Revealed: the world’s best-selling cars of 2016

Revealed: the world’s best selling cars of 2016

Revealed: the world’s best-selling cars of 2016What were the world’s best-selling cars of 2016? Thanks to Focus2Move, we have the answers, as we reveal the most popular cars across the globe.

The F2M Global Mobility Database tracks over 3,500 vehicles sold in more than 1,500 countries, and includes light commercial vehicles. Here are the cars that made the top 10, presented in reverse order.

10. Toyota CamryRevealed: the world’s best-selling cars of 2016

Registrations: 660,868

Toyota unveiled a new 2018 Camry at the Detroit Auto Show, and on this showing it can’t come soon enough. The Camry slides from 6th to 10th, with registrations down 11.5%.

9. Honda CivicRevealed: the world’s best-selling cars of 2016

Registrations: 668,707

Compare and contrast with the admittedly smaller Honda Civic, which has seen an 18.7% increase in registrations, jumping from 17th to 9th in the process. We’ve driven the new Civic and are pleased to report it’s rather good.

8. Volkswagen PoloRevealed: the world’s best-selling cars of 2016

Registrations: 704,062

There’s a new Volkswagen Polo on the way. In the meantime, registrations of the existing model are holding steady at just over 700,000 units.

7. Toyota RAV4Revealed: the world’s best-selling cars of 2016

Registrations: 724,198

The Toyota RAV4 is the one member of the top 10 that always surprises us. It’s not that it’s a bad car, it’s just that it’s not exactly memorable either. Still, 724,198 people can’t be wrong. Can they?

6. Ford FocusRevealed: the world’s best-selling cars of 2016

Registrations: 734,935

The Ford Focus recorded the biggest drop in the top 10, with registrations down 11.7% compared to the same period in 2015.

5. Honda CR-VRevealed: the world’s best-selling cars of 2016

Registrations: 752,463

No such problems for the Honda CR-V, which sees a 5.7% increase compared to 2015, breaking into the top five in the process.

4. Hyundai ElantraRevealed: the world’s best-selling cars of 2016

Registrations: 788,081

The Hyundai Elantra climbs one place, with registrations up 3.9%.

3. Volkswagen GolfRevealed: the world’s best-selling cars of 2016

Registrations: 991,414

Meanwhile, the Volkswagen drops from second to third. A sign that people are waiting for the new Mk7.5 Golf? We’re driving the new Golf this week, so stay tuned for our initial thoughts.

2. Ford F-SeriesRevealed: the world’s best-selling cars of 2016

Registrations: 993,779

For a vehicle that is sold predominantly in North America, this is quite a remarkable result. The Ford F-Series remains the best-loved pick-up and the second best-selling car in the world.

1. Toyota CorollaRevealed: the world’s best-selling cars of 2016

Registrations: 1,316,383

Which leaves the Toyota Corolla to cement its crown as the world’s most popular car. Registrations are down 3.6%, but Toyota is still able to shift 1.3 million units.

Figures courtesy of the F2M Global Mobility Database.

2017 Honda Civic review: Type R attitude for Volkswagen Golf money

2017 Honda Civic review: Type R attitude for Volkswagen Golf money

2017 Honda Civic review

The Honda Civic. It’s the kind of car that people return to their friendly local Honda dealer time and again to buy, as they rate its reliability and it looks a bit different to a Golf. Although it’s never been a huge seller in the UK (in Golf or Focus terms), it’s worked well for Honda. But the Civic is getting bold for its 10th generation.

Gone is the ninth-generation Honda Civic and everything it stood for. Replacing it, the new Civic is an entirely new car on an entirely new platform, and with a range of new engines. Built in Swindon (the firm’s UK plant is the only maker of five-door Civics), this will be global car, tweaked for various nations.

It gets quirkier looks, sportier handling and more customisation options. But is that enough to tempt buyers away from other manufacturers? Let’s find out…

Tell me about the engines

Tell me about the engines

From launch, there’s a choice of two petrol engines. There’s the 1.0-litre three-pot producing 129hp, and a four-cylinder 1.5 with an output of 182hp. Without a diesel on offer to start with (it’s on its way), the smaller engine is expected to make up the majority of sales. While we’d probably opt for the 1.5 if money wasn’t a consideration, the entry-level 1.0-litre is a likeable engine. It’s vocal in a typical three-pot way around town, but settles down nicely when cruising.

Both engines are available with a six-speed manual gearbox or CVT auto.

CVT auto… aren’t they rubbish?

Well, yes, a bit. But because we hate CVT ’boxes in Europe, Honda’s fiddled the software to make it feel like a conventional seven-speed auto. No, it’s not brilliant, and if you floor it, it will make that horrible droning noise we associate with CVTs. But it’s better than CVT gearboxes used in rivals such as the Toyota Auris, and we could probably live with it for day-to-day around-town driving. That’s quite a compliment for a CVT.

How’s the manual?

The manual, however, is lovely. Honda knows how to do a slick six-speed gearbox. If you’re one of the pre-geriatric types that the new Civic is hoping to attract, the manual is absolutely the one to go for.

Does that mean it’s a driver’s car, then?

Does that mean it’s a driver’s car, then?

It doesn’t do a bad impression of a proper driver’s car. Its steering is light but direct, while the chassis isn’t out of its depth on twistier roads. A lot of this change comes downs to the new Civic’s fully independent suspension system with a multi-link set-up at the rear replacing the outgoing model’s twist-beam suspension. It gives us hope that the Type R version is going to be uber-impressive…

The Type R version?

Yes, it’s confirmed, we’re getting the new Civic Type R from summer 2017. It’ll look a lot like the prototype revealed at Paris, with 20-inch alloys and the huge wing, scoops and vents that Type R buyers love. Power is likely to come from the same turbocharged 2.0-litre engine as its short-run predecessor, but expect it to be even quicker. And yes, it’ll be going in for the Nurburgring lap record again.

I don’t care about that – is the Civic comfortable?

Anyway, back to the regular 2017 Honda Civic. Even with 17-inch alloys fitted as standard to the higher-end models, the ride remains relatively composed, with drivers able to flick the adaptive dampers between normal and dynamic modes. Honestly? We couldn’t tell much of a difference on the smooth Spanish roads where we tested the new Civic.

