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AUGUST 2022 I £5.25 ISSUE 721 IN THIS ISSUE Purosangue and beyond: Ferrari’s five-year plan + Porsche’s Le Mans hybrid + Lambo’s new Countach tested McLaren Artura: the 300-mile test The curious genius of McLaren’s new-era V6 hybrid + Which EV saloon? Merc EQE vs BMW i4 The oldest war enters the electric age – which is best? + WWW.CARMAGAZINE.CO.UK SUVFERRARI’S V12 thrills, retro chills, massive bills WHY V12 PUROSANGUE WILL DRIVE ‘LIKE A SPORTS CAR’ PLUS: NEW SUPERCAR, We drive Lambo’s ridiculous and amazing Countach tribute LE MANS & THE ELECTRIC FERRARI + ‘Instant classic’ new M2 driven Losing faith? Don’t. BMW’s baby M car is here to save your soul AUGUST 2022 ISSUE 721 £5.25





ISSUE 721 | A U G U S T 2 0 2 2 32 McLaren’s new Artura faces its toughest test yet justm£4e.m99baermshoinpthfrom GET MEMBER- ONLY EXCLUSIVE BONUS CONTENT AND REWARDS SEE P72 OR VISIT WWW.GREATMAGAZINES.CO.UK/CAR

Insider 90 Mercedes vs BMW saloons: once more, with charging cables 8 Hyundai’s bold new Ioniq 6: not, repeat not, a crossover 14 The Scoop: VW’s electric grand tourer 15 Scorecard: stars of the Goodwood hill 16 BMW M3 Touring and other newcomers 18 Is a new McLaren-BMW supercar coming? 19 Inked In: Mercedes design chief Gorden Wagener on his finest work 20 Citroën C4X, by the team that made it 21 Merc’s wobbly season – good for F1? 22 Inquisition: Paul Willcox, ex-Vauxhall boss 24 Watches: the time of your lifestyle 22 The inside story of Vauxhall’s leap into electric Tech 74 Ferrari’s future, 104 Up close with the Mini team starting with its first SUV at the Nürburgring 24 Hours 26 Exclusive insights into the AMG One, the hybrid hypercar that brings F1 tech to the 82 Ferrari 250 GTO: close to perfection road, from the engineers behind it – then, now and always. Gavin Green examines its creation and its legacy 30 Does It Work? The Toyota/Lexus steer-by-wire system, complete with 90 Giant Test: Mercedes EQE and BMW i4 non-circular steering wheel battle each other – and the ghosts of their combustion-engined heritage First Drives 100 Peugeot’s head-turning new 408: a 32 300-Mile test: McLaren’s new era begins masterclass in how to stand out from the with the Artura, driven on road and track overcrowded crossover market 42 Kia Niro EV: big seller gets better 104 Mini’s nightmare at the Green Hell: seven 44 BMW M2: prototype of the new hot 2 shades of bad luck scupper Mini’s works 46 Honda Civic: hybrid-only hatchback effort in the Nürburgring 24 Hours. We’re 48 Lamborghini Countach LPI 800-4: Sián in the pit garage as the horror unfolds hybrid tech in a retro-styled Aventador OurCars 52 Mercedes-AMG C43: four cylinders 55 Mercedes-AMG EQE 53: no cylinders 112 We’re wondering if the Porsche Cayman 56 Toyota Supra tested in manual guise GT4 is the greatest sports car in the world. We have six months to find out. Yay! 44 BMW gives us what we 100 Peugeot reinvents the want with the new M2 boot with the new 408 Opinion The big reads 112 Living with a Cayman GT4: as good as it sounds? 58 Letters: good luck, Aston Martin 66 Porsche and the future of motorsport, 62 Gavin Green: Wolfgang Reitzle, saviour starring the hybrid racer that will start at 64 Mark Walton: the folly of ever more power Le Mans 2023, and the electric Cayman 125 GBU: the best cars in every class 138 Hall of Fame: Peugeot 205 74 Ferrari’s next five years: how the new boss sees the first SUV, the first electric car from Maranello and the new LaFerrari

50 YEARS OF BMW M. The Ultimate Driving Machine

The first turn erating. Glancing over at Becker, unper- For this month’s Ferrari story (p74), editor Ben looms. I glance turbed and comfortable within the Sport’s Miller went to both Maranello and Le Mans in over at Matt, beautiful interior (every bit as seductively search of answers. Such sacrifice… who looks minimalist as that of the Range Rover, only unperturbed more snug), I wonder if we might start brak- A reboot of the McBMW alliance that gave ing soon. He looks like he’s thinking about the world the F1? Exciting. But a complex And I thought my choice of car was a little what to have for tea. Finally he does get on story. Georg Kacher (p18) is your guide. inappropriate last time I drove the Good- the other pedal, but only when we’re deep wood motor circuit… That was back in the into the fast double-apex right-hander that summer of 2020, when ‘my’ Aston Martin kicks off the lap. DB11 AMR and I headed down to the Duke of Richmond’s place for a few laps in the What follows is a vivid demonstration sunshine. A GT rather than a sports car, the of both high-performance driving and just Aston – with its monumental 5.2-litre V12 how versatile cars like the new Range Rover – felt a little excessive given I’d never driven Sport, which we’ll drive later this year, can Goodwood before and, thanks to lockdown be. One moment we’re driving hard from a 1, had barely driven a car in three months. tight apex, e-diff and intelligent four-wheel And now, on the Saturday of June’s Festival drive doing their thing as the anti-roll of Speed, we’re in a Range Rover Sport… control and rear-wheel steering remove Fortunately, I’m not driving. what feels like fully half the car’s 2.5 tonnes. The next we’re cruising down a rough gravel You’d like Matt Becker. He’s jovial and track so serenely I briefly consider a nap. cherubic but drives like Prost. He also has that just-so ease common to people who While the set-up variables are myriad, find themselves in the line of work you sense from wheel size to powertrain (the Range they were put on this Earth to do. Sport uses four main software tunes, blended to work across all these parame- The ex-Lotus, ex-Aston Martin man ters), Becker’s relishing the challenge. ‘I do (he arrived just in time for the V8 DB11, miss sports cars. But cars like this and the worked on the V12 AMR and really got to DBX are more challenging, so they’re very show the world what he could do with the satisfying projects. And I’m working very dynamically sensational DBX SUV) is now closely with engineering. I think that’s the at Jaguar Land Rover, as vehicle engineering best way, so you’re able to give more detailed director. Right now he’s busy differentiating feedback. It speeds up the development pro- the closely-related Range Rover Sport cess, and eventually you build that rapport (same platform, powertrains and chassis whereby they don’t even need me to drive toys) from the new Range Rover (which has the car to know what I will and won’t like.’ already come out top in a CAR group test). Reassuring to know that, together with We get the thumbs-up. The P530 Sport a heap more code than landed Neil on that (with 525bhp from its BMW-derived rock, it’s still people who ultimately shape twin-turbo V8; 4.5sec 0-62mph) settles back the way cars feel. on its haunches before launching like Tom Cruise from a carrier deck. Ben Miller The first corner looms. We’re still accel- Editor Think the new McLaren looks a bit like the old McLaren? You won’t care when you see Jordan Butters’ stunning photography (p32). AUGUST 2022 | CARMAGAZINE.CO.UK 7

CARS I PEOPLE I SCOOPS I MOTORSPORT I ANALYSIS – THE MONTH ACCORDING TO CAR From the overall shape to the smallest detail, Ioniq 6 is a work of art 8 CARMAGAZINE.CO.UK | AUGUST 2022

IN THE SPOTLIGHT NOW TRY TO BEEAUTROTHPAET, Hyundai raises the design stakes with its next electric car, the streamliner-inspired Ioniq 6. By Tim Pollard AUGUST 2022 | CARMAGAZINE.CO.UK 9

The textbook example of a car retro, modern and futuristic, and Short bonnet a influencers boiling kettles plugged manufacturer transforming from equipped to play a starring role in giveway that into Ioniq 5s on social media. Might utilitarian basement-dweller to slick the EV revolution. the 6 is seem frivolous today, but smart do- creator of desirable mainstream electric-only mestic power broking could become products has, for a long time, been The 6 is the second member of the a major selling point for electric cars Skoda. But we’d argue that Hyun- new phase of Ioniq-badged Hyun- in an energy-challenged world. dai deserves equal plaudits – and dais, replacing the original Ioniq nowhere is this truer than with the that’s now been quietly sent out to The Ioniq 6 hides its technological new Ioniq 6. An all-electric CLS for pasture. And there’s more to come in chops with ease. We find an attrac- the masses, it proves how electrifica- quick order, with an Ioniq 7 SUV due tive, low-slung four-door, measur- tion is an opportunity for brands to next year and more to come. ing 4855mm long and 1880mm wide reinvent themselves. – similar to the footprint of a BMW The original Ioniq might not 4-series, but with a super-stretchy Following in the eco tyre marks of have set pulses racing, but certainly wheelbase a whisker under three the Ioniq 5, the 6 takes the Hyundai laid some very solid foundations for metres for exceptional cabin space. Motor Group’s electric car architec- Hyundai’s exploits in electrification. It’s roomy in there, matching Skoda ture and replaces the 5’s tall body Superb accommodation for legroom with something altogether longer, Lessons learned from that ugly in both rows, though the swooping lower and sleeker. duckling have been piped into the roofline means headroom is merely clever-clogs Electric Global Modular decent rather than exceptional. It’s very much in the slammed Platform (E-GMP), the common ‘coupaloon’ style of the CLS, the skateboard foundation for all the The wardrobe is noticeably Mercedes-Benz four-door that next generation of Hyundai EVs. different from the striking Ioniq 5’s, ripped up the saloon rulebook at yet much of the detailing is retained. launch back in 2004. It comes with a choice of 58kWh ‘There’s nothing wrong with a “Rus- or 77kWh batteries, 800-volt rapid sian doll” design strategy, but we Yes, it’s watered down from charging, two- or all-wheel drive and wanted a “chess piece” look,’ Hyun- 2020’s dramatic Prophecy concept, V2L energy management to allow dai’s design director SangYup ⊲ but it’s still a dramatic merging of the car to provide as well as consume electricity. Which is why you’ll find IT’S ROOMY IN THERE, MATCHING SKODA SUPERB ACCOMMODATION FOR LEGROOM IN BOTH ROWS 10 CARMAGAZINE.CO.UK | AUGUST 2022

