with old school mudguards, its body part-blue, part-black, its headlights mere strips and its glass nose recessed beneath them. A pair of slender pod-like objects burst from the rear of the roof to lend it the aura of a moon buggy, and it has the ground clearance of one of Citroen's old, Hydropneumatically-sprung models riding at maximum height. It’s fully electric, of course, and fully autonomous too, those pods being LIDAR sensors – although the driver can drive if desired. Sizeable doors open onto a large cabin free of obstructive pillars and largely upholstered in purple, its centre consoles and steering wheel in marble-like white. The front passenger’s generous recliner is trimmed in white too, to create a more soothing ambience. The 19_19’s black sill is high enough that you almost step up into the car, before sinking into the bucket-like cluster of cushions that is the lower portion of the driver’s seat. Those cushions look supremely comfortable, but, because this is the stylish but undeveloped chair of a concept, they’re a little lumpier than you might expect. Never mind – there’s a rectangular steering wheel to divert your interest, its trad-Citroen single spoke hosting a not-very-readable sequence of colour displays. Beyond it you stare through a shallow windscreen bounded by fat, curving pillars. This vista combines with the equally shallow glazing of the doors to recall the view out from a fat-pillared saloon from the 1940s, which isn’t inappropriate given the 19_19’s mudguards. In every other way, though, this Citroen bounds effortlessly into the future. The slender black Chevron-sculpted black dashboard is bereft of instruments and buttons, instead a head-up display provides vital information. This clean, uncluttered look signposts Citroen’s quest to simplify car interiors, with the aim of creating a more restful environment decluttered of knobs, switches and controls. Mounted within the dashboard is a large black cylinder that is your so-called personal assistant; it rises periscope-style as the steering wheel and pedals retract when it's called upon to do the driving. There’ll be no AI driving in this prototype: right now that future is something to be imagined. The 19_19 does drive, though, and electrically too. The main noises of progress are the low hum of the motor and the squeal of the giant Goodyear tyres on the painted hangar floor, the 19_19 confined to the inside because its show-car bodywork doesn’t like the English summer sun. You soon discover that a resolutely rectangular steering wheel is not the ideal piece of direction-changing kit, but hey, this is fantasy and it looks good. Rather more ergonomically effective are the subtle start button in the marble-look centre console (it’s actually a composite) and the black ring that surrounds it, half of which juts beyond the brick-like console itself. That’s your gear selector, and it’s among the more pleasingly weird of its type. Citroen design chief Pierre Leclerq says that ‘a suspended passenger cell was the first idea for this car, a cloud upon wheels,’ and, while it’s hard to imagine that when trundling at 15mph in hangar, its sumptuous seating, highly advanced suspension (anti-roll systems, road-reading via tyre sensors and Citroen’s Progressive Hydraulic cushions aid the suspending) and the lounge-like airiness of its cabin make wandering like a cloud easier to picture. It’s certainly easy to see how you’d doze off in that airline-style recliner of a front passenger seat, the 19_19’s personal assistant doubtless waking you on arrival with some soft-spoken words. Soft-spoken words are not what you’d expect to hear if you took this beautifully outlandish machine on the road, this confidently wheeled, curvaceously-shaped cocoon is likely to inspire utterances more emphatic. And so it should – this is the concept designed to embody not only Citroen’s future, but also the glories of its past. There have been many of those, the best of which came as the product of bold imagination unfettered by convention. That’s just like the 19_19, whose shape, ideas, propulsion, proportions, communication, colour, texture and design are a more than worthy symbol of Citroen’s creative century. May the hints within it turn real. READ MORE Radical Citroen 19_19 concept makes first UK appearance Slideshow: 100 years of Citroën Citroen Ami One concept makes UK debut View the full article
  26. An exciting season finale proves the electric race series is maturing quickly, and that manufacturers are firmly on board Even in its third season on the calendar, there’s something surreal – and a little incongruous – about the ABB Formula E Championship racing in New York City. Partly it’s watching racing cars battle against the stunning backdrop of the Hudson River, Statue of Liberty and Manhattan skyline: hosting an event near New York has been the dream of major motorsport championships for decades (Formula 1’s most recent attempt, a planned street race in New Jersey, collapsed in 2015). Partly it’s the venue, on a tight 1.475-mile street circuit based at the Brooklyn Cruise Terminal in the Red Hook area of the borough. While you might be able to see Manhattan’s gleaming skyscrapers from the track, the immediate surroundings of the circuit are rundown warehouses, slightly shabby housing and plenty of graffiti. Still, staging the race around the cruise terminal gives space to construct a fairly decent street circuit by Formula E standards. And, being realistic, it’s not like New York is going to shut Times Square or Broadway to stage an electric car race. But as with other major cities such as Paris, Rome and, from next season, London, New York wanted to host a Formula E race to promote ‘green