Mercedes-Maybach GLS 600 4Matic 2020 review

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Mercedes-Maybach GLS 600 4Matic 2020

 

Powerful, smooth and highly refined but lacking the special something delivered by more uniquely styled and dedicated upmarket rivals

 

Conventional wisdom suggests the world probably doesn’t really need a car like the GLS 600. But when distinguished car makers such as Roll-Royce and Bentley are busy attracting a new generation of customers with their own upper-luxury SUVs in the form of the Cullinan and Bentayga, you can’t expect Mercedes’ upmarket Maybach division to simply look on from the sidelines.

 

The new leather-lined model sits at the very top of the third-generation GLS line-up, providing the Maybach sub-brand with its first proper SUV, albeit one that shares a lot with its less luxurious siblings. That includes its advanced chassis, which mates the latest generation of Mercedes-Benz’s E-Active Air Matic suspension with a roll-reducing curve function in a bid to provide it with a level of ride comfort and rolling refinement to challenge the high-priced competition.

 

That said, Mercedes' designers have gone to some lengths to distance the GLS 600 from other GLS models, including the placement of its signature three-pointed star on the bonnet of one of its SUV models for the first time.

Other conspicuous design changes include a new chrome grille featuring vertical louvres, more prominent chrome elements within the bumpers, window surrounds and sills, standard 22in (and optional 23in) wheels, an optional two-tone exterior paint scheme in eight different colour combinations, electrically extending running boards, Maybach emblems within the D-pillars and altered tailpipes with cross ribs.

It might not boast the overall design uniqueness of the Cullinan or Bentayga, but there’s no denying the visual boldness of the latest Maybach-badged model, which stretches to 5205mm in length, 2030mm in width and 1838mm in height and uses the same 3135mm wheelbase as other GLS models.

Power for the GLS 600 comes from the same mild-hybrid drivetrain used by recently unveiled S580. It mates a twin-turbocharged 4.0-litre V8 petrol engine with a 48V starter-generator integrated into the nine-speed automatic gearbox to provide the new Maybach SUV with 549bhp and 538lb ft of torque.

The reserves are channelled to each wheel via Mercedes' 4Matic system, which operates in combination with a long list of standard driving assistant functions.

For comparison, the Cullinan’s twin-turbocharged 5.8-litre V12 petrol engine puts out 563bhp and 627lb ft and there's 600bhp and 664lb ft from the range-topping Bentayga’s twin-turbocharged 6.0-litre petrol W12.

Inside, the GLS 600 sports a heavily upgraded cabin with nappa leather upholstery, Maybach-specific digital instruments and unique dashboard trim elements.

Options in the four-seat First Class spec version driven here include a pair of reclining rear seats with a massage function and a fixed rear centre console with folding tables and a refrigerator, a set-up that can be further enhanced with a panoramic glass roof.

 You cane see/ Brabus 800 GT 63 S

A specially developed cargo blind and sound-deadening material within the bodyshell have also been added at the rear to dampen road noise.

 

 

 What's it like Mercedes-Maybach GLS 600 4Matic 2020?

 

Although Mercedes-Benz has reworked its big US-produced SUV to make it more luxurious and provide it with more traditional limousine-like Maybach qualities, there is no escaping the dynamic links to lesser GLS models.

The new mild-hybrid drivetrain of the GLS 600 is exceptionally smooth and revs freely up to its relatively conservative 6200rpm cutout, providing as much power as you could ever possibly wish for in a 2785kg SUV on public roads, as its 0-62mph time of 4.9sec implies. There’s a true urgency to the delivery, which is very linear in character.

The nine-speed automatic gearbox deploys the combined torque of the V8 petrol engine and electric motor fluently at any speed. A toggle switch on the centre console allows the driver to scroll between driving modes, although despite a dedicated Sport mode, it's Comfort where it always feels at its best.

There is quite a defined woffle to the exhaust, which is not quite as subdued as recent Maybach saloon models. Otherwise, the refinement is superb. There’s excellent isolation of engine vibration through the body structure and any wind noise emanating from the sizeable door mirrors at speed is always well suppressed by the double-glazed side windows.

 

 

With outstanding traction from the four-wheel drive system and advanced suspension that, in the top-of-the-line form fitted to our test car, mates three-chamber air springs with a tilt function that leans the big Maybach SUV into corners to reduce lateral forces, it also delivers on the handling front.

 

The speed-sensitive steering is quite light and lacks feedback but it is very precise and smooth in its action. Depending on the mode you choose, the fast-acting suspension ensures body roll remains well in check on even quick changes of direction, allowing the GLS 600 to corner in quite a determined fashion, with strong grip when pushed hard.