Insider THE DEBATE: HYUNDAI IONIQ 6 ‘Going four-door instead of SUV is odd if it wants big sales’ JG: I remember scoffing are at. But the Ioniq 7 has JAKE when the 45 Concept already been previewed GROVES was revealed, certain that by the Seven concept. I Way ahead of Hyundai would never build sat in it at the LA show last the curve in a car so dramatic. But then it year, and found it deeply championing turned into the Ioniq 5 – still impressive… and different. the Ioniq 5 in amazing, every time I see the pages of it. Hyundai’s done it again JG: Going to sound like with the 6. Yes, there’s a curmudgeon here, but CAR less carry-over from the camera mirrors never work Prophecy concept to the as well as normal ones. GUY BIRD 6, but there are still some CAR’s design fascinating details. GB: They’re an option on expert, able the 6, and the production to translate GB: The production 6 has tech is still pretty new so stylist-speak smaller wheels, a higher it will improve. The 6’s roof and more fiddly front rear-view interior screens into plain and rear details, but it still are strongly angled into the English looks great. When I saw the cabin, which should give a physical car at the London better view. The boot-style Bold enough to preview, Hyundai projected opening of the 6 rather than be mistaken for a slide of both the concept the more practical lift-back a show car, but and production cars in side of the Tesla Model S will put profile to prove the point some buyers off, though. this is the of how close they are. That production 6 shows confidence. JG: Will this and the 5 be enough to rattle Tesla? JG: Interesting that Probably not, but Musk has Hyundai’s chosen to launch had a considerable head a coupe-saloon ahead of an start. Looking forward to SUV. We know the Ioniq 7’s seeing just how Hyundai coming – a car that could evolves from here. hit Audi and BMW where it hurts – but going with a GB: It’s all a long way from four-door first is an odd call the 1997 Atoz. From an old- if it’s aiming for big sales tech, low-cost and also-ran and a higher EV profile. brand, the 2021 Ioniq 5 and 2022 Ioniq 6 blaze an EV GB: SUVs of all sizes are trail right up there with the where the bigger sales best in the game. AUGUST 2022 | CARMAGAZINE.CO.UK 11

TRANSLUCENT DOOR POCKETS APE THE SEE-THROUGH CHIC OF LATE-1990S iMACS Lee tells CAR. ‘All Ioniq models will THE INSPIR ATION If you want to see Hyundai let its look different, but when you see hair down, check out the flashing them together, they make sense.’ Retro streamliners lights strobing across the Ioniq 6’s that begat Ioniq 6 cute ducktail spoiler on start-up. Where the 5 is all crisp metal sur- ‘Yes, we acknowledge we’re referenc- facing and surprising dimensions Hyundai is really letting its hair down ing Knight Rider,’ chuckles Lee. And – towering above contemporary with the 6: it couldn’t be more different why not? Some punters growing hatchbacks – the 6 is defined by its from the Ioniq 5 if it tried. Where that up watching Michael Knight solve smooth, arcing lines and low-slung car’s expression is 1970s modernism, the crimes in his semi-autonomous stance. It’s not quite as dramatic as saloon’s muse is decidedly retro: design Pontiac Firebird will now have the the delectable Prophecy concept, chief SangYup Lee name-checks the 1947 bucks to buy a car like this. but it’s not far off – and it’s dripping Saab 92, 1950s de Havilland jets and 1936 with neat touches that provide a link Stout Scarab as inspiration. ‘We were How many bucks? The Ioniq 6 to other Ioniqs. The pixel design of inspired by the streamliners of the 1930s. is likely to cost from around £45k the lights, for instance, is brutally It’s a look that won’t age 10 or 20 years when it arrives in dealers this winter. modern and fun. on.’ That rakish design also guarantees wind-cheating aerodynamics: the drag Hyundai is positioning its i range ‘The pixel shape is important,’ of traditional hatchbacks and says Lee. ‘The light signature is coefficient is a slippery 0.21. individually named SUVs as the part of our new face. It’s a repeating combustion and hybridised core of theme. It riffs on the digital world its line-up, while Ioniq is marketed and people’s love of games like Mi- as the fully electric offshoot for pro- necraft. Why? Because Ioniq is about gressive types. It’s a way of hanging nostalgia, but also futuristic.’ on to traditional buyers more cau- tious about plugging in while simul- It’s an astute design mantra: seek- taneously resetting our expectations ing beauty from the streamliners of what a modern Hyundai can be. of the 1930s, with their archly aero aesthetic and exaggeratedly curved ‘We have a 50-year legacy at bodywork, but also from the digital Hyundai,’ says Lee. ‘It’s why we did world of today. the heritage programme with the 12 CARMAGAZINE.CO.UK | AUGUST 2022

Insider THE BLOODLINE IONIQ FAMILY TREE In eight years, Ioniq design has pivoted from awful to avant garde Ioniq – the stepping stone A prescient if dull-looking ice-breaker that showed Hyundai’s intent: cleverly offered in every which power- train, from hybrid to PHEV and full-fat electric version. Pony and Grandeur: to remind peo- Angled screens Ioniq 5 – the futuristic one ple where we’ve come from. Don’t make it easier forget that Giugiaro’s first two major for driver to see One of the most striking EVs on sale – like a concept car design programmes were the [VW] images from that escaped from the motor show catwalk and broke into Golf and the Pony. We’re proud of door-cams our past, but reinventing ourselves your local dealership. Decent to drive, laden with tech.  for the new world order. The Ioniq 5 will not age fast; it is our 911.’ Ioniq 6 – the retro one The 5 and 6 share so much, yet The next chapter shows a more expansive design: not project a different flavour: the as immediately eye-grabbing as 5, but still dripping with pop-out filing-cabinet glovebox, touchscreens and digital-first vibe clever details and remixing retro-modern genes. are common, but you’ll also spot new (and optional) cameras for Ioniq 7 – the spacious one door mirrors, ribbed door cards and translucent door pockets, apeing the The bigger the numbers, the bigger the car. Next year’s see-through chic of late 1990s iMacs. new 7 will be ‘the ultimate aero SUV’, promises design There’s a lot to take in, but chief SangYup Lee. Clever surfacing to mask bulk. passengers’ first impressions are of abundant space and modish design. AUGUST 2022 | CARMAGAZINE.CO.UK 13 It’s a classy, feelgood cabin with a progressive personality that treads just the right side of trying too hard. Which goes to show what electri- fication has done for Hyundai: it’s accelerated the company’s rise to the upper echelons of volume-brand de- sirability. It’s quite the turnaround.

THE SCOOP FRUITS OF LABOUR DNA MIX-UP VW’S Like Project Artemis for Audi, Don’t get confused between NEW-AGE Project Trinity is VW’s set of this and the ID.7 coming blueprints for next-generation next year. That saloon car, GRAND electric cars. VW’s ID range will previewed by the Arteon-sized TOURER be reinvented using Trinity R&D ID. Aero concept (pictured), learnings, kicking off with this runs on the conventional MEB ID version 2.0 kicks off with a model, which insiders describe architecture with a predicted sleek, Project Trinity-derived as a downsized, less opulent e-range of around 380 miles. Audi GrandSphere (above) that This Trinity-based car is premium exec in 2026. pioneers VW’s new design expected to be larger, with By Georg Kacher themes and autonomous tech. more advanced tech on board. FACTFILE ID’S HIGH IQ IT’S JUST THE START Illustration: Avarvarii POWERTRAIN After the MEB and PPE (above) The new saloon won’t be a 100kWh battery (est), platforms comes SSP, a sole generic clone. ‘We can still new architecture which can be address specific vehicle and twin e-motors, used with any size car from any brand requirements,’ says all-wheel drive VW Group brand. Standardised VW Group board member for batteries that can be scaled up R&D (and Audi boss) Markus CHASSIS or down depending on range Duesmann. ‘From 2026, Trinity Steel monocoque and performance requirements, will scale SSP into volume. 800-volt electronics, bi- By the end of this decade, it’ll DUE directional charging and much cover a bigger volume than 2026 better range are all promised. MEB and PPE put together.’ Project Trinity starts here for VW: a large, slick four-door express 14 CARMAGAZINE.CO.UK | AUGUST 2022

THE SCORECARD SOUNDBITES HILL RUN HEROES This month’s 2022’s Goodwood Festival of Speed had conversations some greats – these are the highlights with CAR ⊳ Lap time BRITTA SEEGER dominator MARKETING This is the McMurtry DIRECTOR AT Spiérling, a tiny MERCEDES single-seat EV fan car that destroyed ‘We still see the value every course record in the SUV – the up the Goodwood hill. F1 and IndyCar elevated position, the veteran Max Chilton space and the ability toppled the previous to go off-road – but record with a fierce 39.08sec time. we’ll see changes 10/10 A wild new to it in future. The record holder more we go into electric, you’ll see ▲ ▲ more aerodynamic Battle of the buggies SuperVan version 4.0 The Andretti and Veloce teams brought Ford brought the lightning with its latest shapes.’ their electric off-roaders from the Extreme extreme van project. An e-motor on each E series to the hill. Veloce duo of Timmy axle and 2000bhp meant a sprint time ‘We have long delivery Hansen and Jamie Chadwick won the day. faster than the Porsche GT3 racer below. times – with the longest 6/10 Ace pace for an EV 4x4 on tarmac 9/10 Same-hour delivery coming soon lead time on EVs right now. The shortages in ▲ ▲ the supply chain we try Mansell returns The full send whatever’s possible to As well as getting behind the wheel of his Not the fastest time, but the crowds didn’t accommodate as best ‘Red 5’ Williams car, moustachioed F1 hero care. Adam Smalley at the wheel of this GT3 we can. It’s tough being Nigel Mansell toured the hillclimb in his Cup car went on maximum attack, kicking in sales and marketing No27 Ferrari 639, waving to fans. up grass and cocking wheels. right now because we 7/10 A gentle stroll for big Nige 10/10 On-the-limit driving at its finest know we can’t currently satisfy all requests.’ ‘With the new Mythos [ultra- luxury] series, we’ll invest in these types of cars. We’ll take a very individual decision car-by-car, but we have some great ideas for it.’ AUGUST 2022 | CARMAGAZINE.CO.UK 15