Finding a comfortable driving position is easy, with more room inside than before. Boasting 478 litres of boot space, it’s one of the most practical cars in its class. Our only criticism here is the sloping roofline, which eats into headroom in the rear.

I sense there’s a ‘but’…

I sense there's a ‘but’...

Yes, that would be the interior. It’s not that it’s bad, but you can tell Honda’s cash has been spent on engineering, rather than finessing the cabin. Buttons are all in fairly logical places, while the seven-inch infotainment system does the job with minimal fuss. It’s just not a Golf in terms of perceived quality.

Tell me about efficiency

The outgoing Civic had a reputation for being ultra-efficient, especially when paired with its 1.6-litre turbodiesel engine. Expect the same when a diesel arrives in the new Civic later this year, but the petrol models still offer some impressive stats. The 1.0-litre returns 60.1mpg on the combined cycle; the 1.5, 48.7. CO2 emissions are as low as 106g/km for an S- or SE-spec 1.0-litre paired with the CVT gearbox.

How does it compare to rivals?

Despite buyers flocking towards crossovers rather than conventional hatchbacks, it’s still a tough segment to crack. The Volkswagen Golf feels more upmarket than the Civic – and is only marginally more expensive like-for-like – while the Mazda 3 pips the Civic for driver enjoyment. There’s the latest Astra, too, which is one of the best in the class, while the trusty old Ford Focus offers a more conservative image.

We need to talk about the Civic’s design

We need to talk about the Civic's design

Ah, yes, that conservative image offered by the Focus. Honda definitely isn’t going down that route for the new Civic. It’s lower, wider and longer than the previous model, giving it the kind of aggressive stance that buyers apparently love.

You can look at the pictures and decide whether it works for you. We will say, however, that there are so many angles on offer, you might eventually find one that complements the Civic. It looks better in dark colours.

Which one should I buy?

If you’re not a Type R type, the best of the range at the moment is the 1.5-litre manual. But, in truth, most buyers will opt for the 1.0-litre and that’s OK. It’s a little bit thrummy and, especially when combined with the CVT ’box, it’s not exactly a motorway cruiser, but it’s fine most of the time. We’d like a little bit less vibration through the seats, though, and the 1.5 does offer a higher degree of refinement.

2017 Honda Civic: verdict

The new Civic is leagues ahead of its predecessor. Starting entirely afresh is a bold move, but it’s one that’s paid off for Honda – with the new model being much better to drive and easier to justify against rivals such as the Skoda Octavia, Vauxhall Astra, Ford Focus and Volkswagen Golf. The interior falls slightly short, and its design won’t appeal to everyone, but it’s a better car than ever before. And, as a bonus, you’ll be buying British.

What’s it like to drive?

Honda Insight review: Retro Road Test

Honda Insight: Retro Road Test

This is what environmentally-friendly motoring looked like in 1999. A car from a time before hybrids were commonplace, the Honda Insight would have looked at home on Tomorrow’s World. It boasted unheard-of fuel economy from its hybrid powertrain, along with futuristic looks. But that was kind of its downfall…

What are its rivals?

At the same time, Toyota was launching the more conventional hybrid Prius… and that’s still around today. The Prius boasted five seats, a useable boot and looked a little more normal. Car buyers liked that.

What engine does it use?

Under the bonnet you’ll find a three-cylinder 1.0-litre petrol engine, producing 68hp, while the first-generation Integrated Motor Assist (IMA) – essentially a small electric motor located on the crankshaft – adds an extra 13hp.

What’s it like to drive?

What’s it like to drive?

Eco-friendly cars are dull to drive, right? Er, wrong. Thanks to its tall gearing, the Insight isn’t quick, hitting 62mph in 12.0 seconds and topping out at 112mph, but Retro Road Test fans will know fun isn’t all about speed in cars like these.

You sit with your bum on the floor surrounded by a weird and wonderful interior. Just the two seats and a sloping roofline (helping the 0.25Cd drag coefficient) makes it feel a bit sporty – but you are very aware of how big other cars are in traffic.

The steering, while not particularly direct, provides enough feedback to give you the confidence to carry speed through corners. The suspension, meanwhile, manages to be both wallowy and firm.

Reliability and running costs

The Insight’s crucial facts and figures are still impressive today. How about a combined 83.1mpg (although we’ve heard of owners comfortably exceeding this)? A 40-litre tank means it can cover 700 miles before needing a fill-up, too. It emits just 80g/km CO2 – less than the most eco-friendly Ford Fiesta on sale today. And it’s packed with technology to help improve efficiency: stop/start as standard, as well as a gearshift indicator and even low rolling-resistance tyres. Amazing in 1999.

Could I drive it every day?

Could I drive it every day?

The original Honda Insight would make for a great everyday hack. It’s cheaper to run than even the most economical modern cars, and it’s unlikely to leave you stranded on the side of the road. The interior, while lacking a few mod-cons, perhaps, is perfectly comfortable – although you might feel a tad vulnerable on motorways. Oh, and if you need to carry more than one passenger it’s obviously a no-go.

How much should I pay?

There weren’t many sold in the UK, so simply finding one can be difficult – we found just three currently listed in the classifieds. Pay as much as you can afford, as buying a cheap one could be a false economy. A £3,000 budget should get you a reasonable example, but spend more if you can find a really tidy one.

What should I look out for?

It’s a Honda – so it’s fair to say it’s likely to be fairly reliable. However, the earliest models will now be 17 years old, so their batteries are likely to be a little past their best if they haven’t already been replaced. Budget around £2,000 for this.

With an aluminium body, rust shouldn’t be an issue – but look out for any minor bumps and scrapes. They might not be cheap to repair.

Should I buy one?

Should I buy one?

Yes, if you can find a good one. Sure, by the time you’ve factored in maintenance costs you might be better off running a diesel Golf or similar, but this is much more fun. Whether a quirky everyday runaround or a garage queen (and probably a decent investment), the original Honda Insight ticks a lot of boxes. Just as long as you don’t need to carry more than one passenger.

Pub fact

The legendary original Honda NSX was handcrafted at the firm’s specially-built Tochigi plant, but declining sales towards the end of its life meant the Insight and S2000 were built at the same factory. Yes, this 83.1mpg hybrid was built alongside a mid-engined, Ferrari-baiting supercar.

Honda has created a 3D printed delivery van

Honda has created a 3D-printed delivery van

Honda has created a 3D printed delivery van

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.

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.