 

Dial up the curve mode and the new Maybach gently tilts in to corners in an action similar to that of a motorcycle rider, giving the car an engagingly fluid feel over winding roads despite its large dimensions and comparatively high centre of gravity. It’s no sports car, granted, but the cornering speeds generated by the GLS 600 are very impressive indeed.

 

Its biggest achievement, though, is the ability of its suspension to absorb severe bumps with outstanding control and compliance, even on the 22in wheels of our test car.

All this gives Mercedes' flagship SUV outstanding long-distance cruising qualities, where its inherent calm and poise help to provide its occupants with a level of well-being unmatched by any existing GLS model.

 

 

 

 Should I buy one Mercedes-Maybach GLS 600 4Matic 2020?

 

The GLS 600 has been given impressive credentials in the form of solid performance, handling prowess that belies its size and weight, an outstandingly smooth and cosseting ride, exceptional refinement and a spacious and luxurious interior that, while not to everyone’s taste, is big on comfort and calmness.

 

Despite Mercedes' best design efforts, though, the big Maybach SUV is too closely related to the standard GLS, both externally and internally, to be considered a stand-alone model in its own right.

 

At £167,735 – over £90,000 more than the GLS 400d for those doing the sums – you’d be forgiven for expecting more individuality and, frankly, something with the uniqueness of the Cullinan and Bentayga.

 You cane see/ Porsche 911 GT3 RS MR 2020 UK review

Technical specs  Mercedes-Maybach GLS 600 4Matic 2020

 

• Model tested: Mercedes-Maybach GLS 600 First Class 4Matic 

• Price: £167,735 

• Engine: V8, 3982cc, twin-turbocharged, petrol 

• Transmission: 9-spd automatic 

• Power : 549bhp at 5500rpm

• Torque : 538lb ft at 1200rpm

• Driveline layout : Front engine, all-wheel drive

• 0-62mph : 4.9sec

• Top speed : 155mph

• Kerb weight (DIN) : 2785kg

• Fuel economy : 21.4mpg

• CO2 : 304g/km

• BIK tax band : 37%

 

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Brabus 800 GT 63 S | News

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Brabus 800 GT 63 S

Eight hundred horsepower, peak torque of 1,000 Nm (737 lb-ft), 2.9 seconds from rest to 62 mph and a top speed of 196 mph make the BRABUS 800 GT 63 S one of the most powerful four-door coupés of its kind.

 

 

The Brabus 800 GT 63 S's striking looks are thanks to naked-carbon aerodynamic-enhancement components with sporty styling and hi-tech forged wheels in the new BRABUS Monoblock Z "PLATINUM EDITION" ten-spoke design, featuring an unusual combination of 21 and 22-inch diameter rims for the front and rear axle. The BRABUS 800 based on the Mercedes-AMG GT 63 S 4MATIC+ is a high-performance coupé in a class of its own. BRABUS also refines the interior of the fastback coupe as a matter of course; the company upholstery shop creates exclusive BRABUS fine leather interiors in any desired colour and with a host of sophisticated upholstery designs.

The four-litre twin-turbo V8 engine of the GT 63 S is upgradedby the BRABUS powertrain engineers with the sophisticated BRABUS PowerXtra B40S-800 performance upgrade. The modifications to the engine hardware involve the turbocharging system: Two newly designed BRABUS high-performance turbochargers with a larger compressor unit and modified core assembly with reinforced axial bearing produce a maximum boost pressure of 1.6 bar.

The driving performance speaks for itself: From rest, the BRABUS 800 GT 63 S with SPEEDSHIFT nine-speed sports transmission and 4MATIC+ all-wheel-drive takes just 2.9 seconds to reach 62 mph. The gears can be shifted automatically or manually with the ergonomic BRABUS RACE aluminum paddle shifters on the steering wheel. The top speed is electronically limited to 196 mph.

BRABUS garnishes the unique high-performance experience with a couple of acoustic treats created by two components: BRABUS Boost Xtra, a special adapter for the bypass valve, brings back the "blow-off" noise that used to be typical for turbo engines when the drivers lifts off the gas.

The stainless sport exhaust, which is available for all GT 63 variants and optimizes the power delivery by reducing the exhaust backpressure, offers a variable exhaust note thanks to its integrated actively controlled exhaust flaps. The V8 can be operated in the decidedly subtle "Coming Home" mode or in the "Sport" position, which coaxes an extra powerful V8 sound from the engine. Thanks to its titanium/carbon tailpipes with a diameter of 90 millimetres, the BRABUS exhaust system is also an absolute visual delight.

The face of the Brabus 800 GT 63 S is given an even more striking profile with the combination of BRABUS front spoiler and front fascia attachments for the large air intakes of the bumper. In addition, the spoiler reduces front-axle lift at high speeds, which further improves the handling stability. The rear end of the four-door is also made even sportier: The carbon diffuser insert for the rear fascia perfectly frames the four tailpipes of the BRABUS sport exhaust, whose titanium embellishers were painted black to match the outer skin of the show car for the IAA. Naked-carbon panels at the sides of the rear bumper emphasize the striking lines of the vehicle.

