25 DECEMB DECEMBER ER 2013 2013 £3.30 | AUTOCAR.CO.UK
YOUR GUIDE TO A BETTER
T H E O R I G I N A L C A R W E E K LY LY
VEE PICTURES EXCLUSI V
600bhp Huracán V10 How V10 How baby Aventador will outpace Ferrari and McLaren
Cars you need to try Roads you must drive Events you can’t miss T hey y ssay ‘It ’ s f aster than a 458’ W e say ‘W e can't w ait to f ind out’
OFFICIAL DETAILS
2 5 D e c e m b e r 2 0 1 3 | M G 3
C�CLASS More space, t
MG 3 verdict (it’s good) • New BMW X5 driven • First Subaru hybrid tested
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THIS WEEK
Inspired to drive: great roads, places to visit, things to do. Your motoring year starts here
NEWS Lamborghini Huracán New supercar revealed
10
Mercedes C-class Wraps are off next-gen saloon 14 Ferrari California replacement Turbo drop-top 20 Spotlight The year’s new car sales examined
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TESTED BMW X5 xDrive30d SE Sporty and spacious
30
Subaru XV Hybrid Slick petrol-electric SUV
33
Chevrolet Camaro Refreshed muscle car
35
Volvo V70 D5 SE Lux auto Estate stalwart
37
MG 3 1.5 3Form Sport ROAD TEST
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FEATURES COVER STORY
UK’s best roads Road trip in a Porsche 911 GT3 38 Things to do in 2014 Plan your motoring year 48
YOUR GUIDE TO A BETTER 2014
OUR CARS Mercedes CLS Shooting Brake New alloy ahoy 66 Mazda MX-5 Enjoying its everyday appeal
69
Morgan Plus 8 Putting the politics to one side
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EVERY WEEK
Xx x
‘Mercedes hopes this C-class will appeal to a younger audience’
Steve Cropley Meeting the new Ford Mustang
19
Matt Prior The end of an Australian era
21
Joe Saward F1’s dash for sponsorship cash
29
Your views Batteries aren’t worth the bother
64
Colin Goodwin Better late than never…
65
Richard Bremner Lotus Etna concept revisited 98
DEALS Used buying guide Toyota Supra Mk3
Mark Tisshaw, p14
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James Ruppert Open wide and say GT-R 76 New vs used New BMW or used Bentley? 79 New cars A-Z All the latest models rated 80 Road test results Autocar’s data archive 93 Classifieds Cars, number plates, services 95
72 30 First drive: BMW X5 xDrive30d
10 56 MG 3 gets the road test once-over
COVER STORY
Lamborghini Huracán: Gallardo replacement revealed
Secondhand Toyota Supras scrutinised
25 DECEMBER 2013 AUTOCAR.CO.UK 7
THIS WEEK Issue 6079 | Volume 278 | No 13
ON AUTOCAR.CO.UK THIS WEEK VIDEO
Aston Martin Vantage V12 S
Flat out in Aston’s latest 565bhp hot rod
Inspiration for a great year ahead IT MAY BE the season for kicking back and reflecting but, as ever, the car industry is doing no such thing, as you’ll see from the full official stories on the all-new Lamborghini Huracán and Mercedes-Benz C-class. Both are ground breaking in their own ways and further evidence of the relentless progress of car makers. We’re looking forward, too, with our rundown of how we think you should make 2014 a motoring year to savour. As winter set in, Andrew Frankel undertook what he considered to be his most fun feature of the year, covering the length and breadth of Britain in our favourite driver’s car of the year, the Porsche 911 GT3, in search of Britain’s best driving roads. The goal is to inspire you to do the same. Likewise, Steve Cropley has consulted the calendar and laid out how best to enhance your motoring enjoyment over the coming year. It won’t shock you to know that his suggestions are diverse, entertaining and occasionally surprising. Be sure to contact us with your own alternatives, and if you’re up for trying out any of our suggestions, do let us know how you get on.
JIM HOLDER EDITOR
[email protected]
@Jim_Holder
FEATURE
Britain’s most exciting £1000 cars
What we’d buy for a grand GALLERY
History of Maserati
REVIEW
Mercedes SLS AMG
A century of The ultimate Merc Maserati in pictures reviewed and rated
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Huracán targets 4 Lamborghini Gallardo replacement gets 602bhp rom V10 amborghini has revealed its new supercar, the Huracán. The all-wheeldrive model is powered by a V10 engine producing more than 600bhp and has a top speed in excess of 200mph. Seen here in this exclusive R O I P studio photo shoot, the A P Huracán replaces the Gallardo N A T in Lamborghini’s line-up and S Y is due to reach the UK in the H P A autumn after a public debut at R G the Geneva show in March. O T The model had been widely O H P tipped to be called Cabrera,
L
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but Lamborghini has chosen Huracán — or Huracán LP610-4, to give it its full title — for the name. It continues Lamborghini’s convention of naming its cars after famous fighting bulls, Huracán being a legendary animal that fought in Alicante, Spain, in 1879. The Huracán follows the same basic formula as the Gallardo, itself the best-selling model in Lamborghini’s history with 14,022 units produced in its 10 years on sale. The Huracán renews
25 DECEMBER 2013
Lamborghini’s assault on the fiercely fought supercar segment with more power and performance, new underpinnings, a highquality new interior, a new look inspired by the larger Aventador and what the firm describes as an “innovative technology package”. Much of this specification appears to address the main criticisms of the outgoing Gallardo, which was feeling its age next to more powerful, more modern and higher-
0-62mph in 3.2sec
quality rivals such as the Ferrari 458 and McLaren 12C. The mid-engined Huracán’s chassis mixes aluminium and carbonfibre components which, Lamborghini claims, provide “race-car precision with outstanding stiffness”. The chassis is to be shared with the second-generation Audi R8, due in 2015. Lamborghini had discussed the use of a carbonfibre monocoque for the Huracán, but parent firm Audi deemed the structure too costly
Host o
THIS WEEK The Huracán takes its styling cues from the larger Aventador
