MINI will launch a plug-in hybrid version of the new Countryman that will offer full electric drive at speeds of up to 80mph – making it the first all-electric production-spec MINI.
The new Countryman PHEV, of which development is almost complete, will intriguingly also become the first rear-wheel drive MINI ever sold. Well, in full EV mode at least: the electric motor drives the rear wheels with the combustion engine driving the fronts.
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That also means the new Countryman PHEV’s all-wheel drive system will itself be a hybrid setup. Which MINI bosses say will be optimised to provide “catapult-like acceleration”.
Indeed, the firm is already stressing the fun-to-drive element of the first-ever MINI hybrid, which uses technology similar to that in the BMW 330e (itself derived from the i3 electric car). This is not a car focused solely on efficiency, says MINI, but driving fun is also high on the agenda.
MINI’s kept changes over a regular model minimal. The starter button glows yellow instead of red; there’s a power display on the instrument cluster rather than a rev counter – oh, and the car always starts up in electric mode rather than hybrid.
Set the multi-mode electric system to Auto eDrive and you’ll be able to do up to 50mph before the engine kicks in. Set it to Max eDrive and this increases to 77mph.
There’s an incentive for letting the engine kick in, reckon BMW bosses: “Unparalleled acceleration performance” when compared to regular combustion engine cars.
New Mini Countryman teased
By revealing the first plug-in hybrid MINI, the firm is also teasing the next-generation Countryman, due for reveal before the end of the year. Set to go on sale in 2017, the new Countryman will be the biggest MINI ever, and much more of a compact SUV-style model than the current car.
The size of the car in the images above is no optical illusion…
Set to challenge models such as the new Audi Q2, the second-generation Countryman is derived from the flexible platform used in the current MINI Hatch, and also seen in the BMW X1. It’s thus going to be roomier and more practical than the current model, although it looks as if MINI is set to retain the bluff-nose styling of today’s car.
As well as a hybrid, regular diesel and petrol engines will be offered, with manual and automatic gearboxes plus front- or all-wheel drive. It’s likely the plug-in hybrid version will follow a little after the launch of the regular cars.
Nissan’s chief executive Carlos Ghosn has said he feels confident that the firm will continue to do business in the UK after meeting prime minister Theresa May to discuss post-Brexit Britain.
The firm’s Sunderland factory employs around 7,000 people and churns out 500,000 cars a year – with 80% being exported to more than 130 countries around the world. This means it could be a huge blow to the UK car industry if the Japanese carmaker moved production elsewhere.
“Since Mrs May’s appointment, we have maintained a clear dialogue with the UK Government during this challenging time,” Ghosn told reporters this afternoon. “It was my pleasure to be here today for a positive meeting with the Prime Minister and key members of her Government and I welcome their commitment to the development of an industrial strategy for Britain.”
At this month’s Paris Motor Show, the Nissan boss said he needed ‘a commitment’ from the Government if he was to continue investing in the UK. Along with the Sunderland plant, Nissan operates a design centre in London, a research and development centre in Cranfield, Bedfordshire, and a sales and marketing HQ in Rickmansworth, Hertfordshire.
“Following our productive meeting, I am confident the government will continue to ensure the UK remains a competitive place to do business,” added Ghosn, not hinting whether a firm tariffs had been made with the prime minister.
“I look forward to continued positive collaboration between Nissan and the UK Government.”
Following the discussions, May spoke out in praise of the UK’s automotive industry, describing it as a “great British success story [with] Nissan at the heart of it”.
“Over the past 30 years [Nissan has] had an excellent relationship with the UK Government,” she added, “a track record of investment and innovation, and their Sunderland plant is one of the most productive anywhere in the world – a testament both to their company and the skill of our workforce.
“We are now at the start of the complex negotiating process as Britain exits the EU and I have been clear that there will be challenges ahead. But I am confident we will achieve the best deal for Britain and the Government will engage closely with employers and investors as part of our work to create a global Britain.
“This government is committed to creating and supporting the right conditions for the automotive industry to go from strength to strength in the UK, now and into the future.”
May added that she was pleased to meet with Ghosn today and said she’d continue to work closely with Nissan.
Time-saving perks such as being able to drive in bus lanes could convince company car drivers to consider electric vehicles, fleet and leasing company Arval has said.