Another important factor in the extravagant BRABUS 800 GT 63 S look is the unusual tire/wheel combination, which the suspension engineers and test drivers of the Bottrop-based company developed specifically for the Mercedes-AMG GT 63. To emphasize the wedge shape of the four-door coupe, the front is fitted with 21-inch wheels while the rear axle sports 22-inch rims. The BRABUS 800 at the IAA 2019 presents the new BRABUS Monoblock Z "PLATINUM EDITION" wheel design. The type designation "Z" stands for an innovative ten-spoke styling. The attractive wheels not only benefit the looks of the BRABUS 800. This king-sized tire/wheel combination also makes the handling even more agile, an effect that can be further amplified with the BRABUS AIRMATIC SPORT Unit. This plug-and-play module is adapted to the air suspension and lowers the ride height of the four-door coupe by about 25 millimetres (1 in) in the two drive modes "Comfort“ and "Sport."

Another special area of expertise of BRABUS is exclusive interior refinement. Under the "BRABUS fine leather" label, the company upholstery shop transforms the finest leather and Alcantara into interiors that satisfy even the most individual requests of any customer. There is a virtually endless variety of available colours and upholstery designs. To complete the interior ambience, BRABUS can fabricate precious-wood or genuine-carbon inlays in a wide range of colours and specifications.

Stainless-steel scuff plates with backlit BRABUS logo that lights up in colours matching the ambient interior lighting round off the high-class interior design. Sporty cockpit features such as BRABUS aluminium door pins and pedals complete the high-performance standard of the BRABUS supercar.

The BRABUS 800 GT 63 S can be ordered as a complete car. Alternatively, BRABUS converts any current Mercedes GT 63 S 4MATIC+ to this performance level all at once or in stages.

Fuel economy, CO2 emissions and efficiency class: BRABUS 800 based on the Mercedes-AMG GT 63 S 4MATIC+: city 15.2 l/100 km, highway 8.9 l/100 km, combined: 11.3 l/100 km. Combined CO2 emissions: 257 g/km, efficiency class F.

 

 

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Porsche 911 GT3 RS MR 2020 UK review

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  Porsche 911 GT3 RS

A car for drivers who already have a Porsche 911 GT3 RS but want it to be even quicker, more agile and dynamic.

 

Hard to imagine, I know, but bear with me. Because that ‘MR’ in the title refers to Manthey Racing, surely the most famous and successful of all Porsche racing teams, so much so that, today, the company is 51% owned by Porsche itself.

 

 

For years, Manthey has be providing upgrades for all manner of 911s, but what we have here is an entire suite of modifications available through a Manthey-approved UK dealer for the first time. That dealer is ace Porsche restorer and tuner RPM Technik, which let me loose on road and track in a kind and trusting owner’s MR. Of which more in a minute.

For now, though, let’s just have a look at what the pack (which can be bought as individual components) comprises.

The suspension is treated to fully adjustable Manthey coil-over spring and damper units, the brakes to MR pads and braided brake lines. Magnesium wheels reduce unsprung mass by 12.6kg. But it’s really the car's aerodynamic modifications that set it apart. It comes with a carbonfibre rear wing and end plates, not to mention reinforced mounting brackets to withstand the extra load. There’s a reshaped carbonfibre engine cover with a lightweight Gurney flap incorporated into its design, front dive planes, and even aerodynamic wheel covers to reduce drag and increase downforce. The price, inclusive of VAT and fitted by RPM Techni,k is £69,000. Plus a GT3 RS…

 

Probably quite sensibly, the 513bhp, 4.0-litre normally aspirated engine and its seven-speed PDK gearbox are left entirely untouched.

 

Reading everything above, you’d be forgiven for thinking the MR was a GT3 RS turned up to 11, but that is not only to sell the car woefully short, but it is also to misunderstand entirely what it is trying to achieve.

Manthey doesn’t provide comparative downforce data but there is an indication in the Nürburgring lap time of two GT2 RSs, one with the Manthey mods, one without, both official Porsche tests using the same driver. And in 2018, the Manthey car lapped in 6min 40.3sec, fully seven seconds quicker than the standard machine had gone the year before and, to this day, still the fastest ’Ring lap by a road-legal car. So it would be fair to expect a similar lap time improvement for the Manthey GT3 RS.

 

Which, of course, means it's bloody rapid – rapid enough on the very high-end track day I attended to make obstacles out of many modern Ferraris, Lamborghinis and other quick 911s. And that’s all very impressive, but it still doesn’t strike to the heart of this car.