58 Italia and 12C new driver aids
On sale next autumn
to secure the necessary economies of scale for the R8. The Huracán’s chassis is understood to be clothed in a mixture of aluminium and carbonfibre-reinforced plastic bodywork panels. Lamborghini has not yet released official dimensions for the Huracán, but it appears to be only marginally bigger than its 4345mm long, 1900mm wide and 1165mm high predecessor, although a slight increase over the Gallardo’s 2560mm wheelbase
should improve cabin space. Despite an increase in the use of lightweight materials in its construction, the dry weight of the Huracán has actually increased slightly over that of the Gallardo, from 1410kg to 1422kg. This is most likely down to the amount of interior and dynamic technology that has been added to give the Huracán what Lamborghini claims is a combination of “absolute performance with easy-to-drive road behaviour” and a “luxurious and ◊
Can the Huracán handle the heat? THE MARKET IN which the Gallardo has been competing has changed out of sight over the 10 years of its life. For the Huracán, expectations on every front — performance, usability, handling — will be much h igher, but meeting them won’t be easy. We knew the next Gallardo would have to do without the low-range torque that only forced induction can supply, but it’s disappointing to see that, despite some structural carbonfibre, the Huracán is heavier than the Gallardo. Sant’Agata’s claims are for better performance than the Ferrari 458; we’ll wait to road test the car before getting carried away. The only certainty, with the likes of
the new Porsche 911 Turbo S around, is that Lamborghini will need more than just bighitting acceleration figures to sell this car. It can always fall back on its brand and ever more audacious styling to attract its clientele, of course, but Lamborghini makes revealing claims about “innovative technology packages”, “excellent quality” and “easy-todrive road behaviour” in its press material. The company probably plans not to get mixed up in the current one-upmanship going on between Maranello and Woking. But if the Huracán lives as long as the Galla rdo, cycling through endless special editions just as the Gallardo has, don’t be surprised if the car ends up even further off the pace. MATT SAUNDERS
25 DECEMBER 2013 AUTOCAR.CO.UK 11
sports-orientated finish”. At the heart of the Huracán is a normally aspirated 5.2-litre V10 engine, heavily updated from its application in the Gallardo to the extent a am org n ca s a new ngine, with new direct and indirect injection systems. It makes 602bhp at 8250rpm and 413lb ft at 6500rpm, up from the 552bhp t 8000rpm and 398lb ft at 5 rp rpm m pro produ duce ced d by by the the allardo LP560-4. Top speed has not been been uoted, but Lamborghini ays it is “over 202mph” — the claimed top speed of the Gallardo LP560-4. The Hurac Hur ac n can crack crack 0-62mph 0-62mph in 3.2sec and 0-124mph in 9.9sec, bettering the 0-62mph time of the Gallardo LP560-4 by half a second. Economy is improved over the automatic version of the
Gallardo LP560-4, from 19.2mpg to 22.6mpg, while CO emissio emissions ns are down from from 351g/km to 290g/km. The standard gearbox is no onger onger a sx-spee sx-spee man manua ua u a seven-spee ua -c u c automatic transmission, christened Lamborghini Doppia Frizione (LDF) and derived from the dual-clutch auto recently added to the Audi R8. Lamborghini has yet to officially confirm the death of the manual gearbox from its range, but it would appear likely, given its absence from the Hurac n’s launch launch line-up. he gearbox sends drive o e roa roug an e ec ec ron ca ca y con ro e a wheel drive system. A switch on the steering wheel allows the driver to configure one of three dynamic modes — Strada, Sport and Corsa — to deliver a drive ranging from
“traction orienta “traction orientatt d”to “extreme perform nce”. The system a sts the engine and gearbox maps and the four-wh four-wheel eel drive s n “extensive modifica modi ficatio tion n in th road behaviour of the H racán”, according to Lam rghini Carbon-cerami brakes feature on on the sta dard specification, whil a var a e s eer n g s s em em,, ca e am org n Dyn and a magnetorheologic l adjustable damping set-up ca be found on the options list. The styling is derived from e arger ven a or, ncu ng its profile, sharp edges, LED light designs and an engine cover with hexagonal detailing. The high-quality interior of the the Hurac Hurac n is a big big step step forward from the Gallardo. It features Nappa leather and
Alcantara trim and upholstery, display, increased multimedia op on onss an a mo more re uxurous uxurous feel. A full suite of customisable options will be offered. TheHurac n will will ent enter er production on a newly equipped production line at Lamborghini’s Sant’Agata HQ in the spring. UK prices
have yet to be revealed, but an , allardo LP560-4 is expected. As with the Gallardo, expect a whole host of extra variants of the Huracán to follow, including an open-top Spyder, a higher-performance Superleggera and entry-level rear-wheel-drive versions. MARK TISSHAW
LAMBORGHINI HURACAN LP610�4
cLAREN 12C
FERRARI 458 ITALIA
LAMBORGHINI GALLARDO LP560�4
r ce
£ 1 6 5 ,0 ,0
176,000
£178,526
£158,976
-62mph
3.2sec
.3sec
3.4sec
.7sec
(e (e s t )
Top spee d
202mph+
204mp h
202mph
202mph
Economy
2 2.6mpg
4.2mp
21.2mpg
19.2mpg
307g/km
351g/k
O
290g/km
erb weight
1 4 2 2 k g (d r y )
13 4 1k g (d r y)
1 3 8 0 k g (d r y)
1 4 1 0 k g ( dry)
Engine
V10, 520 4cc, p et rol
V8 , 3 7 99 c c, t w i n-t u r b o, p e t ro l
V8, 4 499cc, p et rol
V10,
Power
602bhp at 8250rpm
616bhp a t 750 0rpm
562bhp at 9000 rpm
552bhp a t 800 0rpm
To r q u e
413lb ft at 650 0rpm
4 4 3 l b f t a t 3 0 0 0 -7 0 0 0 r p m
398lb f t at 60 00rpm
398lb ft at 6500 rpm
7-spd dua l-clutch auto
7- sp d d u a l -c lu t c h a u t o
7-spd dua l-clutch a uto
6-spd automa ted ma nua l
earbox