Four Go Ultra Low cities – Nottingham, Bristol, Milton Keynes and London – received shares of £40 million government funding earlier this year and are now starting to implement schemes to encourage EV use.
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Milton Keynes is offering free parking for EVs while Nottingham and Derby are expected to allow EV drivers to use bus lanes in the future.
“Anyone who has ever worked in Milton Keynes knows that most of the parking is publicly operated and quite expensive, so free parking is a genuine benefit,” said Arval UK’s fleet consultant David Watts.
“Similarly, the Nottingham and Derby scheme to offer EVs access to bus lanes is something that costs the council little but gives a genuinely useful advantage to EV company car drivers or fleet operators. If you could knock 10 minutes off your commute every day or reduce the travelling time between jobs for commercial drivers, then this is another positive element for those people and organisations that are starting to consider an EV.”
Although the schemes won’t encourage overnight adoption of electric cars, says Arval, it will contribute towards a ‘nudge’ effect that could see more widespread adoption by fleets and company car users.
Alternatively-fuelled cars are still a small niche – accounting for just 3.4% of all new cars registered last month – but they are increasing in popularity, with registrations up a third in September compared to the same period in 2015.
“We are at a stage where there is widespread interest in EVs but relatively few fleets have bitten the bullet and actually acquired any,” added Watts. “However, momentum is building. There is growing awareness of how to operationally manage the limited range of EVs and the circumstances in which they are most appropriate for businesses.
“Vehicles like the Tesla Model S have had an impact on EV perception because of their range. The moment that increased range technology begins to filter down to more mainstream areas of the fleet sector, there are a lot of people who we believe will not hesitate to go EV.”
BMW has revealed the all-new 2017 5 Series, a car that packs a serious amount of 7 Series-inspired technology beneath its evolutionary lines.
The styling may not seem to break any boundaries, but BMW is using onboard tech to revolutionise its rival to the Mercedes-Benz E-Class – and it will even partly drive itself. On sale next February, the new 2017 BMW 5 Series really is the most advanced 5 ever. Taking ownership of that fancy touchscreen smart key will be a quite a thrill. Here’s why.
New BMW 5 Series: first impressions
Put the old 5 Series alongside the current one, and the similarities are clear. This is BMW’s most profitable car and it’s not about to upset the applecart with quirky looks. What’s new are the crisper, sharper creases and broader, slimmer rear end, both aping the more modern features of the 7 Series luxury car.
Long nose, short tail
BMW’s proud of the proportions of the new 5. The front end is long, with the cockpit set back and the rear end is relatively pert. This gives a sleek, sporty look in profile. Also note the racier roofline that’s surprisingly coupe-influenced for a big four-door executive saloon.
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New 5, huh: how will I spot it over an old one?
At first glance, they’re similar, some may sniff. They’re not, and the difference should be clear in the metal. The giveaways are the new 5’s broader headlights that feed into a wider kidney grille, a more tightly-sculpted front bumper, more sharply-creased sides and much more detail in the lower body sides. The tail lamps are wider too, and the rear end seems less dumpy than any 5 in decades.
It still reminds me of something
The new 5 Series is closely related to the new 7 Series, the first BMW saloon created in its modern style. Crisper, more complex and modern than the somewhat chunky current cars, it’s a striking look that the new 5 will carry well.
Let’s get technical. What platform is the new 5 Series based on?
The new 5 Series, codenamed G30 in BMW-speak, uses the firm’s Cluster Architecture platform – dubbed CLAR. The 7 Series is already derived from this and so too will be the new 3 Series. It’s a flexible-platform approach similar to that used by Audi, who’s MLB Evo architecture is used in ever-more cars from A4 to Q7.
So the 5 Series is partly made from carbon fibre?
Well spotted: the 7 Series’ CLAR platform does indeed use carbon fibre. But the 5 Series doesn’t: that’s far too expensive for this sector, says BMW. Instead, it’s all lightweight steel and aluminium – so light, the car is up to 100kg lighter than today’s model.
What engine choice will the new 5 Series offer?