 

Because the real reason it’s so much quicker, at least in merely mortal hands like mine, is because it’s not just easy to drive on the limit, but it’s curiously, almost hypnotically relaxing, too, in a way I don’t think I’ve experienced in any 911. The additional control of the suspension coupled with the fast-corner accuracy imparted by the aerodynamic modifications mean you can fling the car around Silverstone at what must seem an absolutely hair-raising pace on the outside while within peace and serenity reigns.

Of course, there’s an argument that says you’d don’t want a GT3 RS to hand it to you on a plate and I’m on the record as saying I quite liked the slightly spiky on-track character of the standard car because it keeps you on your toes and gives you stuff to do. And if you’re so minded, save yourself the price of a Cayman GTS and stay as you are. But while the MR is indeed easier to drive, it is not one whit less involving for that. A more cerebral experience perhaps but even more beguiling. It is possible I’ve driven a better-handling road car, but right here and right now, I’d struggle to tell you what it was.

 

On the road, and at least with its suspension in track settings, the car is needle sharp but uncompromisingly firm. I would be interested to see just how much more user-friendly it could be made just by backing off the damper settings a touch.

 Should I buy Porsche 911 GT3 RS MR?

It only seems like a lot of money until, first, you drive it and, second, you see how much money people in this kind of league are minded to splurge on options that make no difference to how their supercar performs.

 

This is not a car for hooligans or drift merchants, nor for those happy merely to drive very fast. But if you love being on the limit and appreciate, understand and, above all, are captivated by the nuances of car behaviour in that state, the GT3 RS MR is spellbinding.

 

 

 

 

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Ferrari's 2022 performance SUV

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Ferrari's 2022 performance SUV

 

 

Ferrari is preparing to enter the performance SUV ring in 2022 – and now what is claimed to be the first prototype for the eagerly anticipated model has been caught in the open. 

 

Spotted within the confines of the Italian brand's Maranello headquarters, the test mule appears to feature a heavy adapted body from the Maserati Levante SUV. It should be stated that this doesn't indicate the final production design in any way.

 

However, there are plenty of clues that this model is intended to push Ferrari into offering new levels of comfort, interior design and space. The body, which sits significantly lower than its Maserati donor, has been adapted with a longer bonnet that features a chunky bulge where the engine is located. 

The length and positioning corresponds with Autocar's understanding that the SUV will be front-mid-engined, while the bulge suggests that a large-capacity engine - possibly a V12 - features underneath this mule. Certainly, the quad exhausts look similar to those from the V12-powered GTC4 Lusso and 812 models.

 

 

Due in 2022 and being developed under the codename Purosangue, which translates as ‘thoroughbred’, the Ferrari SUV promises to be like no other performance or ultra-luxury SUV on the market thanks to different positioning from the likes of the Aston Martin DBX, Bentley Bentayga, Lamborghini Urus and Rolls-Royce Cullinan. 

The SUV, also known internally as ‘175’, is one of 15 new Ferraris announced last year and set to be launched by 2023. They will be built off two bespoke architectures giving two distinct model lines, one for mid-engined supercars, such as the imminent F8 Tributo, and the other for front-mid-engined GT-style cars, including the new SUV. 

“I’m convinced on this car and the technical concept,” Ferrari’s chief technical officer Michael Leiters revealed in an exclusive interview. “I think we’ve found a concept and a package which is on one side a real SUV and will convince SUV customers to buy it, but on the other side there’s a huge differentiation of concept to existing SUVs.” 

That concept is based around Ferrari’s ability to mix a bespoke architecture – as opposed to one shared across a wider group, such as the Volkswagen Touareg and Audi Q7-derived MLB platform used by the Bentayga and Urus – that not only endows the car with Ferrari levels of performance and dynamic ability but also the space, comfort and user-friendly cabin required of an SUV. 

That concept is based around Ferrari’s ability to mix a bespoke architecture – as opposed to one shared across a wider group, such as the Volkswagen Touareg and Audi Q7-derived MLB platform used by the Bentayga and Urus – that not only endows the car with Ferrari levels of performance and dynamic ability but also the space, comfort and user-friendly cabin required of an SUV. 

“The trade-off decision is totally different for us here. We will have totally new engineering challenges.” 

Ferrari remains tight-lipped on the Purosangue’s specifics but is happy to discuss the theory and challenges behind pushing the brand in its most radical direction yet in its illustrious 72-year history. 

It is known that the SUV’s design has been signed off and the car will employ Ferrari’s scalable front-mid-engined architecture, one of two highly flexible structures that will underpin Ferrari’s future range. 