Insider THE DEBRIEF SAINTS AND SINNERS Donning a halo or horns? These’ll help you wear them with pride. By Jake Groves THE TEAL-TRIMMED TOWNIE THE BARITONE FROM CREWE BMW’s facelifted its X1 SUV and, with it, introduced this V8 versions of Bentley’s very good Continental GT Coupe all-electric iX1. It’s now BMW’s smallest electric car on sale, and Convertible, as well as the Flying Spur, now have an S and an i3 it very much isn’t. Fat snout at the front, generic spec. Fresh wheel designs and interior trim options, as well shape and body cladding around the edges to convince as a more aggressive bodykit, set it aside from a normal suburban parents they’ve got something rugged. Has the one, while the 542bhp V8 now it sings like it really should iX’s curved screens, and does 272 miles on a charge. through a new sports exhaust with fluted tips. Encore! NEED TO KNOW NEED TO KNOW What is it? BMW’s smallest EV (RIP i3) Tech specs E-boost What is it? A slightly louder GT Tech specs Bentley’s active for overtaking, flat underbody, iDrive 8 sans rotary controller anti-roll tech, rotating display, oodles of power Aimed at? Aimed at? Taking on the Merc EQA and Volvo C40 When can I Being an alarm clock for the stately-home community When can I get one? Order now, from £198,600 for the GT Coupe get one? Later in 2022, for around £40k THE FORBIDDEN FRUIT THE COCKY UPSTART In a rare case of a car maker giving people what they think Building on its bullish beginnings, Cupra is keeping up the they want, BMW finally has a proper answer to the Audi RS4 pace. As well as facelifting the current line-up, it’s going Avant with its new M3 Touring. Same stuff as the saloon – for the jugular with an all-electric supermini shown here in 503bhp straight-six, drift-analysing tech – but now it’ll fit a ‘UrbanRebel’ concept form. Wild styling clearly done by a washing machine in the back. Just don’t break the Zanussi teenage Batman, and will feature a 223bhp e-motor and a trying to set a new record back home, okay? battery capable of 273 miles. NEED TO KNOW NEED TO KNOW What is it? What the internet’s been screaming for Tech What is it? Cupra’s all-electric supermini Tech specs VW specs Massive boot with its handy pop-out rear window, plus Group’s ‘MEB Small’ platform that’ll also underpin a VW ID.2 everything the M3 usually has Aimed at? Quieting the social Aimed at? Making you forget Seat ever existed When can I get media rabble When can I get one? September, from £80,550 one? Won’t be real until 2025 16 CARMAGAZINE.CO.UK | AUGUST 2022



Insider GEORG KACHER McLAREN AND BMW REUNITED? A deal could be struck that gives Munich carbon know-how and Woking some much-needed e-tech – but the obstacles to be overcome are considerable Call it a high-performance fling or a McLaren one-car stand. Whatever the status, and BMW: the brief affair that generated the who wins? legendary three-seat McLaren F1 powered by that awesome 6.1-litre ▼ BMW V12 wrote a small yet memora- BMW’s push ble chapter of automotive history in upmarket and the early 1990s. Earlier this year, the expansion of British sports car maker and the its M division German premium manufacturer once again met behind closed doors into new to discuss a project which focuses on segments can two new electric cars, each of which could appear in BMW and McLaren be boosted guises: a supercar and a high-perfor- by McLaren’s mance carbonfibre crossover. carbonfibre engineering THE SUPERCAR After the F1, there was talk of a less nous and lightweighting extreme joint sports car project sional plan is for an all-wheel-drive NEITHER SIDE LIKES ethos. Super Series coupe with 1088bhp THE IDEA OF ONE which came to nothing despite re- from four e-motors. Is there room for CAR WITH TWO ▼ an extra model – something that surfacing twice, most recently in McLaren’s in could become an electric heir to the BADGES, SO EXPECT the throes of BMW M1? And if so, how must it DISTINCT DESIGNS 2019. Now, the ambition is a new electrifying its differ from the McLaren? range, with the both sides to start from scratch with halo car with an exceptionally Artura the first Neither party likes the idea of an all-new platform which has a salvo. Access making one car with two badges. target base weight of 1500kg. light and stiff carbonfibre matrix Instead, there would be distinct to BMW’s designs, inside and out. Beneath the ‘McLaren impressed us by re- engineered and assembled in the UK, highly efficient skin, there would be much greater thinking the way a modern sports batteries and commonality. There are calls from car should be engineered and built – with Munich supplying the their fresh approach to the e-motors integration of key components is high-performance batteries, could help McLaren hit its particularly clever,’ applauds a e-motors, inverters and software. product plan source from Bavaria. goals quicker BMW needs an answer to the without the need to invest electric Audi R, about five years down so heavily in e-powertrain the road, and the two electric sports research and development cars Mercedes-AMG has coming in itself. 2027/28, not to mention the prospect of an electric Porsche 911. McLaren’s own product plan indi- cates that its first zero-emissions car will debut in late 2026. The provi- 18 CARMAGAZINE.CO.UK | AUGUST 2022

the 8-series Gran Coupe with some- INKED IN thing more akin to a roomy four-seater with SUV overtones, but My career in a seat height as low as an estate car’s; three sketches think Taycan, not Cayenne. GORDEN WAGENER THE CROSSOVER THE OBSTACLES Mercedes-Benz Group chief The benefits of a partnership are less Progress has been slow in recent clear as far as the still sketchy crosso- months, especially when word design officer ver is concerned. The previous spread around that Audi was about McLaren leadership flatly rejected an to take McLaren over. ‘The risk that ▲ SUV, claiming it would go against our know-how would filter through FIRST DESIGN: the grain of the puristic brand image. to the competition had become too 1999 MERCEDES VISION SLR But this categoric veto is increasingly high,’ recalls a former member of the ‘Creating something for the Detroit show difficult to uphold now that even the task force. It took time to clear the while at VW wouldn’t have been given to a most loyal sports car customers are air, just as it took time to appoint rookie. I won the exterior competition and fast developing a taste for taller but Michael Leiters as McLaren CEO. I’m grateful Merc gave me the chance.’ still very powerful vehicles; even Ferrari has succumbed to the BMW CEO Oliver Zipse is claimed ▲ demands of the market. to have thrown the biggest spanner MOST IMPORTANT DESIGN: in the works when McLaren and the 2012 MERCEDES A-CLASS MK3 It would clearly be a complete de- M division last came close to a deal. ‘The A-Class embodies the change the parture for McLaren, but for BMW What’s different this time around? company went through in the last decade. the question is what would it replace? ‘Because the final effort has to be a I think the A-Class will be remembered as The range is already laden with two-way street, an arrangement of SUVs. The answer may be to replace mutual benefit, a clear win-win situ- a very special small car.’ ation,’ states a person deeply involved in the project. ▲ LATEST DESIGN: What exactly is it that the M divi- 2022 MERCEDES SL MK7 sion cannot create all by itself? Bear ‘I gave this icon its honour back. It has the in mind that in 2021, M sold 163,542 DNA of the original 300 SL again and the cars; McLaren sold 2138. Where are sound its engine makes driving through a the weak links of the Bavarian tunnel is fantastic!’ go-faster division? A BMW engineer has some answers: ‘McLaren is AUGUST 2022 | CARMAGAZINE.CO.UK 19 quicker, leaner, more flexible, willing and able to take bigger risks. They do small-volume production runs at costs we can only dream of. But their main asset is of course the carbonfi- bre know-how.’ M boss Frank van Meel has said: ‘In the future, every new M model must be lighter, more efficient and quantifiably sportier in the way it drives and performs.’ McLaren can help their German friends to get the weight down, create a second-to- none torsional rigidity and add a unique selling feature not even Ferrari can match across the range. BMW for its part can supply ad- vanced software and the bespoke electric componentry which help to pave the way for faster charging cycles and an acceptable range for sporty drivers. The 2026 to 2028 timeframe seems to play into the hands of both parties because the next battery rev- olution and the advantages it entails are about four years away. Which is another way of saying that the grace period for a deal will likely run out before the end of this year.

Insider IN THEIR WORDS coupe? A sedan renewal? Post-SUV?” the fiddly system used by PSA cars I don’t care!’ since the mid 2010s. Hurrah. NEW C4X: CITROËN, The fundamentals are almost The category-busting body has a EXPLAIN all the same as the regular C4: resemblance to the Renault Arkana’s, YOURSELF! CMP platform allowing for petrol, although Nicholas Rolland, C4X diesel and battery-electric variants, product manager, says it’s a coinci- A saloon? A coupe? An SUV? Citroën’s advanced comfort features dence that the French rivals have What is this car meant to be? (like extra-squidgy seats and its ended up in much the same place. Progressive Hydraulic Cushion sus- It was, he says, ‘always the aim from And why? By Jake Groves pension) and a taller ride height than the start to have this as well as the your average family car. The C4X regular C4.’ also uses the infotainment system that debuted in the C5X, replacing The C4X measures 4600mm front to back, 340mm longer than a C4 Citroën is once again rewriting the Boot is larger, hatch but 200mm shorter than the rule book on how to design cars. This but the opening plush C5X. ‘The benefits are weight new C4X – a version of the C4 hatch – the saloon is lighter than the hatch that’s been redesigned from the is smaller than – and it’s a way to manage a larger B-pillar back to be more saloon-like the regular C4’s volume boot with a compact length,’ – is another example in a long tra- adds Rolland. Boot volume capacity dition of the French brand blowing is a useful 510 litres – 130 more than traditional shapes to smithereens. the hatchback – even if the boot aperture itself is smaller. ‘It’s the best of a hatchback, the modernity of an SUV and the time- It’ll go on sale towards the end of lessness of a saloon,’ says Citroën the year in Europe as a BEV only, but product and strategy director Lau- Citroën also has high hopes for the rence Hansen. car, fitted with other powertrains, in developing markets. ‘With our global ‘The question I always get is strategy we wanted to address the “What is it?” It’s C4X! “Is it a cross Middle East and Africa,’ says Rolland. ‘If you don’t offer a four-door saloon you are not seen as credible on the market. Maybe it is less versatile, yes, but in some markets and countries where the air is really dusty, they absolutely need and want to have a separated trunk from the cabin.’ 20 CARMAGAZINE.CO.UK | AUGUST 2022