The launch engine range will be familiar to today’s motors – they’re drawn from the latest BMW TwinPower range. The entry 520d will be a 190hp 2.0-litre four-cylinder turbodiesel, the 3.0-litre six-cylinder 530d will produce 265hp and there will be 252hp 2.0-litre four-cylinder turbo 530i and 340hp 3.0-litre six-cylinder turbo 540i petrols as well. In time, a 518d, 518i and 550i will follow – as will, of course, a high-performance M5.
The important stuff: how fast is the new 5 Series?
Even the slowest new 5 Series, the 520d, can do 0-62mph in 7.5 seconds. The 530d cuts this to 5.7 seconds, or 5.4 seconds in grippy 530d xDrive guise. Prefer petrol? The 530i four-cylinder does 0-62mph in 6.2 seconds, and the 540i xDrive is almost as fast as a Porsche 911 Carrera: it does 0-62mph in 4.8 seconds.
Let me guess, the new 5 Series uses less fuel than the current one?
Yes, the new 5 is more efficient than today’s car. Most will be sold in 520d guise, which will return a supermini 68.8mpg and emit just 108g/km CO2. For a large car that impersonates a 7 Series, that’s ridiculously good. Prefer all-wheel drive? The 520d xDrive will still do 62.7mpg. Prefer six cylinders? Even the 530d will do 60mpg. The 530i petrol averages 49mpg and the 540i xDrive, with the engine from the M140i, returns a sparking 39.2mpg.
Is the new 5 Series greener and more economical?
As the new 5 Series is lighter, BMW’s boasting that it’s more economical. The 520d is the current standout: 65.6mpg is 2.8mpg better than before. In time, a low-CO2 520d EfficientDynamics will launch, returning an unheard-of 72.4mpg and emitting 102g/km. A plug-in hybrid 530e iPerformance, using similar tech to today’s 330e, will also roll out, emitting just 49g/km. It will do 28 miles in full EV mode and, on the combined cycle, average 134.5mpg.
Will I finally be able to buy an all-wheel drive BMW 5 Series?
BMW has offered an xDrive on the continent for years – but never in right-hand drive guise. It will now though: G30 5 Series xDrive will stop any sniggering at stranded 5 Series drivers in the snow for good. It’s offered on the three high-volume models: 520d, 530d, 540i.
Will it still be good to drive?
Suspension is an even more sophisticated iteration of today’s class-leading 5 Series, with double wishbone front suspension, five-link rear and four types of active-type damping. You can even get active anti-roll.
I have a small garage. How big is the new 5 Series?
The new 5 is 4,935mm long, 1,868mm wide and 1,466mm high. Length, width and height have all increased slightly over today’s car, but they’re modest (width by 6mm, height by just 2mm) and have been done to boost interior space.
Can I park the new 5 Series by remote control?
You have a small garage, huh. You’re in look. It still sounds a bit space-age, but it’s a reality on the 7 Series, and now the tech comes to the 5 Series: Remote Control Parking. Stand outside your new 5 and drive it into that tight space, or your narrow garage, simply by operating the remote keyfob. Nobody needs to be within the car, and you can then turn the engine off and lock it up again via the remote. Incredible.
But will it drive itself when I’m in it?
Here’s a controversial one for the new 5 Series: the Ultimate Driver’s Car is going to start driving itself. The Driving Assist Plus package will help you steer around sudden obstacles that appear in the road, even at 100mph, while a steer-assist function will steer the car for you within lane even if you only have a couple of fingers on the wheel. It’s not quite self-steer, but it’s pretty much there: “drivers can now take their hands off the wheel much more often than in the past,” states BMW, oddly: surely when we took our hands off the wheel in the past, we crashed? Which, incidentally, won’t be a concern here: the optional Driving Assistance Plus safety pack will see to that.
What’s it like inside?
Like the outside, the interior is familiar. It’s a bit similar to today’s car, rather more similar to a 7 Series – but built from more meticulously-crafted materials than ever. The big infotainment screen now stands proud from the dashboard – because it’s now touchscreen-enabled. The previous one could only be controlled by the rotary dial. BMW has retained that too, meaning there are two ways of using the infotainment screen.
How high-tech is the infotainment?