Honda Civic Type R

Honda Civic Type R Prototype revealed in Paris

Honda Civic Type RAn all-new Honda Civic Type R will go on sale in 2017 and the Japanese firm is previewing the new hot hatch with a bold Type R Prototype at the Paris Motor Show.

Finished in an eyecatching brushed aluminium-effect paint job, it further enhances the attitude of the current all-new Civic (also launching here at Paris) with more muscular bodywork and many of the radical aero features seen on the current Type R.

There’s a carbon fibre splitter at the front, complete with wings and red accents, plus more air cooling in the bumper and an air scoop on the bonnet (Subaru fans, rejoice). Smoked light lenses give menace; a red ‘H’ Honda badge depicts it as a proper Type R.

Honda Civic Type R

More carbon fibre is used to make the side skirts, which sit between 20-inch alloys: they’re so big, they wheelarches have had to be enlarged to swallow them.

Honda Civic Type R

At the rear, all eyes will be on the humungous rear wing that Honda understatedly calls ‘visually striking’. There’s also yet more carbon fibre for the rear diffuser, a central exhaust tailpipe and yet more red detailing.

Honda will reveal the new Civic Type R Prototype at the Paris show later this afternoon – but, based on what we’ve seen here, plus given how the current regular Civic emerged so similar-looking to the bold prototype that previously impressed us, put good money on a new Type R emerging in showrooms looking not dissimilar to this hot hatch star later next year…

New 2017 Honda Civic Hatch

New 2017 Honda Civic revealed: bolder, better, and British

New 2017 Honda Civic HatchHonda IS Civic. And the current Civic is, admits the firm, not good enough. Enter an all-new one for 2017: the 10th generation car, which represents the single biggest development leap for any Civic generation, ever. Honda means business, people.

Even better news for Britain, the all-new Civic hatch is a UK-built car – and the Swindon factory is the world production hub for the new five-door model. 160,000 or more will annually be built there and sent all around the world, including to North America. So the new Civic hatch is a hugely significant car. And we’ve seen it, and sat in it, and ridden in it: here’s what you need to know.

What’s the big news?

New 2017 Honda Civic Hatch

Isn’t the new 2017 Civic far prettier, sportier and stylish? Honda knew today’s upright, gawky model needed to change: the new Civic is thus lower, longer, wider, has a longer wheelbase, shorter overhangs. Visually, it’s a completely different proposition to the current model.

Honda says three keywords were tattooed onto the eyelids of everyone involved with the project: make the new Civic more distinctive, more exciting, more refined. “The last generation lost the essence of Civic,” admits global project leader Mitsuru Kariya. “It was too conservative, and our competitors got better. Civic was under pressure.” This is Honda’s response.

Civic sport

New 2017 Honda Civic Hatch

Some previous Civics were sportier than others: Honda wants this one to be the sportiest-looking yet, to move it on from the current car. Taking some of the boldness of today’s Civic Type R, the new model looks the business even in mainstream grades. You’ll spot it coming from a distance: all models feature hockey stick-shaped LED running lights, and full LED lights are available.

Sleeker Civic

New 2017 Honda Civic Hatch

Sleek, isn’t it? The new Civic is wider, longer and lower than any of the nine Civics before it, impressively – and a hefty 130mm longer, 30mm wider and 20mm lower than today’s car. Wheels are bigger, overhangs smaller and there’s more than a trace of new NSX supercar in the details and features throughout. Beneath, the platform is 16kg lighter and, more significantly, 52% stiffer, which promises great things for the on-the-road drive.

New engines…

New 2017 Honda Civic Hatch

Under the bonnet are two brand new turbo petrol VTEC engines; a 1.0-litre three-cylinder (replacing today’s 1.4) producing 129hp and a 1.5-litre four-cylinder (replacing the current 1.8) producing 182hp – both very punchy power figures indeed. Choose either with a snappy six-speed manual or a CVT automatic that Honda promises us won’t be horrible. A few months after launch, the third Civic engine choice will arrive: an updated version of today’s 120hp 1.6-litre turbodiesel.

… And new chassis

New 2017 Honda Civic Hatch

Hidden below the cool twin centre-exit exhausts that sports-grade new Civics get is an all-new suspension setup – that includes, pleasingly, a multi-link rear end. Honda got rid of this expensive suspension type on the current Civic, but has bought it back on the 10th generation car. Not only that, you can also get optional adaptive suspension, which Kariya-san told us he’s very excited about.

Interior revolution

New 2017 Honda Civic Hatch

If you thought the outside of the new Civic was a leap on, wait until you step inside. Gone is the low-rent, plasticky feel of today’s model and in comes a cockpit far more premium, upmarket and good quality. It’s a massive step forward for the Civic; sitting within it, you’ll think Germanic and upmarket rather than cheap and not particularly cheerful.

Infotainment upgrade

New 2017 Honda Civic Hatch

A semi-freestanding infotainment system is as modern as the current system is unpleasant. The Honda Connect system has a fast new processor, and combines Apple CarPlay and Android Auto functionality. Below it are good-to-push buttons, a typically-lovely Honda gearshift and, throughout, assembly standards that define precision.

Grown-up toys

New 2017 Honda Civic Hatch

The nasty, garish split-screen instrument panel of the current Civic has been ditched for a modern TFT configurable display screen. This looks super-smart and is hooked up to the infotainment system so it can show full-colour mapping right ahead of the driver. It’s considerably more sophisticated and good-looking.

Better driving position

New 2017 Honda Civic Hatch

The driving position of the new Civic is much-improved. We sat behind the wheel of a prototype and found the bigger seats much lower and more comfortable, the controls layout more natural, the gearstick positioned in a better place to make best use of its quick-fire nature. The current car feels a bit like an MPV: this one is much more like a sporty, low-slung family hatch, and customers are more likely to find it appealing as a result.

Concept teaser

New 2017 Honda Civic Hatch

Honda first teased the new British-built Civic hatch at the 2016 Geneva Motor Show earlier this year, and we’re pleased to discover just how much like it the production model looks. The showroom car IS this car, minus the lime green detailing and matt paint.

From America to England

New 2017 Honda Civic Hatch

The new Civic hatch is the third model in the new line to be launched: over in America, the Civic sedan and coupe have already scooped the North American Car of the Year prize. Honda engineered all three in Japan at the same time, pouring huge resources into creating the all-new platform that will help make all three ultra-competitive.

