Features – Driving.co.uk from The Sunday Times

Kids in Motorsport: How the BTCC is helping get children’s careers on the right track

Will.dron@sunday-times.co.uk — Tue, 03 Oct 2023 14:44:13 +0000

Ask a group of schoolchildren what motorsport involves and most would say driving racing cars. A few might mention the pit crews and engineers. But in fact there are dozens of possible roles, from team boss to marketing manager, tyre specialist to race doctor — careers that many young people might never have considered.

Opening their eyes to the many job opportunities available is Kids in Motorsport, an initiative developed with the British Touring Car Championship (BTCC) and car servicing company Kwik Fit that engages with primary schools to give children a flavour of the many types of jobs available in the industry, and to show how they are suited to different personalities, from the demure and academic to the confident and outgoing.

Louise Goodman, who co-presents the BTCC television coverage on ITV4 and is one of the professionals the children may meet during the events, is well used to those attending being surprised at the variety of careers related to racing.

“One kid earlier today said, ‘Oh, my god, there’s an ambulance here,’” she tells me during a Kids in Motorsport session at Brands Hatch circuit in Kent. “Well, yeah, I said, because there are doctors and nurses who work in motorsport. And there are also people who are massively into cooking who work in motorsport, doing the catering. They’re journalists, too – people who like writing.”

They’re not necessarily the same thing, I venture, but I get her point.

Kids in Motorsport may have been inspired by a separate scheme, run by the FIA (motorsport’s global governing body) that aims to encourage more women into male-dominated motor racing. The BTCC organisers wanted to run an event, though, that was focused on primary school children of both sexes. It incorporates elements focused on core STEM (Science, Technology, Engineering and Maths) subjects, and so uncovers related topics in which children might be interested but didn’t realise were part of racing.

“Engineering doesn’t just mean the physical mechanics of it,” Goodman says. “We’ve got a lot of data engineers [working for the teams], for example, so one challenge the children will be doing here today is some coding.”

Set out on tables around the room are trays of Lego Technic parts. Children are sorted into pairs and then tasked with following instructions to build motorised model cars and then control their movement with tablets.

“Motorsport by its definition is competitive, so it wants to try to find the best people,” Goodman says, “but some people are suited to coding and engineering but others might excel in other areas. It’s really important that everybody gets a view of the different roles that there are available to them in motorsport, and it’s like, ‘Come and see what we do, because it might not be what you think we do.”

Roles are refreshingly non-gendered at this age — boys and girls alike got stuck into the Lego, while Goodman’s masterclass in TV presenting split the kids on grounds of self-belief rather than chromosomal composition. But, of course, regardless of their confidence levels, Goodman is a natural at putting the children at ease, and she finds a way to keep even the most timid engaged.

Her TV presenter workshops start with a short intro on what she does during a race weekend before round-table discussions on subjects such as what makes a good question for the drivers (“Don’t ask something that could be answered with a single word,” for example). Then the kids are picked to role-play the post-race interviews: three drivers and a presenter.

While some leap at the opportunity and are desperate to grab the microphone, of course others aren’t at all keen — the shrinking violets were all-too apparent on the day we attended.

“You’ll have one group who are all massively up for something and then you’ll have another group who don’t want to engage,” says Goodman. “Sometimes you’ll get kids who are painfully shy, and others who clearly have a place on the stage and love the limelight.

“At the end of the day, they all need to have fun. Yes, it’s great if they learn some stuff, as well, but, you know, it’s not a test. It’s supposed to be an enjoyable day out for them.”

Even a section of the day dedicated to UN sustainable development goals was presented as playfully as possible — children were asked to link up cards showing global environmental issues with simple actions that can help reach sustainability goals. It went down better than you’d imagine, though it’s fair to say it wasn’t on the list of activities most children recalled at the end of the event.

Normally children also get to meet Clare Morden, intensive care medicine consultant and BTCC race doctor, and take part in reaction and resuscitation challenges. However Morden — a practising critical care medic — had to pull out at the 11th hour due to being put on call. It was a clear insight into her busy schedule, at least.

Arguably the most fun comes away from the classroom, though; the tour of the paddock and pit garages is a highlight of the event. So as not to take up all of a single team’s time, different groups meet different teams – some might be shown around Toyota Gazoo Racing’s garage, another might venture into that of Bristol Street Motors ExcelR8 Motorsport to see how they prep their Hyundai i30 N racers.

And while a team boss or marketing chief might lead the groups, drivers and engineers are also on hand to show the children around and answer questions, too. Many of the stars of BTCC came to say hello and talk to the groups during the day, including Tom Ingram, Rory Butcher, Jake Hill, Jade Edwards and Nicholas Hamilton (Lewis’s brother), which delighted me as much as the schoolkids.

And the questions are superb. “Is your car as fast as a McLaren?” is one; “Is it comfortable inside?” is another (so comfortable, due to the moulded seats, that Ingram has fallen asleep in his car while waiting around on a test day, apparently); “What happens if you need to go to the toilet?” is a third. And, of course, “How much does the car cost?”

Eat your heart out, Goodman.

This is almost unbelievable access to professional racing teams these days — you’d never get this up close and personal with an F1 outfit. The children are even allowed to sit in the cars.

More than one team member told us that Kids in Motorsport is very much worth the effort; if it sparks a lifelong passion in just one child, or inspires someone to go onto a career in racing, then it’s job done.

As Kwik Fit is one of the driving forces (pun intended) behind Kids in Motorsport, it’s no surprise that we spend quite some time with the folks at Goodyear — the BTCC’s exclusive tyre supplier.

Gathered around Goodyear’s transporter (truck driving – that’s another potential career, it is pointed out), the children are addressed by Mickey Butler, Goodyear Dunlop’s UK manager, and Amy Flood, senior premium brand manager, about the science behind racing tyres and the sheer magnitude of the logistical operation in getting all four compounds ready for the teams. They’re a dream team and make what could be a dry topic fascinating. Meanwhile, behind us a team of workers hurriedly fit new tyres to wheel rims, then fill them with air, in a pop-up assembly line.

The icing on the kids’ cake is being given goodie bags by each of the teams, and the Goodyear baseball caps that are handed out are signed by pretty much everyone the children encounter on the way back to the coaches, from star drivers to photographers. The children might not know who most of these people are (most are far from famous) but regardless, it’s all tremendously exciting, and much of it makes an impression.

“I noticed there were lots of females,” nine-year-old Tate, tells me afterwards. “The bit I liked was making the little cars.” Making things for a living would be pretty cool, she reckons.

Eva, also nine, adds that the handouts were great (“You get flags!”), but she particularly enjoyed the TV presenting part of Kids in Motorsport. “The TV woman was great,” Eva says. “She said that she gets nervous, so if she is nervous on TV then I would probably get really nervous. But maybe it’s fun being scared sometimes; it can boost you onwards, I guess.”

Q&A: Louise Goodman on female representation in motorsport

How important is it to get girls along to Kids in Motorsport?

I think there are still external perceptions and I found it a lot from working at these events. People have very fixed ideas still about motorsport. They think it’s very masculine, they think it’s a boy thing and they don’t actually realise how much there is to it; they think it’s all about cars, which I guess it is to a large extent. But I’ve just had a group of all boys and that’s the first group I’ve had that none of them know anything about motor racing. So from that perspective, it’s encouraging to me to see that there are girls who’ve been in my earlier groups who do know lots about motor racing, and watch it.

How do you think we change perceptions?

This is something I’ve done a real about-turn on from a personal perspective, because back in the day when I was first working in motorsport, there were so few women. I mean the sport, generally speaking, was a lot smaller. When I joined Jordan Grand Prix as their press officer I was employee number 47, you know, and that was everybody — the entire factory. Whereas now you have 47 people just in certain departments.

So the sport has grown in terms of the numbers working within it. But when I was first working in the sport, I was very much, like, ‘So what I’m a woman? Don’t point it out. I’m just here to do a job; don’t make a thing of it.’

When I started working for TV and obviously had a bit more visibility, it amazed me how many young girls came up and said, ‘Oh my god, I didn’t know ’til I saw you doing the stuff on the television that girls worked in motorsport. I didn’t realise.’ And it made me think, well, actually that visibility really is important.

^{Goodman with fellow ITV commentators for the 2002 Formula One season: (left to right) Ted Kravitz, Tony Jardine, Jim Rosenthal, Martin Brundle, James Allen and Mark Blundell (Photo by Tom Shaw/Getty Images)}

It was one thing that Susie Wolff (former professional racing driver and current managing director of F1 Academy) used to say, you know, in the beginning of Dare to be Different (the FIA programme to encourage women into motorsport), ‘You need to see it to be it.’ And I think it’s quite true. We need role models.

Female role models other than those standing in front of cars with a board?

Yes. Yes. Which is not the role model I want to see portrayed as a woman’s place in motorsport. And that’s what today (Kids in Motorsport) is all about. There are so many places in motorsport, be it for male or female.

So yes, I’m passionate about getting more women involved and visibility is important because any young person will look up to role models, be they male, female, whatever. My experience of young girls coming in saying, ‘Oh my god, I didn’t realise. And then I saw that you there doing it,’ that’s really when I became a bit more comfortable with being a bit more upfront about it.

And I know it leads to accusations. You’ll see accusations now of, ‘Oh, it’s all biased towards women. It’s all women getting opportunities.’ I think, well, you say that but come and sit up in the media centre and see how many women are there, and you’ll find it’s not that many. So I’m quite happy to stand up and be counted for for trying to get more of them there, and I don’t care if you are accusing me of bias, because quite frankly, I’m just trying to shift what is an existing bias, albeit maybe from a position of a lack of knowledge.

How important is education in addressing the issues?

I think a lot of it stems from the education sector that we’re in. Interestingly, I did an online interview in lockdown — I think it was for FIA Girls on Track, which Dare to be Different has become — with a bunch of female engineers, and out of the six of them, five had been to all-girls schools. Which I thought was really interesting. That to me would suggest that within the education system there is still a bias pushing boys towards the STEM subjects. I could be wrong. As I say, it’s a pretty small sample, but it’s like, well, it seems a bit unusual that.

You think all-girls’ schools might be addressing the issue better than mixed schools?

In a girls’ school that’s maybe been addressed because they’ve got to find the girls who are the engineers of the future. So I think there is still that bias within society, generally speaking. I don’t know enough about the education system but just on that very small personal example of it, you think, well, hang on a minute, why? You know?

So do you think about male bias and inspiring young women when you’re standing in front of the camera?

No, no, no. Never crosses my mind. I’m just there doing my job when I’m standing in front of the camera. That’s when I go back to the, ‘I don’t give a monkey’s what sex anybody is, I’m just here to do a job and do it to the best of my ability.’ So no, I don’t think about it at all.

Where did your interest in motorsport come from?

I had no family background in motorsport. I was instinctively interested in anything with wheels and an engine. I think they’re always going to be people like me who just came out the womb that way.

The BTCC 2023 season finale will be shown live on ITV4 from 10.45am this Sunday, October 8.

Images: Jakob Ebrey Photography

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If you were interested in this story about the Kwik Fit/ BTCC Kids in Motorsport programme, check out the time we got a chance to be Colin Turkington for a day at the BMW M driving experience
‘Old school’ games rule when it comes to keeping kids entertained in the car
Duke of Richmond Q&A: 75 years of Goodwood motorsport, sustainability and why grandad would think I am bonkers

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Goodwood Revival’s cutest race? In reality the Settrington Cup is seriously competitive

Will.dron@sunday-times.co.uk — Fri, 15 Sep 2023 09:30:04 +0000

I realised I was taking it all too seriously around an hour after I started Googling “best shoes for pedal cars” and, perhaps more usefully, “karting shoes for children”. Before this point, the possibility of my nine-year-old daughter winning the Settrington Cup, Goodwood Revival’s world-famous pedal car race, hadn’t really entered my mind — we’d be there partly for a bit of fun, and partly for family reasons that I’ll come on to. But I’d been looking for the ultimate pedal car shoes for a whole hour. I put down my phone and had a little word with myself.

I had sworn I wouldn’t become that guy… the competitive dad; the sad bloke going full Adrian Newey on what is, to all onlookers, a fun sideshow to the proper car races at the Revival.

But my stepmum had kindly offered to pay for some work on our family Austin J40, so that our 1958 car was working as well as it could, and I found that I had managed to secure the services of probably the best guy in the country for that job: Geoff Kirkman. And his work was stunning – retaining all the original parts but straightening axles, removing camber, eliminating any play in the hubs – and from there it had steamrolled a little. Why not have a look at other ways to maxmise our chances, I reasoned.

On Kirkman’s advice, I’d bought a new set of tyres as he’d spotted that the ones on the car were too small in diameter, and would therefore result in a lower top speed than the other cars on the grid.

The custom stickers for the car, including the race number and driver name, added to the mounting bills, and I’d also had to buy all the electrical components as the race regulations require the lights and horn to be working. I even purchased an Austin patch for Eva’s boiler suit (period-looking race overalls are required for the drivers). I don’t want to think about the total amount spent on getting everything ready to take part.

^{The Dron J40 (almost) ready for the Settrington Cup.}

It had started as a relaxed project; a fun way to get a Dron racing at the Revival again. My dad, Tony Dron, was a regular competitor at the event in the late 1990s and early 2000s, and won several times as a paid driver. The highlight was probably a hat trick of wins in the Sussex Trophy, from 2001 to 2003, behind the wheel of a beautiful Ferrari 246S Dino that still competes today (though had to settle for second in that race this year).

So the Settrington Cup gave us an opportunity to get our name back on the list of drivers at the Revival once more — an experience for the family, and hopefully some wonderful memories for Eva of when she took part in what many consider to be the world’s finest historic motor racing event.

Our J40 has been in the family for nearly 40 years. It was bought for my older sister Amy and me by our mum around 1984, though it was not in mint condition at that time and probably came from a fairground ride (many ended up on carousels).

^{Two pictures of the same car with 35 years between them: the first taken circa 1985 with Will Dron and his sister Amy in the cockpit; the other in 2020 following the body restoration, with Will’s children Eva and Alex behind the wheel.}

Once I’d grown out of it, the poor thing was stuffed into the back of a garage and fell into even more disrepair. But a few years back, knowing the values had risen dramatically (good ones cost upwards of £4,000 these days) and perhaps with one eye on seeing his grandchildren in the Settrington Cup, my dad paid for the body to be restored professionally, using R Ransley Vehicle Restorations, who had done a fine job on his Austin Seven.

I tinkered with the hubs a little myself at that stage, with new parts from the then newly formed J40 Motor Co. (now the Austin Pedal Car Company), and got it running well enough. So I asked Eva if she’d like to write to the Duke of Richmond, owner of the Goodwood Estate and mastermind of the Revival, to ask for a place in the race. She did so without hesitation.

It’s when His Grace wrote back saying that we’d been allocated a spot in the race that I found myself firing off an email to Kirkman to secure his engineering services. If it could be made easier for Eva to drive, and improve her chances of a good result, why not? And I knew dad would want the car to be properly “sorted”, if possible; he was a perfectionist.