Widescreen sat nav is standard on all: no poverty-spec small-screen sat nav on basic models here. BMW’s offering Apple CarPlay on the new 5, a wifi hotspot for up to 10 mobile devices, and is the first car brand to build Microsoft Office 365 into a car – so businesspeople can check emails, calendar entries and contact details while on the move. Don’t listen to Chris Evans, clear your inbox before you get to your desk instead.
What’s this about gesture control?
Gesture control was introduced on the 7 Series. Now it’s here on the 5 Series. Control the infotainment, sat nav, audio and other features via hand movements and finger gestures – the most satisfying thing is being able to bat away a nuisance call with, literally, a swipe of the hand in front of the gearlever. Seriously cool.
How roomy is the G30 BMW 5 Series?
There’s “noticeably” more room, promises BMW. Headroom is improved, elbow and shoulder room are up and those in the back have more room to spread out. It’s easier to step in and out as well, while the more slimline dashboard makes it feel roomier in the front. It’s quieter within too, says BMW.
Put the boot in: how big is it?
The boot has a lower sill for easier loading. Despite the flowing roofline and sharper rear end, capacity is up to 530 litres; not the absolute largest in this sector, and it looks a bit narrow in the image here, but that’s still a class-competitive figure. Need more space? The Touring estate 5 Series follows soon after this saloon.
When will the new BMW 5 Series go on sale?
The new 2017 BMW 5 Series will go on sale in October, ahead of its market launch in Q1 2017. BMW will be keen to take pre-orders, particularly from fleets eager to reward execs with a new 5 ready for the March 2017 ‘17’ registration.
How much will it cost?
The new BMW 5 Series will cost from £36,025. That’s for a 520d SE, which today costs £32,615 as a manual, or £34,165 as an auto – and, from launch, BMW will only be offering the 520d as an auto. So, less than a £2k increase for a car that has more kit as standard: sound fair to you?
What rivals is the new 5 Series up against?
BMW’s most feared rival is the new Mercedes-Benz E-Class, itself an ultra-sophisticated car that’s more like a mini-S-Class than ever. The Audi A6 is getting on a bit these days, so doesn’t worry BMW. Perhaps the next-biggest headache it has in Europe is the Jaguar XF, which is superb to drive and these days ticks sensible-shoes stuff such as rear seat space and infotainment tech as well.
Any cool details about the new 5 Series I need to know?
Like the headlights? For the first time in years, they now have glass covers, rather than plastic, for an extra-sparkling look. LED headlights are standard, too. It’s ludicrously slippery through the air: the Cd drag coefficient of 0.22 sets a new sector benchmark. You can have an air ionisation system (which also includes a fragrance diffuser). Like your audio? Choose from basic, the 12-speaker BMW upgrade, a 600 watt harmon/kardon premium system and a very premium Bowers and Wilkins Diamond system that pumps out 1,400 watts.
That’s all very cool. Any more?
Ever rolled up to a junction, spotted a gap, only to find the stop-start has kicked in and left you stranded? The new 5 Series cures this with intelligent auto stop-start. It uses the sat nav, stereo camera and radar to ensure stop-start won’t be activated when it’s unwarranted or would be inefficient. We’re familiar with active cruise control and speed limit displays, but how about active cruise control that knows the speed limit up ahead and will blend the car’s speed up or down accordingly? The new 5 has it. It will also stop you driving the wrong way onto a motorway, roundabout or one-way street, and warn you if other vehicles have priority at confusing junctions.
This is an important car for BMW, huh?
You bet. Not only has BMW sold 7.5 million of the things since the 5 Series was launched back in 1972, analysts say (the current F10 5 Series alone has sold 2 million models). It’s also the firm’s most profitable car, unit-for-unit. It’s very important indeed…
Ever wished your printer could create an electric van you could use for delivering dove-shaped shortbread? That’s what Honda has done. Sort of.
The 2.5-metre Micro Commuter electric van is based on a lightweight pipe-frame chassis, while the powertrain uses the same Micro EV technology as the firm’s MC-β ultra-compact electric vehicle, sold in Japan.
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The clever bit, however, is the 3D printing methods used for the exterior panels and luggage space.
Based on an open innovation model, the Micro Commuter will be used by the Japanese Toshimaya Corp to carry out deliveries of its ‘Hato sablé’ dove-shaped shortbread. Erm…
The Micro Commuter was developed alongside Japanese 3D printing firm Kabuku Inc, and can travel up to 50 miles on a charge. If you’re feeling brave (remember, it’s actually made of paper), it can hit 43mph.