But what about the Type R?

New 2017 Honda Civic Hatch

You can’t go too far into discussing a new Honda Civic before the question of a new Type R comes up. Officially, the firm is saying nothing. Unofficially, we’d put good money on a new Type R coming sooner rather than later, perhaps using a further-upgraded version of today’s engine. All the ingredients – the multi-link rear suspension, the adaptive damper technology, the already-stylish looks – are in place to potentially make it truly heroic.

Goodbye, current Civic hatch

New 2017 Honda Civic Hatch

The arrival of the new Civic hatch means goodbye to the current ninth generation car. Developed during the global economic crisis, this was a cautious Honda developing a conservative car seemingly on a tight budget. It was worthy but simply wasn’t good enough to take on the best. It’s taught Honda a lesson, alright.

Current Tourer tours on

New 2017 Honda Civic Hatch

But the arrival of the new Civic does not mean the end of the current car. It will live on for a few more years in Tourer estate guise: Honda’s huge Swindon factory is flexible enough to allow both cars to coexist on the same line. In time, of course, you’d have to assume a new Civic Tourer would arrive… unless Honda’s decided the limited Euro-centric sales potential of the new car simply doesn’t justify its development?

Hands on: new Honda Civic

New 2017 Honda Civic Hatch

We had the chance to have a thorough rummage around the new Civic. And we were impressed. It looks really good, with crisp and distinctive lines dominated by that bold front end. It even looks more premium: Honda’s installed a new paint facility that applies a glossy, shiny clearcoat to give it a more sparking appearance.

Blobby to bold

New 2017 Honda Civic Hatch

The current Civic is a pretty blobby thing. The new one has a swooper, more coupe-like rear, enhanced by contoured rear wheelarches and cool wrap-around tail lights. The bold black insets are part of the sport-grade Civic, but all will share the same distinctive lines. Pride of place sit those great centre-exit tailpipes.

Actively safe

New 2017 Honda Civic Hatch

Visibility seems better in the new Civic, not least because the front end is lower. The windscreen is much deeper, so you don’t feel so perched when sitting inside it. This more panoramic visibility is a famed feature of the Honda NSX and it’s nice to see the company carry it over to here. It’ll be safe, too: all UK Civics, impressively, get Honda Sensing active safety as standard, a camera- and radar-based system that includes active city braking, active cruise control and traffic sign recognition.

Stowage aplenty

New 2017 Honda Civic Hatch

The current Civic is curiously both practical and frustrating. The new one demonstrates much clearer thinking and more intelligent ergonomic planning: the centre console is deep (and has a sliding cover, facilitated by an electronic parking brake), there’s not only space for a smartphone but an integrated wireless phone charger to juice it up, and even the door pockets are more cleverly designed than the current car.

Big boot remains

New 2017 Honda Civic Hatch

The current Civic has a massive boot, over 470 litres compared to a Golf’s 380 litres. The new one is bigger still: 478 litres, with a wide opening, flat load bay and, brilliantly, the most ingenious side-retract load bay cover you’ve ever seen. Folded up, it’s tiny: showroom appeal overload.

What next for the new Honda Civic?

New 2017 Honda Civic Hatch

So there it is, the new British-built Honda Civic hatch in all its glory. It’s already being shipped over to the United States and, next in the story is the Paris Motor Show public debut of the European one. Sales here will start in Q1 2016, with the diesel arriving later in the year, and we for one can’t wait. The new Civic looks good, feels great and has the mechanical promise to be a huge leap on from today’s car. Do we have a new class front-runner on our hands? The signs are good…

Banzai! Lifting the covers on Honda’s heritage collection

Banzai! Lifting the covers on Honda’s heritage collection

Banzai! Lifting the covers on Honda’s heritage collection

Tucked away on a quiet industrial estate in Bracknell you’ll find Honda UK’s press garage. Here, among the Civics and CR-Vs, is a mouthwatering line-up of perfectly preserved cars from Honda’s past.

The collection stretches from an original Mk1 Civic to a brace of NSXs – with various Type Rs and Mugens in-between. Join us for a guided tour…

Honda Civic (1975)

Honda Civic (1975)

We start with this delightful Mk1 Civic, a 1.2 Deluxe model in a very 1970s shade of ‘Carnaby Yellow’. The advertising slogan for the first Civic was ‘It will get you where you’re going’ – quite a novel concept for drivers more used to British Leyland cars of the time.

This particular Civic, chassis number 003, used to be a press demonstrator, so it came full-circle when Honda bought it back for the heritage fleet. It also featured in UK brochure shots when new.

The Civic is powered by a 50hp 1.2-litre engine mated to a four-speed manual gearbox. Top speed is 90mph and acceleration to 62mph takes a leisurely 15.2 seconds. This Deluxe model features an AM radio and heated rear window. Snazzy.

Honda Civic Type R (2005)

Honda Civic Type R (2005)

Leaping forward into the modern era, this is the second-generation Civic Type R (but the first to be sold in the UK). Known to enthusiasts as the EP3, it has a practical, MPV-style body and a screaming 200hp 2.0-litre VTEC engine. What’s not to like?

Honda originally planned to sell 1,500 Type Rs a year in the UK, but actually managed to quadruple that figure. British-built Type Rs were even exported back to Japan.

Not everyone loved the red Recaro seats (a Type R trademark), but few criticised the driving experience. At the time, Autocar magazine said it was “One of the most exhilarating and satisfying drivetrains of any car on sale, irrespective of price”. High praise indeed.

Honda Civic Type R (2010)

Honda Civic Type R (2010)

In 2007, EP3 gave way to FN2: a hot hatch that’s less universally loved. It had space-age styling and a power boost to 215hp from its 2.0-litre engine – enough for 0-62mph in 6.6 seconds.

This ‘Milano Red’ FN2 is one of the more desirable post-2009 cars, which had a limited-slip differential as standard. Note the split rear window: a styling theme that continues on the current Civic.

The interior of the eighth-generation Civic was pretty futuristic, too. Check out the split-level dashboard with no less than three information panels. It’s also quite red in here…

Honda S2000

Honda S2000

Honda’s rev-happy roadster only ceased production in 2009, but it’s already a modern classic. Thank its 240hp 2.0-litre engine, which is redlined at a motorbike-esque 9,000rpm. Producing an incredible 120hp per litre, it won four Engine of the Year awards.