It all came together relatively late. I picked up the tuned running gear a couple of weeks ahead of the event and reassembled the car, and then battled to get the electrics working (curse you, horn circuit!). The car was ready to go only the day before scrutineering.

^{Kirkman’s engineering efforts received the thumbs up from Eva during pre-Goodwood testing.}

I’d like to think the people who originally built our little pedal car some 65 years ago would have got a kick out of how much care has gone into it. The Austin J40 was built using off-cuts from the Austin car factory at a dedicated facility in Bargoed, Wales, between 1949 and 1971. The scheme was hatched as a means for disabled coal miners, whose lung diseases meant they could no longer work down the pits, to continue gainful employment.

It was a noble endeavour, and even more poignant for the Drons as dad had to retire from racing in 2011 due to chronic obstructive pulmonary disease (COPD), specifically emphysema, and could no longer manage a lap of a circuit without gasping for breath. In 2021, his body finally gave up and he died in November that year. So while it was all a bit of fun at first, I suppose the notion that Eva would be competing in his honour began to weigh heavy.

^{Clockwise from left: Tony Dron pictured in his racing days; Tony celebrates a hat-trick of wins in the Ferrari 246S Dino at Goodwood Revival in 2003; a sticker on the family J40 dedicating Eva’s Settrington Cup effort to Tony.}

After Kirkman had agreed to do his part, I went from nonchalant to competitive alarmingly quickly. In the run-up to the Revival I continued to tell Eva, “We’re not there to win; it’s just about soaking up the atmosphere and enjoying the experience,” but in my head I had become Enzo Ferrari — focused on providing her with a car that could claim victory.

I’m not the only one, it turned out. At a champagne reception for Goodwood Revival drivers, hosted at Goodwood House on the Thursday before the event (and to which even the Settrington Cup participants were invited), one other dad semi-joked, “Good luck, everyone. But not too much luck because my girl’s going to win!”

^{The Drons made plenty of friends in the Settrington Cup paddock and thoroughly enjoyed the atmosphere, but when it came to the racing everyone took it seriously.}

Part of the appeal of the Settrington Cup, I discovered, is the camaraderie among the families taking part — and we’ll remain good friends with many of them — but there’s very definitely an undercurrent of competitive spirit.

The organisers take it seriously, too: just as with the full-sized racing cars, all J40s are scrutineered to check that no modifications have taken place to give the car and driver an unfair advantage. Extending the cockpit to allow taller drivers to take part is a big no-no, while adding non-original rose-joints or lightweight components are also banned. I was amazed to discover the scrutineers use templates to make sure the axles are properly set up, and not geared to increase top speeds.

^{Scrutineering for the Settrington Cup is comprehensive, and some cars do fall foul of the rules.}

The Settrington Cup involves two races, taking place on the Saturday and Sunday mornings. It has a Le Mans-style start, with cars lined up along each edge of the track and drivers standing in the middle, facing their vehicles. Grid positions are determined when the drivers turn up and “sign on”, by pulling a number out of a hat, and that position is reversed for the second race. When the flag drops the children run to their car, jump in and pedal like hell.

It’s open to any J40, even those built after 1966, and though it’s thought as few as half of the 32,098 cars built during the 24-year production run have survived, that still means a considerable number of eligible contenders are out there, and rotten ones are now being rescued and restored due to their surging values. Goodwood allows as many to take part as possible, making it the busiest grid of the whole Revival weekend; 70 cars raced this year.

It was also quite daunting for me, let alone Eva. Making sure we got through scrutineering was tense enough, but the competitors, I had noticed over the years, tend to be children from much more famous racing families. When the list of entrants was sent through I saw that Eva would be up against former F1 driver Karun Chandhok’s son, and other names stood out: Fisken; Franchitti; Turner; Buncombe; Verdon-Roe.

^{The busy grid included the young Kushant Chandhok, son of former F1 driver turned pundit Karun (left), and Luca Franchitti, whose parents are racing driver Marino Franchitti (pictured with Luca, right) and Holly Mason, daughter of Pink Floyd drummer Nick Mason. Luca was the overall winner of the 2023 Settrington Cup.}

I was also fully aware Eva might feel under pressure, so we took part in the official test day (yes, there’s a Settrington Cup test day) at one of Goodwood’s Breakfast Club meetings. That definitely helped settle her nerves and allowed her to meet some of the other competitors, a few of whom became friends and Eva looked forward to seeing them again over Revival weekend. As it was a busy event she also got a taste of what it’s like to pedal in front of spectators.

At the Revival itself, the races were most definitely lively, with crashes, pile-ups and dodgy driving. Eva showed a surprising level of determination, with a sprint pose before the flag dropped and teeth gritted right to the chequered flag.

^{The racing may not have been fast but it was certainly furious.}

How did she get on? From 64^th on the grid in race one she made it up to 41^st, despite a slow start and being held up in a jam at the chicane, half way along the course.

In race two she had a much better shot at a podium, starting from seventh. This time she made a clean getaway and was in a three-way fight for second place before having to yield at the chicane, and then found it impossible to get past the weaving number 110 car, who ended up claiming third, with Eva just behind.

As Eva’s mechanic I was back at the startline and hadn’t seen what was going on up the track, but other members of my family – and a few spectators, too – were spitting feathers at the injustice of the alleged blocking that had taken place.

^{In race two Eva couldn’t find a way past the driver running in third, who used every bit of road to keep her behind.}

Watching the replay I was also a little cross, I have to say, though according to the man in charge of Settrington Cup driving standards, “Weaving is allowed; it’s just when they go ‘full Verstappen’ and there’s contact that we get involved.” Plus I’m not sure how I’d have felt about a serious protest against another child’s behaviour… after all, what did we expect?

The overall result, though, is a combination of the race times from the two heats, and Eva was ranked 14^th out of the 70 cars, which we deemed a terrific effort.

^{Every parent of a child in the Settrington Cup can be rightfully proud of completing the race, in whatever position they finished.}

What’s more we do have wonderful memories to take away, if not silverware. When the dust settled we were just so pleased to have been involved, happy that our J40 is now in such great fettle, and deeply proud of our little girl. We know her grandpa would have been beaming, too. This one was for you, dad.

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Photos: © Alex Goy; Peter Tarry; Jeff Bloxham; Beki Matthews; Will Dron; Tony Dron

If you enjoyed this features about taking part in the Settrington Cup, you might also want to check out The Little Car Company‘ reveal‘s scaled-down, road-legal Bentley Blower Jnr
Also take a look at what happened when Dron’s J40 took part in the Junior Concours at Hampton Court
Also, here’s our Goodwood Revival 2023 guide

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Ten years of Rush: When Tony Dron and Niki Lauda himself reviewed the film for Driving

Will.dron@sunday-times.co.uk — Fri, 01 Sep 2023 07:57:00 +0000

This month, fans of the 2013 movie Rush — which dramatises James Hunt and Niki Lauda’s routes into Formula One and their legendary rivalry throughout the 1976 F1 championship — celebrate the film’s 10th anniversary.

The Ron Howard-directed blockbuster stars Daniel Brühl (Captain America: Civil War; Inglourious Basterds) as Austrian ace Lauda and Chris Hemsworth (Thor; In the Heart of the Sea) as Hunt. The star power helped it achieve box office success, bringing in more than £77m worldwide over its 15 week run on the back of a £31m production budget.

But it was a critical success, too, with Rotten Tomatoes giving it an 88% score based on 238 reviews, with the published consensus: “A sleek, slick, well-oiled machine, Rush is a finely crafted sports drama with exhilarating race sequences and strong performances from Chris Hemsworth and Daniel Brühl.”

At the time of the film’s release, The Sunday Times Driving invited Lauda himself and Tony Dron, a close friend of Hunt’s who raced against him in Formula Ford (and Driving.co.uk editor Will Dron’s father), to give their impressions of the film. Sadly we are unable to ask them to revisit it 10 years on, as both men have since passed away, but we reproduce their original comments below.

If you’d like to watch Rush, it’s available to stream via StudioCanal Presents on Prime Video (£4.99/month subscription) or iTunes, or you can rent or buy it on Prime Video.

This article was originally published on September 13, 2013

Tony Dron: Rush moved me to tears

I wasn’t looking forward to seeing Rush. As determined young beginners in the wonderful but dangerous boiling pot that was Formula Ford motor racing in 1968, Hunt and I knew each other well. It was an intense time in our young lives, as we strained every part of our beings to succeed.

We became friends, we travelled to circuits together and we needed no invitation to be in and out of each other’s house. Often I would arrive home to find James there, being served a meal by my mother.

James has been dead for 20 years, but the James Hunt industry shows no sign of decline, and the absurd myth of the playboy racer seems only to grow. Documentaries about him have tended to be misleading. Would this story of Hunt versus Lauda in 1976 be more of the usual nonsense? I became increasingly subdued as the preview day approached.

Then the film began and I came to with a start. It looked right, it sounded right and it felt right — to my amazement I was back in an early 1970s Formula Three paddock. Tears began to stream down my face and continued to do so throughout most of the film. That was astonishing because I am not given to that sort of thing. I was not crying in the normal way, but some strange, strong emotional force had been released. Somehow, this work of art had captured the essence of what occurred in that dramatic period of motor racing. In that sense, it is honest in a way that shames many of the documentary makers.

The film swept me back to those days in 1976, which I remember well, in a most powerful way. It’s great entertainment, a story based closely on extraordinary events, and I would recommend it to anybody, even those with only the mildest interest in motor racing history.

The acting, if anything, is somewhat understated, and that is no bad thing because a modern audience might not believe that the real Louis Stanley, principal of the Formula One team BRM, was quite as pompous as he actually was. Likewise avoiding an improbable extreme, the young Lord Hesketh, who gave James his F1 break, is portrayed as a slightly toned-down version of the genuine article.

James’s vital move to the McLaren team is well covered in Rush. Hunt and Lauda, who really were good friends, are played beautifully too. James’s accent is to my ears not quite fruity enough, rather too 21st-century public school, but that matters not a bit.

Motor racing bores might nitpick over some minor error, a sticker that’s not in the right place, perhaps, but I noticed no such thing, and anyway the small details of that kind are irrelevant. Rush is not a documentary and it is all the better for that because, at last, here is a film that hits the essential truth of this great story.

Niki Lauda: So that’s why people were frightened to look at me

There have been many great Formula One rivalries, such as Alain Prost and Ayrton Senna, or Nigel Mansell and Nelson Piquet, but the one between James Hunt and me was very particular because of my accident. When I found out that the scriptwriter Peter Morgan and the director Ron Howard were involved, I thought that these were the right people to make a film about it.

The plot is absolutely accurate: it’s the story of the 1976 season, but the difficult thing was to make it attractive today, for young people who have no idea of what happened because it’s not even close to when they were born.

They have made a movie for today’s viewers by focusing on the individuals: one playboy racing driver and one more serious guy fighting for a championship. It’s a story about two characters and how they approach a very competitive Formula One season.

When I met Ron he was firing questions at me like a machinegun and you can see the results in the movie. The special effects are very good and it is so accurate that I found some scenes — the hospital ones — pretty hard to look at, having been in there.

I remember nothing of the accident at the Nürburgring, so my only view of it is from the film, but the rest I remember, and it’s in the movie because I told them about it.

I knew I was in bad shape in the hospital because the doctors said: “When we give him oxygen he will die.” The nurse asked me at one stage if I wanted the last rites, so I nodded because at the stage I was in I thought that it couldn’t be a bad thing. Then the priest was there and gave me the last rites and left. I was really annoyed because I was hoping that he would speak to me but he didn’t talk to me at all. Then I said to myself, “I’ve had enough. Now for sure I am not going to die.” It was a positive encouragement to me to fight harder and stay alive.

Until the film I had seen this only from my point of view; now I had the chance to see it from the other side. There is a scene in which Daniel Brühl, who plays me, turns round at Monza when Hunt approaches him for the first time since the accident and you see Daniel’s burnt face. Now I understand why people were actually frightened to look at me.

Daniel plays me really well. He’s German and speaks English in the film, but he went to Vienna and learnt Austrian German so his accent was more like mine. The likeness is unbelievable. Even my wife said he talks like me.

I’d change nothing about the movie, and my only complaint is that James is shown as the real playboy and I am the real serious racer. The truth is I was half of James and half the serious racing driver. I had a lot of fun as well, just not as much as he had — let me put it that way.

I just wish James were here to see the movie. He would have loved it.

After reading about Rush movie’s 10th anniversary, check out the Me and My Motor interview with Freddie Hunt, James’ son
Tributes flood in for ‘true legend’ F1 champion Niki Lauda after death, aged 70
Me and My Motor: Daniel Brühl on playing Lauda and a naked dash down the autobahn

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The post Ten years of Rush: When Tony Dron and Niki Lauda himself reviewed the film for Driving appeared first on Driving.co.uk from The Sunday Times.

Prodrive P25 review: Neck-snapping performance that would shock even Colin McRae

Will.dron@sunday-times.co.uk — Thu, 27 Jul 2023 16:33:33 +0000

Depending on how you look at it, the Prodrive P25 is either a brutal, fire-breathing rally car that’s been sprinkled with a few mod cons for use on the road or a road car that’s been fitted with competition components to make it more rally car-like.

And this perception is important before getting behind the wheel because it colours the entire experience of driving the thing. The near-production prototype was much more extreme than I’d imagined, and to my mind a pretty tricky thing to get to grips with, but a very well-respected writer from another publication had told me the night before that it was much easier to drive than he had anticipated.

It occurred to me later that he’d been expecting to drive a version of Colin McRae’s 1997 WRC car that had been fitted with a touchscreen, whereas I’d had it in my head that I’d be climbing behind the wheel of a hotter version of the mid-1990s Subaru Impreza WRX STi road car. The truth is somewhere in between, though much closer to his expectations than mine.

The P25 does start out as a regular road car; David Lapworth, Prodrive’s R&D director and a legend in motorsport engineering, explained that his team started snapping up Imprezas a couple of years ago and managed to acquire 12 before enthusiasts started noticing the two-door models were suddenly in unusually high demand.

You might have read that the P25 starts life as the 22B, which was a limited-run special of the WRX released in 1998 to celebrate Subaru’s 40-year anniversary, but that’s not correct — any two-door of the right era will do as a base car, because Prodrive rips out just about every component and starts again.

And if you think about it, the 22B — of which there were only 400 built and 24 destined for homes outside of Japan — would make a rather lousy donor car as they’re about as easy to get your hands on as hen’s teeth, and each one now costs around a quarter of a million pounds. Even considering that just 25 examples of the P25 are being built, and its own lofty pricetag, that doesn’t make terrific business sense when any two-door will do..

But despite the base models being stripped back to the shell, and most components cast aside, as far as the UK’s Driver and Vehicle Licencing Agency is concerned the P25 is nothing more than a restoration project. Prodrive was very careful to make sure it conforms to the DVLA’s requirements, and doesn’t slip into “new” car territory, so that it doesn’t have to type-approve the finished cars. That would be a time-consuming and costly process.