he Hurac Hurac n comes comes with with dual-clutch automatic gearbox as standard
12 AUTOCAR.CO.UK 25 DECEMBER 2013
THIS WEEK The cabin has a more luxurious finish and more kit than the Gallardo
Electric Audi R8 back on track AUDI HAS BACKTRACKED on its decision to cancel production of the R8 e-tron an w now pus a ea with small-scale production of the zero-emissions EV as part of a number of changes made to its R&D operations since thearrival of its new ea , r c ac en erg. iting recent advances in lithium ion batteries that have increased the e-tron’s range from an original 134 miles to close to 250 miles, insiders suggest the car w now go n o m e pro uc on ur n g e a er half of 2014 2014 The rear-wheel-drive R8 e-tron e-tron is set to act act as a halo model for a number of smaller and more affordable a ery-powere u s. mong mo ng e c an ange ges s ma e to the R8 e-tron to enhance its suitability for production is new lithium ion battery
technology featuring an alternative chemical proc pr oce ess an , s c a me , grea gr ea er en ener ergy gy ens ens y an the original 48.6kWh unit. The new car is expected to share the styling of the new, second-generation R8, itself due to be launched w conven ona pe p e ro eng nes nex year year.. e R8 e-tron was conceived from the outset around the second-gen R8’s new aluminium and carbonfibre body structure in a move a resu e n pro o ypes with wi th a 17 17 kg ke kerb rb we weig ight. ht. GREG KABL
25 DECEMBER 2013 AUTOCAR.CO.UK 13
SLIPPERY SHAPE The drag coefficient for the C220 Bluetec Eco model is a best-in-class 0.24.
Fresh look for luxurious Mercedes’ new 3-series rival is bigger and lighter than before, with S-class tech and high-quality cabin ercedes-Benz has given its all-new, fourthgeneration C-class saloon a dramatic new look inside and out, a 100kg weight reduction and a more efficient engine line-up that Rincludes a model with sub O I P100g/km CO 2 emissions for A P the first time in the fiercely N A T contested compact premium S Ysaloon segment. H P The new model, Mercedes’ A R Gglobal best-seller, is seen here O Tofficially for the first time O H Pahead of its public debut at
M
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the Detroit show in January and a planned arrival in UK showrooms in June. Prices are set to rise marginally over the outgoing model. Other features of the new W205-generationC-class include the option of air suspension (another segment first), a more agile chassis, greater use of aluminium in its structure and a whole suite of advanced driver assistance systems shared with the recently launched new S-class. Underpinning the C-class is
25 DECEMBER 2013
THIS WEEK HIDDEN FROM VIEW The C-class has no visible exterior antenna. It is now housed in the mirror on the passe nger door (driver’s side in RHD models).
SAFETY FIRST Myriad safety options — including a level of autonomous driving at low speeds — are borrowed from the S-class and use a series of cameras.
new C-class the new lightweight modular rear-drive MRA (Mercedes Rear-drive Architecture) platform that will underpin all core rear-drive models from the C-class and above, including saloons and SUVs. This new platform will be rolled out across a C-class lineup that will extend to include estate, coupé and AMG variants as well as a new cabriolet version and 4Matic all-wheeldrive models that will be sold in the UK for the first time from the end of next year. The new C-class is 4686mm long, 1810mm wide and 1442mm
high, the length and width growing by 95mm and 40mm respectively over the current car and the height reducing by 5mm. The wheelbase is up by 80mm to 2840mm. The increase in size is due to the recent arrival in Mercedes’ line-up of the CLA, a model that closely matches the current C-class in length. The fifth-generation C-class has thus grown longer and wider to distance itself from the CLA. Visually, the new C-class shows a clear family resemblance to the latest S-class and recently revised
E-class, as well as the smaller A-class family. Following Mercedes’ ‘sensual purity’ design theme, the fundamental classic rear-drive saloon proportions, including a long bonnet and set-back cabin, remain, but the Mercedes design team, headed by Gorden Wagener, have reduced the overhangs, raised the beltline, narrowed the glasshouse and added sculpted, flowing lines and surfaces that taper back to give a more classic profile inspired by the ◊
What else is in the C-class range? THE FOURTH-GENERATION C-class line-up will be the model’s largest yet. The saloon’s arrival on UK shores in June will be followed by an estate version in the autumn. The C63 AMG is set to arrive at the end of the year, complete with a new twin-turbocharged 4.0-litre V8 engine. Another addition is the option of four-wheel drive on selected models — a C-class first for UK buyers. A replacement for the C-class coupé will follow, most likely in 2016, and it’s tipped to spawn a convertible variant for the first time. Still unconfirmed beyond that — but looking increasingly likely, according to insiders — is a liftback version to rival the BMW 3-series GT. MT
25 DECEMBER 2013
AUTOCAR.CO.UK 15
∆ Streamliner models from the
1920s and 1930s. This ‘soft’ treatment, which includes front and rear ends that avoid sharp edges and creases by curving into the car’s sides, contributes to the C-class’s class-best drag coefficient of 0.24. The overall result is a more modern-looking C-class that Mercedes hopes will appeal to a much younger audience without alienating the more traditional C-class buyer. The new look for the modern, luxurious interior is bolder still than that of the exterior. Its ‘wraparound’ dashboard design is derived from that found in the A-class family and the new S-class and features three central circular air vents, greatly reduced switchgear on the centre console and improved overall fit and finish. A free-standing screen on top of the dashboard displays key information and infotainment options and is controlled by a standard rotary controller, or an optional touchpad that mimics the controls of a touchscreen smartphone. In the rear, the longer wheelbase means back-seat passengers get 25mm more legroom, while the increase in overall width further boosts space. Boot capacit y is up by five litres over the outgoing C-class, to 480 litres. The structure of the new C-class is now almost 50 per cent aluminium, contributing to an overall weight reduction of up to 100kg, model to model. This not only helps to reduce fuel consumption but also improves strength, ride and handling characteristics and safetyperformance. The new C-class’s chassis has been tuned to offer a more