 

Both architectures, the other supporting a traditional mid-engined layout, are able to accommodate V6, V8 and V12 engines, with or without hybrid assistance and with a transaxle dual-clutch automatic gearbox, rear or all-wheel drive, two-, two-plus-two or four-seat cabins from variable wheelbase lengths, coupé, spider or Purosangue bodystyles (Purosangue having also been used traditionally to describe the bodystyles of Ferrari’s big V12 front-engined GTs), and low or high ground clearances. 

From these wide-ranging parameters the SUV will take the form of a four-seater with a length of around five metres, and its high ground clearance is likely to be achieved through height-adjustable suspension and an anti-roll system to allow for impressive on-road dynamics and some off-road ability. Plug-in hybrid technology is also set to feature as pressure grows to cut emissions, with the powertrain to be derived from that of the new SF90 Stradale. 

The new supercar, Ferrari’s first regular series-production hybrid, mixes a 4.0-litre V8 with three electric motors, one at the rear between the engine and gearbox and two at the front to give all-wheel drive. A version of that system is set to feature in the Purosangue, yet it’s more likely to be mated to a new turbocharged V6 Ferrari has in development. A range-topping V12 version is also considered likely, as Ferrari remains committed to the development of V12 engines. 

“SF90 is a new product with so many new innovations on the car, then we find the elements to go onto other cars,” said Leiters, on the technology transfer from the SF90 Stradale to other models. “The challenge [with the SUV] is a totally different one. There are some innovations to go on, but our organisation has learned to do innovation,” he added, in reference to the likelihood of the Purosangue featuring innovations of its own. 

The Purosangue name is also used to describe the family of new GT models Ferrari plans to launch over the next four years, with a claimed push towards versatility and comfort. Among them will be a replacement for the GTC4 Lusso, whose own future doesn’t depend on the launch of the SUV. 

All the Ferrari GT models, including the SUV, will get a completely new interior layout based around what it calls an ‘eyes on the road, hands on the street’ approach. Among the features will be a new steering wheel design, new infotainment, a head-up display, new instruments, new ways of operating the cabin controls, rear-seat entertainment and improved ingress and egress. 

Leiters also detailed some of the engineering challenges being faced while Ferrari develops its first SUV. 

“With space, how can we ensure that there is the right easy, ergonomic comfort on board? How to combine the sporty layout with a more comfort-orientated design? What to do with HMI [human machine interface]? Our HMI is driver-orientated, but how can it be more democratic? What are the comfort features? What is a Ferrari’s pure DNA on a car for comfort? 

“It’s a challenge, an opportunity and fun. I like it very much. Some concepts are close together, but with cars like 175 one thing we want to do is structure the product range and have something different.” 

Leiters said the two new architectures provided much greater flexibility between future Ferrari models. 

“We’ve not said there definitely will be V6s or V12s but we have foreseen it,” he said. “My job is to give the company an opportunity for models. Then they tell us what they need from a market POV. 

“In the function of different customer requirements, do we need space? Six or eight cylinders? A long wheelbase? So we can offer V6, V8, V12, front or mid-engined, hybrid or not, two-wheel drive or four-wheel drive, 2+0, 2+2 or four seats; vary the wheelbase a lot. We’re able to manage very easily and have a very low impact doing it.” 

Head of design Flavio Manzoni said the designers had been working with engineering right from the start to ensure optimum proportions for what is set to be a controversial model for the brand. 

“You start defining the design of the car in the first steps,” he said. “In that defining phase we work with the engineers. We can determine the proportions and the dimensions to have a very good base to work from. That’s the case for the SUV as well. Many SUVs are derivatives of other cars. Designers have many constraints due to the technical base. In our case, it’s no compromise. 

“If we don’t start together with engineers, defining together with the package, it’s a problem. I praise a lot of the collaborations when we start a new project.”

Lamborghini Urus: Perhaps the most similar car in concept to the high-riding Ferrari comes from its most noted Italian competitor, Lamborghini. The polarising Urus launched last year and has sold more than twice as much as any other Lambo so far this year – a fact that Ferrari cannot ignore. It features a twin-turbocharged 4.0-litre V8 putting out 641bhp, enough for 0-62mph in 3.6sec and a top speed of just under 190mph.

 

Aston Martin DBX: It remains to be seen how much of an impact Aston’s first SUV will have on the swelling sector, but we’ll get a full view of the new DBX at the end of the year. With a similar desire as Ferrari to mix large-capacity petrol power with (eventually) hybrid options, the DBX will be launched with a Mercedes-sourced V8 and Aston’s own V12 as powertrain choices. It’s the British firm’s big hope to increase volumes. 

Bentley Bentayga Speed: Rival Rolls-Royce will be more aligned with the Ferrari in pricing terms with its Cullinan, but Bentley’s Bentayga SUV – particularly in Speed form – is a more natural rival. With a 626bhp twin-turbocharged 6.0-litre W12 providing the propulsion and a lighter chassis honed for a more dynamic drive, it will also be Ferrari’s reference point for interior quality, space and long-distance comfort.