Why bother with the P25 at all, though? Prodrive’s core business of building racing and rally cars is going great guns; isn’t creating a road car an unnecessarily complicated distraction? Lapworth reminds me that there’s another area of the company, the heritage department, which spends its time maintaining and restoring Prodrive’s old competition machines for private customers. It’s an area which will see natural growth over time but at the moment might involve just a couple of cars come into the workshop per year.

According to Lapworth it was the heritage team that first proposed the idea of a restomod based on the Impreza. A feasibility study resulted in an early protoype, which was shown off at Goodwood Festival of Speed in 2022. Despite a proposed price of £460,000 excluding VAT and local charges, 25 wealthy-enough people told Lapworth there and then that they wanted one. “So we really had to do it.”

It’s no surprise, really; there’s still a burning passion for those blue 1990s Imprezas, and Prodrive had a huge amount to do with that thanks to the famous 555-branded rally cars, which were piloted by British legends such as McRae and Richard Burns, and the handful of road-going specials. While Subaru seems to have abandoned that good will and heritage, clearly the folks at Prodrive spotted an opportunity.

Will there be other Prodrive restomods after all the P25s have been built? It’s too early to say, Lapworth told me, but never say never. “We could do another Subarus, perhaps, though we’ve worked on Ferraris, Aston Martins, Porsches… we could pick on any of them, or we could do something different.” That’s not a “no”, folks.

The DVLA regulations allowed a surprisingly large amount to be done before the P25 became a different car altogether. The headline upgrade is under the bonnet, with Prodrive enhancing the WRX STi’s original four-cylinder EJ25 boxer engine, which produced up to 341bhp in its day, with a Garret turbocharger plus bespoke valve springs, inlet and exhaust manifolds, and more, to make 450bhp. That’s 45 per cent more power than even McRae had at his disposal during the 1997 World Rally Championship.

Then there’s the Prodrive-built six-speed sequential transmission, with a “dog ‘box” derived from Prodrive’s race and rally version but softened for the road with helical teeth. If you’ve no idea what a dog box is, essentially it means improved durability and increased speed of shifting but at the cost of smoothness and refinement.

“What do I need to know to avoid damaging the components?” I ask engine supremo Tomasz Jermolaj, expecting complicated instructions. “You’ve got an electronically-controlled paddle shift and an engine limiter, so no. It’s idiot proof.” That’s lucky, I think to myself.

The four-wheel drive system is electronically-controlled, too, with a central e-differential that is managed by a Bosch controller with software that was tweaked to Prodrive’s own specifications — something Bosch hasn’t allowed any other tuner to do.

The list of custom parts goes on: there’s also an Akrapovic titanium exhaust, a lithium-ion battery to run the 12v electrics (saving weight compared with lead acid version), unassisted AP Racing brakes (with an option for carbon ceramics, as fitted to the prototype) and adjustable Bilstein dampers with bespoke suspension geometry.

The steering rack has been replaced, too, and the Prodrive-made 19in forged wheels have been pushed wider apart than on the original car.

If you’re wondering why they’re not painted gold, like on McRae’s WRC machine or the 22B (or even the WRX STi), it’s because the P25 continues the aesthetic of the Impreza P1 — another hot version of the WRX developed by Prodrive in response to the popularity Japanese grey imports. However, if a customer really wants the wheels painted gold, that’s what they’ll get.

The car I drove also had the optional rear half cage, which replaces the back seats, and most of the body panels have been replaced by carbon composite versions (formed using the original moulds from McRae’s rally car, which Prodrive has kept all these years). To remain a restoration, technically-speaking, the only body panel Prodrive wasn’t allowed to change were the doors, so they’re still steel.

I hear the DVLA is currently looking at its rules in these regards, and frankly I’m not surprised. Make no mistake, this is no normal Impreza; the changes allow pretty extraordinary performance: engage the electronic launch control system and 0-60mph takes less than three seconds, I was informed. The P25’s pricetag is hard to get your head around but at this point was starting to make a lot more sense.

Despite the stratospheric price and all of the competition components, from the outside the P25 looks very much like most other Imprezas, making the P25 perhaps the ultimate sleeper car. Other road users will expect it to be quick, no doubt, but no-one would imagine it might be able to outdrag a Lamborghini Aventador SVJ.

Aside from the wheels there are a few other telltale signs that the car lining up alongside you at the lights is something beyond the ordinary. The wing mirrors, for example, are stubby affairs — not pretty, but designed to reduce weight (they’re carbon composite, too) and overall width.

Look at the P25 from the front and the bulging wheelarches of the increased track make it look noticeably more purposeful than the WRX STi, and the increased cooling in the front splitter is obvious. You can see the headlights have been revised, too — now fully LED. The lights at the rear are also a giveaway, as are the dual exhaust pipes. Still, you’d have to be an enthusiast to be able to identify a P25 in the wild.

Inside, the modern touches are more obvious. The instrument binnacle is fully digital, for a start, and cycling between the Road, Sport and Sport+ driving modes using the button in the centre console changes its layout — along with the engine note.

Gone is the gearstick, of course, replaced by a single carbon paddle behind the right side of the wheel (away from you to shift down, towards you for upshifts).

Our car was fitted with figure-hugging reclining carbon seats from Prodrive, which proved a little uncomfortable for my long spine after a while behind the wheel — I wondered if the standard sports seats or fixed carbon jobs would have been better for me. Using the full harness instead of the three-point belt (both are supplied) might have been better, too, by holding back my shoulders and better securing me in place.

I did appreciate some of the other nods to comfort, though: the air conditioning prevented fogging when the rain started falling, and there’s a wireless charging pad for your smartphone (with a magnet to hold the handset in place, thankfully). You also get electric windows and USB sockets.

There’s even a touchscreen infotainment system fitted into the dash, allowing you to run Apple CarPlay and Android Auto. It’s a Pioneer unit that you can find on the shelves of Halfords but it does work pretty well for mapping.

You can pretty much forget about streaming music tracks or podcasts, though, as you won’t be able to hear them. When Jermolaj’s four-cylinder boxer was fired up (ignition switch to position one, then position two, then hold the start button down) the noise created made even the raucous Porsche 718 GT4 RS — a car I described as astonishing on track but too loud to drive home — sound vaguely acceptable.

It gets even more cacophonous when on the move, and there’s evidently little in the way of sound deadening. Press the clutch in and select first gear — CLUNK — then ease off the pedal under your left foot to get the P25 in motion. No throttle is required, I was told by Jermolaj, as the electronics would manage the throttle and prevent a stall.

Jermolaj planned to ride up and down the road with me from our base on the Scottish-English border, and answer any questions I might have, before I went out on my own. My route would have taken in Kielder Forest Park, venue of some notorious rally stages in the 1980s and 1990s (hence the photos, which for full transparency were taken the day before).

However the journey didn’t last long — while at a cruise in third gear the digital display flashed red like a missile launch screen, and displayed a message about a clutch fault. The P25 immediately lost all power. Jermolaj cleared the error message and the car came back to life. He explained that this was still a development vehicle (which may or may not end up belonging to Prodrive boss David Richards) and, while it had covered more than 20,000 miles of testing, sometimes the electronics can still detect a bug or two, which will be ironed out before customer deliveries are made.

While I was shown how to clear the error messages and not to worry about it, just to be sure I brought it back to base and Jermolaj plugged in a laptop. The verdict — not an electronic fault but a mechanical one relating to the gearbox, and it’d need a proper repair back at Prodrive’s base in Banbury, some 300 miles south.

It was frustrating, though the electrics had done their job and detected the fault before any damage was done. What’s more, I can now count myself alongside former British Rally Champion Mark Higgins and a handful of GT racers as part of the P25’s test team.

The following day, I arrived at Prodrive HQ to finish my test drive. The roads around Oxfordshire aren’t quite Kielder but would have to do. Once again I set off without throttle, and that worked on the flat but, as I found out at a busy roundabout a few minutes later, if you stop on an incline you very much do need to raise the revs if you want to avoid stalling. Fortunately, with the clutch down the car restarted and I was able to pull away, though now slightly blushed.

Prodrive was keen for feedback after my test drive. I usually tell engineers to read the review but in this instance did mention the ease of pulling away as an area which customers might appreciate a little more finesse. After the noise from the engine bay, vibrations through the cabin and harshness of the transmission, the clutch feel is a major signal to the driver that the P25 was born on a rally stage. It feels as much out of place in suburbia as a lion in a nursery school, and the average driver might find it just as frightening.

Prodrive wouldn’t tell me who its 25 customers are, though I don’t think I was too far off when I suggested most buyers must have race or rally experience. Tellingly, all but five cars have been specced with the rear half cage.

Once outside town the P25 started to make more sense, even to me. As the speeds increased, I began to gel with the car. Jermolaj had told me the dog box will prefer upshifts during hard acceleration but to downshift only when off the throttle, and with this in mind I began thumping up the cogs and giving the turbo a workout — CLUNK-weeeEEEEE-CLUNK-weeeEEEEE-CLUNK-weeeEEEEE — then dropping back down the ratios as gracefully as possible.

It felt like I had begun reading the P25’s various moods and responding as best I could. Without doubt, this is a car that tells the driver what it likes and requires them to adapt, rather than one that will bend itself to the driver’s own style.

There’s a lot to take in at first. As the speeds increased and I got used to the gearshifts, the brakes started to come front and centre in my mind. There’s no servo on them, no hydraulic or electronic assistance, which means the pressure you put through your right leg is the pressure applied to the disc. And that means standing on the pedal hard when approaching a corner at speed, especially when the vented discs (380mm front, 350mm rear) and pads are cold.

There’s no ABS, either, though the front end grip — even in drizzly weather — is so extraordinary, and the brake feel so progressive and natural, as to make it unnecessary. There were no moments when I found myself locking the front wheels, even once I’d started to tune into the ebb and flow of the car and began pushing on a bit harder.

The steering, too — assisted but heavy and with a quick ratio, making it feel darty at the front end — takes some effort and finesse. Thanks to the carbon body panels and relatively pared-back interior, the P25 is a light car for its size and power, at less than 1,200kg, and that allows for whip-like direction changes.

After a short time I switched into Sport mode, which adds a great deal more loudness and sharpens up the chassis, and then Sport+ which is another massive stepchange again in the personality of the car. In this mode, the Garret turbocharger is made to spin at high speed, eliminating any evidence of lag and resulting in significantly sharper performance, while the e-diff alters the way power is distributed to the front and rear wheels. It’s a heady mix of extraordinary acceleration, cornering poise, and noise, as the turbo screams its approval.

The ride is harsh at any speed but, as with the transmission, the suspension and damping feels much more comfortable at a lick. More evidence that this is not a car for pottering around — it wants to be driven hard.

Back at base I had one further request for Jermolaj: could he show me how to engage the launch mode? No problem, he said climbing in. He ran through the short sequence required and I found myself with my left foot on the brake and right foot planted on the throttle, pistons thrumming, exhaust crackling and turbo whirring with eager anticipation. “Now step off the brake.”

BOOM — the traction control, electronic differential and all 443 lb ft of torque combined in an instant to produce acceleration of such ferocity that my head snapped back and hit the rollcage (told you I was tall).

I’ve used launch control in a number of cars, including electric supercars with their instant torque, and nothing quite prepared me for the P25 at its most angry. Zero to 60 in under three seconds? I didn’t have a Vbox rigged up but I’m a believer. Even in the wet it has managed that sprint in 3.2sec, Jermolaj claimed.

How best to summarise the Prodrive P25, then? In truth I feel that I hadn’t fully got to grips with it, given my shortened time behind the wheel, but it’s clear from the moment you fire up the engine that it’s a car that demands your full attention.

Once on the move it’s also apparent that this is a car that requires a level of mechanical comprehension and sympathy — you’ve got to understand what’s going on with each of the different components underneath you, and only by fully appreciating what’s happening with the car can you extract its full potential. And it rewards skilled driving while punishing hesitancy and inexperience.

The P25, at the end of the day, is much closer to a true world rally car than anything that has come before, and in terms of power, at least, even more brutal. No amount of touchscreens, wireless phone chargers and USB sockets can hide that fact that the Prodrive P25 is, under it all, a very serious, brutal, furious thoroughbred. This is not a car that you’d want to drive every day but could easily become a weekend addiction.

The question is, at half a million quid a piece, will its wealthy owners dare to drive the P25 as it demands to be driven?

Follow @wdron Tweet to @wdron

Photos by Dean Smith/ Prodrive

If you enjoyed this Prodrive P25 review, check out what Jeremy Clarkson had to say about this £320,000 Alfa Romeo GTA restomod
Also take a look at our interview with David Richards, Prodrive boss and former world rally champion, on his life in cars
Think the P25 is pricey? It’s a third of the cost of the RML Short Wheelbase restomod that Dron drove earlier this year

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The post Prodrive P25 review: Neck-snapping performance that would shock even Colin McRae appeared first on Driving.co.uk from The Sunday Times.

Ten best classic car shows and events in the UK for 2023

Thu, 20 Jul 2023 12:22:56 +0000

The classic car scene is well and truly back in full swing for 2023 with a packed calendar of events. Now that we’re halfway through the year, we’ve had plenty of opportunities to see old cars in the metal, but there are still events up and coming on the calendar over the summer holidays – no matter what sort of cars you’re into. So, if you’re going away for a UK ‘staycation’, here’s a roundup of what’s on where. Plus, we look back at the classic car shows that have already taken place in 2023.

1. Goodwood Revival

When? 8-10 September
Where? Goodwood Motor Circuit, Goodwood, Chichester, West Sussex, PO18 0PH
How much? 3-day admission: £245 (grandstands only from £48); Friday – £75; Saturday – £106; Sunday – £96
Find out more at Goodwood website

Many enthusiasts, especially classic car lovers, prefer the Goodwood Revival to the Festival of Speed. The 1940s, 1950s and 1960s fancy dress and music, classic air displays and period buildings help transport visitors back in time as much as the cars themselves.

The Goodwood Revival returns from 8-10 September, and this year the event that celebrates the golden age of the Goodwood motor circuit is marking the 75th anniversary of the opening of the West Sussex track. Beautiful classic cars will rocket their way round the high-speed circuit in much-loved races including the St Mary’s Trophy, Royal Automobile Club TT Celebration and the Settrington Cup children’s pedal car race, with more events to be confirmed.

This year will also see a tribute to motorsport legend Carroll Shelby, creator of the AC Cobra and Shelby Daytona Coupe, with famous cars from Shelby’s extraordinary career in attendance.

Early bird tickets are available, and it’s still possible to get a full-weekend ticket. However, at the time of writing there are only a limited number of day tickets available for Friday and Sunday, with Saturday now sold out.