D E B AT E EV EXPERTISE Is Mercedes’ wobbly ’22 IS IT TIME season good for F1? FOR YOU TO GO ELECTRIC? Two of CAR’s team mull over Merc’s woes. Exciting or damaging for the sport? SPECIAL MAGAZINE FROM CAR WILL HELP YOU MAKE SMART CHOICES IF YOU’RE BUYING AN EV THE BYSTANDER THE DEVOUT FAN With the clock ticking down to the end of combustion engines, going electric COLIN OVERLAND CURTIS MOLDRICH is looking less like a leftfield option MANAGING EDITOR ONLINE EDITOR and more like a looming certainty. Whether you embrace plugging in IF I’M ACTUALLY at a race, THE SPORT’S DONE all it with Musk-worshipping enthusiasm the spectacle is more than can to knock Merc off its or resigned reluctance, Electric Cars enough. But watching on perch; hastily changing aero 2022 can help. TV, I need more – I need rules in 2021, or outlawing the peril, the drama, the innovations like DAS and It’s a special 116-page magazine uncertainty of not knowing engine modes. This season from CAR that offers guidance on the until the end who’s going to is heading straight back to practicalities of going electric, such as win. That’s what’s happened Red Bull, a team that doesn’t charging, as well as highlighting the this season. It’s forced me hesitate to engineer the best electric cars of different styles and to pay more attention to the best result for Max. At least for different budgets. other drivers and teams, when Merc had the best car, because it feels like they’re we weren’t sure whether Electric Cars 2022 is a mix of CAR all in the game. Rosberg (and later Bottas) or Giant Tests, long-term tests and first Hamilton would win because drives, plus specially prepared advice And this Merc/Lewis blip of intra-team rivalry. and listings. There’s also a look ahead goes to the heart of what’s so to how the electric performance cars of interesting about motorsport: F1 often has periods of the future might shape up. you don’t know how much domination; McLaren in the is down to the car and how ’80s, Williams in the ’90s and From the Porsche Taycan to the much is driver. Has Lewis Schumacher and Ferrari in Renault Zoe, and from the Jaguar really got appreciably worse the ’00s. I’ll admit, nine years i-Pace to the Tesla Model Y, the key since last year? Doubt it, of winning is a bit much, but electric cars of 2022 are all in here. but maybe. Often the truth that’s because the other doesn’t come out for years. teams didn’t show up. ⊲ Electric Cars 2022 is available now from the same shops and online sources as CAR, priced £6.99 AUGUST 2022 | CARMAGAZINE.CO.UK 21

PAUL WILLCOX EX-VAUXHALL MD, NOW STELLANTIS UK BOSS THE CAR INQUISITION performance of all nine Stellantis brands, from Alfa Romeo to Jeep WELCOME TO THE to Peugeot. And unlike previous FUTURE, VAUXHALL Stellantis UK boss Alison Jones, Willcox will also oversee Vauxhall. ‘It Paul Willcox was in Paul Willcox is in his final days was separate because of its size, her- Illustration: Chris Rathbone charge for just 16 months. running the most British vehicle itage [and manufacturing base]. But maker of them all, Vauxhall. It’s been it’s been decided to roll it all into one, But Vauxhall will never a brief, 16-month stint that’s packed a so for my sins I’ll have nine children. be the same again. lot in: the Corsa dethroning Ford’s By Phil McNamara Fiesta as the UK’s top-selling car, the ‘Vauxhall is unique because it’s launch of the eye-catching Mokka, one brand serving one market, and the pledge that Vauxhall will sell the job was about driving that busi- nothing but electric cars by 2028, and ness. My new role [from 1 June] will the transformation of Ellesmere Port be very different: it’s about maximis- into the UK’s first EV-only factory. ing the whole business’sperformance while maintaining brand separation.’ Next up is to oversee the UK But we want to talk Vauxhall today, in his glass-walled office beside the M1 motorway in Bedford- shire. And the boss is on a roll, taking aim at Ford’s tardy E-Transit and government policy inconsistencies, 22 CARMAGAZINE.CO.UK | AUGUST 2022

Insider HE’D LIKE TO SEE to rewrite the Northern Ireland THE CAR CURVEBALLS MORE FINANCIAL trade protocol doesn’t help. ‘Every six INCENTIVES TO months, we don’t need another flare- Six questions GO ELECTRIC, up of anxiety about trade between only we FUNDED BY Europe and the UK. We have big HIGHER TAX ON plans for the future but can only would ask… GAS GUZZLERS make them with stable conditions.’ Tell us about your first car which sets targets for cars to go elec- Although Vauxhall’s light-com- ‘My first car was a Mini 1000, tric without any matching charging mercial market share is growing, more rust than paint. My second infrastructure targets. He’d also like Ford sold almost four times Vaux- car was a Panther Lima, 2.3 to see more financial incentives to go hall’s 12,700 vans in the year to May. Firenza engine.’ zero-emission, funded by higher It’s a different picture with electric taxes on gas guzzlers. vans (currently about three per cent Which achieve- of the market), which Vauxhall dom- ment makes you So is Willcox on a mission to elec- inates, though the new E-Transit has most proud? trify Britain? superior range, driveability and tech. ‘Taking Nissan to number one Asian brand ‘I’m not sure it’s quite that. But ‘Ford is spending a fortune on TV in Europe.’ we’ve made a very bold claim that telling everyone they’ve got electric we’re going to have everything elec- vans, but try your local Transit centre What’s the best thing you’ve tric by 2028. And we have a leadership now [mid-May] and it’s a challenge to ever done in a car? position in electric light commercial buy one! And by the time they get ‘At the Nürburgring in a mule vehicles, and we’re repurposing there, we might be on a different GT-R (R35), an Infiniti coupe Ellesmere Port as an electric plant, a technology: we’re trialling hydrogen on steroids. The pilot was an sign of our commitment.’ vans, which I’m trying to make a case ex-F1 test driver who spoke no to bring to the UK.’ English and was on it. It was a The last Astra rolled off the line in fantastic experience but I felt as April (after 41 years); from March Willcox says the Corsa is the sick as a dog afterwards.’ 2023, the Cheshire plant will be top-selling electric supermini, and turning out the electric Combo van the Mokka the best-selling small Tell us about a time you and its Life people-carrier variant, SUV for retail customers (though screwed up… plus Peugeot and Citroën versions. total sales lag Ford’s Puma’s). And the ‘As head of Europe, I brought Before then, a reinvention must take range overhaul continues with next Datsun into Russia. A difficult place: the huge site shrinking to year’s electric Astra and a Crossland challenge.’ improve logistics and reduce energy replacement in time, while the Insig- consumption, installation of battery nia has quit the UK. ‘It stays in other Supercar or classic car? pack assembly and new furnaces that markets, but it wasn’t sustainable ‘I used to love Group B rally. can run on hydrogen, plus solar and here. But we will have cars to fill the Hannu Mikkola told me about wind energy – once Vauxhall secures higher end of the line-up.’ when he got the call from Audi planning permission. [about the Quattro]. They said One halo model that Vauxhall has it was a 4x4, which he thought Willcox is also fighting for the shown in a conceptual sketch is the was just for tractors, but then he future of the Luton plant, which as- 2025 Manta, a mid-size electric drove it and it was great!’ sembles combustion-engined Vivaro crossover with 440 miles of range vans and their French counterparts. and dramatic styling. Company ‘I’m very keen to secure the invest- curveball… ment in Luton, so we get two plants From staid Insignia to zeitgeisty why the producing electric vans.’ Manta. ‘We need to bring in products griffin that help consumers understand badge? The UK government threatening we’re an electric brand,’ says Willcox, ‘The boss at the time sent ‘so we’ll move faster than most to someone to Luton library, who become visibly electric.’ discovered the griffin had a deep local history.’ Movano-e has helped Vauxhall’s lead in light commercial EVs AUGUST 2022 | CARMAGAZINE.CO.UK 23

Insider WATC H E S THE GOOD TIMES Mini engineering marvels linked to recent car events. By Ben Oliver This summer’s automotive events have thrown up a fresh crop of car-themed watches, including these three. The Bamford is modern and subtle, the Roger Dubuis modern and outrageous, and the Chopard is another instant classic from a watch maker that has made a new watch for the Mille Miglia almost every summer since 1988. Michelin x Bamford B347 Pilot Sport £2500 You’ll have to really like tyres or food to want to drop £2500 on a watch with the Michelin logo on the dial. Launched in time for the Festival of Speed, where Michelin sponsors the Supercar Paddock, this collaboration with London watch maker Bamford features a rubber strap made of recycled tyres, used for testing at Michelin’s Ladoux track in France. bamfordlondon.com Roger Dubuis Excalibur Spider Chopard Mille Miglia 2022 Race Huracán Monobalancier £POA Edition £6680 This high-end, low-volume Swiss Celebrating June’s Mille Miglia, this watch maker is the official timekeeper was offered for sale to drivers first, and the remainder of the run of 1000 at the Festival of Speed, which it steel watches is now available to the used to launch its latest collaboration rest of us, with a further 250 adding ethical rose-gold details. It’s big, at with Lamborghini, inspired by the 44mm across, but light and bright with Huracán GT3 Evo2. The case is made its silver dial, fine blue bezel, tan strap, of mineral composite fibre and the and red Mille Miglia arrow logo. unique movement has a 60-hour chopard.com power reserve from two barrels. rogerdubuis.com 24 CARMAGAZINE.CO.UK | AUGUST 2022