Lotus SUV: Due at a similar time to the Purosangue, this is Lotus’s first crack at the sports utility car formula. It’ll be far cheaper than the Ferrari, starting below £100,000, but has a similar ethos as a truly fun-to-drive SUV. It will make use of parent company Geely’s clout, including underpinnings and hybrid powertrains from stablemate Volvo. A high-end flagship could give the Ferrari a run for its money. 

 

 

 

 

 

 

 

 

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Volkswagen ID 3 1st Edition 2020 UK review

 

 

"Can I be geeky and take a closer look?” asks a man charging his Nissan Leaf, no sooner than I’ve plugged the VW ID 3 into an Instavolt charger in Banbury. Why of course you can, sir, although one question: as an electric vehicle convert, driving the world’s most populous EV, does the arrival of the new ID 3 still feel like a significant moment? “Absolutely.”

 

Interesting. You can already buy an electric vehicle that does everything an ID 3 does. You’ve even been able to buy an electric Volkswagen before now. But, somehow, the ID 3, in the UK here in ‘1st Edition’ trim, still feels like a waypoint on the road.

It sits, as you’ll doubtless know, on Volkswagen’s MEB electric architecture, so although, at 4.3m, it’s about the length of a Golf, it has a longer wheelbase and, it’s claimed, much more interior space.

 

The battery (this one is the mid-range 58kWh unit with a WLTP range of 260 miles and a 100kW charge capacity) sits beneath the floor, with the motor (at 201bhp, the higher powered of two offerings) at the back axle. The ID 3 is rear motored and rear-wheel drive, like the original Beetle but, alas, because there’s an inverter and lord knows what else in the front, it doesn’t have a frunk.

 

Instead, the boot has a high load lip and the rear seats split and fold, revealing that this 1.6m-tall car is a practical hatchback, with plentiful head room front and rear. Cabin fitment is good but material choice is pretty scratchy in places, including the door tops. Not such a biggie further down the range, one suspects, but the UK price for a 1st Edition with the middling battery is £35,215 (after the government grant).

 

Someone will be along shortly to argue that overall ownership costs are no more than a lower-priced internally combusted car, which is true if you get your electricity cheaply enough, but if you always have to refill on the road, probably isn’t.

 

There aren’t many buttons inside. VW has promoted/relegated everything it can to a touchscreen, save for light switches, steering wheel shortcuts or voice control, plus iffy temperature buttons and a couple of menu selectors.

This approach works at both cleaning up an interior and worsening its functionality, making adjusting the temperature harder than I’ve known in a Volkswagen bar my own 1973 Beetle. Perhaps that was the inspiration. You can verbally whinge to the car that you’re cold, but then I feel like a child asking their dad to turn the heating on in September.

The driving position, and much of the driving experience, is pure Volkswagen – and perhaps that’s where the impression that this is an EV ‘moment’ comes from. It’s an interestingly designed car and not too ‘weird’. The stalks are VW, the instrument pack plain and clear, steering smooth and linear if perhaps short on self centring, and the driving experience as seamless and quiet as an EV gets; the sort of thing that makes them really agreeable to scooch along in smoothly. It doesn’t feel its 1794kg.

 

I’d want a back-to-back test with a rival to assess rolling comfort (one is on the way, handily), but it seemed fine to me, even on 19in rims. It’s not a driver’s car in the traditional sense, like a Ford Focus is, but there’s a different driving pleasure to be had. I’d rather the level of lift-off energy regeneration was variable by wheel paddle, as on an Audi E-tron, rather than a reach to the gear stalk.

 

And the way control for the default-on, needlessly niggardly lane keep assist is buried three touchscreen switches away is absurd, unnecessary and infuriating – but that’s a VW complaint rather than an ID 3-specific one. (Upcoming rules merely say it can’t be “a momentary single push on a button”.)

 

Should I buy one Volkswagen ID 3 1st Edition ?

But it’s a good car, the ID 3, and an enjoyable one and a competitive one. Whether it’s as game-changing as the attention it attracts is another matter: our man might be better sticking with his Leaf. I’ll let you know in a week or two.

 

Technical specs

 

Power

201bhp

Torque

220lb ft

0-62mph

7.3sec

Top speed

99mph

Kerb weight (DIN)

1794kg

Range

260 miles

Max. charge rate

100kW

 

 

Model tested: ID 3 1st Edition Pro Power

Price: £35,215 (after government grant)

Electric motor/s: Rear-mounted AC synchronous/induction motor

Drive battery: 58.0kWh

 

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Mazda MX-5 UK review

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Mazda MX-5 1.5 R-Sport 2020 UK review

Latest limited-run roadster distils the MX-5 experience to its purest form

What is it?