The S2000 seen here is the last-of-the-line Edition 100 model, boasting 17-inch alloys and Grand Prix white paint. It could hit 62mph in 6.2 seconds and keep going to 150mph.

The plasticky – and rather cramped – interior is where the S2000 shows its age. But it’s still a real treat to drive: an analogue sports car in an increasingly digital age. The Telegraph said: “The S2000 begs to driven hard and the experience of doing so generously lightens the weight of life’s struggle.” Blimey.

Honda NSX (2005)

Honda NSX (2005)

When the Honda NSX was launched in 1990, it was revolutionary – something that is starting to become a theme of this gallery. Its aluminium construction was a first for a mass-produced car, and it boasted a chassis tuned with input from none other than F1 champ Ayrton Senna.

The first-generation model was axed in 2005 as sales declined, making this example on Honda’s heritage fleet one of the very last. Recently subject to a heavy rebuild following an incident involving a wet test track and an over-eager journo, MY05 NSX is showing just 30,000 miles on the clock.

Powered by a 3.2-litre VTEC engine, the NSX produced 280hp and could hit 62mph in 5.7 seconds. Being a later model, it used a slick six-speed manual gearbox and, unfortunately, lost the pop-up lights of the original model.

Honda NSX (1990)

Honda NSX (1990)

And talking of the original… Honda’s got one on its fleet. Designed to be a Ferrari-beater (in terms of performance, usability, reliability and well, everything really), the NSX was originally powered by a 3.0-litre quad-cam 24-valve VTEC V6.

And hasn’t it aged well? Its angular looks with pop-up headlights look as good today as they did 26 years ago – although the lack of a Ferrari badge on the front did put some buyers off.

The inside doesn’t look quite as special, although it does feel it – sitting low down and a long way forward with the engine positioned behind you. It’s a shame this one uses the four-speed ‘F-matic’ automatic gearbox.

Honda Insight

Honda Insight

In 1999, Honda introduced this weird futuristic thing called the Insight. A quirky hybrid-powered car with bold looks and only two seats, the Insight preceded the more mainstream (and more successful) Prius by a few months.

By combining a tiny 67hp 1.0-litre three-cylinder engine with an electric motor, Honda claimed the Insight was quick enough to rival conventional 1.5-litre cars. It was seriously innovative for its time – featuring regenerative braking, stop-start and even electric power steering.

This example in Honda’s heritage collection is in mint condition and was previously owned by a Honda employee. With around 250 officially sold in the UK, it has to be one of the best in the country.

Honda CR-Z

Honda CR-Z

Launched in 2010 as a spiritual successor to the Honda CR-X, the three-door CR-Z coupe featured a hybrid powertrain. This combined a 1.5-litre petrol VTEC engine with an electric motor – but performance was a smidgen disappointing, taking close to 10 seconds to hit 62mph.

With performance not living up to its appearance, and the compact coupe body resulting in poor practicality (and appalling visibility) the CR-Z sold in relatively small numbers in the UK. Its price tag of more than £20,000 probably didn’t help matters either. Not when you could pick up the excellent Ford Fiesta ST for £17,000.

But let’s not be entirely down about the CR-Z. Its hybrid powertrain was genuinely innovative at a time when everyone was buying diesel, and 56.5mpg was excellent for a sporty(ish) car. It also handled brilliantly.

Honda Civic Type R Mugen

Honda Civic Type R Mugen

Aftermarket tuning company Mugen was established in 1973 by Hirotoshi Honda – the son of Honda Motor Company founder Soichiro Honda. Although not owned by Honda, Mugen has worked closely over the years to provide performance variants of its models. One of which is this: the Honda Civic Type R Mugen.

Only 20 of these were ever built, with each one precision engineered in the UK by Mugen Euro and built to customer specifications – with a starting price of more than £40,000. The regular 2.0-litre VTEC engine was tuned to produce 240hp, using bespoke pistons, camshafts and an ECU remap, while the exhaust, wheels, brakes, suspension and gearbox all received the Mugen treatment.

The result was a hot hatch that could hit 62mph in 6.0 seconds flat and was described by Top Gear magazine as “so in tune with your every movement that you don’t so much drive it as simply think it around the track”.

Honda CR-Z Mugen

Honda CR-Z Mugen

Despite its sporty looks, the standard hybrid CR-Z was never a particularly dynamic car to drive. Mugen experimented with a hot interpretation, which supercharged the 1.5-litre petrol engine to produce 200hp (up from a lacklustre 124hp).

Around 50kg was shaved off the CR-Z’s kerb weight, while stiffer springs with adjustable dampers sharpened up the handling – helped, as well, by the addition of a limited-slip diff.

A unique Mugen exhaust means the CR-Z sounds the part, while its bodykit has a look of Max Power about it. This is aided by the lightweight 17-inch alloys and carbonfibre bonnet and doors.

To see more pictures of Honda’s heritage collection, click through our gallery on MSN Cars

Honda NSX: Retro Road Test

Honda NSX: Retro Road Test

Honda NSX: Retro Road Test

This is Honda’s take on the Ferrari 328 (and later, the Ferrari 348). The Japanese firm reckoned it could do what the Italians were doing, but better – making a more reliable, practical and faster car for a lower price tag.

Read another Retro Road Test on Motoring Research

The result was the NSX, launched at the 1989 Chicago Auto Show and on sale in the UK early in 1991. It featured an ultra-stiff, lightweight, all-aluminium chassis, while F1 champion Ayrton Senna was on hand to assist with development.

What are its rivals?

What are its rivals?

As well as being a Japanese alternative to the Ferrari 348, the NSX also took on the ever-popular Porsche 911. It sold in much smaller numbers than the Porsche (and even the Ferrari), so there are fewer in the classifieds today.

Which engine does it use?

What engine does it use?

Initially, the Honda NSX was powered by a 3.0-litre quad-cam 24-valve VTEC V6. However, later models, such as the one tested here, saw displacement increased to 3.2 litres. When this change was made in 1997, power was boosted to 280hp and a new six-speed manual gearbox was introduced. The 3.2-litre NSX could hit 62mph in 5.7 seconds and was good for 168mph.

The lesser 3.0-litre was still available, but only with the oft-lambasted four-speed automatic gearbox.

What’s it like to drive?

What’s it like to drive?