Oh, and that paper body helps with its kerb weight, which comes in at around 600kg. Not that you’ll want one running over your toe.
PSA Peugeot Citroen has revealed the exact methods it uses to calculate real-world fuel economy figures across its range.
The company announced real-world figures for 30 cars across its range earlier in the year, and has said it plans to reveal 20 more by the end of the year.
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It’s part of a move to appear more transparent, with PSA being one of a number of manufacturers blaming the official NEDC fuel economy test for generating unachievable MPG figures.
Why is the official NEDC test to blame for unachievable fuel economy figures?
The New European Driving Cycle (NEDC) fuel economy test is used to calculate official MPG and CO2 figures for all new cars on sale in Europe.
The test is split into two sections: urban and extra-urban cycles. The first test, the urban cycle, covers a stop/start journey of 2.5 miles at an average speed of 12mph, intended to be representative of driving through a congested town or city. The car starts off cold and touches a maximum top speed of 31mph.
After this test, the now warmed-up car is put through the extra-urban cycle. This covers a distance of 4.3 miles at an average speed of 39mph.
The CO2 and fuel economy results for each cycle are then combined to provide the official CO2 and fuel economy figures quoted by manufacturers.
However, the official test has been criticised by consumers and car manufacturers alike. Carried out on a rolling road, it’s not influenced by real-life conditions such as other traffic, weather conditions and driving styles.
Developed before hybrid and electric vehicles were commonplace, it also produces extremely unrealistic fuel economy and CO2 figures for cars such as the Mitsubishi Outlander PHEV. As the test takes place when the plug-in hybrid Outlander is freshly charged, it covers most of it under electric power, hence the Outlander’s official 156.9mpg. When the Outlander’s short electric-only range runs out, its real-life fuel economy will be much lower than this figure.
So what’s Peugeot Citroen doing about it?
PSA Peugeot Citroen has announced that, along with the official NEDC tests (a European requirement), it will conduct real-world fuel economy tests across its range, and publish its findings.
To carry out the tests, the car manufacturer is working with environmental organisation Transport & Environment. It tests cars in real-world conditions, stipulating that ambient temperatures must be ‘normal’ (not too hot or too cold), while a set route should be followed.
During the test, 22.8km (14.2 miles and 24.7% of the total distance) must take place in urban areas; 39.6km (24.6 miles and 42.9% of the total distance) on rural roads; and 29.9km (18.6 miles and 32.4% of the total distance) on motorways.
Tyres must be inflated to ‘normal’ pressures and the driver should ideally not be a trained driver. The car should be driven exactly as a customer would, with all speed limits adhered to and typical acceleration for the type of car.
The test also requires at least one passenger being carried in the car, with the climate control being set to 21°C.
Transport & Environment’s clean vehicles director, Greg Archer, said: “The real-world test developed with PSA Group provides full transparency towards customers and more representative information to drivers than the new laboratory test, helping them choose the most fuel-efficient cars. This scientific approach is robust, reproducible and reliable in measuring real carbon emissions.
“We urge the European Commission and all carmakers to use this test for regulatory and advertising purposes,” he added.
What are the results of PSA’s real world tests?
So far, 30 Peugeot Citroen models have completed the test, with most averaging around 20mpg below the official NEDC figure. Here’s an example of models tested, with another 20 set to be announced before the end of 2016.
A black box manufacturer is calling on the Government to make telematics-based insurance a legal requirement for all drivers under the age of 21.
The increasingly popular telematics insurance policies are aimed at young drivers who are traditionally seen as higher risk, and pay more for their insurance as a result.
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These policies fit a black box to the driver’s car, monitoring things like how often they speed, and where and when they drive. They can even report how aggressive they are during braking and cornering.
Careful drivers who avoid risky times and places are rewarded with lower premiums, while high-risk drivers are penalised with pricier insurance – and even face having their policy cancelled.
Black box provider Wunelli says the Government should be doing more to encourage the use of black boxes to monitor young peoples’ driving, claiming that drivers with telematics insurance are 20% less likely to be involved in a crash.