2. Salon Privé

When? 30 August – 2 September
Where? Blenheim Palace, Woodstock, Oxfordshire, OX20 1PS
How much? Day tickets from £175 for children; from £350 for adults
Find out more at Salon Privé website

As the très chic name would suggest, Salon Privé is one of the most well-to-do events on the motoring calendar. People get dressed up in their loveliest finery, head to a palace in Oxfordshire and discuss their love of classic cars.

Last year’s Best of Show award at the Concours d’Elegance event went to a 1956 Ferrari 250 GT TdF Berlinetta by Zagato and before that to a stunning 1938 Mercedes 540K Cabriolet, giving some idea of the calibre of classics on display.

General entry tickets and hospitality packages are available now from the Salon Privé website.

3. Concours of Elegance

When? 1-3 September
Where? Hampton Court Palace, Surrey, KT8 9AU
How much? Day admission: Adults – £50; Children (5-16): £25; Family ticket: £100 (2 adults, up to 3 children under 16 years)
Find out more at Concours of Elegance website

Another high-end event, coinciding with the Blenheim Palace Salon Privé. The Hampton Court will feature strong displays from some of Britain’s single-marque car clubs such as the Mercedes, Ferrari, Jaguar, Aston Martin and Jensen owners’ clubs, the best examples of which will be selected to go forward to the main concours event.

And just in case you thought it was all priceless Porsches and affluent Astons, Driving.co.uk’s editor, Will Dron’s pint-sized entry won an award in 2020.

4. Old Ford Rally & Rootes Heritage Day

When? 23 July
Where? British Motor Museum, Gaydon, Warwickshire, CV35 0BJ
How much? Adults: £14.50; Children: £9; Family: £40
Find out more at British Motor Museum website

Who doesn’t love an old Ford? The British Motor Museum at Gaydon is running its annual celebration of all pre-1995 Fords, from Anglias to Zodiacs. If the sight of hundreds of Cortinas, Escorts, Granadas, Sierras and even a Model T or two sounds appealing, then Gaydon is the place to be on 23 July. Tickets give visitors access to the fabulous British Motor Museum too, which is worth a visit any day of the year. Clubs already confirmed to attend the show include Deuces of Britain and a collection of 1932 Fords, while the XR Owners Club is bringing 30 vehicles from Ford’s XR range.

Running at Gaydon alongside the Ford event is the Rootes Heritage Day for fans of cars built by the Rootes Group (Hillman, Singer and Sunbeam) and later, Chrysler Europe (Chrysler, Talbot and Simca).

If Fords and Hillmans aren’t your cup of tea, the museum runs events throughout the year such as the Classic & Vintage Commercial Show (June 10-11) and BMC & Leyland Show (July 9), so it’s worth checking its calendar to see what’s on if you are at a loose end one weekend.

5. Silverstone Festival

When? 25-27 August
Where? Silverstone Circuit, Northamptonshire, NN12 8TN
How much? 3-day admission: £135; Friday – £69; Saturday – £95; Sunday – £95
Find out more at Silverstone Festival website

The Silverstone Festival promises a fun weekend this summer with food tents aplenty, camping, three nights of live music and historic motorsport. There’ll be on-track racing of all kinds, including pre-1966 touring cars and 3-litre Formula 1 cars from the late 1960s to the mid-1980s, and much more.

Stepping away from the track action, thousands of classic and modern cars will come together from car clubs around the country.

Tickets are already on sale from the Silverstone Festival website.

6. Hagerty Festival of the Unexceptional

When? 29 July
Where? Grimsthorpe Castle, Bourne, PE10 0LY
How much? £25 per vehicle plus £2.54 online booking fee (Classic & Unexceptional tickets and Motorcycle tickets sold out). This ticket does not enter your vehicle to the Concours, which must be applied for separately via the Hagerty UK website
Find out more at Hagerty website

The Festival of the Unexceptional won’t be for everyone and you’re more likely to see an old Vauxhall, Renault or Rover than a rare Ferrari, Lamborghini or Jaguar. Last year’s winner was Samuel Allan and his 1994 Vauxhall Astra Merit 1.4.

The event, which rather humorously refers to itself as the Concours De l’Ordinaire, celebrates cars that were the “workhorses of their day… that are now so rare” — mainly hatchbacks, saloons and estates sold between 1968 and 1998. It has become a bit of a cult hit and will undoubtedly spark waves of nostalgia in any petrolhead of a certain generation, as they walk around saying either, “I used to own one of those” or “My dad used to own one of those”.

Hagerty, the organiser of the event, has confirmed that the event will take place at the end of July and a horde of ordinary-looking cars will congregate on the grounds of the beautiful Grimsthorpe Castle, a 16th century property in Lincolnshire. Last year’s special guest and judge was the Wheeler Dealers TV star, Mike Brewer, though this year’s VIPs are still to be announced.

Below are the events you’ve already missed

7. London Concours

When did it take place? 6-8 June
Where? The Honourable Artillery Company, Armoury House, City Road, London, EC1Y 2BQ
Find out more at London Concours website

The London Concours is organised by the same people as the Concours of Elegance and is pitched as an “automotive garden party in the heart of the City of London” — think champagne and a sea of Panama hats.

This year the London Concours celebrated 50 years of the Porsche 911 RS by gathering together 50 examples that allowed visitors to chart the evolution of the car and savour a visual history of Porsche performance.

For the third year running, the final day of the event brought together a collection of 50 supercars from Lamborghini, Ferrari, Maserati, Porsche, Koenigsegg, Pagani, Lexus, Honda and Toyota.

Other features on display included some of the world’s most aerodynamic cars, golden age coupés from the 1950s and 1960s and 60 years of Lamborghini.

8. Festival of the Dead

When did it take place? 2 July
Where? Burghley House, Stamford, PE9 3JY
Find out more at the Festival of the Dead website

It might sound like something from a horror movie, but Festival of the Dead is actually an interesting car show that brings together an eclectic collection of vintage and classic cars, retro and everyday drivers, and custom and exotic cars. The catch is that all the cars on display are from car makers that no longer exist. Think British classics such as Wolseley, Hillman and Austin, sports cars such as TVR and DeLorean and European obscurities such as Saab, Heinkel and Trabant. Tickets are available now and you’re still welcome even if your car doesn’t meet the criteria. You’ll just be asked to park in a different section away from the main show area…

9. Heveningham Concours

When? 8-9 July
Where? Heveningham Hall, Halesworth, IP19 0PN
Find out more at Heveningham Concours website

Taking place in the glorious grounds of Heveningham Hall, the Heveningham Concours is now regarded as among the UK’s best annual car and aeroplane shows. This year’s event had a Le Mans theme, hosting two very 1990s racing cars – the Mercedes CLK LM and Porsche 911 GT1 Evo. These two were joined in a display of over 50 other iconic vehicles on the garden terraces, while aeroplane enthusiasts explored a dozen or so historic propeller aircraft on display nearby. Visitors also enjoyed the action on Horsepower Hill, a ‘drag race’ along a parkland road.

10. Goodwood Festival of Speed

When did it take place? July 13-16
Where? Goodwood Motor Circuit, Goodwood, Chichester, West Sussex, PO18 0PH
Find out more at Goodwood website

The event that is to many the star of the calendar of British motoring events took place on July 13-16, though the Saturday was cancelled due to forecast extreme winds. This year’s event celebrated 100 years of the Le Mans 24 Hours race, with many Le Mans-winning cars and drivers creating a truly memorable weekend that no Le Mans 24 Hours fan will have wanted to miss.

The Festival of Speed is always a magnificent showcase of both the most modern machinery and priceless classics, on static display and in action on the hillclimb or rally stage, which gives attendees the chance to see some truly legendary cars up close.

F1 teams and drivers from the past and present often attend, and plenty of famous faces can be seen milling around, too.

Goodwood has already announced that the 2024 edition will run 11-14 July.

If you enjoyed our list of the best classic car shows and events in the UK for 2023, you might want to read the eight cars you can get for under £5,000 chosen by the designer of the McLaren P1
Hagerty, organiser of the Festival of the Unexceptional, has named its classic car investments for 2021
Classic car electric conversion is on the rise – we visited one specialist to find out why

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The post Ten best classic car shows and events in the UK for 2023 appeared first on Driving.co.uk from The Sunday Times.

Car makers’ electric vehicle plans for 2023 and beyond

Gracekindred — Wed, 28 Jun 2023 09:56:34 +0000

Five years ago there were 20 electric cars available on the market; by the end of 2023 there will be up to 120, according to the Society of Motor Manufacturers and Traders — the motor industry’s trade body. What that means for car buyers is unprecedented choice, while for us it means we have our work cut out keeping up to date this brand-by-brand guide to the current and upcoming battery-powered cars.

The reason for the flood of electric vehicles is in part due to governments around the world clamping down on exhaust emissions; in the UK there will be a ban on sales of new petrol and diesel cars from 2030, with hybrids following five years later, and car makers have been given a mandate to sell an increasing share of zero-emission vehicles up to that point. In other words, car makers have no choice.

But the good news is, electric vehicles can be really good to drive, and the increasing variety means that there’s something to suit everyone: superminis, SUVs, estates, sports saloons, hot hatches and supercars.

Here are all the pure-electric cars on sale in the UK right now, as well as all the models we know will be gracing a dealership forecourt near you soon.

Jump to car company by letter:

A ¦ B ¦ C ¦ D ¦ F ¦ G ¦ H ¦ J ¦ K ¦ L ¦ M ¦ N ¦ O ¦ P ¦ R ¦ S ¦ T ¦ V

Alfa Romeo electric car plans

On sale now None
Coming soon Brennero (2024); Stelvio EV tbc (2024);

Alfa Romeo only has a plug-in hybrid on offer right now — the Tonale PHEV — but from 2025 it plans to only launch pure-electric models, and by 2027 its entire line-up is expected to be electric.

The first pure-electric Alfa is now expected in 2024, and is thought to be an new entry-level compact SUV, perhaps called the Brennero, which will share its underpinnings with Stellantis stablemates such as the Jeep Avenger, Citroën C4, Peugeot 2008 and Vauxhall Mokka. It’ll be a plug-in hybrid as well as pure electric, but the latter should include a 134bhp electric motor driving the front wheels and a range of around 200 miles.

After that, CEO Jean-Philippe Imparato has said, will come a “full EV super-performing car”. The company has hinted that it will revive the GTV name as a four-door electric coupé – which could borrow from the Maserati GranTurismo Fulgore electic sports coupé (Maserati also being part of the Stellantis family).

Maserati also has a pure-electric version of the Grecale SUV coming, which means the replacement for Alfa’s sister car, the Stelvio, may also be available in electric form when it arrives in 2024.

Alpine electric car plans

On sale now None
Coming soon A290 hot hatch (2024); GT X-Over crossover (2024 – TBC); new sports car (2026)

Alpine is set to have an all-electric line-up by 2026, with three new models launching from 2024.

First up will be a hot version of Renault’s upcoming retro R5 supermini. Rather than the standard R5’s 134bhp electric motor, the Alpine R5 is expected to use the same 215bhp motor as the Renault Mégane E-Tech Electric, following some reworking to make it fit into the smaller car. We have seen the development car in action, though its central driving position and dual-motor set-up won’t be carried over to the production model.

Alpine has just shown off the A290_β, previewing its electric hot hatch. Impressive launch location in Bristol, the hanger where Concorde was built – a "bridge between the UK and France". Ocon and Gasly here to drive and they had an active part in development. What do you think? pic.twitter.com/SuR80VWTF6
— Will Dron (@wdron) May 9, 2023

Next in line is a sporty crossover, possibly to be called the GT X-Over, based on the same underpinnings as the Mégane E-Tech Electric. Alpine has hinted at something more potent — probably twin-motor and all-wheel drive — positioning it as a rival to the upcoming Porsche Macan Electric and Lotus Type 132.

Speaking of Lotus, Alpine’s third EV, launching in 2026, will be a sports car co-developed with Lotus due not just to replace the A110, but Lotus’s final petrol-engined model, too — the Emira. Given that it’s still quite some way away though, further details are scarce.

While those models have been officially confirmed by the company, there might be something else coming in the meantime to bridge the gap between the current A110 and Alpine’s future electric sports car.

In July 2022, the company unveiled the E-ternité concept, a fully electric version of the A110 with a 60kWh battery, 261 miles of range and, crucially, only a 258kg weight gain over the combustion-powered model. By the time the new electric sports car launches, the A110 will be getting on a bit and so, having proven that a fully electric A110 is at least technically feasible, something based on the E-ternité concept could potentially see the light of day in the coming years, though the packaging at present is not ideal.

Aston Martin electric car plans

On sale now None
Coming soon Pure-electric sports car in 2025; electric SUV in 2025 or 2026

Aston Martin had planned the development of the Rapide-E, an all-electric GT, but that project was sunk with the ousting of former boss Andy Palmer in May 2020, whose brainchild it was, following the brand’s disastrous stock market flotation and financial losses. At the same time, the company also put on hold (or likely cancelled) a reboot of the Lagonda badge as a luxury electric sub-brand.

That allowed Aston to focus on its first SUV, the DBX, which has unsurprisingly proved to be the firm’s most popular and profitable model. Then Aston was able to finalise its hybrid hypercar, the Valkyrie, deliveries of which began in early 2022 (somewhat later than planned and, reportedly, at great expense to the company).

Now the focus can shift to its electrification strategy proper. It no longer has to worry about developing its own electric powertrains, now that Mercedes-Benz has agreed to lend its considerable expertise, as well as its electric chassis underpinnings, in return for a larger slice of Aston Martin shares. More recently, Chinese behemoth Geely, which also owns Volvo and Lotus, has doubled its stake in Aston after owner Lawrence Stroll sold 35m shares, worth £117m. It’s a harmonious agreement as Geely and Mercedes jointly own and develop Smart’s new range of EVs..

Aston’s first plug-in hybrid model, the Valhalla supercar, is due to begin deliveries in 2024 with, according to the firm’s latest boss Tobias Moers, an electrified powertrain option across all product lines by 2026. The company intends that all of its core models will be fully electric by 2030.

Audi electric car plans

On sale now Q8 e-tron; Q8 e-tron Sportback; Q4 e-tron; Q4 e-tron Sportback; e-tron GT; RS e-tron GT
Coming soon Q6 e-tron; A6 e-tron; A6 e-tron Avant

Few car makers come close to matching Audi’s planned pure-electric product onslaught. The newly-renamed Q8 e-tron SUV and its Sportback counterpart are already available, as is the flagship Audi e-tron GT and sportier RS e-tron GT.

The Q4 e-tron and Q4 e-tron Sportback (based on the same Volkswagen Group MEB underpinnings as the Volkswagen ID.4 and Skoda Enyaq iV) are also available. Next up will be the Q6 e-tron, a sporty large SUV built on a new platform shared with Porsche.

Audi has also confirmed that there will be an electric version of its next-generation A6 saloon and Avant estate.

Rumours abound of an electric A2, as well as battery-powered reinventions of the TT sports car and the R8 supercar. By 2025, Audi will offer more than 20 battery-electric models and is aiming for 40 per cent of its sales to be electrified.