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THE INNOVATIONS TRANSFORMING OUR DRIVING WORLD IN DETAIL ‘WE’RE SELLING YOU AN ENTIRE TEAM’ When AMG decided to create a road car with an F1 powertrain, it knew it wouldn’t be easy. But replacing an F1 team with sensors and software?! By Ben Miller 26 CARMAGAZINE.CO.UK | AUGUST 2022

The story so far is at least simple. Car company dominates One takes hybrid F1 so completely and utterly that a road car to cele- everything brate sounds like a great idea. Key staff come and go. The very seriously, world goes to hell. The goalposts become highly mobile. including front Tightening emissions regs all but kill the project. Finally, wheelarch five years later, car company finishes car. venting Meeting the 1048bhp, 219mph (limited) One for the first time in a bright and breezy awning doesn’t feel quite right. CTO JOCHEN HERMANN It’s like being introduced to Darth Vader on a bouncy CAN’T STOP SMILING. AMG’S castle. But the AMG brings the menace nonetheless, its SISTINE CEILING IS FINISHED molten silver contours draped low and purposefully over its four magnesium wheels like a modern Group C racer. Up close it’s a beguiling mix of the beautifully finished (the carbon tub is stunning, as is the paintwork) and the mechanically honest, with fuel tanks and plumbing visi- ble through the side windows and the engine bay rammed with heat shields, hoses and exotic metals. In the words of AMG CTO Jochen Hermann, the One’s ‘like a high-per- formance chemistry factory’ under the skin. Incidentally, Hermann can’t stop smiling. AMG’s F1-in- spired Sistine ceiling is finally finished, and at the recent Goodwood Festival of Speed he gives CAR the guided tour. LEWIS HAMILTON’S HYBRID V6 ‘The entire design of the V6 engine – the materials, the shape of the combustion chambers, everything – is the same as the Brixworth Formula 1 engine,’ says Hermann, pointing to the tiny lump of exotic alloys buried deep in the engine bay, snug against the bulkhead. ‘The only sac- rifice we made were on some of the productions processes. The F1 team machines some parts from one piece of solid SO, YOU’RE THE ONE? YES MA’AM metal. If we’d done that it would have taken forever to manufacture the car.’ ‘Seats’ are padding directly Makes sense. The 275-unit production run of the One on the tub required a tactical switch to low-volume mass-production techniques in some places. The crankshaft housing, for RACE-STYLE PEDAL BOX A250e plug-in hybrid, sadly) with example, is cast rather than machined from solid. But Since the seats are padding MBUX architecture. much of it is identical, including the pistons (the reduced directly on the beautifully redline, to 11,000rpm versus up to 15,000rpm in F1, brings finished carbonfibre tub, JUST LIKE GEORGE! the required durability), and some parts are actually supe- adjustment is impossible. So lift F1-inspired ‘wheel’ isn’t round rior, including some bearings which, given their intended the catch between your legs to and goes big on colourful lifecycle, will suffer the kind of sustained pressures seen in bring forward the spring-loaded buttons with significant conse- the manufacture of artificial diamonds… pedal box. Adjust to suit; release quences. As per the dripping-in- lever. Brace for idle left foot likely cash single-seater global circus, ‘We also dropped the idle speed [to 1500rpm, or to come in handy. DRS cuts drag for more speed 2000rpm in its two track modes] from 3500rpm – you and Pass gives you everything cannot certify a car at that idle speed,’ explains Hermann. MIX AND MATCHED the battery can muster, hang the Infotainment combines bespoke consequences. Pitlane speed The 1.6-litre engine (which uses port and direct One displays (no Strat 2 on your limiter handy for town? injection and develops 566bhp) drives the rear axle via a unique gearbox (complete with carbon clutch plates and a locking diff) shared with neither the F1 car nor any other production Mercedes. As per standard F1 practice, the transmission is also a structural element, mounting the rear suspension directly. The latter uses a trick and space-efficient pushrod layout (the rear dampers are mounted horizontally above the gearbox), even if the geometry is different. There are no anti-roll bars. TWICE AS MANY E-MOTORS The One leaves F1 behind with its powered front axle. The F1 car has two motor/generators in total: one on the crankshaft (159bhp), boosting (and harvesting from) the rear axle, and one on the turbocharger (119bhp), ⊲ AUGUST 2022 | CARMAGAZINE.CO.UK 27

‘Hey man, it looks like someone’s driveway?’ ‘Copy, Lewis’ THE TWO TRACK MODES, BOTH OF This is the other thing we had to put into the car and the WHICH LOWER THE CHASSIS, ARE RACE software. Yes, we take the brand of AMG to a new level and PLUS AND ‘PARTY MODE’ STRAT 2 yes, we get the whole industry talking about the car and asking, “Have they finally done it now?” But the big story scavenging energy from the exhaust and eliminating lag for me is what we learned about energy management in by spinning up the compressor (to 100,000rpm). a power hybrid. This is not about range. It’s about perfor- mance, and realising the potential in the car.’ The One adds two front e-motors (rated at 159bhp each) for four-wheel drive, additional harvesting potential (the The One offers six driving modes: Race Safe is the de- front axle has more grip under deceleration, so can work fault, prioritising e-driving; Race runs the engine for more its generators harder without locking wheels) and torque electrical power; EV is, er, electric; Race Plus, which puts vectoring, which can be managed by the driver should the the chassis 37mm lower at the front, 30mm lower at the system begin to overwork and overheat the front tyres. rear; the banzai ‘party mode’, Strat 2; and Individual. ‘The battery uses the same construction as the F1 unit. A NEXT-GENERATION CHALLENGE Same cell chemistry and the same cooling, with the cells ‘You talk to Lewis and he really enjoys the challenge of in transformer oil for direct cooling,’ continues Hermann. maximising the performance in the powertrain,’ explains ‘But the battery is bigger [8.4kWh, for around 11 miles of Hermann. ‘This car is easy to drive. You feel at home in e-only range] because we have more motors and we have it, and it’s straightforward in EV mode. But you can really onboard charging. The battery looks like a butterfly from turn into a beast when you want, and this energy manage- above, with the cells in the “wings” beneath the seats.’ ment offers another level of driving challenge. The energy management, the strategy, the way you drive the car to go YOU’RE BUYING A TEAM, NOT JUST A CAR quicker – this is Formula 1 now. It’s not like 10 years ago, ‘If you want to start a Formula 1 car you need a whole team pushing the pedal to the metal and braking and steering. with laptops. Here, as the customer, you have the app, This is a bit more sophisticated, more of a challenge.’ you do the pre-heating [the engine won’t start until the catalyst is up to temp] on that, or you get in and push the Exhaust button and the pre-heating starts, and you can go electric management while it’s heating,’ explains Hermann. one of the ‘This was the real challenge of this car. You think about One’s myriad all those technicians – we had to replace them with sen- sors and software. We are selling owners an entire team. technical You see this here at Goodwood. Some of the cars here have challenges technicians with them to run them. Our guy just presses the button and drives the car. But getting to this point was the big challenge, and the main reason for the delay. ‘Linked to the starting-team problem is the hybrid strat- egy. In F1, you start the car and Lewis decides if he’s going on a qualifying lap or into the race. And there’s an entire team in a back office. They know the track, they know the energy that the car will use on one lap and they know the energy balance, so they will prepare the powertrain. ‘Our owner could be about to go and do anything. 28 CARMAGAZINE.CO.UK | AUGUST 2022



DIGITAL STEERING HOW IT WORKS As close as we’ll ▲ get to being COLUMN-FREE in the new Motors, actuators and sensors do the work of a physical steering Top Gun movie column. Tech allows tighter steering ratios, and no wheel jolts DOES IT WORK? when driving over potholes THE TOYOTA-LEXUS ▲ STEERING YOKE CLEARED FOR TAKE-OFF One Motion Grip is exclusively New One Motion Grip tech does away with a paired with this new yoke-shaped physical connection to the wheels. By Curtis Moldrich wheel. Tight steering ratio means no need for crossed arms around In case you missed our explainer last lock-to-lock, and it’s nothing like using a month, Lexus and Toyota have introduced standard wheel. It’s both intuitive and deep- sharp turns, or when parking a steer-by-wire system to their all-new EVs, ly alien. The quarter-to-three hand position the RZ and bZ4X. becomes natural after a while, as does the ▲ quick lock – but the main difference is the AT YOUR FINGERTIPS Rather than a physical connection type of feedback I’m getting. It doesn’t feel During our tech demonstration, we between the steering wheel and the car’s disconnected, but it’s certainly filtered. navigated cone circuits, slippery front wheels, steer-by-wire technology uses surfaces and fast track action – it a mixture of sensors and actuators to record I’m not surprised when Lexus’s engineers felt almost like we were playing a and process the driver’s inputs, as well as reveal the PlayStation generation is better at real-life PlayStation game information about the road surface. Data adapting to the new steer-by-wire system – from the steering wheel is captured and because using One Motion Grip is a lot like sent to a steering actuator, and feedback is playing a racing game with a steering-wheel zapped back to the rim via a torque motor. controller, only one with way less force feedback. In the real world, the all-electric With the Toyota/Lexus system, named certainly Lexus provides all the feedback One Motion Grip, all this technology is you’d want for a trip to the shops. made rather obvious by the inclusion of a new steering wheel, which looks much more It’ll take a while to get used to steer- like a yoke. It’s not the first time we’ve seen a by-wire technology but – having also car with a yoke-like steering ‘wheel’ – Tesla’s experienced it in the Lexus RZ concept – it new Plaid-spec Model S and the AMG One feels like a step forward in how we control spring to mind, as does KITT from Knight cars. It’s easier and more efficient than con- Rider – but not on something that’s designed ventional steering, and it complements the for the mass market. relaxed, effortless power delivery of an EV. Like Tesla, the Lexus uses a yoke-shaped DOES IT WORK? butterfly design wheel, designed to make it easier to get in and out, as well as give a Yes. But it will feel alien to most and will clearer view of the instrument dials ahead. take some serious time to get used to. And the wheel’s only available with steer-by- The biggest issue is how Lexus sells it wire, so it signals your credentials as a tech to buyers: a standard test drive is too early adopter too. short to get properly acclimatised. One Motion Grip only requires 150º 30 CARMAGAZINE.CO.UK | AUGUST 2022