It says new drivers are now paying close to £2,000 a year in insurance on average, and this could go up as the Government increases insurance premium tax for the third time in five years.
The company says young drivers should be encouraged to use telematics insurance by cutting tax on black box policies, or going one step further and making it mandatory for under-21s.
It claims that, with 1,732 road deaths last year (and 14% of the drivers killed aged under 24), the UK Government could save millions by making telematics a legal requirement for young motorists. This would replace the income generated from the tax imposed on young driver policies.
“As the UK currently has no graduated licensing in place, it is crazy to think that young drivers can pass their test one day and the next day be driving a car full of people, on the motorway late at night,” said Wunelli’s founding director, Paul Stacy.
“Even if they have traditional motor insurance, there is no way to monitor their driving behaviour in those crucial first few years.”
According to the latest travel trends survey, the average 17-20 year old drives 1,307 miles per year – meaning they pay more than 12 times more per mile compared to older drivers.
Ever-resourceful value brand SsangYong has revealed its latest special-build vehicle – a campervan version of its big Turismo MPV called the Turismo Tourist Camper.
Set to cost from £29,995, the two-berth motorhome has been remodelled with an elevating roof, swivel seats in the front, rear tailgate awning, a hob, a fridge, a toilet and, yes, even a kitchen sink.
The seats fold to create twin beds (they have in-fill cushions and fancy memory foam toppers), and a four-berth version is optional.
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The hob slides out the back so you can use it outdoors, a bit like a barbeque, and SsangYong will sell you optional Eberspacher central heating, a mains hook-up and a solar panel.
The conversion has been carried out by motorhome experts Wellhouse Leisure, which “has done an excellent job in creating such a great vehicle for the booming leisure market,” said SsangYong Motor UK CEO Paul Williams.
“Turismo is one of the largest cars on the market, and in standard form offers seating for seven adult passengers and their luggage, and therefore ideal for conversion into a two-person campervan.”
Powered by a 2.2-litre turbodiesel, the Turismo Tourist Camper produces 178hp and has either a six-speed manual or Mercedes-Benz seven-speed automatic, and either front- or four-wheel drive.
It’s also probably the only campervan on sale in the UK to have a five-year unlimited mileage warranty.
The new SsangYong Turismo Tourist Camper goes on show today at the Motorhome & Caravan Show at Birmingham’s NEC: the show runs until 16 October.
Since the Volkswagen emissions scandal, the spotlight has been focused on the real world emissions of cars, rather than those produced in a lab. As Volkswagen proved, you can post exceptional results under test conditions, only for the reality to be very different indeed.
One organisation is taking a lead. Vehicle testing firm Emissions Analytics is checking the tailpipe emissions of every new car on sale, under its EQUA initiative. It’s already published data for NOx and carbon monoxide: now, it has released the findings of its latest tests for CO2 emissions – which shows car brands overall are missing their target by a whopping 39%. And some are worse still…
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The British company’s number-crunching has created two figures: an indication the actual real-world CO2 for all cars on sale, plus a ‘variance factor’ that reveals by how much the real world varies from the official figure. Call this an ‘honesty rating’: 1 is most honest, 5 is least honest.
All new cars are sold with a quoted CO2 figure, which is used to calculate road tax and company car tax. But as Emissions Analytics shows, the cars of certain brands are performing far worse in reality than the figure suggest…
The car manufacturers with the highest real-world CO2
First, to the car brands that produce the most CO2 in the real world, as opposed to a sterile and fully-controlled test bench. These makes of car are, simply put, the very biggest emitters of CO2. They’re the global warming anti-heroes.
10: Audi – 191g/km
Surprisingly, for all its TDI diesel engines and e-tron plug-in hybrids, it’s Audi that has the 10th highest real-world CO2 figure. Blame all those big Q5s and Q7s, plus the R8 supercar? Well, yes, but also blame an EQUA variance factor ‘honesty rating’ of 2.7 over what its official NEDC figures state and how the cars perform in real life. Remember, 1 is most honest and 5 is least honest.
9: Jeep – 200g/km
Jeep is an SUV manufacturer. It makes big, thirsty 4x4s. So it’s perhaps no surprise to see it appear in the CO2 emissions bad books. It’s not all bad news though: when Jeep says it’s bad in official figures, the real-world figures at least prove it’s being honest – its variance factor is just 1.1, compared to Audi’s 2.7.