To someone more used to the easy driveability (and blandness) of modern supercars, the NSX is incredible. It feels like a supercar should – how we’d want a supercar to drive if we could go back to a time when manufacturers weren’t pandering to ever-more-stringent emissions and safety regulations.

The engine is out of this world. It wails like a nymphomaniac on acid. You hit the redline at 8,000rpm, but before you get to that point the VTEC variable valve timing kicks in and you surge down the road in a much more satisfying way than a modern turbo engine could manage.

The steering, with its variable power assistance, is incredibly precise. It’s such a satisfying car to drive fast, with every inch of grip being felt through your fingers. You can’t forget that this is a mid-engined supercar, which will no doubt bite if you go beyond its (and your) limits, but it’s also surprisingly friendly.

Reliability and running costs

Reliability and running costs

This was the NSX’s trump card when it was new – and it’s still the case today. It should be fairly bulletproof, certainly by supercar standards, while servicing shouldn’t break the bank either. You might want to budget for rear tyres, however – they tend to only last for around 6,000 miles or so, and cost around £150 each.

Officially, Honda quotes NSX fuel economy as 22.0mpg. But enjoy the VTEC and you’ll be visiting petrol stations just as often as you would in a Ferrari.

Could I drive it every day?

Could I drive it every day?

While you’d be mad to run a Ferrari of this era as a daily driver, the Honda NSX is a slightly more sensible proposition. The interior, while on the bland side, is hard-wearing, and it feels like you could cover longer journeys in comfort.

But – and we often trot out this caveat in the Retro Road Test – it would be a shame to use an NSX every day. It didn’t sell in huge numbers when it was new (people weren’t prepared to stump up the high asking price for a Honda) and it’s even rarer today. Even the latest, facelift models (such as the one tested here) are now more than 12 years old – and difficult to find in the classifieds. If you buy one, perhaps also get a Jazz for daily duties – the NSX will feel even more special at weekends.

How much should I pay?

How much should I pay?

A budget of £40,000 will get you a good choice of NSXs – making it a performance bargain in our eyes. Yes, there are faster, newer supercars out there, but there’s very little on the market that feels so special for the money. Push your budget for a good one and it’ll be a sound investment.

What should I look out for?

What should I look out for?

While the NSX is fairly robust, consumables can be costly, so try to find one that’s had work already done. Cambelts need to be replaced every eight years or 72,000 miles at a cost of around £2,000, while a new clutch can set you back £1,500.

It’s worth looking for signs of crash damage. Check panel gaps and, of course, the more history a car has, the better.

Should I buy one?

Should I buy one?

Yes. We enjoyed the late-facelift model tested here, and its rarity means it could make for a good investment. That said, many find older examples, with their pop-up headlights, more appealing. Go for whichever floats your boat – but we would advise avoiding the automatic gearbox. The manual is really slick and much more desirable.

With prices starting at around £30,000, the NSX strikes us as a bit of a steal. It feels so much more special than its price tag suggests, and it should be a fairly easy car to run, too. Buy a good one and you’re not going to lose money on it.

Pub fact

Pub fact

Senna’s involvement with the NSX came about when a team of engineers were out testing their new supercar at Suzuka in Japan. The F1 champion was there with McLaren, and was encouraged to take the Honda out for a few laps. He did, and despite Honda making the NSX as stiff as rivals, Senna reported that it was too soft.

Engineers went back to the drawing board, made the NSX 50% stiffer and tweaked the chassis to make it better to drive – something they’d continue to do throughout the car’s life.

2017 Honda Civic Hatchback

New 2017 Honda Civic hatchback: official

2017 Honda Civic HatchbackThe new Honda Civic hatchback has been officially revealed by Honda North America after earlier being scooped by the firm setting sail across the Atlantic.

The Swindon, UK-built five-door is the first hatchback to be sold in the U.S. and it seems the firm is getting rather excited about it – rushing out details of the new car ahead of its European colleagues who developed and will build the car.

The official studio images confirm the new Civic hatchback will be little-changed from the striking concept car revealed at the 2016 Geneva Motor Show; Honda’s even showing the new car in a similar matt grey paint finish (sadly sans the lime green detailing of the concept).

Honda North America’s anticipation stems from the fact this 10th generation Civic, in saloon and Coupe guise, is the reigning 2016 North American Car of the Year; it’s expected the new five-door hatch will be similarly impressive.

To be launched in autumn 2017 – hence the boat-loads of new Civics now headed across the Atlantic – Honda North America has confirmed further details about the new Civic hatch.

It’s to be offered with just a single engine initially: a new 1.5-litre direct injection turbo, producing either 174hp or 180hp – the extra 6hp comes on Sport models, which have a high-flow centre-exit exhaust (as featured on the Geneva Motor Show concept car).

2017 Honda Civic Hatchback

Pair it either with a six-speed manual or a so-called “sporty” CVT: Honda says the latter will deliver class-leading fuel economy. European cars will also get an upgraded version of Honda’s 1.6-litre i-DTEC turbodiesel.

Following criticism of the down-specced suspension on the current model, the new Civic hatch returns to independent suspension front and rear, with fancy liquid-filled bushings. The bodyshell is stiffer, to further aid ride and handling, and the electric power steering is promisingly described as “sport-tuned” with variable ratios.

It will be big, too: class-leading volume includes the best rear legroom and the biggest boot in its sector. Those in the back will even enjoy the option of heated rear seats.

2017 Honda Civic Hatchback

Honda’s current dreary infotainment system will get a big lift with a new Honda Display Audio system featuring Apple CarPlay and Android Auto.

The new Civic hatch has been jointly developed by Honda in Europe and Japan, says Honda North America: the Swindon, UK plant will be the only one in the world producing it. And Honda U.S. enthusiasts can’t wait for it to arrive.

“The Civic Hatch has been a staple for Honda in Europe, but has long been the forbidden fruit for Honda fans in the U.S.,” said Jeff Conrad, senior vice president and general manager of the Honda Division of American Honda Motor Co., Inc.

“Now, we’re bringing this sporty, stylish and versatile Civic Hatchback to North America, as we amp up the performance of our incredible Civic lineup with each new Civic model.”

More news on the European-spec new Civic hatch is expected in coming weeks: it will make its motor show debut at Paris next month.