32 CARMAGAZINE.CO.UK | AUGUST 2022

The 300-mile test NEW CAR MEETS REAL WORLD McLAREN ARTURA McLaren 2.0: batteries included McLaren’s next chapter opens with the clean-sheet Artura. New platform, new V6 plug-in hybrid powertrain, new... everything. How does it feel? Words James Taylor Photography Jordan Butters AUGUST 2022 | CARMAGAZINE.CO.UK 33

Looks like older McLarens but Artura is from a clean sheet 34 CARMAGAZINE.CO.UK | AUGUST 2022

First drives 300 mile test We’ve pushed our luck. McLar- electrical architecture as a whole (ethernet-based, Flying buttress en needs the Artura back in requiring 25 per cent less physical wiring than before) design ducts an hour. We’re busy enjoying can be updated remotely too, for all aspects of the car’s airflow and some spectacular canyon software and functionality. But the steering wheel ahead gives it a clear roads a good bit more than of you is gloriously clean and uncluttered: no buttons run onto the an hour north of the car’s or switches (which makes changing radio stations and rear deck scheduled return point in the like more of a faff but worth it for the clean feel and Marbella. Distance and time appearance). This is still a car that’s all about driving, are going to require a little stretching here. So is fuel. My first and foremost. eyes are darting back and forth from the distance-to-des- tination on the Google Maps display (linked from my So let’s drive. The Artura defaults to pulling away un- phone to the new infotainment screen) to the estimated der electric power. Depress the throttle fully in Electric range on the new instrument cluster. They’re within a mode and it won’t fire the engine up. Nor will it acceler- mile of each other. This could be interesting. ate dramatically away from a junction – it’s programmed All of which makes this a perfect final test to conclude to be a gentle, smooth build-up to preserve energy from our 300 miles with the Artura. This is, after all, a car that the relatively small 7.4kWh battery, positioned under the needs to be fabulously engaging to drive and to handle fuel tank (where it steals a bit of fuel space; but then adds beautifully; it also needs to be comfortable over a long e-range, so no real net loss). The motor is about the size distance; to have a user interface that’s friendly and stress- of a dinner plate, and housed within the casing of the free to operate; and it also – with its box-fresh plug-in new eight-speed dual-clutch gearbox, driving the rear ⊲ hybrid powertrain – needs to be energy-efficient. And up for a challenge. The Artura (a name, not a code like previous core McLaren models; it combines ‘art’ and ‘future’) represents the next chapter for McLaren Automotive as it gets into its second decade of car making. It’s the most compre- hensively new model since modern-era McLaren road car production began with the 12C in 2011. It’s a new platform with a new carbon monocoque design (built in McLaren’s new Sheffield facility); new ‘futureproof’ electrical architecture; new plug-in hybrid powertrain, including a new V6 engine and eight-speed transmission, integrated with the electric motor – and, for the first time in a McLaren, an electronically controlled limited-slip differential, or e-diff; new multi-link rear suspension; new interior architecture, and much more besides. Those elements will be the basis for McLaren’s next generation of models, all of which will have hybrid powertrains. Duck under the butterfly door and climb in (a cleverly designed sill shape in the new chassis helps here) and you’re struck by McLaren’s new interior architecture: smart, sober and slick, with its new touchscreen tucked down below the dash’s centreline on what looks like a movable armature (but isn’t). That low-set position means you need to do a fair bit of focusing and refocusing between the road ahead and the display below the dash’s centre line. The interface takes a bit of learning but works well enough and will become yet slicker over time with over-the-air updates. The car’s Pick-up: 0 miles 1.2 miles 13 miles Is it on? Press the The V6 awakens We’re beyond the starter and there’s for the first time city limits and past no engine sound: automatically but an A-road stretch, Electric mode is the we can still travel where the Artura default start setting. by e-motor alone rides well and is I press the button should we wish. refined at a cruise by again and switch the WLTP electric range supercar standards. car off. Oops. is rated at 19 miles. Now for rural roads. AUGUST 2022 | CARMAGAZINE.CO.UK 35

First drives 300 mile test That rear deck wheels only. It’s a neat bit of packaging. The Artura can is one gigantic travel at up to 80mph under e-power alone. aluminium These canyons, worthy of a John Wayne Western, are panel, for a dotted with sleepy little towns. They remain sleepy as the cleaner shape Artura swooshes through in near-silent Electric mode. and low weight There’s whine from the motor/transmission (the e-motor runs through the gearbox but you can only change gears manually when the petrol engine’s running), but it’s far RE-ACTIVE DRIVE MODES from intrusive. Previous McLarens had an ‘active panel’ for drive The engine chimes in automatically as the battery modes, with wingnut shaped runs down, or if you shift drive modes. The 3.0-litre V6, toggle switches on the centre designed by McLaren and built by Ricardo, is 50kg lighter console. In Artura, the system’s and 190mm shorter than the V8 that powered previous transposed to rocker switches McLarens, enabling a shorter wheelbase (30mm less than on top of the instrument panel. that of the 570S and 720S). In overall length the Artura is similar to a 720S but it’s narrower, useful for threading through winding country roads and urban streets alike. The V6’s ultra-wide 120º angle lowers the centre of gravity and allows plenty of space centrally between the cylinder banks to site its twin turbos. Its low-set angle also gives fantastic rear visibility over the deck of the engine bay. This is a truly easy supercar to see out of and manoeu- vre, helped by 360º parking cameras. Handy when you take the wrong junction and need to do a five-point turn between a rock face and a sheer drop. I tried it so you don’t have to. The V6 is full of torque and power, but like its V8 fore- bear it’s not a particularly melodious powerplant, sound- ing purposeful but a little gruff and industrial. Sound’s a subjective thing, though. Objective performance is plain: the Artura is thumpingly quick. ⊲ 14 miles 26 miles 111 miles Battery’s depleted. Artura feels right Vertiginous speed We’ve been driving at home here. It’s bumps abound in in Comfort mode carrying negligible these villages. Nose for much of the extra weight over lift (a no-cost option) time, which dips a 570S and its is essential to avoid into electric power steering is smoothly skimming the nose. frequently. Engine accurate, perfect for With it, the Artura can help recharge. a road like this. copes fine. 36 CARMAGAZINE.CO.UK | AUGUST 2022

DOWN THE LINE New heating and ventilation system blends conventional vents with this fissure down the centre of the dash, like in a Tesla Model 3. It’s quicker and quieter to cool the cabin. SMART SCREEN New infotainment system incorporates Apple CarPlay and Android Auto in portrait configuration. Dial on side controls volume, or click it to shortcut to home screen. 124 miles 125 miles 189 miles It’s still rear-wheel Time to fill up. Design might be drive, so no drive Official WLTP conservative but it’s gubbins to impinge economy is 61.5mpg neat, elegant and on front boot space, – cloud cuckoo compact and turns which is deep land like all PHEVs. heads, especially and roomy. Our We’re on 16.3mpg with the optional sandwiches have but we are enjoying £7500 Volcano Blue got a bit warm, mind. ourselves. metallic paint. AUGUST 2022 | CARMAGAZINE.CO.UK 37

First drives 300 mile test Artura is hugely grippy but 671bhp can help unstick it Spain: good at driving roads Track is where the RS comes alive and makes sense Wheelbase is actually shorter than a 570S’s 38 CARMAGAZINE.CO.UK | AUGUST 2022

First drives 300 mile test The steering is fantastically feels the same every time you stand on it (particularly once linear and smooth. The the standard-fit ceramics are warmed up). Like previous Artura is a one-corner, McLarens, they have a pleasingly short travel and need a one-turn kind of car good firm press, almost like a racing car. Assuming, that is, you’re in the right mode. You toggle Talking of which, before setting out on our road trip we through the drive modes on rocker switches on top of the drove an Artura on track too, at the rollercoaster Ascari digital instrument cluster, which moves together with the race resort. Imagine a set of the trickiest corners you can wheel, as on the McLaren Elva. Comfort mode blends en- think of, then make most of them blind by draping them gine and motor, using electric drive when the V6 is under across a rolling set of Andalucian hills. It’s fantastic. The low load and short-shifting through the gears when the only difference between the silver car we drove on track engine’s in play. Sport prioritises the engine, downshifts and the blue one in which we’ll eventually cover more earlier and upshifts later. Track is sledgehammer mode, than 300 miles on the road is an optional set of six-point with the motor there predominantly to boost acceleration harnesses and standard Clubsport seats (fixed shells with and provide ‘torque-fill’ compensation for turbo lag at adjustable cushioned panels; they’re brilliant), and stickier lower revs. The battery is topped up by the engine when Pirelli P Zero Corsa tyres. you’re not at full throttle, ensuring the motor’s always primed to contribute to a 671bhp/513lb ft total. McLaren research suggests a large proportion of its customers use their cars on track, and part of the Artura’s Comfort mode is great for typical driving, but we’re in brief was to have repeatable performance – there needs to a hurry so Track mode it is. And Andalucia obliges with be as much energy on tap from the battery after 10 hard deserted roads, carved into the hillsides like a tarmac laps as there is at the start of a run. Stability under braking toboggan run. Mostly the long, cambered meanders are is impressive, with very little weave or wander even in a smooth but the occasional mid-corner bump lies in am- last-gasp anchor-drop into a hairpin from high speed. bush. You hear them thud through the McLaren’s chassis That’s aided by the new multi-link rear suspension design, but don’t feel them through the steering – it’s remarkably adopted not only for packaging advantages but also for composed, refusing to be thrown off its line. There’s the increased toe stiffness. ⊲ occasional wildlife ambush too, with birds picking at roadkill on the sun-baked tarmac. The Artura has enough GEORG KACHER’S VIEW front-end grip and chassis poise to change line mid-corner and side-step neatly past, even at committed speeds. Our European editor has and a design that shouts, been putting hard miles ‘No, I’m not a facelift – I’m a If you’re really pressing on, balance is primarily towards on an Artura too. Here’s brand new car!’ understeer, just like the 570S. That’s not a criticism; it his take: gives you a stable base to lean on and work from, and it’s And the Ferrari comparison? far from inert or uninvolving to drive. Unlike some high- What the Artura has... Ferrari’s 296 GTB isn’t end supercars, you don’t feel like a passenger hanging on The best steering in the necessarily a direct rival as for the ride while the car grips, grips and grips some more. business and a it’s a marked step up in price You’re definitely driving. You feel the Artura working its professionally sorted and power. But as a new V6 tyres, feel its weight transfer. chassis: planted, sufficiently hybrid, it’s an inevitable playful and sublimely comparison to draw. The And you feel it all through power steering which feels balanced. At last, enough Ferrari feels even more agile, marvellous. It’s a new system but, like previous McLarens, cabin space for tall always eager to attack. But it’s electro-hydraulic rather than electric power assistance. occupants too. the Artura is more composed It’s not a big talker; it doesn’t writhe around in your hands overall, rides better and over bumps and cambers and feels almost spookily calm What it lacks... trades two-tenths sports car – ironically, almost like an electrically-assisted system. Mod cons like laser lights DNA for the same in GT But it’s fantastically linear and smooth. The Artura is a and an overboost button; genes. Nice one, guys. one-corner, one-turn kind of car. faster charging to feed the neo-smartphone battery; Braking, too, is consistent. Energy regeneration is not linked to the hydraulic brake system, so the pedal always 221 miles 297 miles Drop-off: 324 miles Artura is the first Poor butterflies. Back on time (just). McLaren with an There are a lot of Lots to think about electronic limit- grilles, doing a lot here; this is a car ed-slip diff, or ‘e-diff.’ of cooling. They that needs time and Previous models appear exposed miles to fully get had an open diff with but in-built guards under your skin. ‘brake-steer’. The should protect them Meanwhile, let’s new diff feels good. from stones. plug it in to charge. AUGUST 2022 | CARMAGAZINE.CO.UK 39