mobility’. And for the growing number of manufacturers involved, it’s an opportunity to showcase their ever-expanding electrification programmes to an American audience. While Tesla has helped open the car-buying public in that country to electric cars, the US is still the land of big pick-ups and SUVs – it’s going to take time to get them to consider plug-in cars. In the main spectator area, the likes of BMW, Mercedes-Benz, Audi and Jaguar all had sizeable stands featuring both their Formula E machines and a growing range of electric cars – US consumers could check out the new Mini Electric, the Mercedes EQC, Audi E-tron, Jaguar I-Pace and even some electric Harley-Davidsons. Just outside the circuit entrance, Nissan had taken over a warehouse with a mini exhibition. It showed how car firms can use their Formula E programmes to spread the word about electric cars, even simply by building awareness. Of course, if you’re using motorsport to showcase your products, it helps if the racing is good as well, and at the end of its fifth season, Formula E is definitely moving in the right direction. The new Gen2 car introduced this season has a far larger battery, allowing the cars to complete the 45-minutes-plus-one-lap races in one go (previously, drivers had to swap cars mid-race). The new car is also substantially quicker than the old one. The lack of engine noise is still a little jarring for those used to combustion-engined racing cars, but being able to hear the cars hit each other as they battle for positions in a tight hairpin is quite entertaining. The races in New York were both dramatic and incident-packed, doubtless helped by the championship being up for grabs. Jean-Éric Vergne eventually retained his title, but he had to fight to the wire after two difficult races. That said, the tight circuit made overtaking difficult, leading to a high number of incidents. That’s a problem on most of Formula E’s street tracks, and something the championship needs to look at going forward. Over the season the field proved relatively even, with nine drivers from eight teams taking wins in the 13 races. That’s a good sign, since ensuring the ever-growing number of manufacturers involved all have a chance of succeeding will be key. When Formula E was launched, the prospect of an electric racing championship succeeding long term seemed as likely as staging a major motor race within sight of the Statue of Liberty. The fact both the championship and the race are now well established is encouraging – if still a little surreal. Read more Racing Lines: Why you should give Formula E a chance Formula E to return to UK with partly indoor track New Extreme E electric SUV racer launched at Goodwood View the full article
  27. Government says new rapid charge points should allow contactless credit or debit card payment All new public charging points should offer contactless payment via credit or debit card by spring next year, the government has said, as it seeks to address a key issue surrounding electric-vehicle usage. While the requirement is not mandatory, the government announced today that it “expects industry to develop a roaming solution across the charging network, allowing electric vehicle drivers to use any public charge point through a single payment method without needing multiple smartphone apps or membership cards”. It added that if the market is too slow to deliver improvements across the [charging point] network, it is “prepared to intervene to ensure a good deal for consumers by using powers in the Automated and Electric Vehicles Act”. With more than 50 charging point providers in the UK, the variety of payment methods required to use a range of charging points has become a major source of frustration for EV drivers. The announcement comes as BP Chargemaster, operator of one of the UK’s largest public charging networks, published plans to introduce contactless card payment to all new 50kW and 150kW chargers. It will also retrofit existing rapid chargers over the next 12 months. However, the firm stated that contactless payment would be for “occasional users” to its charging points, and added that it will “continue to lead with its Polar Plus subscription” service. A BP Chargemaster spokesman told Autocar: “The benefit of contactless payment will mostly be realised by those charging infrequently, who may not have used our network before. Today, the majority of usage on our network is from subscribers, and that market will grow with higher utilisation from fleets and businesses, particularly with the introduction of the BP Fuel & Charge card - the UK’s first combined fuel card for liquid fuels and EV charging.” When asked about the comparative costs of contactless payment versus a subscription, he said: “The Polar Plus subscription costs £7.85 per month (with three months free for new users), with the benefits being a usage tariff that is half the price of using contactless, as well as RFID card access, which remains the quickest way to activate a charge point on our network.” The government’s announcement did not mention pricing or its expectations regarding contactless payments costing the same as existing offerings. Future of mobility minister, Michael Ellis, commented: “It is crucial there are easy payment methods available to improve electric vehicle drivers’ experiences and give drivers choice. This will help even more people enjoy the benefits electric vehicles bring and speed up our journey to a zero-emission future.” Read more Behind the scenes of Britain's battery revolution Unreliable charging infrastructure preventing EV roll-out Bentley boss: 'We're in a rush to build an EV' View the full article
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