sporty and agile drive without compromising ride comfort. Stiffness has been increased by around 20 per cent. The suspension consists of a four-link set-up at the front and a five-link arrangement at the rear. A steel suspension system with selective damping is fitted as standard in three different versions, including a sports set-up lowered by 15mm in AMG Line models. The big news, however, is the option of AirMatic air suspension, the first time it has been offered in this class. This fully adaptive, selflevelling system offers four driving modes, from Comfort to Sport+, or allows the driver to tailor his own preferences in the Individual mode. The steering set-up, meanwhile, is a speed-sensitive electromechanicalsystem. All engines in the C-class range are Euro 6 emissions compliant, come with stopstart as standard and offer up to 20 per cent better economy than the previous line-up but with no loss of performance. The engine range at launch includes a 168bhp 2.1-litre turbodiesel in the C220 Bluetec, a 154bhp 1.6 petrol in the C180 and a 181bhp 2.0- litre petrol in the C200. A series of other engines will be rolled out soon after launch, including a new 1.6-litre turbodieselco-developed with Renault. It will be offered with power outputs of 113bhp and 134bhp and will see the C-class’s CO2 emissions dip below 100g/km in its most frugal form. Other variants of the familiar OM651 2.1-litre turbodiesel will also follow, with power outputs ranging from 113bhp to 201bhp. The launch petrol line-up
will be expanded with further versions of the M274 engine already familiar from its transverse application in the A-class. In the C-class, it will be offered with power outputs of up to 235bhp. A V6 petrol engine is also planned. The C-class will be offered in a C300 Bluetec Hybrid version, which mixes a 2.1-litre turbodiesel engine with an electric motor and comes with a provisional 72.4mpg claimed economy figure. Also planned from 2015 is a plug-in petrolelectric drivetrain in the C350. Two transmissions are offered: a six-speed manual or seven-speed dual-clutch automatic. A nine-speed automatic has also been rumoured for introduction further down the line. Rearwheel drive is standard, with all-wheel drive being offered later in the year on selected C-classes for the first time. A whole host of technologies derived from the S-class is also being offered on the C-class. These include a level of autonomous driving at low speeds and in traffic jams, along with drowsiness detection,steering assistance, lane assistance and numerous parking assistance systems. MARK TISSHAW
REAR ROOM Legroom for rear passengers has increased by around 25mm over the previous C-class. The cabin is also wider, and an optional panoramic roof makes it feel airier still.
Riding in the new C-class MERCEDES HAS GIVEN Autocar an exclusive ride in what’s expected to be the biggest-selling C-class variant, the C220 Bluetec, alongside development chief Michael Kraemer. First impressions? It has grown, most notably in
16 AUTOCAR.CO.UK
length, a move necessitated by the arrival of the CLA in Mercedes’ line-up. Despite the light disguise covering the car, it’s clear that the new C-class has been styled to resemble the larger S-class. Inside, you’re immediately aware of Mercedes’ efforts to
25 DECEMBER 2013
provide the new C-class with a more contemporary look. Allied to a big lift in p erceived quality, it gives the car a more upmarket and luxurious air. As we head out on to public roads, it is the pervading smoothness, both in the operation of the engine and the ride, that hints at a higher class than that in which the new Mercedes competes. The C220’s four-cylinder engine delivers a good deal of torque in the first couple of thousand revs, providing it with impressive low-end urgency away from traffic lights and through the gears. Subjectively, it feels faster than its claimed 0-62mph time of 8.1sec.
The engine’s most impressive facet, however, is its ability to propel the C220 at typical motorway speeds in a totally relaxed manner. Longer gearing clearly plays a crucial role, but isolation of engine noise from the cabin is also excellent. The feeling as we leave the autobahn behind and begin heading along narrow back roads is one of added agility. The car we’re in is fitted with AirMatic air suspension, which will be an option on all models sold in the UK. Even on badly rutted surfaces, the ride is superbly controlled. Refinement is another strength, with little hint of tyre slap or tread roar on
coarse and uneven asphalt. Low levels of wind roar and buffeting make for hushed progress at all but breakneck speeds, but overall, the lift in refinement is arguably the single biggest improvement over the outgoing C-class. Our next outing in the fourth-generation C-class will be a proper drive. Until then, our initial impressions are of a smoother, quieter and more comfortable car, with hints of added agility and improved responses. In short, it appears to be a better prospect in every key area than today’s C-class, but it needs to be when the BMW 3-series is among its rivals. GREG KABLE
THIS WEEK HEADS UP A head-up display is offered as an option on the C-class for the first time. Key speed and navigation info can be displayed here.