Bentley electric car plans

On sale now None
Coming soon Five pure-electric models between 2025 and 2030

Bentley has announced a plan called ‘Five-in-Five’, which involves launching a new pure-electric model every year for five years from 2025 – after which the entire product range will be electric. Sadly that means the end of its wonderful, silky W12 engine.

Bentley boss Adrian Hallmark has made it clear that the company’s clientele are “desperate for a luxury electric product”. With Rolls-Royce almost ready to launch its first pure-electric model — the Spectre — Bentley needs to get a move on.

It makes things easier that the Crewe-based car maker can lean on sister-brands Audi and Volkswagen for electric drivetrain tech, though as ever, Bentley will want its own electric products to have a distinctive character.

BMW electric car plans

On sale now i4; i5 (deliveries 2024); i7; iX1; iX3; iX
Coming soon iX2 (2024)

BMW’s plans to expand its EV offering are nothing if not ambitious, aiming to ramp up the number of electrified and pure-electric cars significantly in its line-up by 2025. The company turned heads (and a few stomachs) when it revealed the polarising iX in 2021, but the SUV, which has a range of up to 370 miles, is an impressive technical package.

The ahead-of-its-time i3 has been discontinued and the new entry-level BMW EV is the iX1, an electric version of the company’s compact X1 SUV. That will be joined by an electric version of the next X2, called the iX2.

On the saloon car side there’s the accomplished and attractive i4, with the i4 M50 being the first EV to which BMW’s performance M division has turned its attention. An all-new BMW 5 Series has been revealed, along with an electric version called… you guessed it… the i5.

At the top of the saloon line-up is the i7 (pictured top). The i7 xDrive60 features a 101.7kWh battery, twin front and rear electric motors, 537bhp, a range of up to 388 miles and a 0-62mph time of 4.7 seconds.

Like the iX, the i7’s styling won’t be to everyone’s taste but in the metal it does look imposing, particularly in all black, and the interior is a sumptuous affair with huge amounts of tech. The range-topping i7 M70 xDrive with 659bhp is properly punchy, too.

BYD electric car plans

On sale now Atto 3, Dolphin
Coming soon Seal (2024), Han (TBC), Tang (TBC)

Yes, BYD cringingly stands for “Build Your Dreams”, and yes, two of the Chinese company’s models are named after aquatic animals, but don’t let that fool you into thinking it shouldn’t be taken seriously. BYD manufactured more electric cars in 2022 than Tesla, making it the biggest producer of EVs in the world. And that’s before it started its offensive on the European market in seriousness.

The BYD Atto 3 crossover is the first of its models to arrive in the UK and while it has value on its side, that’s not the only reason to buy one – think of it as an alternative to the Volkswagen ID.4. Hot on its heels is the less-impressive Dolphin hatchback, though it makes up for its shortcomings with a good specification and low price.

BYD will regain credibility with its next model, the Seal. It’s an impressive sports saloon in the same vein as the BMW i4 and should give Tesla Model 3 buyers something to think about, too. BYD also makes the Han luxury saloon and Tang SUV, but it’s not clear if those will be sold in the UK. Nevertheless, it has stated that up to nine new models will be added to its European line-up, so watch this space.

BYD Dolphin review

Citroën electric car plans

On sale now Ami, ë-C4, ë-C4 X, ë-Berlingo, ë-Dispatch, ë-Spacetourer
Coming soon ë-C3 (2024)

Citroën and then-PSA stablemate Peugeot were early adopters of modern electric cars, releasing the C-Zero and iOn electric city cars around the same time as Nissan launched the Leaf, in 2010. Citroën has also previously sold an electric version of the Berlingo van.

More recently, the car maker has committed to launching a pure-electric or plug-in hybrid version of every new model by 2025.

The new wave of Citroën electric vehicles started with the ë-C4, which has broadly similar electric stats to the successful Peugeot e-208 and e-2008 — that’s a 50kWh battery pack enabling an official 219 miles of range. There are two MPVs in the range with the Citroën ë-SpaceTourer and ë-Berlingo (and their commercial equivalents), all using that same Stellantis electric powertrain.

Stellantis has already revealed the next evolution of this, however, pairing a battery of higher energy density with a more powerful electric motor. The first Citroën to use this system – a 54kWh battery and 154bhp motor – is the ë-C4 X, a niche fastback/crossover/saloon sharing the ë-C4’s underpinnings though with more space. It’s already on sale in the UK.

Adding to Citroën’s electric line-up is the Ami, which is technically a “quadricycle” rather than a car, which means it can be driven in Europe by anyone over the age of 16, with or without a driving licence — like the now-departed Twizy from rival Renault (though driver and passenger sit side-by-side in the Ami, rather than in line).

Next year we are promised a new ë-C3 model, set to start a new range of electric cars from the French brand focused on value for money.

Cupra electric car plans

On sale now Born
Coming soon Tavascan crossover (2024), Raval city car (2025)

Opening Cupra’s electric range at present is the Born, a lightly reworked version of the Volkswagen ID.3 with which it shares its underpinnings. The Born has a reasonable claim on being the world’s first electric hot hatch and, with its sporty chassis set-up and plenty of power on tap, it’s more fun to drive than its German cousin. Pricing for the Cupra Born starts from £36,475 and, hot hatch credentials notwithstanding, it’s still a fine electric car with a spacious, eco-friendly interior.

Going head-to-head with the likes of the Ford Mustang Mach-E and Kia EV6 from 2024 will be the Cupra Tavascan with styling based on that of the company’s 2019 concept car and whose interior is set to be a funky, modern affair, giving the whole vehicle an entirely different look and feel to the Volkswagen ID.4 and ID.5.

Following the Tavascan in 2025 will be the cool little Raval, which aims to compete in the same electric supermini segment as the Renault Zoe, though with a sportier edge than other cars in its class and with a lightweight 3D-printed and 3D-knitted construction for lower weight and greater eco-credentials.

Dacia electric car plans

On sale now None (in the UK)
Coming soon Spring (TBC)

“Great news!”, as James May might say: Dacia will soon launch its very first pure-electric vehicle. It comes in the form of the Spring SUV, which is touted to be Europe’s cheapest electric car.

Rivalling models including the Seat Mii Electric city car, it is diminutive in size but also adopts SUV styling cues like a high stance and roof rails. A Napoleon complex in a car, if you will.

Hiding beneath all that is a 26.8kWh battery, which should allow the Spring to travel 140 miles on a single charge — with an extra 43 added onto that if you’re only doing urban driving.

The bad news is that the Spring isn’t coming to the UK — for now at least. Dacia’s CEO, Denis de Vot, said that the company is “actively considering” producing right-hand-drive versions of the Spring and a decision on whether to sell it in the UK may be made later this year.

DS Automobiles electric car plans

On sale now DS 3 E-Tense
Coming soon DS 4 E-Tense (TBC)

DS Automobiles has stepped out from the shadow of Citroën and has several of its own models currently on sale, one of which is pure-electric: the DS 3 E-Tense, the car maker’s contribution to the burgeoning market for electric compact SUVs – formerly known as the DS3 Crossback E-Tense. With the name change came an upgrade to the electric system and now there’s an official range of up to 250 miles between charges. As before, the DS 3 is luxuriously appointed and loaded with kit.

DS plans to introduce a fully-electric version of its DS 4 model, which is already offered with a plug-in hybrid option to sell alongside the DS 7 and DS 9 PHEVs. The brand plans to go all-electric by 2024, which, if it happens, will make it the first marque under the Stellantis umbrella to do so.

Some of DS’s expertise with EV powertrains is derived from its work with Techeetah, a team that won the Formula E drivers’ and constructors’ championships in 2019 and 2020.

Ferrari electric car plans

On sale now None
Coming soon Pure-electric model expected in 2025

After years of dismissing the idea, Ferrari has confirmed that it will produce a pure-electric car by 2025. Ferrari’s parent company, Exor, struck a deal in September 2021 with design-duo Sir Jony Ive and Marc Newson – formerly of Apple, and the styling hands behind the iMac and iPad.

Their first assignment will be to help develop an electric Ferrari.

While it’s dabbled with hybrid tech in the LaFerrari — and the newer Ferrari SF90 plug-in hybrid and 296 GTB have some electric range, albeit only 16 miles — its first pure-EV isn’t expected until at least 2025. Leaked patent documents from earlier this year appear to suggest that the first fully electric Ferrari could be a GT in the vein of the 812 Superfast.

At the Ferrari Capital Markets Day in June 2022, Ferrari gave a few more details: it’s expanding its factory for electric vehicle production; batteries will be produced by suppliers at first but to Ferrari specifications; the electric motor will be produced entirely in-house, though, as will the controller, and the company is aiming for the most power-dense motors available; and the sound of a Ferrari EV is of critical importance.

At the end of 2020, former Ferrari CEO Louis Camilleri said his company would never go fully electric, and in fact not even 50 per cent of the model line-up will be pure-electric. In June, chief executive officer of Exor clarified that by 2030, 40 per cent of Ferrari’s output will be pure-electric, with 40 per cent hybrid and the rest remaining pure-petrol powered.

Fiat electric car plans

On sale now 500, Abarth 500e
Coming soon e-Ulysse (2023), e-Doblo (2023), electric Panda (2024 – TBC), 600e (2024)

One of the criticisms of some electric cars is that they lack character. The phrase “laptop on wheels” has been thrown around, while Jeremy Clarkson has referred to them as “husks”. However, with the new pure-electric 500 city car, Fiat seems to have done a fairly stellar job when it comes to retaining the cuteness that has made the modern Fiat 500 such a popular model, adorning it with a number of characterful features such as a melodic acoustic alert and a key fob that looks like a pebble. Bringing with it even more character is the hot Abarth version of the 500

In the meantime, the company’s second electric car, the e-Ulysse, due to arrive in 2023, will be a rather more prosaic affair. Based on the Scudo van and sharing its underpinnings with its Stellantis stablemates – the Peugeot e-Traveller and Citroën ë-SpaceTourer – the e-Ulysse is an MPV with plenty of space, a choice of body lengths and, with the larger 75kWh battery, a range of up to 205 miles.

Next up will be the new Fiat E-Doblo, available in both commercial and passenger versions, based on the same underpinnings as the Peugeot Partner and Citroën Berlingo and sharing the now ubiquitous 100kW electric motor and 50kWh battery giving the E-Doblo around 174 miles of range.

As well as that, an electric Panda is on the way, hopefully with styling based on the Centoventi concept that Fiat displayed at the 2019 Geneva motor show, and the 600e crossover has already been leaked in a marketing video.

Fisker electric car plans

Coming soon Fisker Ocean SUV (2024), Pear city car (TBC), Ronin roadster (TBC)

Fisker Inc. is an American electric vehicle company started by the famous designer, Henrik Fisker. Its first model is the Ocean, a five-door SUV launched in 2023, first in the US and will eventually roll out to Europe. The headlining model of the line-up is called the Ocean Extreme, claimed to have a WLTP range of up to 440 miles. It’s expected to go on sale in the UK from 2024 starting at less than £40,000.

It will be followed by the Pear city car and Ronin sports car, though details on those are scant at this stage.

Ford electric car plans

On sale now Mustang Mach E; E-Transit van
Coming soon Explorer (2024), E-Tourneo Custom (late 2023), E-Transit Custom (late 2023), E-Tourneo Courier (2024), E-Transit Courier (2024), Sports Crossover (2024), Puma Electric (2024)

Following the Mustang Mach-E’s launch in 2021 to considerable acclaim, Ford of Europe announced in March 2022 that it would introduce seven new electric models by 2024. While a few of these models are set to be vans (the E-Transit with a 196-mile battery range arrived in 2022, for example), others are aimed squarely at a particularly hot section of the passenger car market.

Revealed in 2023 was the Explorer medium-sized crossover based on the same Volkswagen MEB electric vehicle architecture as the VW ID.4, ID. Buzz and Skoda Enyaq as part of a platform-sharing agreement between Ford and Volkswagen. That’ll be followed by electric versions of the Transit Courier and Tourneo Courier, the latter of which is a passenger model, also sharing its underpinnings with the VW Caddy.

Also from Ford’s commercial vehicle department are the E-Tourneo Custom and E-Transit Custom, a mid-sized van and MPV in between the smaller Courier and full-sized Transit.

Next in line will be what Ford describes as a “sports crossover”, again based on the MEB platform and likely a sort of VW ID.5 to the previous model’s ID.4. After that comes an electric version of the Puma, set to be built in Romania alongside the petrol-powered model.

In launching these models, Ford is attempting to follow-through on its plan to sell 600,000 electric vehicles annually in Europe by 2026. Not only is the company investing some £1.54bn in its Cologne plant and an attached battery-production facility, but it is expanding its battery-making capacity in Turkey and Romania, too.

Genesis electric car plans

On sale now GV60, GV70, G80
Coming soon TBC

Currently on sale from the Korean brand Genesis is the GV60, a crossover sharing the same underpinnings as the Hyundai Ioniq 5 and Kia EV6, so think 77.4kWh battery, 350kW rapid DC charging, a choice of single or dual motors and a range of up to 321 miles. As a car from a premium brand, the GV60 is more upmarket than its Kia and Hyundai cousins and makes a convincing rival for the likes of the Mercedes EQA and Volvo C40.

Also on sale is the Genesis G80, a large saloon with dual motors, up to 364bhp and a similar 320-mile range to the GV60 thanks to an 87.2kWh battery. Completing Genesis’ fully-electric line-up for now is the firm’s first electric SUV, a version of the GV70 with 429bhp.

Genesis plans to only launch electric models from 2025 onwards.

HiPhi electric car plans

On sale now HiPhi X, HiPhi Z
Coming soon HiPhi Y

HiPhi is yet another new Chinese electric car manufacturer with its eye on the European market. The HiPhi X SUV and Z GT have already gone on sale in Norway and Germany, targeting the top end of the market with big batteries, lots of technology and plenty of performance – think Porsche Taycan. The company has also revealed its ‘Y’, a more affordable SUV that may even compete with the Tesla Model Y. Right-hand-drive production has yet to start, but we’ve been assured that the HiPhi brand will arrive in the UK by 2025 “at the latest”.

Hispano-Suiza electric car plans

On sale now Carmen
Coming soon TBC

Initially expected to be just another electric hypercar start-up making big promises before going mysteriously quiet, Hispano-Suiza, a revival of an old Spanish luxury car marque, has begun delivering cars.

Making an appearance at the 2022 Goodwood Festival of Speed, the Hispano-Suiza Carmen is the company’s oddly-styled electric car looking a blend of 1930s streamliner and mid-2000s Audi. Reports vary as to how many Carmens the company plans on building (no more than 25), but one thing’s for sure: with an 80kWh battery supplying power to a pair of electric motors sending 1,005bhp to the rear wheels, it’s quite quick.

If the standard Carmen’s sub-three-second 0-62mph time wasn’t fast enough, there’s an even hotter version, the Carmen Boulogne, with 1,098bhp and which can make the 0-62mph dash in 2.6 seconds. The starting price for Hispano-Suiza’s electric hypercar is somewhere around the £1.3m mark.