8: SsangYong – 206g/km
Nearly all of SsangYong’s cars are big, too: the smallest car it makes is the Nissan Qashqai-rivalling Tivoli. Jeep’s are generally bigger though, and both its overall CO2 figure and the real-world variance over claims are better than SsangYong’s…
7: Jaguar – 207g/km
Jaguar’s cars are sporty and premium. The XE has yet to have a big impact on the range, so its overall brand CO2 is driven up by the XF, the F-Type, the XJ. CO2 emissions that vary by 2.5 times over official figures aren’t so clever either, though.
6: Lexus – 211g/km
Jaguar produces less CO2 than Lexus? Hang on a minute, surely that’s not right – Lexus is the brand of the hybrid, after all? Well, yes, but it’s also a brand that sells a lot of RX SUVs. A lower variance factor of 1.9 isn’t enough to offset that – oh, and the fact it doesn’t sell CO2-cutting diesels, either.
5: Infiniti – 213g/km
This is a poor result for Infiniti. According to Emissions Analytics, its quoted CO2 figures underplay the real-world CO2 of its cars by an ‘honesty factor’ of 3.6. The everyday CO2 of its cars is a stonking 213g/km, meaning it puts out more carbon dioxide as a brand than 4×4 specialist Jeep. We thought this brand was meant to be the smart-thinker’s alternative?
4: Subaru – 214g/km
Subaru’s turbo boxer engines sound good in the real world, but you’re best listening to them from a safe distance: their actual CO2 emissions are much higher than the claimed figures.
3: Land Rover – 223g/km
Like Jeep, Land Rover only makes SUVs. Big, posh, heavy SUVs, like the Range Rover and Discovery. The Evoque has helped bring down its range-average CO2 figures, but a variance factor of 2.6 pushes it back up again: bronze medal in the list of manufacturers with the highest real-world CO2.
2: Porsche – 240g/km
Porsche’s sports cars are naturally rather thirsty, and so naturally put out a lot of CO2. Even the slowest, cheapest 911 does 0-62mph in 4.6 seconds – you don’t get such performance without using a bit more fuel than average. Its range CO2 figures are pushed up further in the real world due to a variance factor of 2.0 over what it claims, too.
1: Aston Martin – 314g/km
It’s perhaps no surprise to find a supercar manufacturer tops the list of the brands with the highest real-world CO2. Aston Martin’s cars all have V8s and V12s, after all. What’s positive for the brand is that its variance factor is a mere 1.0 – it says it’s bad, but it’s very honest when it says this, too.
And now it’s onto the brands whose CO2 figures mysteriously show the biggest variance in the real world compared to what they can achieve in the lab – this is precisely what let Volkswagen down…
The car manufacturers with the biggest real-world variance to official CO2 figures
Car manufacturers blame the flawed NEDC test. Campaign groups say there’s something fishy going on. Experts say brands have simply learnt how to best perfect cars to do well in the very-limited-scope official emissions test, without resorting to cheating.
Whatever the reason, there’s no denying the real-world results are often very different to what’s officially claimed in the legislated CO2 figures. And here are the worst offenders – the brands with the worst ‘honesty ratings’.
Chrysler – 3.1 times variance factor
American brand Chrysler benefits from being part of Fiat, which includes sharing Fiat engines. Which, according to Emissions Analytics, aren’t quite as green in real life as the test figures claim. Another reason for the brand being withdrawn from the UK?
Peugeot – 3.1 times variance factor
Peugeot’s real-world CO2 figures also vary over claimed statistics by a hefty factor of 3.1. And this, from a brand that’s committed to releasing real-world economy statistics for its cars. How long before customers force it to cut down this yawning variance?
Renault – 3.1 times variance factor
Renault’s HQ was raided by investigators looking into evidence of emissions test skulduggery. We’ve heard nothing since so clearly there’s nothing to report – but news of a real-world variance factor of 3.1 over claimed figures should still provide food for thought.