VIEWING FIGURES A 7in screen is standard, with an 8.4in one fitted should the buyer opt for the Comand Online infotainment package and its suite of functionality.
ALL THE TRIMMINGS On the interior options list are various wood and metal trims, plus ambient lighting. All C-class models will be fitted with an electronic parking brake as standard.
A NICE TOUCH Optional touchpad works like a smartphone’s touchscreen. As well as controlling basic multimedia functions, it allows text input and can recognise handwriting in any language.
THAT’S ENTERTAINMENT Infotainment functions include video and audio playback, full internet connectivity when stationary, live traffic updates and Google search among other apps.
25 DECEMBER 2013 AUTOCAR.CO.UK 17
THIS WEEK
Steve Cropley A week in cars Meeting a modern take on an
old friend; season’s greetings
The Lexus IS300h doesn’t seem to know its place
Steve reckons the new Mustang hits the spot MONDAY
Last big trip of the year is one of the best. For months I’ve been keen to clap eyes on the new Ford Mustang, the first pony car in 50 years to have been fully engineered in righthand drive so it can come officially to the UK. Today it was revealed simultaneously in Barcelona and three other cities around the world. Of course it’s never going to be a major seller here, so I’d understand if you reckoned my excitement a bit overdone. But I was 15 when the hugely influential and desirable Mustang burst on to the market, transforming the fortunes of a struggling Ford by selling in thousands on its first day. Since then we’ve strolled through our lives together, the ’Stang and I, our ups and downs often coinciding. I’m delighted to report that the icon is now back to its best. Its modern but unmistakable shape starts off looking, well, challenging in a few areas (flanks, rear side windows), but by the time you’ve spent a few hours around it, it seems just right. The new interior is perfectly judged: correct for the car but far classier in design and materials quality than before.
I was 15 when the hugely in�luential Ford Mustang burst on to the market To underscore the importance of the European debut, the firm sent Bill Ford himself, looking more relaxed and confident than ever. That he attended the Spanish event rather than Dearborn’s is no small matter; old Henry’s great-grandson is a prominent Mustang collector (“I have more than 10 Mustangs, but less than 20, including quite a few ‘number’ ones, and I drive ’em all the time”), so you wouldn’t have blamed him for staying at home. WEDNESDAY
Out and about in the new Lexus IS300h, a really interesting car. It’s a Hybrid Synergy model, of course, so naturally it’s soft, quiet, vibe-free and stepless despite the total powertrain providing 320bhp when electric motors and four-cylinder petrol engine are percolating together. The IS has all the right stuff – sporty seats, quick steering,
grippy chassis, good economy, interesting instrumentation, controls that are different yet not confusing – but it’s still tough to define its precise mission. Which is it: a limo or a sports saloon? Those who enjoy the car will say this doesn’t matter, but for enthusiasts like you and me, car selection is a cerebral process and we know it does. FRIDAY
Funny to be writing in an issue officially timed for Christmas Day, given that by the time you read it, both you and we will already have been away from the coalface for several days, enjoying not only the comforts of home and family but also possibly, intermittently, those weird periods staggered through the British Christmas break when the roads are deserted. Seems to me that everyone travels at once at Christmas. On Boxing Day, for instance, we
Cosseting F-type warms both the body a nd soul
all decamp to visit relatives and the roads are packed early until late. But at other times they’re deserted, almost as traffic-free as the few hours when everyone’s watching a World Cup match. Wherever you are, all at Autocar hope you greatly enjoy the break. Because of your steadfast support, the auld mag has ended its 118th year in a far healthier state than the vast majority of printed periodicals. Meanwhile, its website has been expanding on a scale we’d have said was impossible a couple of years ago. It’s an amazing story and we send profuse thanks for your help in writing it.
SUNDAY
Wonderful homeward thrash at 7.30am down the M5 from a shindig in the Midlands, top down in our long-term Jaguar F-type with the temperature hovering around 4 to 5deg C and the heating full on. Kept thinking what a privilege it was to be sitting so comfortably in this terrific car, sighting the world over such an elegant bonnet while my bum was lightly poached by the seat heater and the breeze was chilling my cheekbones and ruffling my barnet – and all of it with home just a few more enjoyable miles ahead.