Honda electric car plans

On sale now Honda e
Coming soon e:Ny1 crossover (2023)

Despite being an early pioneer in the field of hybrids, Honda has become something of a laggard in the field of electric vehicles with just one EV currently on sale, the admittedly accomplished and roundly well-liked Honda e city car.

Its plans for the next decade are a bit more ambitious, however, with plans to launch 30 new EVs by 2030, for 40 per cent of its sales in Europe to be either electric or fuel-cell vehicles by the same year (80 per cent by 2035) and to phase out internal combustion globally by 2040.

To this end, over the next decade the firm will invest £31.2bn in electrification and will form joint-ventures with companies such as General Motors and Sony to reduce the overall cost of electrifying its range globally.

Due to arrive late in 2023 is the e:Ny1, which is an electric vehicle around the same size as the current HR-V crossover, sharing many of the HR-V’s handsome styling cues. The e:Ny1 is based on the Honda e:NP1/e:NS1 models that are sold in China, and it uses the same 68.8kWh battery, giving it a range of just over 250 miles.

Rumours suggest that Honda is working on an electric successor to the S2000 sports car, too.

Hyundai electric car plans

On sale now Kona Electric, Ioniq 5, Ioniq 6
Coming soon new Kona Electric (2023), Ioniq 7 SUV (2024)

Hyundai is an incredibly accomplished maker of electric cars. The now-discontinued Ioniq Electric was praised as a good electric family car in its day, a standard now borne by the Ioniq 5, a hugely impressive car from the brand, mixing high performance with a long range and eye-catching design.

Meanwhile the Nexo, which converts hydrogen to electricity in a fuel cell stack, rather than storing it in a battery, shows Hyundai’s looking down several avenues towards a zero-emission future.

On sale now is the sleek, streamlined and ultra-efficient Ioniq 6, the production version of the well-received Prophecy concept. The Ioniq 6 uses the same underpinnings as the Ioniq 5, meaning there’s a 77.4kWh battery in top models, up to 321bhp, a choice of single or dual motors and a very impressive range of up to 379 miles.

If that wasn’t exciting enough, coming later in 2023 will be an “N” performance version of the Ioniq 5 and, further down the line, a hot version of the Ioniq 6 if the company’s RN22e concept is anything to go by.

Also on the way in 2023 is a new Kona with fresh, futuristic looks. First revealed at the end of 2022, the 2023 Kona was designed from the ground up as an EV, with the architecture subsequently adapted to petrol and hybrid variants.

The last model confirmed by Hyundai is the logically-named Ioniq 7, a large SUV launching in 2024. The brand hopes that these releases can make it the world’s third-largest electric car maker by 2025.

Jaguar electric car plans

On sale now I-Pace
Coming soon J-Pace; All models to be electric by 2025

The Jaguar I-Pace made quite the impact when it was launched in 2019 — so impressed were we with it here at The Sunday Times, it was crowned Car of the Year at our inaugural Motor Awards.

A bigger impact came in February 2021, when Jaguar Land Rover boss Thierry Bollore stunned the world by announcing Jaguar would become an “all-electric luxury brand” by 2025. A new large SUV, the J-Pace, is expected to be launched next.

However, plans for an electric version of the XJ limousine have been put on ice (as predicted by The Times), and the fate of the XE, XF, F-Pace and E-Pace are to be confirmed.

Richard Porter reviews the Jaguar I-Pace

Jeep electric car plans

On sale now Avenger
Coming soon Wagoneer S (by 2025); Recon (by 2025)

Jeep’s first pure-electric car, the Avenger, sits on the same underpinnings as the Peugeot e-2008, Vauxhall Mokka-e and other electric models from brands under the Stellantis banner. The Avenger is a smaller model than Jeep’s current Renegade equipped with a 54kWh battery supplying power to a 154bhp electric motor that powers the front wheels only, to deliver a WLTP range of up to 248 miles.

Jeep also currently sells plug-in hybrid (4xe) versions of its Renegade and Compass models in the UK, while an all-new Jeep Grand Cherokee 4xe is due by the end of 2023. These will be joined by two more pure-electric models before the end of 2025; a large SUV called the Wagoneer S and a Land Rover Defender-rivalling Recon, which will be “very boxy and very capable”, according to Antonella Bruno, head of Jeep in Europe.

The famous Wrangler, which is available as a plug-in hybrid in America, won’t be converted to right-hand drive for the UK market in its current generation, Bruno has said.

Kia electric car plans

On sale now Niro EV, EV6, Soul EV
Coming soon EV9 (2024); 11 new pure-electric models worldwide by 2025

Like sister brand Hyundai, Kia has firmly cemented itself as a key player in the electric car market. It already has three battery-powered models on sale in the UK: the Niro EV crossover, the quirky Soul EV and the distinctive EV6.

An all-new version of the Niro EV went on sale in 2022, replacing the old e-Niro, which though accomplished in its time, was getting a bit long in the tooth. That said, the powertrain hasn’t changed significantly — there’s a 201bhp electric motor driving the front wheels through a single-speed automatic gearbox, and it’s fed by a 64.8kWh lithium-ion battery, all of which is around the same as the old model. Officially, it has a 286-mile range, which, at less than four miles better than the old e-Niro, isn’t much of an improvement and is one of the factors preventing the Niro EV from sitting at the top of its class.

By 2025, the Korean car maker expects to have 11 pure-electric models on sale worldwide. That includes the hot GT version of the EV6 that takes aim at the Audi e-tron GT and Porsche Taycan, with a 0-62mph time of 3.5 seconds, and the impressive three-row Kia EV9 SUV.

There are also rumours of an electric Sportage joining the line-up at some point, though those are unsubstantiated.

Lamborghini electric car plans

On sale now None
Coming soon New fourth model will be pure-electric (2028); Urus BEV (2029)

Lamborghini is slightly behind Ferrari in terms of electrification but has committed to all three of its models being hybrids from 2024, then introducing two pure-electric vehicles in 2028 and 2029.

First on the agenda is the Revuelto, a replacement for the Aventador, the firm’s halo supercar. It is a plug-in hybrid marrying an all-new V12 petrol engine with an electric motor for 1,001bhp. Then the Urus SUV (pictured) goes hybrid in 2024, followed by the new Huracan, which will be a PHEV of some description, by the end of that year.

But for emissions-free Lamborghinis, buyer will have to wait until 2028, when an all-new fourth model will be added to the line-up. Details are to be confirmed, but given we get a pure-electric Urus the following year, and CEO Stephan Winklemann is on record as saying the company’s supercars won’t go electric, a smaller SUV to rival the likes of the Porsche Macan might be a good guess.

Winklemann said the first two EVs will help reduce Lamborghini’s overall emissions by 80 per cent compared with 2023 levels.

Land Rover electric car plans

On sale now Range Rover PHEV, Defender PHEV, Discovery Sport PHEV
Coming soon Electric Range Rover, Discovery and Defender (from 2024)

In February 2021, Jaguar Land Rover boss Thierry Bolloré stunned the world with an aggressive electrification strategy. While Jaguar will become a pure-electric luxury brand by 2025, Land Rover will welcome an onslaught of six pure-electric variants over the next five years, with the first set to arrive in 2024. The six variants will span all three Land Rover families: Range Rover, Defender and Discovery.

JLR expects three of every five Land Rovers sold by 2030 to be zero-emission models, the same year in which the UK government will ban the sale of new petrol and diesel cars.

All diesel Land Rovers will be phased out by 2026, and Land Rover projects 100 per cent of its sales will be pure-electric by 2036. In the UK, sales of new hybrids, including plug-in hybrids, will be banned from 2035.

Lexus electric car plans

On sale now UX 300e, RZ
Coming soon RZ (2023)

Having just come in for a mild visual refresh, the Lexus UX 300e packs 201bhp, can manage 196 miles on a single charge and recharges to 80 per cent in 50 minutes using a 50kW charging station. That means it’s not the cheapest or longest-range EV, but it comes with Toyota’s reputation for reliability attached, and will be more luxurious than some of its competitors.

Lexus launched its new electric SUV in 2023, the RZ, based on the same underpinnings as the Toyota bZ4X and Subaru Solterra. As a clean-sheet design, the RZ features several innovative features such as steering-by-wire, dual electric motors and the option of a Tesla-style yoke instead of a steering wheel. Powering those motors is a 71.4kWh battery pack that, according to Lexus, is good for up to 271 miles between charges.

As for the future, the Japanese car makers don’t like to show their hands too early, but there are high hopes that the sensational Electrified Sport concept will inspire a new Lexus sports car.

Lotus electric car plans

On sale now Evija
Coming soon Eletre SUV (late 2023); Type 133 saloon (2024); Unnamed electric sports car (2026)

Fifteen years after production of the legendary Esprit ended, Lotus returned to making to supercars. The extraordinary Lotus Evija (pronounced “eh-vai-ya”) was the firm’s first pure-electric production car and its most extreme car ever. Lotus says its 1,973bhp and 1,254lb ft of torque are good enough for a 0-62mph time of under three seconds, a staggering sub-nine-second time for 0-186mph and a top speed of over 200mph.

The mid-mounted battery pack, developed by the Williams Formula 1 team’s Advanced Engineering division is good for 250 miles per charge under the WLTP test cycle, and is capable of charging speeds of up to 800kW meaning an ultra-rapid full recharge will be possible in just nine minutes, Lotus claims. Not that there are any chargers capable of that output on the market as yet…

Lotus boss: Evija hypercar back on track as company expands after lockdown

Lotus has also launched an electric SUV, called the Eletre (el-etra). The SUV is based on bespoke underpinnings from Lotus’s parent-company, Geely, and is built at Geely’s facilities in China.

Lotus then plans to launch a four-door electric saloon in 2024, codenamed Type 133, and is expected to add an electric sports car by 2026.

Don’t discount the idea of further variations on the SUV theme in the interim, as they’re profitable and popular, which would allow the further development of electric sports cars. Like it or not, that’s business.

Lucid Motors electric car plans

On sale now: Air
Coming soon: Gravity SUV (2024 – TBC)

At Lucid Motors’ helm is Peter Rawlinson, the man who led the development of the Tesla Model S and who has vowed to beat Tesla when it comes to luxury, acceleration, price and range. By a couple of metrics, Lucid already has; its Air Dream Edition model has been officially certified by the Environmental Protection Agency (EPA) in the United States as having a range of 520 miles, which is some 25 per cent more than a Tesla Model S Long Range. It achieves that partly through ultra-smooth aerodynamics but mainly through efficient battery management techniques derived from the company’s experience with the Atieva Formula E team. The fact that the Air Dream Edition features a substantial 113kWh battery helps too.

Not every Lucid Air has the Dream Edition’s all-wheel drive, efficiency and 1,086bhp power figure though. The Air Pure opens the range with rear-wheel drive, an 88kWh battery and a range of 406 miles. At the other end of the spectrum, the Dream Edition Performance offers up to 1,111bhp with 0-60mph dispatched in just 2.5 seconds.

The Air is currently on sale in the US, but hasn’t yet made it to Europe. Lucid, however, has said that it will bring the Air to Europe including a right-hand-drive version for the UK market. The company also plans to launch an SUV, likely called the Lucid Gravity and based on the Air’s running gear.

Maserati electric car plans

On sale now None
Coming soon MC20 (TBC), Grecale SUV (TBC), GranTurismo Folgore (2023), electrified versions of Levante and Quattroporte (TBC)

Maserati relaunched its entire brand with the unveiling of the MC20 supercar in 2020, which has given it a boost of productivity, with three electric models due from the company in the next few years.

There’s an electric version of the MC20 coming, which will, in swapping the twin-turbo V6 for a tri-motor set up, add around 100kg to the ICE model’s 1,500kg, as well as 80bhp or so.

The Maserati Grecale SUV features V6 power as well as mild-hybrid options, but the option of a pure-electric powertrain is on the way. The company’s electric models will be badged “Folgore” — Italian for “lightning” — and the replacements for the Levante and Quattroporte models will receive the option of fully-electric powertrains, too.

In October 2022, Maserati revealed details of the GranTurismo Folgore powered by three 300kW electric motors, one in the front and two at the rear. While the 800-volt electric system can generate a continuous 750bhp, by delving into the driving modes, drivers can access the Folgore’s full 1,185bhp for short periods, enabling 0-62mph in as little 2.7 seconds. Energy is supplied by a battery pack with a 92.5kWh capacity, which is similar to the capacity of the 245-mile Porsche Taycan Turbo S’s battery, allowing an official range of up to 280 miles.

Mazda electric car plans

On sale now MX-30
Coming soon TBC

Like many of its fellow carmakers, Mazda is making the mass-production foray into the world of electric motoring with a compact crossover — unsurprising, given the appetite for them.

Potential buyers may be put off by the small 124-mile range of the Mazda MX-30 — smaller even than the Honda e — but Mazda says it has done its research, and thinks that its clientele aren’t looking for anything more than that. Plus, a smaller battery (35.5kWh, in the MX-30’s case) is better for the environment, and means less weight.

For those still antsy about the range, a plug-in hybrid version with batteries charged by a rotary-engine range extender is due by the start of 2024.

Mazda plans to launch a dedicated EV platform by 2025 and has said it will launch three new EVs in the meantime, though details are scarce.

Mercedes-Benz electric car plans

On sale now EQA, EQB, EQC, EQE, EQE SUV, EQS, EQS SUV, EQV
Coming soon EQT (late 2023), EQG (2025)

Mercedes is another car maker going on the offensive when it comes to electric car releases. It already has nine fully-electric models on sale under its EQ sub-brand. The EQC SUV and EQV MPV are joined by the EQA, a compact SUV based on the GLA, and the compact seven-seat EQB SUV.

The EQE, launched in 2022, should prove a popular and less-expensive alternative to the flagship EQS, (not least because we awarded it overall Car of the Year at The Sunday Times Motor Awards 2022). The EQS crowns the current EQ line-up and is the company’s flagship electric car with a massive 478-mile range. There are also AMG versions of the EQE and EQS with greater performance outputs, as well as SUV versions of both.

At the Munich motor show in 2021, the company announced a number of upcoming models including a Maybach SUV based on the EQS SUV, and an electric G-Class set to arrive by 2025 – probably called the EQG. Later this year will also see the launch of the EQT, Mercedes’ electric MPV based on Renault Kangoo running gear.

In the longer term, Mercedes will launch three new electric-only vehicle platforms that will underpin most of its future models across its luxury Maybach and AMG performance sub-brands plus its commercial vehicle line-up.

A better of idea of what the company says will be its approach to EVs going forward was seen with the unveiling of the Vision EQXX at CES in Las Vegas in January 2022. The sleek concept car won’t make series production, but will remain a “road legal research prototype” claimed to be capable of 621 miles between charges through efficient battery management, smooth aerodynamics and a lightened design. Mercedes says this will be its approach towards electric cars in future rather than just applying bigger and bigger batteries to solve the issue of range.