Volvo – 3.2 times variance factor
Volvo prides itself on being a safe, upstanding brand, and part of this sensible-shoes image is serving up great MPG and low CO2 figures. This image takes a bit of a dent, though, as Emissions Analytics finds an honesty rating of 3.2 over what it says and what real-world figures say.
Fiat – 3.4 times variance factor
Fiat’s range is dominated by small cars such as the 500 and Panda, models that will be bought to use mainly in city centres and to save fuel. Pity, then, the honesty rating of 3.4 suggests the real-world CO2 is not very likely to come close to what the official figures say…
Ford – 3.4 times variance factor
This is a significant result, because Ford is Britain’s best-selling car brand. According to Emissions Analytics, its CO2 figures have a variance factor ‘honesty rating’ of 3.4 compared to the official claimed NEDC figures, indicating that in the real world, its cars are not very likely to get close to the official stats.
Infiniti – 3.6 times variance factor
Remember, Infiniti emits one of the highest amounts of CO2: a variance factor of 3.6 suggests it’s less honest in the real world than the figures say it is. It’s not an enviable position for the premium challenger to be.
Alfa Romeo – 3.6 times variance factor
Alfa joins Infiniti on the third-place spot in the honesty rating league table. The firm has to date sold just two cars, the Giulietta and the Mito: will the arrival of the fancy new Giulia help improve matters for the sporty Italian brand? It’s also significant in being the third Fiat Auto brand in the bottom 10…
DS – 4.7 times variance factor
The second-worst car brand for real-world CO2 diverging from the official figures is posh Citroen sister company DS. As Citroen itself isn’t among the bottom 10 (indeed, the C3 diesel is the only car to achieve the best-possible A1 rating), we’re not quite sure why this is so – perhaps the diesel-hybrid DS 5 is having an effect? Whatever the cause, it’s worth bearing in mind if you’re buying a DS with low CO2 in mind.
Smart – 5.0 times variance factor
The least honest brand for real-world CO2 figures? Surprisingly, it’s Smart – makers of the urban-hero Fortwo city car. Smart’s real-world CO2 is the furthest from the official rating of any manufacturer on sale, by the maximum-possible variance factor ‘honesty rating’ of 5.0, which means its real-world fuel economy is likely to be least like the glowing official stats as well. You may think you’re doing your bit for global warming by choosing a Smart, but the planet in reality might not thank you.
A new wave of stay-at-home holidaymakers could be hitting UK campsites as companies offer tempting PCP finance deals on new caravans and campers.
Vehicle data expert Glass’s says PCP – which is an increasingly popular way of financing new cars – could revolutionise the leisure vehicle market.
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The firm’s director of valuations, Rupert Pontin, said: “Touring caravans and motorhomes are not cheap vehicles and you can easily spend £40,000 on the latter. However, the use of finance products in the market has tended to be quite limited, meaning that the typical buyer is an older person with savings.
“That has changed in recent months, with the arrival of a handful of finance companies entering the market. Now, the situation could change quite quickly. The touring caravan and motorhome market has been quite buoyant in recent years but we believe that this development could provide a further boost.”
As an example of a caravan PCP deal through Black Horse Finance, you could buy a high-spec two-berth Coachman Pastiche 260 caravan, with a cash price of £20,440, for slightly less than £300 a month. That’s over three years, following a deposit of £3,100.
Interest works out at 7.9% APR, meaning the total amount payable works out as £23,595.85.
“The key advantages of PCPs are that they make vehicles much more affordable and accessible,” Pontin added. “Crucially, they will allow younger buyers with families who would like a caravan or motorhome for stay-at-home holidays to seriously consider taking out a PCP, typically over 5-7 years.”
MINI will launch a plug-in hybrid version of the new Countryman that will offer full electric drive at speeds of up to 80mph – making it the first all-electric production-spec MINI.
BMW has revealed the all-new 2017 5 Series, a car that packs a serious amount of 7 Series-inspired technology beneath its evolutionary lines.
Ever-resourceful value brand SsangYong has revealed its latest special-build vehicle – a campervan version of its big Turismo MPV called the Turismo Tourist Camper.
Since the Volkswagen emissions scandal, the spotlight has been focused on the real world emissions of cars, rather than those produced in a lab. As Volkswagen proved, you can post exceptional results under test conditions, only for the reality to be very different indeed.