A s te p i n t he w ro ngd i rec t io n based Ford sho wed its Fies tada y he t, t r Spo Eco the SU V, r the ra a f ter the Mus tang, to car bad no ’s t less acclaim. I the bu t it de fini tel y lacked e to com ve ’ e y w t li qua s tar irs t expec t. In fac t, i t ’s the f ably tice no be to ne w-gen Ford y t li qua in ed mis compro Ford and looks b y the One nex t ’s y r mission. Will Hen or ter, t be be l all-ne w mode ? d dar tan w s ne the is this
[email protected]
@StvCr 25 DECEMBER 2013
AUTOCAR.CO.UK 19
PY
H T
New convertible uses a 552bhp win-turbo V8
CALIFORNIA ITALY
F12-derived styling and V8 turbo power for Maranello’s California re lacement; set for Geneva reveal errari’s replacement for the California is in the final stages of development ahead of a launch at the Geneva show in the spring. The model will usher in turbocharging urbocharging to mainstream mainstream Ferraris, with the new car set to o be powered by a 552bhp ersion of a new Ferraridesigned and built twin-turbo 3.8-litre V8 engine first used in the Maserati Quattroporte nd Ghibli models. Test mules indicate that
there is still work to be done on the California replacement (its rea name s s un nown , u Autocar understands Ferrari dealers are already taking pre-orders for the model with deliveries scheduled for May, just two months after its debut at the Geneva show. The styling of the coupéconvertible is understood to have been heavily influenced by the F12, particularly particularlyat atthe the front, althoug h the shape of the headlights are said to be
borrowed from the 458 Italia. At the rear of the car, the eg as een re uce slightly, although this visual effect is apparently heightened on the production car by some clever lines. The retractable hard-top roof remains. For or the e interior, n er or, the e ca cabin n s also sai o have ha an overhaul.A new-look dashboard and a completely new multimedia system are among the upgrades. The 552bhp, direct-injection
turbo V8 is adapted from its 523bhp form in the Quattroporte. Our spy photographer reported a louder lou erexhaust exhaust note note than than that hat of the normally aspirated V8 found in the current California. A V6 engine option was un ers oo o e un er consideration at one stage, but plans for this have now been dropped. Ferrari wants to reduce output of the California replacement by around 500
units per year as part of its plans to limit production to mprove exc u s v y u w ou harming profits. Once order books officially open at Geneva, customers are likely likel to have to wait more than a year for delivery, delivery,with with initial n a production pro uc on preserved preserve for pre-orders. The price of the California replacement is understood to be the same as the £152,154 f the current model. MARK TISSHAW
Range Rover looks for Freelander replacement FULL-BODY test mules of Land Rover’s upcoming Freelander replacement have hit the roads around the firm’s Gaydon headquarters in the Midlands. Previously, mules have used a test chassis under an Evoque body. But the new mules give the first clues to the shape of
SPY SHOTS FREELANDER GAYDON
the Freelander replacement, which is due later next year. The Freelander name will not be carried over. Instead, it will be renamed Discovery and become part of an extended Discovery family. The mules show a sportier profile and more rakish roofline than the current Freelander’s. Insiders who have seen the car report that it borrows some styling cues from the Range Rover range, including Evoquestyle headlights and Range Rover Sport lights at the rear. The new car is based on the same LR-MS platform as the Evoque. It was developed
SKODA TOUGHEN S UP OCTAVIA
CONCEPT H INTS AT NEW XC90
The Skoda Octavia Scout will be launched in Europe next summer. Previewed in this sketch, the Scout is based on the Octavia estate and will have optional four-wheel drive. New bumpers and body cladding give it a more rugged look.
Volvo is paving the way for the introduction of a new XC90 with a concept at next month’s Detroit show. The Concept XC Coupe’s fundamental design traits wil l be carried over to the XC90 when it’s revealed towards the end of next year.
20 AUTOCAR.CO.UK
25 DECEMBER 2013
from the Ford EUCD platform that underpins the current Freelander, although Land Rover says 90 per cent of the parts are new. As with the Range Rover Sport, a seven-seat version of the Freelander replacement is set to be offered, with two optional rear seats folding into the boot. A seven-seat option is crucial in bolstering the car’s appeal in the United States. Prices are set to start from around £24,000, but plusher versions will also be offered, with the reported range-topper getting a price tag in excess of £40,000.
THIS WEEK
OFFICIAL PICTURE
Matt Prior Tester’s notes Holden holds on no longer
Intrado previews Hyundai’s future HYUNDAI’S NEW CONCEPT, the Intrado, previews a future in which its cars will be “lighter, cleaner and more efficient”, according to Hyundai-Kia design chief Peter Schreyer. It also points to the next generation of Hyundai styling. Schreyer revealed a sketch of the concept, which is thought to be a small crossover similar in size to the Nissan Juke. It will be unveiled at the Geneva motor show next March. The Intrado uses a smaller version of the hydrogen fuel cell powertrain found in the ix35 FCEV, but it isn’t based on an existing Hyundai platform. Instead, the experimental vehicle is built around a lightweight structure using
construction processes and materials that Hyundai says “have the potential to change the way cars are constructed in the future”. The name ‘Intrado’ comes from the underside of an aircraft’s wing, specifically the shape that allows the wing to produce lift. The Intrado was styled by Hyundai’s European design team and will be the first car to feature the next evolution of Hyundai’s ‘fluidic sculpture’ design language. “The Intrado is part of where I want to take Hyundai design,” said Schreyer. “But the interesting thing is that it isn’t just an expression of new styling. With the hydrogen fuel cell powertrain, it is also a research project.”
SPY SHOT NEW SUV GAYDON
Jag’s SUV reveals more secrets THIS IS THE clearest sighting yet of a test mule for the new Jaguar SUV, due in 2016. The model, which will be Jaguar’s first SUV, was previewed by the C-X17 concept at the Frankfurt motor show. Under the adapted XF bodywork on this early engineering mule is Jaguar’s new iQ[Al] (for ‘intelligent
aluminium architecture’) platform. It underpinned the C-X17 concept, but its first production application will be on Jaguar’s BMW 3-seriesrivalling saloon, due in 2015. The production SUV is set to be smaller than the 4.72m-long C-X17, something backed up by how big the XF body looks in proportion to the chassis.
Holden failed to sell enough cars in its home market
“E
ither you’re here or you’re not.” That’s what Australia’s treasurer, Joe Hockey, told Holden two weeks ago, when the company said it hadn’t decided whether it was committed to building cars in Australia or not. Holden has absorbed $A1.8 billion (£990 million) in subsidies during the past decade and this year sought more cash to secure the next generation of Aussie-built GM cars. The government said no, Holden hesitated and Hockey was fuming. “If I was running a business and I was committed to that business in Australia, I wouldn’t be saying I haven’t made any decision about its future,” he said. The Australian opposition said Hockey’s reaction “dared Holden to leave”. A day later, Holden said it was leaving. When production of the current Holden Commodore finishes in 2017, then, that’ll be it for Holden manufacturing in
Holden will join Mitsubishi and Ford in pulling out of Australia. Only Toyota is left. For now Australia. Holden will join Ford and Mitsubishi in pulling out of making cars in a country that has the combined difficulties of a strong currency and a small local market. Only Toyota is left committed to it. For now. Holden’s downfall is a failure to sell enough cars in its home market. In 2002 it sold 80,000 Commodores, but a decline in sales meant just 30,000 Commodores found homes last year. With a break-even of 40,000, this decision has been a long time coming.