First drives 300 mile test Most impressively, though, even after all these changes, WATCH all these new components, the Artura still feels like a THE VIDEO! McLaren. It has the same handling characteristics we’ve enjoyed in its predecessors. Weight increase over the 570S HEAD TO THE CAR is remarkably scant. Despite the hybrid system and the in- MAGAZINE creased refinement, particulate and equipment demands YOUTUBE of a modern car, it weighs less than 50kg more like-for-like CHANNEL than a 570S coupe. That relative lack of mass really helps ▲ on both track and road. PLUS Handling; In fact, the Artura feels very reminiscent of the 570S in performance; general, although it’s not a direct replacement for the old usability; versatility Sports Series models (540C, 570S, 600LT et al), as it’s shift- MINUS ed upmarket to a higher price and performance position. ▼ So, on this charge back to base, I trust the Artura Cautious design; implicitly, carrying far greater speed, turning in earlier and braking later than I’d dare in other cars. It’s a drive to dull-sounding savour, even if there isn’t time to. As we approach Marbella engine; teething the tank is nearly empty but there’s charge in the battery (you can toggle between minimum and maximum charge troubles modes on the fly, to ensure you’ve a bit of energy ready for A LT E R N AT I V E S use in town, for example) so the Artura and I whisper (or faintly whine) through traffic-clogged streets to our final ⊳⊲ drop-off point. Maserati MC20 It’s a chance to reflect on what’s proven to be a nuanced Not a hybrid but car. In some ways the Artura feels a little aloof in char- is an elegantly acter; it’s less raw and immediate an experience than designed, carbon- previous McLarens. But it has greater bandwidth. The tubbed V6 supercar ability to trundle through towns or do a three-point turn – and a good one in a crowded square amid a sea of camera phones without the engine running (reverse is taken care of by the motor; Lamborghini there’s no reverse gear in the ’box) is an oddly calming feel- Huracan Tecnica ing. As would be a cold-start early-morning airport run without waking all your neighbours up. But when you’re Resolutely going for it, on a track or on the road in Track mode, the unhybridised and Artura doesn’t feel like a hybrid; more like a conventional rear-drive. Old and supercar with an added e-boost function. It’s cleverly cramped but big on packaged, and McLaren’s weight-saving work is magical. charisma It’s by no means perfect. Despite the engine’s muscle, it’s not a spine-tinglingly evocative powerplant. And to some eyes the Artura’s design is overly cautious. It’s a new car that doesn’t directly replace the 570S, and occupies a different market position – but looks like a facelifted 570S. That’s not to say it doesn’t turn heads, however. Throughout our journey we’ve met onlookers who go out of their way to tell us it’s a beautiful car, and its compact proportions make it all the more appealing. I like it. Ours was fine, but some other cars on the Artura’s me- dia launch – an event delayed from its originally scheduled date last year – experienced reliability issues with heat and software. The cause of the former has been identified and rectified, and the latter should be fixed by a software update which was already scheduled to take place before production of customer cars begins. None of those issues are expected to be a factor for customer-spec Arturas. Battery nearly depleted, tank nearly empty, we’re here. Phew. Almost on time. Made it. The Artura deserves to make it too, in the challenging world it finds itself launch- ing into. This is a car of real depth, and deep appeal. Next month: NISSAN ARIYA IS NISSAN’S MODEL Y A TESLA RIVAL? 40 CARMAGAZINE.CO.UK | AUGUST 2022

It’s a nuanced car. The hybrid powertrain gives it greater bandwidth than a conventional supercar PRICE POWERTRAIN PERFORMANCE WEIGHT EFFICIENCY ON SALE R AT I N G £189,200 7.4kWh battery, 671bhp @ 7500rpm, 1498kg 61.5mpg (official), Now ★★★★★ (£217,670 as tested) 2993cc twin-turbo V6, 531lb ft @ 2250rpm, 16.3mpg (tested), Data e-motor, PHEV, eight- 3.0sec 0-62mph, 104g/km CO2 speed dual-clutch 205mph (limited) auto, rear-wheel drive AUGUST 2022 | CARMAGAZINE.CO.UK 41

First drives Fractionally bigger than before; vastly better looking KIA NIRO EV front wheels through a single electric motor. THE FIRST HOUR The battery is new, with a slightly longer 1 minute Haste disposal range (to be confirmed – our test car was a Not sure about the Slower it may be, but the latest Kia EV is pre-production model) and slightly quicker contrasting better in every way than the old one charging times. There are three trim levels, all well equipped, but the bigger touch- C-pillars, but overall Some of the new Kia Niro EV’s statistics screen and full suite of safety electronics are exterior look is catch the eye. For instance, the one about it reserved for the top model. being slightly bigger than the E-Niro it re- vastly better than places, yet also slightly lighter. And the one The biggest, most welcome change is the before about it having less torque. And a slower leap into something resembling the current 0-62mph time. And a lower top speed. Kia family look. It’s a look that ties the Niro 2 minutes in with the dashing EV6, although that And the interior is Normally, you’d think these reductions in all-electric range-topper is much bigger and output and performance were some terrible keener to embrace the Star Trek version of better still error. But in the case of the huge-selling the future. By contrast, the new-look Niro 4 minutes Niro, it makes perfect sense, because these interior is a nicely updated version of the old Nothing dialling-down changes make it truer to its car’s, with an easy-to-use and easy-on-the- complicated to essential self. Want to fly away from the eye mix of digital instruments, central master – just lights? You’ve bought the wrong car. Instead, touchscreen and physical buttons. Kia has engage D and go breeze around at sensible speeds and appre- put all the thought in, so you don’t have to; 40 minutes ciate the longer range between charges, not just concentrate on driving. I’ve fiddled with to mention the increased tyre life that ever possible should also follow from putting less torque Talking of which… the one area that permutation of through the front wheels. really needed more change than it got is the settings, and ended ride quality. It’s oddly noisy and awkward at up back with the The electric Niro, as before, shares its times, out of keeping with a car that’s gener- defaults. Kia knows platform with hybrid and plug-in hybrid ally calm, comfortable and unhurried. And versions (albeit a different platform this the steering lacks feel and feedback, but best time), so it has a conventional layout and that’s crazy high-performance talk. 59 minutes engine-friendly proportions, just no engine. Park next to an old The battery is under the floor, driving the COLIN OVERLAND Niro. Night and day ▲ First verdict PLUS Easy to use; A car that’s utterly at home in its own efficient; no skin, with genius-level user-friendliness, longer ugly albeit without an ounce of excitement ★★★★★ MINUS PRICE POWERTRAIN PERFORMANCE WEIGHT EFFICIENCY ON SALE ▼ From £34,995 60.4kWh battery, 201bhp, 188lb ft, 1739kg 4.0 miles per Summer (£40,495 as e-motor, single- 7.5sec 0-62mph, kWh (tested), Ride quality still Data tested) speed transmission, 103mph 285-mile range needs work; no front-wheel drive (est), 0g/km CO2 fun to be had 42 CARMAGAZINE.CO.UK | AUGUST 2022

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M2 rewards the committed, focused driver Get the line wrong, and everything that follows will fall apart too 44 CARMAGAZINE.CO.UK | AUGUST 2022