Honda NSX 2016

2016 Honda NSX review: the world’s most high-tech sports car driven at last

Honda NSX 2016Japanese car companies owned the 1980s. They produced great cars that dominated major markets like the United States. Why stop there, though? For Toyota, it was the Lexus LS400 that socked it to the Mercedes-Benz S-Class. For Honda, it was the NSX that, frankly, made contemporary Ferrari products look old-fashioned and slightly embarrassing. A brilliant clean-sheet design famously approved by Ayrton Senna, it was the sports car that made supercars blush. Now, a quarter-century on, Honda’s revived the NSX name to do the same again.

Honda NSX 2016

What’s more of the same?

NSX means New Sports eXperience. Launched in 1989, the original was a landmark. Ferraris today wouldn’t be so good if it weren’t for the NSX. McLaren F1 designer Gordon Murray was a die-hard fan and admits the NSX was the benchmark when designing McLaren’s icon. What made it so good? Being a fast, dynamic and dramatic supercar – but also offering unheard-of levels of quality, usability and ergonomic intelligence. The supercar world is defined by the NSX: what came before it, and what came after it.

Honda NSX 2016

How has this second-generation NSX project come together?

The project was again born in Japan, but this time Honda’s US team have led development, based in Ohio. Ted Klaus has been the man in charge for the project’s four-year development. He’s an active racing driver, a chassis dynamics guru and the most enthusiastic, approachable steely-focused leader you can imagine. He’s the new Mr NSX – and tells us the first Mr NSX said to him “I hope you struggle the way I struggled with the original NSX”. You sense he has; you also sense he’s happy with the solutions his team came up with…

What do we have here then?

Coming four years after the concept NSX, the production version is different in every way, but to all intents the same. A mid-engined two-seater, it has a healthy 581hp – more than any Porsche 911 on sale, more than any McLaren Sports Series model – and like the original in its day, is going in big on tech. It has two turbos, three electric motors and four-wheel drive. So while the £137,950 list price is a lot for a Honda, it’s not a lot for what’s almost certainly the most technologically advanced sports car there’s ever been.

Honda NSX 2016

Describe to me how it looks

It looks taut, tight, very much function-first. Like the Audi R8, it’s a sports car with supercar looks. The complex aero design dominates, with the front end dominated by grilles and air intakes and the floating rear C-pillar clothing more air intakes, air filters and air channels. It’s a 3D design, with plenty of depth and carefully-formed detail. Visually, it’s as complex as F1 used to be in the late-noughties. It’s very different to the original NSX but, it seems, no less appealing. On the Portuguese launch roads, it was as much of a traffic-stopper as any new Ferrari.

Honda NSX 2016

Very low, very wide: it’s a proper supercar

It’s 1.2 metres tall and looks painted to the road: its stance oozes attitude. When you get in, the sill looks like it’s rubbing on the tarmac (and seats are mounted well inboard). This all means the centre of mass is as low as the Senna-pleasing original. But it’s also wide, much more so than the original. It’s nearly two metres across and way wider still when you factor in the mammoth door mirrors. Question is, will this width count against it on the road?

So, it has a V6 and THREE electric motors. How does that all work?

The drivetrain is fiendishly complicated. Called Sport Hybrid Super Handling All-Wheel Drive (or Sport Hybrid SH-AWD, for a bit less of a mouthful), In the middle is the twin-turbo 3.5-litre V6, rated at 507hp. A 48hp electric motor is directly mounted to it (it works a bit like the original Honda Insight), with twin 37hp motors on the front axle. The middle motor is there to boost the torque holes in the power delivery (and minimise turbo lag) and the front motors both give instant acceleration (it’s these that actually launch the NSX off the line during acceleration) and also, via torque vectoring, help stabilize the car when fast-lapping.

Honda NSX 2016

That’s epic complication

It is, but Honda doesn’t want it to feel so. The development goal was to make it the most intuitive hybrid powertrain in the supercar segment. Honda says it first got the base car right before taking it further with the electric tech. The engineers say they’ve tried to take all the artificiality out and use the positives of electric motors – their clean, powerful and instantaneous response – to enhance the driving experience. Certainly on the track, you don’t feel it’s a disconnected e-driver and, as we soon discovered, aspects the sense of positive, planted, surging drive you feel from the front e-motors when you do get it right is glorious.

Honda NSX 2016

What’s this about it being an EV?

The NSX is a hybrid, one that offers low-speed electric-only running. It’s bizarre, pulling away as a silent EV, but cool. City users will love the clean-breathing vibes coming their way. It’s considerate with the engine on, too. In Quiet mode (the most relaxed of the four modes, you can also choose Sport, Sport + and Track), exhaust valves are closed most of the time to keep noise levels socially acceptable. It doesn’t even have a starter motor whirr. Just like the Insight, the Direct Drive Motor is used to start the engine, so it just ‘comes on’ when you press the starter.

Go on, pub bragging rights: what’s the 0-62mph time?

Honda seems reluctant to quote an exact 0-62mph time, oddly. It will only say sub-3.0 seconds and that it’s ‘faster’ than a Porsche 911 Turbo. As that does 0-62mph in 2.9 seconds in ultimate Turbo S form, it seems Honda’s betting on 2.8 seconds or better. “It’s down to the magazines to get their own times,” says Klaus. Come back to us later this summer when Honda UK gets its cars (and make do for now with a 191mph top speed, plus that McLaren-beating power figure)…

Honda NSX 2016

‘It’s not about numbers, it’s about response time,’ says Honda

Honda’s reluctance to quote a 0-62mph time contrasts with its happiness to talk about the sub-100m/s response time of its electric motors. Good for corners, where eye-blink responses are so crucial. This tells you plenty about what Honda’s tried to achieve here – create an ultra-dynamics sports car that uses its tech to enhance and genuinely electrify the driving experience, allowing it to offer an experience no other rival without all this gadgetry can match.

Honda NSX 2016

Come on then: first responses after driving it?

We drove it on track first: straight into the deep end (we later learnt this was intentional, part of Honda’s plan to show off how user-friendly it is). Of course, it’s wildly fast, with the ultra-responsive, gloriously vocal and free-revving engine delivering monster pulling power. But more than that, it’s the confidence you have in the NSX even when pressing on hard on an unfamiliar track with the chief engineer sat next to you (yes, really). I was up to speed within a lap, and beaming by the second from the glorious dynamic display the NSX was putting on. At the end, I was convinced it was a serious sports car, even if I wasn’t quite sure how it had done it…

That complexity again?