The independent HSV, and its race team, will remain
[email protected]
When I visited Holden and Holden Special Vehicles (HSV, more on which in a moment) in July, the stock answer to questions about the future was an honest “we don’t know”. Now we do, and although the announcement was a disappointment to many, presumably it surprised no one. That Holden has soldiered on this long is because it has much to offer. It employs 3500 people at its plants in Victoria and Adelaide and it also has a fine test track at Lang Lang, near Melbourne, and some talented engineers. These engineers and the test track will go, along with Holden’s status as GM’s reardrive specialist. Pity. It’s good at that. Holden developed the current Chevrolet Camaro. Then there’s HSV, which Tom Walkinshaw founded. It makes hot Commodore derivatives, with heady engines and honed dynamics. HSV’s latest ‘Gen-F’ is a belter. We know it as the Vauxhall VXR8. HSV is independent but was given access to Holden’s cars years ahead of launch, so when there was a new Commodore, an HSV landed at the same time. HSV might still tune Holdens, of course, but it’s hard to imagine the same relationship when the cars will be imported. Still, HSV owns a V8 Supercar race team and has other business interests, so it’s versatile and has a future. Holden isn’t so lucky.
@matty_prior 25 DECEMBER 2013
AUTOCAR.CO.UK 21
SPOTLIGHT JAGUAR
0.69%
HONDA
It’s been a good year for the UK’s new car sales. Jay Nagle looks at why and finds out who has made the most of a buoyant market hen the final numbers for the 2013 U K car market come in next week, week, they are likely to show a growth in overall sales to 2.25 million, a rise of exactly 10 per cent year on year. The two factors that traditionally drive the growth in car sales — house prices and unemployment figures — were both positive last year and there was an additional one-off boost from Payment Protection Insurance compensation payouts. The latter factor will not be repeated next year (unless the banks are forced to pay out for yet another scandal), so the market is likely to stay flat over the next 12 months. Within the UK market, the big trend was fragmentation. The two biggest segments (superminis and small family cars) both grew by 12 per cent — about the same rate as the whole market — but some of the smaller segments grew more. Both city cars (up 16
2.48%
per cent) and SUVs (19 per cent) grew rapidly, while the traditional upper-medium car really suffered, with a 28 per cent drop in s ales. In a couple of years Ford’s principal large family car may well be the Kuga, not the Mondeo. The other form of fragmentation was the growth of both premium brands and value brands. For example, Audi and Skoda both had excellent years, but mainstream brands simply fought to maintain their share as best they could. What the premium and the value brands have in common is that they clearly stand for something: one is for prestige, the other is for value. The problem for midmarket brands is carving out a similarly clear identity. Some have managed it — Ford, for example, is identified with driving dynamics — but many have no strong image at a manufacturer level and have to rely instead on the strengths of individual models.
HYUNDAI
ARKETSHARE
2013 012 3.63%
END�OF�TERM REPORTS ALFA ROMEO Talk of selling 30,000 cars a year in the UK is long g one; sales are now below 6000. The 4C will be a wonderful halo model for the brand, but it’s a shame there is nothing to bask in the light it will generate.
T M M S E H T Y B D E I L P P U S A T A D
ASTON MARTIN With market share halving since 2007, Aston’s new investor has a lot of work to do. The recent technology tie-up with AMG will also be crucial; Aston is simply not big enough to generate the R&D budget it requires to develop new technology by itself. AUDI Likely to finish this year as the UK’s fourth-largest brand. The key fob du jour, as Audis are currently perceived as the coolest of the premium brands, if not always the best to d rive.
BENTLEY Sales are stable but at a lower level than before the crash, when Continental GTs were ubiquitous and market share was around 0.08 per cent. BMW A quiet year by BMW standards, but still on target to sell over 130,000 cars a year. It has been overtaken by Audi thanks to the B-segment A1; BMW leaves that segment to Mini. CHEVROLET The emerging brand that stubbornly refused to emerge. With sales around one-sixth of Hyundai or Kia’s levels, GM has decided to pull the plug. CHRYSLER The ‘rebadged Lancia’ strategy has failed utterly. If Jeep can be turned around, will Chrysler be quietly dropped from the UK?
22 AUTOCAR.CO.UK 25 DECEMBER 2013
CITROEN Compared with Peugeot and Renault, Citroën has been a success story in recent years. The DS3 has showed that Citroëns can be sold on the quality of the car rather than the size of the discount. DACIA The best first-year result ever recorded by a new brand. Base models have stunning headline prices, but Laureate models are less of a bargain. FERRARI The most stable of all the supercar manufacturers. Has sailed through the crisis, with record sales this year of around 700 units. FIAT The Panda, 500 and 500L now account for more than 85 per cent of Fiat’s sales. The
intention is that larger cars will be left to Alfa Romeo, but that’s like sending an unarmed man into battle. FORD Its share is stable, which, for a market leader under ferocious attack, is not a bad result. It seems like the worst is over for Ford in Europe. Losses are reducing and it should be back in the black by 2015.
market. The company plans to get past five per cent, and few would bet against it. INFINITI Infiniti said at launch it was only targeting around 1000 UK sales per year, but it has not reached half that number. With three German premium brands plus JLR, British buyers just don’t see the need.
HONDA Honda’s expected recovery in 2014 is based not on a new car but a new engine. The 1.6 iDTEC diesel enables the company to effectively re-enter the family car and SUV segments.