First drives BMW M2 PROTOTYPE Instant classic On paper, brilliant. And the track confirms that it really is special Full concentration now. Focus on the track Minus the disguise, M2 will reveal a classic THE FIRST HOUR and stop playing mind games. Driving posi- 1 minute tion? Check. Mirrors? Check. Cabin Compared to the M240i, the M2’s en- temperature? Down to 20ºC; outside, it’s hanced stiffness and torsional rigidity yield I’m in a multi-hued already 33ºC, and lunchtime is still one hour flatter cornering as well as more grip and pre-production M2 away. Radio? Check. ‘Track clear for the fa- traction. While the M4 looked perfectly at the Salzburgring. miliarisation lap.’ Roger that. composed from behind, the M2 felt definite- In front, M’s chief ly more playful. Time the turn-in to I’m driving a pre-production prototype at perfection, get the steering angle absolutely engineer Dirk the Salzburgring, and I haven’t got long. right, synchronise the throttle input to fine- Häcker in an M4 Questions about how well-rounded and tune the momentum, and you won’t practical the new M2 is will have to wait sacrifice a single tenth. But get the line 5 minutes until I have a completed car to drive and wrong or misjudge the entry speed, and I’m driving a more time in which to drive it. Now, though, everything that follows will fall apart, too. manual, rear-drive the priority is on one thing and one thing Through the track’s two third-gear corners, BMW saloon, in only: driving fast on a circuit that includes the line between eventual understeer and 2022, and I’m NOT one very long elevated straight, two reason- early oversteer is narrow and wriggly. dreaming? ably fast 120º corners and a small infield 16 minutes filled with wriggly stuff. The M2 is deeply involving. The steering Steering and brakes feels a little meatier than in the M240i and feel heavier than On lap number three, the lead driver in more strongly centered than in the M4, the the M240i’s an M4 starts to press on, and his power and muscular inner-ventilated steel brakes 23 minutes torque advantage lets him open up slightly become a bit heavy when pushed, the ride is A fine line between wider gaps under hard acceleration. At unperturbed on the track but knobbly and under- and 454bhp, the 3.0-litre twin-turbo straight-six not exactly quiet on the perimeter roads. oversteer, it seems fitted to the new M2 is 20bhp less potent 25 minutes than the engine installed in the (non-Com- M4 or M2 – which one to take? The M2 There’s a lot about petition) M3/M4. Maximum torque is an gets the nod if the fun factor matters more this car that’s identical 406lb ft, available from 2250rpm, than lap times and absolute performance. A non-standard, but it so you get exactly the same bottom-end fairly priced instant classic. does bode very, punch, only in a tighter package. The bigger very well for the car does, however, retain a 35kg weight ad- GEORG KACHER vantage, due to its more exotic materials. real thing First verdict At an expected 4.2sec, the version ▲ equipped with the eight-speed auto matches A junior M4, or a more extreme M240i; PLUS the 0-62mph time recorded for a manual either way, a tremendously engaging Fabulous M4. The provisional number for the manual and thrilling driver’s car straight-six M2 is 4.5sec. While the M4, when the dere- ★★★★★ engine and stricted top speed option ticked, can top hilarious handling 181mph, the M2 peaks at 178mph. The dif- MINUS ference in outright performance between the two is, on track, barely discernible. Same ▼ goes for auto vs manual: despite the tiny ar- It’s no magic ithmetical disadvantage, the manual feels carpet on rough more inspiring and involving overall. surfaces; two doors limit The M2 is for now rear-wheel-drive only, practicality unlike the M3/M4, but it shares with them its adaptive M suspension, M compound brakes and variable-rate M steering. PRICE POWERTRAIN PERFORMANCE WEIGHT EFFICIENCY ON SALE £60,000 (est) 2993cc 24v 454bhp @ 6250rpm, 1810kg (est) 28.4mpg October twin-turbo six-cyl, 406lb ft @ 2250rpm, (tested), Data six-speed manual, 4.5sec 0-62mph, n/a g/km CO2 rear-wheel drive 178mph (all est) AUGUST 2022 | CARMAGAZINE.CO.UK 45

HONDA CIVIC Old dog, new tricks Honda’s latest Civic loses its manual gearbox and goes hybrid Honda has quite a job on its hands with the Whole new look inside, and no gearlever THE FIRST HOUR new Civic, mostly because of the hatch- 1 minute back’s legacy. It’s been around since the It might fool you if you drive the Civic Impressive 1970s – and almost all its predecessors have without being told about the tech first. But, been great fun to drive. surely, the biggest appeal of having a car materials and build that’s primarily powered by electric motors quality, down to But Honda has changed its formula for is that linear, gearless power delivery? I get the 11th generation, scrapping its buzzy that Honda is trying to make the Civic feel padded leather on petrol engines and sharp manual gearboxes familiar to gently ease its customers into the the door pulls in favour of its e:HEV hybrid system. It new technology, but I can’t help but think 15 minutes promises to trim your fuel bills – but has it the powertrain would have been more im- ruined the driving experience? pressive if the motors were allowed to Steering is quick function in the same way as an EV. and well weighted, The early signs look promising. The body but it could do with is 22 per cent more rigid than the old car’s, The interior is up with the best in class. meaning less flex when you hammer it It’s trimmed with quality materials, it’s well more feel around corners. Grip levels are also impres- organised and you get a lot of equipment, 25 minutes sive thanks to the standard Michelin Pilot including a crisp 9.0-inch infotainment Honda’s ‘simulated Sport 4 tyres and wider rear track. system and 10.2-inch digital gauge cluster. gearchanges’ are just a gimmick Also, because the (non-plug-in) hybrid But then, it needs to be well equipped if 55 minutes system’s battery pack is mounted under the Honda really does intend to fix the starting It’s quiet for a petrol rear seats, the chassis stays settled when you price at around £30,000 when it reaches the car. There are no change direction quickly. Honda has bal- UK this summer, as insiders have told us. Is gears to thrash anced the front and rear of the new Civic that too much, bearing in mind that this is through, so it’s well, with just enough forward bias to make the regular Civic and not the Type R? A key almost like driving the front end turn in keenly. rival, the Toyota Corolla, starts around £26k, and you can get an entry Golf for just an EV On silky smooth Spanish tarmac, the ride over £25k. The Civic is good enough to stand 1 hour is sublime. When I take a wrong turn and any comparison, but buyers may reject it out Far more engaging find myself on something resembling a rally of hand if the price looks too high. than the rival stage, the Civic’s suspension copes well. Corolla, and bodes LUKE WILKINSON well for the Type R Honda’s e:HEV hybrid system mixes a 2.0-litre petrol engine with a pair of electric First verdict ▲ motors – and there’s no gearbox. Most of the PLUS time, the motors push the car along while Good to drive, economical, well One of the the petrol engine simply generates electrici- equipped and spacious, and most of best-driving ty. That means the cabin’s very quiet. Floor the new tech works just fine hybrids; solid the accelerator and the engine sends direct ★★★★★ build quality; lots drive through a clutch to the front wheels. It of standard works seamlessly and, unlike a CVT, the equipment Civic’s engine sounds good when you thrash MINUS it. And it’s quick – it makes good use of 181bhp and 258lb ft of torque. ▼ Fake gearshifts; I’m not convinced by Honda’s gimmicky sunroof option ‘simulated gearshift’ function, though. When the car’s running in Sport mode, robs rear there’s a piece of software that artificially headroom; it’ll be dips the electric motor’s torque and the engine revs to make it feel like there’s a expensive gearbox between powertrain and wheels. PRICE POWERTRAIN PERFORMANCE WEIGHT EFFICIENCY ON SALE From £30,000 1.05kWh battery, 181bhp @ 6000rpm, 1533kg 56.4-60.1mpg, Summer (est) 1993cc 16v four-cyl 258lb ft @ 4500rpm, 108-114g/km Data plus e-motor, 7.8sec 0-62mph, CO2 front-wheel drive 112mph 46 CARMAGAZINE.CO.UK | AUGUST 2022

First drives When I take a wrong turn on to something resembling a rally stage the suspension copes well AUGUST 2022 | CARMAGAZINE.CO.UK 47

You’d never mistake it for the original, but the visual echoes are neatly executed LAMBORGHINI COUNTACH LPI 800-4 Nurse, the paddles Flogging a dead horse? Ah, but what a dead horse: the thoroughbred Aventador is jolted back to life as a Countach tribute What the heck. Let’s go for it. Can this THE FIRST HOUR car really reach 125mph in eight seconds 1 minute flat? Hit 62mph in a timewarp 2.8sec? Exert enough stopping power to send your Tricky for a big eyeballs out on stalks? Open the g-force chap to get in… floodgates and flush the brain from one side of the skull to the other? 2 minutes … but good Yes, it can. It asks the driver to commit, shoulder, leg and and rewards that commitment with a fan- head room when tastically thrilling experience. you’re in situ 3 minutes And just look at it. The limited-edition Fire it up, and Countach LPI 800-4, based on the discon- that’s quite tinued Aventador, is not one of Sant’Agata some noise Bolognese’s more over-the-top specials, but 13 minutes pays neat homage to Marcello Gandini’s Scrub that: when bedroom-poster favourite. you floor it, that’s some noise The comeback Countach’s appearance is 51 minutes all about stylishly understated sex appeal. Piston icon lights Understated? Well, yes, in a supercar con- up to show half text it is significantly lower-key than some the cylinders are alternatives, and the neat design work by deactivated during Mitja Borkert and his team disguises just sauntering how big it is: even wider than Lambo’s Urus 58 minutes SUV, and 440mm longer than an Audi R8. The redline’s at 8700rpm, but it will All 112 have been sold. What the buyers rev on to 8900rpm get for their €2.4m is a 6.5-litre V12 engine, when you’re with a 48-volt electrical system to power an electric motor. Together, the petrol on one and electric power units give a maximum of 803bhp and 531lb ft. They drive all four ▲ wheels through a seven-speed automatic PLUS transmission. Great not-too- retro looks; So it’s essentially an Aventador, with the nat-asp V12 Sián’s supercapacitor-based mild-hybrid rides again boost. The Countach bit – the echoes of MINUS the car first unveiled at the Geneva show in 1971 – comes in the visual details: the ▼ flush rectangular headlamps, hexagonal Expensive; dated; windscreen, louvred side glass, periscope- impractical; hard inspired roof-mounted air intake and those wheelarches. Borkert has created a striking work at times yet beautifully balanced sports car which is neither overtly retro nor as eccentric as the Sián and Essenza. The swan-wing doors, the roofline and the massive lateral air intakes all shout Aventador, with a dash of Murcielago and Diablo. ⊲ 48 CARMAGAZINE.CO.UK | AUGUST 2022

First drives Design chief Mitja Borkert has created a striking yet beautifully balanced sports car AUGUST 2022 | CARMAGAZINE.CO.UK 49

Low, wide and waiting for a rare chance to unleash that 803bhp 50 CARMAGAZINE.CO.UK | AUGUST 2022