You surely know the drill by now when it comes to limited-edition MX-5s. 

Mazda’s iconic two-seater has received so many over the years that we’ve lost count, but that hasn’t stopped them from finding homes. Only so many of each new edition will be made, after all, and although few arrive with any major mechanical modifications, the bespoke colour combinations usually help them stand out from the series-production models.

That’s not entirely the case for the new R-Sport. Yes, it’s a purely cosmetic special, but the polymetal grey paint and matching fabric roof don’t exactly scream "look at me”. Even the 16in Rays forged alloy wheels are on the subtle side. A burgundy leather interior helps elevate things inside the cabin, but otherwise the kit list is all but identical to the more readily available Sport trim.

Instead, limiting production to just 150 cars seems to be Mazda’s way of reminding customers they can have just as much fun with a modest powerplant, because it’s available exclusively with the entry-level 1.5-litre engine. 

The four-cylinder motor sends 130bhp exclusively to the rear wheels through a six-speed manual transmission, but in a car that tips the scales at a little over 1100kg, that still translates to a respectable 0-62mph sprint in 8.3sec.

The lighter, rev-happy 1.5-litre has long been our MX-5 engine of choice, even if the car misses out on the limited-slip differential, front strut brace and Bilstein dampers that help give 2.0-litre cars a more focused driving experience. 

What's it like?

The MX-5 continues to deliver a largely analogue driving experience, courtesy of the naturally aspirated engine that loves to rev. Peak power only arrives at 7000rpm, just shy of the redline, and delivery is entirely linear. It’s fast enough through the gears, although revs are best kept in the latter half of the range for the most responsive reactions to your inputs.

The compact pedal box makes heel-and-toe changes a breeze, and the short, satisfying shift action is among the best you’ll find at this end of the price spectrum. Only Honda’s Civic Type R comes close, and beyond that, you’d need to step up to Lotus and Caterham to find a more satisfying gearchange.

It’s the car’s handling balance and light yet precise steering that make it such fun to hustle through the bends, with plenty of grip even in slightly soggy conditions. You have to work fairly hard to force out moments of oversteer, but when they arrive, they do so predictably and are easily collected again. You’re never short of confidence when pressing on, which makes it that much easier to conserve momentum across even the trickiest of B-roads. 

We found a more than respectable roof-up touring economy of around 44mpg, which refused to dip dramatically when pressing on, and the single catch makes manually dropping the roof a matter of seconds, so even the smallest gap in cloud cover is enough to have you reaching for it.

The R-Sport doesn’t add much to the in-car experience other than the red leather upholstery, although recent technology improvements have largely kept it feeling current. The 7.0in touchscreen infotainment screen now plays nicely with both Android and Apple smartphones, cruise control comes as standard, and there’s a comprehensive list of safety aids, including a lane departure warning and autonomous braking. The MX-5’s other usual niggles remain, with barely enough boot space for a couple’s weekend getaway, and an audacious level of wind noise on motorways, even with the roof up. Both factors any would-be roadster owner will have likely considered, of course, and neither truly spoils the experience.

Should I buy one?

Given the R-Sport does little to mess with the MX-5’s well-established recipe, and it commands only a small premium over the series-production car, it’s the obvious choice while Mazda has any left to sell.

Unlike the larger 2.0-litre, which is approaching modern hot hatch pace with its recent performance hike, the smaller-capacity engine can be used to its fullest at almost every opportunity, while still being quick enough to prove entertaining.

Handling remains among the best you’ll find in any sub-£30k car, even if it lacks some of the 2.0’s focus, so it should be the first choice for anyone more interested in roof-down B-road jaunts than shaving off tenths at an occasional track day.

Technical specs

Power

130bhp at 7000rpm

Torque

112lb ft at 4500rpm

Driveline layout

Front engined, rear-wheel drive

0-62mph

8.3sec

Top speed

127mph

Kerb weight (DIN)

1106kg

Fuel economy

44.8mpg

CO2

142g/km

BIK tax band

31%

Mazda MX-5 1.5 R-Sport 2020 UK Price

From £18,310

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Maserati MC20 supercar leads Italian brand's revival

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 621bhp V6 McLaren rival will also spawn convertible, motorsport and electric variants

Maserati has revealed the MC20 supercar, which will spearhead a bold multi-billion pound revival plan for the historic Italian marque that includes a return to its performance-focused and racing roots.

Initially being sold with a mid-mounted 621bhp V6, the new halo model will also offer electric power in the future. Convertible and motorsport versions are also on the cards.

The MC20 is the first supercar that Maserati has produced since the limited-run MC12 two-seater it launched in 2004. While that model was essentially a reworked Ferrari Enzo, the MC20 marks Maserati’s return to producing its very own sports cars, after parent company Fiat Chrysler Automobiles (FCA) sold its stake in Ferrari back in 2016.