JAGUAR Land Rover profits will be used to transform Jaguar into a company big enough to be viable. Ford tried exactly the same thing with disastrous results, but the new plan is far more plausible.
HYUNDAI ‘Hyundai in static market share shock.’ Hyundai isn’t declining; it’s just drawing breath for its next assault on the UK car
JEEP Next year is positively Jeep’s last chance to re-establish itself in the UK with the new Cherokee and Fiat ◊
THIS WEEK BMW
IT WAS A GOOD YEAR TO BE… 5.88% 6.24%
Selling SUVs Market share passed 11 per cent, making the SUV sector the market’s third-biggest. Selling Japanese cars After a terrible decade,, the falling yen made Japanese imports more competitive.
IT WAS A BAD YEAR TO BE… Selling premium brands without a German or ritish badge Volvo, Lexus and Infiniti all had a difficult year.
AUDI
MARKET SHARE
2013 6.37% 2012 6.05% ALFA ROME
CHEVROLET
013 0.25% 2012 0.34%
0.66%
CITROEN
DACIA
2013 3.53% 2012 3.60%
2012 NA
FIAT
FORD
MARKET SHARE
MARKET SHARE
2013 2.66% 2012 2.50%
2013 13.80% 2012 13.79% 25 DECEMBER 2013 AUTOCAR.CO.UK 23
THIS WEEK
MERCEDES�BENZ
LAND ROVER ISSAN
2013
2013
2012 2.38%
012 5.25% JEEP
IA
EXUS
2013 0.01% 2012 0.11%
2013 323% 2012 3.26%
2013 040% 2012 0.41%
MAZDA
MITSUBISHI
MINI
MARKET SHARE
MARKET SHARE
MARKET SHARE
2013 1.41% 2012 1.28%
2013 0.39% 2012 0.32%
2013 2.27% 2012 2.51%
MARKET SHARE
∆ 500X-based ‘baby Jeep’. If
they fail, Jeep will become the Lancia of off-roaders. KIA
Like Hyundai, Kia paused this year following an avalanche of new models. However, it won’t stay at that level for long. It, too, wants to get to 100,000 cars a year in the UK (around five per cent market share). LAND ROVER
Overall share is not relevant. Land Rover simply wants to dominate the off-road segments in which it operates and make some of the best profit margins in the global car industry. Tick both boxes.
will help. Owners are still to decide if Lotus is about purist enjoyment (see the Elise) or about fighting Porsche (the Evora suggests not). MASERATI
Maserati’s expansion plans call for 50,000 cars a year by 2015, of which a couple of thousand will come to the UK. This year’s sales figures aren’t important, but the figures for next year certainly will be.
LOTUS
The good news is that it still exists, and a recent £10 million grant from the UK government
There is much noise about new models, but precious few sales. Registrations have actually halved since last year — not ideal when you’re part-way through launching a new range. MINI
Relatively stable share shows the strength of the brand. Mini buyers in 2013 didn’t mind that their new car is already obsolete, as long as it is a Mini.
MAZDA
MITSUBISHI
A weaker yen has given Mazda a new lease of life in the UK, and it hopes this will continue with the new Mazda 3. It wants to get back to the two per cent share it once had.
Like Mazda, it is being helped by the fall in the value of the yen. However, it is hardly a coherent range and the line-up of cars looks pretty random.
LEXUS
Lexus is in a chicken-and-egg situation. Low sales mean it makes no financial sense to orientate its design for Europe, but it can’t sell in decent numbers here until it does.
MG
NISSAN MERCEDES-BENZ
Last year’s market share: 4.49 per cent. This year’s market share: 4.87 per cent. The new A-class at the bottom of the range and the stupendous S-class at the top signals that Mercedes is back on form. However, it is now a long way behind Audi and BMW and is unlikely to overtake either.
The best turnaround story of the century so far — from selling Almeras and Primeras to Jukes and Qashqais in one generation. Nissan should call its next model Phoenix. PEUGEOT
The new 208 supermini is doing okay, but stronger competition means it can’t ◊
COUNTING THE FLEET ASKED TO SAY which car maker has the highest proportion of fleet sales, most people would probably guess Ford or Vauxhall. In fact, Ford is a fair way down the table, and Vauxhall is only fifth. Meanwhile, the German premium brands sell more than half their cars to fleets, because not many retail buyers can afford, say, a new BMW 5-series. Thus it’s hard to say what is the ‘right’ share of fleet sales , which made up 47.36 per cent of the total market. A share of over 50 per cent does BMW’s image no harm at all, but the numbers have to be seen in the context of rivals. What is normal for that kind of bran d? For example, why does Chrysler, whose Ypsilons and Voyagers are hardly obvious fleet cars, sell such a high proportion in that market? Conversely, fleet shar e can be too low. For example, Jaguar sells a smaller proportion into fleets than its German rivals. That’s because its lowest-CO2 model produces 133g/km, which is just above the tax write-down allowance of 130g/km. The other big variable is the discount required to secure any particular fleet share. Precise figures are hard to come by, but a look at residual values gives a clue. If a model has a markedly lower trade-in value than a direct rival, bigger fleet discounts might be a reason why. Highest fleet sales p roportion: Volvo (67 per cent of sales), Chrysler (57 per cent), BMW (56 per cent), Peugeot (55 per cent), Vauxhall (55 per cent). Lowest: Mini (32 per cent), Mazda (33 pe r cent), Fiat (34 per cent), Toyota (39 per cent), Renault (40 per cent). Selected others: VW (53 per cent), Jaguar (43 per cent), Mercedes (51 per cent), Audi (50 per cen t), Ford (50 per cent).
25 DECEMBER 2013
AUTOCAR.CO.UK 25