MG electric car plans

On sale now ZS EV, MG5, MG4
Coming soon Cyberster (2024), MG4 XPower

Chinese-owned MG has emerged as a bit of a dark horse in the electric motoring world, thanks to the success of its well-priced ZS SUV and the similarly priced MG5 electric family estate which has seen a recent facelift.

Both hit a sweet spot financially and in terms of range: the MG5 Long Range costs £30,995 and has a 250-mile range; the ZS EV comes in both standard- and long-range guises with prices starting from £30,495 for the former (with 198 miles of range), while a longer-range version with a 72.6kWh battery and 273 miles of range is also available. Add in MG’s mammoth seven-year warranty and they make attractive, practical propositions.

The MG4 hatchback that went on sale at the end of 2022 is designed to take on the likes of the Volkswagen ID.3 and Nissan Leaf. Based on MG’s MSP (Modular Scalable Platform) architecture, the MG4 is rear-wheel drive only (for now — a 450bhp all-wheel-drive range-topper called the XPower is on the way) and is available with battery capacities from 51kWh to 64kWh, which gives it a range of 218 miles or 281 miles (depending on the version) between charges. The MG4 is something of a game-changer in this section of the market with a lot of spec, performance and quality for its £26,995 starting price. MG’s competitors should be very worried.

What’s lined up next for MG is something quite different indeed: the company’s first sports car since the demise of the elderly TF in 2011. It’s called the Cyberster and it’s a pretty two-seat roadster with dramatic, McLaren-style doors. Underneath is an all-electric powertrain, with rear- and all-wheel-drive options. The latter, using a dual-motor setup, will produce more than 500bhp. Revealed in 2023, it’s expected to go on sale in early 2024.

MG4 review

Mini electric car plans

On sale now Mini Electric, Mini Electric Convertible
Coming soon New Mini Electric (2023), Countryman E (2024), Aceman crossover (2024)

With the launch of the Mini Electric in 2020, Bernd Körber, head of Mini, told Driving.co.uk that he felt that driving the new Mini Electric (which Will Dron tested long-term throughout the second half of 2020) is even more fun than its internal-combustion compatriot, thanks to a “go-kart feel” that he said suits the ethos of the brand.

Körber revealed that Mini was planning the release of two new electric models by 2023 or 2024: an all-electric version of the Mini Countryman SUV as well as a then-unnamed small crossover to sit below the Countryman in Mini’s range.

In July 2022, the company unveiled the concept car on which that small crossover would be based. Dubbed the Aceman, it previews the company’s future design language as well as offering a fairly accurate preview of the crossover that will go into production mostly unchanged. The design represents a departure for Mini, eschewing the soft, rounded lines and chrome fittings of previous models in favour of stronger, sharper lines and a cleaner design.

The next-gen Mini Hatch will also be offered with an electric powertrain option from the start in two different guises. Interestingly, it won’t be based on the same platform as the petrol-powered model, but rather on architecture co-developed with BMW’s Chinese partner, Great Wall.

The Aceman will fit into Mini’s range between the new Mini Hatch (which is set to shrink compared to previous models) and the new Countryman, which is due to grow.

Before any of those new models launch, there’s a limited-edition electric version of the Mini Convertible to consider, using the same underpinnings as the Mini Electric hatch. Just 150 will be sold in the UK.

Nissan electric car plans

On sale now Leaf, Townstar, Ariya
Coming soon Micra replacement (2024 – TBC), seven other electric models worldwide by 2023, possibly including large SUV

Despite being one of the early pioneers of modern mass-market electric cars, until 2022 Nissan’s electric vehicle range wasn’t that extensive, comprising only the Leaf hatchback and van-derived e-NV200 people carrier.

That comparatively meagre line-up has been bolstered by the Ariya crossover SUV, which has arrived with up to 329 miles of range and a host of powertrain options including a choice of two battery sizes — 63kWh or 87kWh — and two- or four-wheel-drive versions. There’s also a new electric van, the Townstar.

Coming down the line is an electric replacement for the Nissan Micra supermini set to be based on a Renault-Nissan-Mitsubishi Alliance platform, which is due to arrive in 2024. Nissan says the underpinnings will provide a battery range of around 250 miles and be shared with Renault’s revival of its own R5 retro-styled supermini. The new Micra will be engineered by Nissan, but built in France by Renault.

Ora electric car plans

On sale now Funky Cat
Coming soon Ora 07 saloon (2023 – TBC)

Ora is a Chinese manufacturer and a sub-brand of car-maker Great Wall that once sold pickups in the UK until it fell afoul of emissions regulations. The company now sells the amusingly named Ora Funky Cat, a cute electric hatchback with styling cues seemingly drawn from Mini, Alpine and even Porsche.

Pricing for the Funky Cat starts from £31,995 and customers get plenty of spec for their money with a reversing camera and 18in alloy wheels, as well as LED headlights, wireless phone charging, adaptive cruise control, electrically adjustable front seats, Android Auto and Apple CarPlay smartphone mirroring featuring as standard.

Using a 48kWh battery, the Funky Cat will manage 193 miles (WLTP) between charges and feature rapid charging at up to 80kW.

While the Funky Cat is definitely competitive in terms of its aesthetics and spec, until the company introduces its planned cut-price versions, it’s not a huge car with a fairly low range for the money (compared with, say, the MG4). In terms of its size it straddles the divide between city cars such as the Fiat 500 and Mini Electric and hatchbacks such as the VW ID.3, MG4, Smart #1 and Cupra Born.

In the next year or so, the company plans to launch an elongated saloon version dubbed the Ora 07, a sort of Tesla Model 3 competitor, aping the styling of the Porsche Panamera, with twin electric motors and up to 267 miles between charges.

Peugeot electric car plans

On sale now e-208, e-2008, e-Rifter, e-Traveller
Coming soon E-308 (2023), E-3008 (2024)

Peugeot is attempting to electrify its entire line-up by the end of 2023, meaning that all models will have some form of plug-in variant. With its smaller offerings, like the already-available (and well received) 208, it’s going full bore with pure-electric, while larger models like the 5008 will be hybrids.

The next pure-electric model will be the 308 hatchback and its 3008 SUV counterpart. The E-308 and its estate variant are powered by a single 154bhp motor driving the front wheels with power supplied by a 54kWh battery to deliver a range just short of 250 miles. That same powertrain is set to be used in both the 3008 SUV and the Peugeot’s Stellantis stablemate, the new Vauxhall Astra Electric.

Polestar electric car plans

On sale now Polestar 2, Polestar 3
Coming soon Polestar 4 SUV (2024), Polestar 5 saloon (2024), Polestar 6 convertible (2026), Polestar 7 fastback (2027)

Most brands are (understandably) continuing to flog their engine-based wares while they make the transition to electric motoring. Polestar, though, started as an electric car brand.

Its first offering, the stunningly-designed Polestar 1, was a plug-in hybrid, while the Polestar 2 arrived in 2020 as the brand’s first pure-electric car, to strong reviews.

The company’s next model is the Polestar 3, a mid-sized performance SUV with the same running gear as the upcoming electric Volvo EX90. Powering the Polestar 3 is a huge 111kWh battery pack endowing the model in its most efficient guise with a range of up to 379 miles. The new electric architecture allows for rapid DC charging at up to 250kW with up to 510bhp on tap in the most powerful all-wheel-drive versions. First deliveries of the Polestar 3 are expected towards the start of 2024.

Following that, another, smaller SUV, the predictably named Polestar 4, made its debut in 2023, set to go on sale in 2024, while the Porsche Taycan- and Tesla Model S-rivalling Polestar 5 saloon is also expected in 2024, based on the well-received design of the company’s Precept concept.

The innovative, lightweight bonded aluminium architecture of the Polestar 5 will also be employed by Polestar’s first sports car, the Polestar 6, expected to arrive in 2026. Based on the stunning O2 roadster concept revealed in March 2022 (which, like the Polestar 5, borrowed its design language from the Precept), Polestar said that with the enthusiasm shown by the press and public for the design, that it would make the sports car a production reality.

While little else has been confirmed about the final production model, Polestar did promise some pretty impressive performance figures, with a power output of up to 872bhp and 664lb ft of torque from a dual-motor system, giving the Polestar 6 a potential 0-62mph sprint time of 3.2 seconds.

Pricing, it said, would be around the £165,000 mark and that while it won’t be a high-volume car like the Polestar 2, it won’t be ultra-low-volume like the Polestar 1.

Eventually, the Polestar 7 will replace the Polestar 2, though that won’t happen until at least 2027.

Porsche electric car plans

On sale now Taycan, Taycan Cross Turismo, Taycan Sport Turismo
Coming soon Macan Electric (2024), Cayman and Boxster Electric (TBC)

Sports car maker Porsche has no qualms about embracing the potential of electric power. Its first pure-electric model, the Taycan, has received rave reviews, and there’s now a little family of them including the 4S, the Turbo and the Turbo S (even though electric cars can’t technically be turbocharged).

A rugged estate version of the Taycan, called the Cross Turismo, is available too, and it’s a compelling mix of high performance, long range and crossover-like ability. Or you can have the Sport Turismo, which is effectively the same thing without the ruggedness.

An electrification of Porsche’s wider line-up is scheduled to take place next, with the Macan SUV due to be made electric for its next generation in 2024 (delayed due to software development issues), and pure-electric versions of the 718 Cayman and 718 Boxster models being developed. It will come as welcome news to many that an electric version of the much-adored 911 is not expected this side of 2030.

Pininfarina electric car plans

On sale now Battista
Coming soon Three new models by 2024

More than 90 years after it was founded as a coachbuilder, Pininfarina has finally begun deliveries of its first homegrown car: the pure-electric Battista hypercar, which rivals the similarly ludicrous Lotus Evija (see above). The Battista’s sensational performance claims include 1,874bhp, a top speed in excess of 217mph and 0-60mph in less than two seconds, all thanks to underpinnings from Croatian hypercar-maker Rimac (see below).

Pininfarina is set to build just 150 Battistas which, if you’re interested, will set you back £2m plus tax, with personalisation options allowing customers to spend well in excess of £3m to get the car they want.

Pininfarina has also said it’s working on a new pure-electric car platform that will underpin three future models to be released in the three years after the Battista hits the road. Two of these will reportedly be SUVs, but that’s not been officially confirmed.

Renault electric car plans

On sale now Zoe, Mégane E-Tech Electric, Kangoo E-Tech Electric (van)
Coming soon R5 (2024), R4 (2024), four other new electric models globally by 2025

Like sister company Nissan, Renault got into the electric car game very early, with the likes of the Fluence Z.E., Twizy and Kangoo Z.E, and, while its line-up remains quite limited, the arrival of the electric Mégane heralds the start of a major electric product push for the firm.

Powertrains in the Renault Mégane E-Tech consist of two power outputs and two battery options. Both 128bhp and 215bhp electric motors are available, the latter allowing a 0-62mph time of 7.4 seconds. A 40kWh battery delivers an official range of 186 miles, while the larger 60kWh pack manages 292 miles.

Both the Mégane and the Zoe supermini are set to be joined in Renault’s electric stable soon as the company plans to have eight pure-electric models in its global portfolio by 2025.

Highly exciting is the reinvention of two iconic old Renaults, the R5 and the R4 — the former as a good-looking electric hatchback, the latter as a funky retro-styled crossover. The Renault 5 EV is promised to be cheaper than the current Zoe when it goes on sale.

Rimac electric car plans

On sale now Nevera
Coming soon TBC

The Croatian company, Rimac, famous for creating the Concept One hypercar that Richard Hammond infamously crashed on the Grand Tour, has been collaborating with more established manufacturers like Aston Martin, Jaguar and Seat lately on battery and drivetrain technology and has even taken a controlling stake in Bugatti.

Watch Richard Hammond have another go at fateful Rimac hillclimb in The Grand Tour Game

Its only car, the Rimac Nevera is capable of mind-bending performance figures. A 340-mile WLTP range is promised and fast, 500kW charging delivering 0-80 per cent charge in around 19 minutes. That’s good, but not as impressive as Rimac’s claimed performance figures including 1,888bhp, 258mph and 0-60mph in 1.85 seconds. Rimac plans to build just 150 units starting at £1.7 million each.

Rivian electric car plans

On sale now: R1T, R1S

When American electric vehicle company Rivian began producing its quirkily styled pickup, the R1T, in September 2021, not only did it beat established manufacturers such as Ram, Ford and Jeep to market with an electric truck, but Tesla too, the arrival of whose Cybertruck still appears to be some time off.

Rivian is initially focusing on what it believes is the most profitable market segment — pickups and SUVs. The R1T and R1S use a 135kWh battery pack to deliver 314- and 316 miles of range respectively according to figures released by the EPA in the United States; longer-range models are expected to follow. Prices for the R1T start from the equivalent of just under £50,000 while the seven-seat R1S is priced from around £51,000.

While Rivian’s vehicles, having won praise for their style, appear to be in high demand relative to the company’s production capacity, Rivian is currently devoting a lot of its energies to fulfilling an order from Amazon for 10,000 electric delivery vans by 2025.

That means if, as it says, it plans to launch in Europe by the end of 2023, it’ll need a factory on this side of the Atlantic. Rivian is currently in negotiations with two European countries to build a battery and vehicle assembly plant, and the UK government even offered the company significant financial incentives to set up a facility on a 635-acre site in Somerset.

Rolls-Royce electric car plans

On sale now none
Coming soon: Spectre (2023)

Rolls-Royce is due to launch its first electric vehicle, to be called the Spectre, in late 2023. A large coupé taking up where Rolls’ old Phantom coupé left off, the Spectre will be based on Rolls-Royce’s “Architecture of Luxury” platform that it will share with the current Phantom, on sale since 2017. The underpinnings are exclusive to Rolls-Royce models and not used by any other members of the BMW group, the parent company of Rolls-Royce.

The official range figure is just over 320 miles between charges for the Spectre, while it produces maximum power and torque figures of 577bhp and 664lb ft, respectively, giving the coupé a 0-62mph time of 4.5 seconds — quite brisk considering that it weighs 25kg shy of three tons.

The Spectre is currently undergoing testing around the world that will see up to 1.6 million miles covered to simulate, what the company says, is more than 400 years of use. Its maker has described the Spectre as “the most perfect product Rolls-Royce has ever produced.”

Seat electric car plans

On sale now none
Coming soon TBC

Seat’s next pure-electric model, after the plug-in version of the Mii Electric, was supposed to be the el-Born hot hatch but the marketing people at Volkswagen Group HQ have decided to stick a Cupra badge on that car instead (see above), meaning that Seat will have to wait a bit longer for its new electric model.

Indeed, there are rumours that the Seat brand will stop making cars entirely and become an ‘urban mobility’ brand instead.