The sale of the Maranello firm meant that Maserati became FCA’s flagship premium performance brand.

FCA bosses have radically revamped the previously announced product plan for Maserati, approving a bold model line-up overhaul with a target to triple sales within three years with 13 new products and updates to three existing cars. All new models will be electrified from this point on, and the brand is developing Level 3 autonomous cap ability for future cars.  

The MC20 is designed to signify Maserati’s ‘new era’ by restoring its reputation for producing high-end supercars, boosting the prestige of its saloons and SUVs. It will also return Maserati to motorsport, although the company has yet to outline its plans in this area.

Following the overhaul of Maserati’s product plan, the MC20 was designed at the firm’s Modena base in around 24 months. It has direct design links to its MC12 predecessor, and Maserati claims that it’s also intended to reflect the brand’s history “with all the elegance, performance and comfort integral to its genetic make-up.”

However, the key design focus was on optimising performance. The MC20 was designed for maximum aerodynamic efficiency, with more than 2000 man-hours spent using Dallara’s wind tunnel and more than 1000 fluid dynamics simulations conducted.

This enabled the MC20’s designers to minimise the use of aerodynamic appendages, aside from a small downforce-generating rear spoiler, and resulted in a drag coefficient of 0.38Cd.

Maserati says engineers from its Innovation Lab and powertrain specialists were involved in the project from the beginning, emphasising the focus on performance as well as design.

In recent years, Maserati has relied heavily on Ferrari technology, in particular for engines and powertrains. But with Ferrari no longer part of the FCA portfolio, Maserati has returned to producing its own engines, and the MC20 arrives with the first powertrain it has produced in-house in more than 20 years.

Named Nettuno (Neptune), in reference to the Roman god who inspired Maserati’s trident logo, the 3.0-litre twin-turbocharged petrol V6, developed at the new Maserati Engine Lab in Modena, produces 621bhp at 7500rpm and 538lb ft of torque from 3000-5500rpm.

It also features the new Maserati Twin Combustion twin-spark ignition system and in the MC20 gets official fuel economy of 24.3mpg and CO2 emissions of 262g/km.

Power is delivered to the rear wheels though an eight-speed dual-clutch automatic gearbox and a self-locking mechanical limited-slip differential at the rear. An electronic diff is optional.

Five driving modes are on offer: GT, Wet, Sport, Corsa and ESC Off, which shuts down every control function.

The MC20 makes extensive use of carbonfibre and other lightweight materials, resulting in a claimed kerb weight of less than 1500kg, giving it a power-to-weight ratio of more than 414bhp per tonne. That ratio enables a 0-62mph sprint of quicker than 2.9sec, with 0-124mph taking 8.8sec. Top speed is claimed to exceed 202mph.

The MC20 features double-wishbone suspension all round and makes use of a virtual steering axle at both the front and the rear. It sits on 20in tyres, while there are ventilated 380x34mm six-piston Brembo brakes at the front and four-piston 350x27mm items at the rear.

The early work on the MC20’s driving dynamics was undertaking using Maserati’s Virtual Vehicles Dynamics Development simulation software, which was developed by its Innovation Lab. Maserati said it used the system for 97% of dynamic tests, optimising the relatively short time before the final tuning was conducted with extensive road and track running in prototype form.

The MC20 is 1965mm wide, 1221mm tall and 4669mm long, with a wheelbase of 2700mm.

The two-seat interior is accessed through butterfly doors that Maserati chose because they give easy access and improve ergonomics.

The cabin takes a minimalist design to reduce distractions for the driver. There’s a 10in digital instrument display and a 10in screen for the multimedia system, while the carbonfibre-covered central console features only the driving mode selector, a wireless smartphone holder, infotainment controls and a small number of other features.

All of the key controls are located on the steering wheel, with dedicated ignition and launch control buttons.

The MC20 has a 100-litre boot, which is supplemented by a 50-litre secondary storage compartment at the front.

The MC20 will be built at Maserati’s historic Viale Ciro Menotti plant in Modena, on a new production line at the site previously used to build the Granturismo and Grancabrio.

The supercar’s production launch is scheduled for the end of this year, and Maserati is already accepting orders. The price is unconfirmed but expected to exceed £100,000.

Maserati has confirmed that the MC20 has been designed to allow for both coupé and convertible variants, the latter of which Autocar understands is due next year.

Significantly, it also says that the MC20 is designed “for full electric power”, although it has given no indication of when a BEV version will be offered or of its performance potential.

In a previous product plan, Maserati was to offer hybrid and electric versions of all its models, and EVs will prove vital in helping FCA to meet ever-stricter EU emissions targets.

Maserati MC20 photos 

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