It certainly takes time to get under the skin of the new NSX. On track, you learn to brake late, get the nose planted onto the apex and then go hard on the power – the feeling of front-end bite is tremendous, as if the entire front axle has become energised, with the immediate torque steering the rear without ever threatening to spin you like a top. All the mid-engined excitement, none of the drama – once you learn how to use the systems to your advantage, that is.

Is it a similar story on the road?

Honda NSX 2016

Road driving quickly reveals the NSX’s excellent agility, high levels of grip and reactivity, its easily-epic speed and the unique lag-reduced acceleration of its mid-mounted engine. It’s straightforward to steer it quickly and neatly on unfamiliar roads and thus easy to trust it, willingly press on harder and discover what a friendly high performance sports car it is. Again, mid-corner bite from the lithe front end is terrific (thank you, torque vectoring), giving confidence to plant the throttle early and then feel that hint of stabilizing, heroic power-oversteer. What other supercars make you feel like so much of a driving god within two hours? Just avoid Sport + mode on the road. Sure, this gives you max thrust from the electric motors, keeping the batteries permanently charged ready to dish out F1-like energy boosts, but it also makes the ride too firm, steering too solid and, critically, the accelerator far too sensitive. Configurable modes are coming, hints Honda…

Crunch time: with all that electronic stuff, does it feel artificial?

The NSX doesn’t feel artificial to this writer. It uses technology to great effect, helping it do things it wouldn’t otherwise be able to do: the driver senses this through glorious, heroic dynamics rather than simply being passengers while an ultra-clever robot car does its thing. Saying that, you have to be mindful of this technology – it will only do its magic if you learn how to exploit its e-drive front end, its instant-response drivetrain, its ultra-grippy chassis. But to me, this isn’t artificial, because it’s giving an experience that’s impossible without this tech, and giving so much driver satisfaction when you get it right. Gripe about artificiality with the initial steering and brake pedal response, not the NSX’s dynamics.

And the engine?

Honda NSX 2016

Despite being a hybrid, the V6 engine dominates. It’s the right sort of vocal, with a throaty throb with hints of Porsche 911 thrum to it. There’s a lot of turbo whistle and wastegate chatter (with a cool overlay of electric whine when you lift off) but the yowl of the engine is ever-present, particularly when howling to its 7,500rpm redline. It’s not quite traditional Honda-ultra-high revs, but the engine-centre-stage focus certainly is (it’s all ‘real’ noise too, courtesy of exhaust flaps and sound-channeling pipework into the cabin). It also enhances the hybrid-drive mode: in town, it’s often a surprise to have the engine noise silenced and electric drive take over – not something antisocial sports cars generally do.

What else surprised you?

Honda’s nine-speed dual clutch transmission impresses, proving sufficiently intuitive not to frustrate in auto mode and great fun in paddleshift mode – it’s huge fun going up and down the ultra-close ratios. Brembo brakes are clean and progressive when used hard (well, the optional ceramics I drove on launch were, anyway). I loved the deeply sculpted steering wheel and thought the seats great; they’re heavily bolstered lower down but more open around your shoulders, further enhancing the broad interior’s airy feel. Speaking of which…

What’s the interior like?

Honda NSX 2016

It’s intentionally simple inside. Ultra-clear ergonomics, simple buttons and knobs, no plethora of buttons. To adjust the different drive modes, simply turn a big round knob on the dash. The most complex bit is the fully-digital dial pack, which has all sorts of gauges for revs, battery charge, oil temperature and umpteen other things I haven’t quite worked out. It’s a strict two-seater, but it’s perhaps the most user-friendly two-seater on sale.

A user-friendly supercar? Well I’ll be

What made the original NSX so great was its focus on ergonomics (Ferrari and Porsche didn’t know the word existed in the 1980s). This continues that. Forward visibility is superb: the dash is low, windscreen deep and the complex-to-make A-pillars are super-thin for panorama vision (in contrast to rear visibility: the over-shoulder view is awful). Some supercars are about intimidating the driver. Not this. Honda even claims the boot is bigger than it seems: sitting behind the engine, the 100-litre space is extra-wide so will take a full-size golf bag despite having just a third of the capacity of a Ford Fiesta.

Does that user-friendliness extend to the drive?

Here’s the really clever bit about the NSX: it’s sublimely easy to drive, a refined cruiser, ultra-settled and planted at speed, has a smooth ride and, in non-Sport + mode, the most waft-like yet controlled damping of any sports car. Instantaneous engine response gives it diesel-like drivability, the wide cabin is comfortable and high-quality and the agility you feel on twisting roads also offers stress-reducing benefits when navigating unfamiliar dual carriageways, schlepping up the motorway or heading into metropolitan cut ‘n thrust. A 911 has long held claim to be the real-world supercar: the latest NSX is here to steal its crown.

2016 Honda NSX: verdict

Honda NSX 2016

The new Honda NSX is a very ‘Honda’ type of supercar and thus an authentic successor to the mighty original. It’s as much of a technological step on as the 1989 car, but this hybrid/electric/computers-laden tech is used to add to the driving dynamics, not take anything away from the driving experience. Certainly, it does things most other more ‘analogue’ sports cars can’t do and is a unique slam-dunk because of this. If the purity of a McLaren 570S or familiarity of a 911 isn’t for you, the space-age NSX may well be.


  • Astonishing technological achievement
  • Driver-enhancing dynamic thrills
  • Supercar styling with super-ergonomic interior


  • It takes a lot of brainpower to learn all its systems and how to get the best from it
  • McLaren won’t be worried by the on-centre steering feel
  • Here’s hoping owners put the time in to learn what an epic car the NSX may well be

2016 Honda NSX: specifications

Price: £137,950

Engine: 3.5-litre V6 with Direct Drive Motor and Twin Motor Unit

Gearbox: Nine-speed dual clutch auto

Power: 581hp (system total)

Torque: 476lb ft (system total)

(V6 engine power/torque: 507hp/405lb-ft

Direct Drive Motor power/torque: 48hp/108lb-ft

Twin Motor Unit power/torque: 37+37hp/53+53lb ft)

0-62mph: TBC

Top speed: 191mph

Fuel economy: 28.2mpg

CO2 emissions: 228g/km

Length/width/height: 4497/1939/1204mm

Kerb weight: 1763kg