Skoda electric car plans

On sale now Enyaq iV, Enyaq Coupé iV
Coming soon Four all-new pure-EVs by 2026: Elroq crossover, estate, seven-seat SUV and compact crossover

The Skoda Enyaq iV shares its MEB platform with the Volkswagen ID range and is Skoda’s equivalent of the ID.4. With the 77kWh battery fitted, the Enyaq can go a quoted distance between charges of 330 miles, though a shorter range (and cheaper) Enyaq iV 60 model is also available.

Joining the Enyaq is the Enyaq Coupé, a very similar car but with a sloping, coupé-like roofline, making it Skoda’s version of the VW ID.5. It’s available as the 295bhp all-wheel-drive vRS and a tamer rear-drive model with 201bhp and a 339-mile range – thanks in part to improved aerodynamics over the standard Enyaq.

In April 2023 Skoda announced its electric car plans for the next few years, including the launch of four new EVs between now and 2026. The Elroq will be an electric crossover to replace the Skoda Karoq; there’ll be a smaller – and much more affordable – crossover below that in the line-up; the Vision 7S concept car previews a seven-seat EV; and there will also be an electric C-segment estate.

Skoda has also confirmed that the two Enyaq models will be significantly revamped in 2025.

Smart electric car plans

On sale now #1
Coming soon TBC

Smart ditched combustion engines entirely in 2019 and has now launched its first purpose-built EV, a compact SUV around the size of Mercedes’s EQA crossover.

Named the #1 (ridiculously pronounced “hashtag one”), the new model is a collaboration between Smart’s parent companies Mercedes and Geely, with the latter undertaking the engineering and construction and the former responsible for interior and exterior styling. Its architecture is based on the same Geely platform that will underpin the Volvo EX30.

That Geely platform means that the Smart #1 gets a 66kWh battery, which means a range of 273 miles. Power comes from a 267bhp electric motor, making it by quite some distance the most powerful Smart model yet, while a Brabus version with even more performance was made available from launch in the UK.

The #1 is built at Geely’s plant in China alongside replacements for the ageing Smart fortwo and forfour. In the UK it went on sale in January 2023, with deliveries from the autumn.

What comes after that is yet to be announced, though Smart did confirm to us it is already working on the follow-up. We’d expect a smaller option based on the same platform, perhaps with two doors, but at the moment that’s pure speculation. We’d like to see a new Roadster at some point, too, but is that type of car popular enough for the ambitious new Smart?

Sony electric car plans

On sale now none
Coming soon Vision-S saloon (TBC), Vision-S 02 SUV (TBC)

When Sony unveiled the Vision-S saloon at CES Las Vegas in 2020, it tried to quash rumours that it had plans to become a car maker, insisting that the model was a development testbed for sensor and communications technologies. With the reveal of Vision-S 02 SUV at CES in 2022, however, it said that it was actively considering entering the car business with a new division, Sony Mobility Inc, to be established later in the year.

Both the Vision-S saloon and seven-seat SUV are based on the same underpinnings and use a pair of 200kW electric motors to send around 540bhp to the front and rear wheels. Beyond that, however, there’s little indication of battery size or range.

In January 2023 Sony and Honda announced the creation of the Afeela joint venture with a view to launching its first EV by 2026. It is expected to be a saloon.

SsangYong electric car plans

On sale now None
Coming soon Korando e-motion (2023 – TBC); J100 mid-sized SUV (2023 – TBC)

SsangYong’s first pure-electric vehicle, a version of its Korando SUV model that will be known as the Korando e-Motion, has already gone into production, and though it had been slated to go on sale in the UK in 2022, the end of 2023 now looks to be the earliest it will launch. When it arrives, it should offer low-cost electric SUV competition to the likes of the MG ZS.

The Korando e-Motion is set to be driven by a single motor producing 187bhp and will provide a range of around 200 miles.

SsangYong plans to launch a larger, mid-sized electric SUV, currently codenamed the J100, which it envisages launching in 2023 and which may include a pick-up variant.

The company is working to develop an all-new EV platform and aims to launch its first vehicle on that platform by 2024.

Subaru electric car plans

On sale now Solterra
Coming soon TBC

Subaru’s brand-synonymous “Boxer” combustion engines are on borrowed time, it seems, as the car maker has been working with Toyota on a new pure-electric car platform.

The fruits of that collaboration come in the form of the Solterra SUV, which shares its underpinnings with the Toyota bZ4X and Lexus RZ.

The production model isn’t as alarmingly angular as its concept and, like the bZ4X features a 71.4kWh battery pack. Subaru only sells the Solterra in the UK with a dual-motor, all-wheel-drive setup, which uses an electric motor on each axle for up to 215bhp. The entry-level Limited model has an official range of 289 miles.

Suzuki electric car plans

On sale now None
Coming soon Compact electric car (date TBC)

Suzuki will soon enter the electric car fray, as it’s currently co-developing a new pure-electric model with the Japanese car making giant Toyota. We don’t yet know when it will go on sale or whether it will be offered in the UK, though it has been confirmed the car is being pitched as a compact vehicle — suggesting the pure-electric Suzuki will either be a small hatchback or a small SUV.

Tesla electric car plans

On sale now Model 3, Model S, Model X, Model S Plaid, Model Y
Coming soon Cybertruck (TBC), Roadster (TBC)

Tesla has one of the most impressive EV line-ups in Europe, including the incredibly successful Model 3 and its SUV-like alter ego, the Model Y. Price reductions this year meant more buyers could afford a Tesla, which is sure to put a squeeze on other car-makers’ profit margins.

Unfortunately, Tesla also announced that right-hand-drive production of the Model S and Model X was suspended “indefinitely” so it’s suspected that UK buyers will have to wait for the next generation of those models before they will be available again.

The next-gen Tesla Roadster, which the company is claiming will be able to do 620 miles on a single charge and sprint from 0-60mph in under two seconds, was expected to launch in 2023, but there’s no sign of that happening.

Likewise, the stainless steel Cybertruck, which has already been pushed back several times and was most recently slated for arrival in 2022, has been delayed further, any reference to its 2022 launch date being removed from Tesla’s website. Recent rumours suggest that it still hasn’t advanced much beyond a prototype stage.

Don’t expect to see versions of either car in the UK until 2024 at the earliest.

Toyota electric car plans

On sale now Mirai FCEV, bZ4X
Coming soon 10 pure electric models globally by 2025

Toyota has long been a world leader in hybrid cars, with the ubiquitous Prius hitting the road more than two decades ago. It’s taking the transition to electric cars at its own pace, though, and exploring all avenues in the case of the second-generation Mirai hydrogen fuel cell car.

It has also partnered with a number of other Japanese car makers, including Mazda, Subaru and Suzuki, to develop future battery-electric models, and expects to have 10 models in its global portfolio by 2025.

Toyota did launch the bZ4X in 2022, which is a crossover based on the same underpinnings as the Lexus RZ and Subaru Solterra, and features a 71.4kWh battery pack offering 330 miles or so of range, with front- and all-wheel drive versions.

TVR electric car plans

On sale now None
Coming soon Three EVs, one of which could be based on the Griffith (TBC)

To call TVR’s revival long-delayed is quite an understatement. The Griffith model was originally planned to spearhead that revival, having been first seen in 2017.

Production still isn’t underway at the company’s plant in Wales, but with a new financial backer in the form of South American lithium mining firm Ensorcia, it has been suggested that maybe, just maybe, production of the Griffith could begin within the next year.

As well as hinting that the Griffith was closer to production than before, in April 2022, TVR announced that it was partnering with the Formula E racing series to promote its electrification ambitions. It said that following the launch of the V8 Griffith, it would launch an electric version in 2024, to be followed later by two other electric models. Further details, however, remain elusive.

Vauxhall electric car plans

On sale now Corsa Electric, Mokka Electric, Combo Life Electric, Vivaro Life Electric, Astra Electric
Coming soon possible Monza crossover (2024), Manta (2025)

With its sister brands Citroën, DS and Peugeot pursuing their own pure-electric projects, it’s no surprise that Vauxhall is also adding plug-ins to its line-up. By 2024, every car it makes will have a hybrid or electric variant, and by 2028 the brand plans for all its models to be electric.

Vauxhall’s electric car range currently consists of the Astra Electric (in hatchback and estate forms), the Corsa Electric supermini (a facelifted model was revealed this year) and the Mokka Electric crossover, along with electric variants of the Combo Life and Vivaro Life people carriers, as well as their van equivalents.

There are also rumours that Vauxhall will reboot the Monza name as an electric crossover, but that won’t be revealed until at least 2024 if confirmed, and we expect the Manta to be reborn as an electric car in 2025.

Volkswagen electric car plans

On sale now ID.3, ID.4, ID.5, ID.7, ID. Buzz
Coming soon ID.2 (2025)

Volkswagen placed great importance on the ID.3 at its launch calling it a third chapter in the brand’s history — after the Beetle and the Golf. It put special emphasis on its environmental benefits: it’s produced in a carbon neutral manner, which is great PR for a brand still haunted by the spectre of the dieselgate emissions scandal. A facelifted version launched in 2023.

Order books are open for the ID. Buzz, the long-awaited revival of Volkswagen’s iconic Microbus model, concepts for which were first revealed way back in 2001. Though featuring retro styling, it’s an entirely modern MPV with roughly the same dimensions as VW’s T6.1 Multivan, built on the same underpinnings as the ID.3 and ID.4 and using a similar dash layout to both. Also shared is a 77kWh battery promising around 250 miles between charges. It’s available as both a passenger MPV and a commercial van and will be sold in GTX and long-wheelbase guises at a later stage.

The Volkswagen ID.7 hit the market in late 2023 as the range-topping EV in the line-up. It follows on from the ID. Aero concept car and continues that vehicle’s theme of aerodynamic efficiency with a coefficient of drag as low as 0.23. This translates into an electric range between charges as high as 435 miles when fitted with a new 86kWh battery pack, though high-performance all-wheel-drive variants are also expected.

In March 2023 Volkswagen took the wraps off its ID. 2all concept car, previewing a new direction for the company’s smallest EV. It is said to preview an affordable new small VW launching in 2025 and likely to be called the ID.2.

Volvo electric car plans

On sale now XC40 Recharge, C40 Recharge, EX30, EX90
Coming soon TBC

Volvo plans for its sales to comprise entirely either pure-electric or plug-in hybrid models, in a 50:50 split, by 2025, and in order to make that happen it will release a pure-electric model every year until then. All its new car sales will be pure-electric from 2030.

Four purely-electric cars are now officially on sale from Volvo in the UK. The XC40 and C40 Recharge soldier on, though they’ve been updated as part of the ‘2024 model year’ refresh and are now either rear-drive or all-wheel drive, where before, the single-motor cars were front-wheel drive. There has also been a boost in efficiency for the twins thanks to a new battery, and faster charging speeds.

Meanwhile, the EX90’s design is very much an evolution of the XC90 SUV, and the model features the same underpinnings as the upcoming Polestar 3. Powering the EX90 will be a hefty battery pack with a 111kWh capacity, supplying energy to electric motors front and rear to give the Volvo all-wheel drive, 510bhp, 671lb ft of torque and a range between recharges of up to 373 miles. Though listed as for sale on the Volvo website, deliveries have yet to begin – and are not expected before 2024.

Volvo’s next pure-electric model is the stylish EX30. It’s the smallest and most affordable EV in the line-up, but it’s also somehow one of the most desirable thanks to its Swedish design inside and out. To keep pricing down, there’s a relatively small 51kWh battery pack as the entry-point, with a range of 214 miles, though even then it’s paired with a powerful – 286bhp – electric motor. A 69kWh battery pack allows for a range of up to 298 miles, while a dual-motor version offers up to 422bhp.

After reading all the car-makers’ plans for EVs, you might be interested to read about the Volkswagen ID. Aero electric saloon
Keen to go electric? Here are the top 10 longest-range electric cars
Or read Will Dron’s review of the Hyundai Ioniq 5

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30 years of Jeremy Clarkson at The Sunday Times: Homepage

Will.dron@sunday-times.co.uk — Sat, 27 May 2023 23:10:00 +0000

Since 1993 readers of The Sunday Times have been entertained by Jeremy Clarkson’s car knowledge, outrageous opinions and peerless similes.

To mark 30 years of columns on Clarkson’s clock, Driving.co.uk has rooted through the archives to pull out some of our favourite reviews of all time.

We’ve also found out how Clarkson got started in motoring journalism by speaking with his early collaborator and friend Jonathan Gill.

And of course we’ve interviewed the man himself on three decades of reviews, and how he feels about modern cars and their increased electrification (spoiler: he’s not a fan).

Click on the images below to explore our celebration of The Sunday Times’ motoring maestro (and we don’t mean the Austin/MG).

Clarkson on 30 years of reviews… and the future of cars

Clarkson gets a job: Jonathan Gill on Clarkson’s early years

What cars has Jeremy Clarkson owned himself?

Clarkson’s first review: Aston Martin Vantage (1993)

Our favourite Clarkson review: Bugatti Veyron (2005)

Clarkson’s favourite car: Lexus LFA (2012)

Clarkson’s most outrageous review: Reed warbler (2002)

When Clarkson drove the original Nissan Qashqai (2007)

When Clarkson handed back his Ford GT supercar (2005)

Clarkson’s funniest review: Just buy a Ferrari F40

Clarkson’s most popular review: Volvo XC90 PHEV (2016)

When Clarkson retook his driving test (1999)

When Clarkson said women love slow drivers (2000)

When Clarkson attended the first Festival of Speed (1993)

The Clarkson Effect: Do his reviews affect car sales?

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Learning to drive aged seven: two children give their verdicts on lessons in a Firefly Sport

Will.dron@sunday-times.co.uk — Mon, 15 May 2023 18:13:31 +0000

What’s the best age for your first driving lesson? Is it 17 – the legal age at which we are allowed to drive a car on the road in the UK? What about 25? That’s when the brain’s prefrontal cortex has fully developed, meaning we’re less likely to take stupid risks and react irrationally behind the wheel (crash statistics and insurance premiums reflect this developmental phenomenon).

But what if we get our first lesson much earlier? The people behind Young Driver offer tuition in proper cars from the age of 10 (in car parks rather than on the road, of course) and have found that children of that age are much more likely to absorb instruction and less likely to become distracted than those who have their first lesson aged 17. In fact, two thirds of driving instructors surveyed by Young Driver (69 per cent) admitted they felt youngsters learn better before they turn 17.

Young Driver also claims early tuition helps to reduce the number of lessons needed after 17, while the chances of a newly-qualified driver having an accident in the first six months after passing their test drops from one in five to one in 29 following pre-17 training with Young Driver.

Would it be better to start the coaching at an even earlier age? That was the thinking behind the Firefly, a little electric car developed in 2016 by Young Driver Motor Cars — a sister company to Young Driver. With a top speed of 10mph it allowed children as young as five years old to get their first driving lesson, which is a massive advantage, according to qualified driving instructor Mark Beaumont.

“Children’s brains are like sponges,” he explained. “If you take language as an example, we go abroad and almost get embarrassed because everyone can speak English, but they’re taught English at such a young age they can just absorb it. With driving, the earlier you’re taught the earlier it absorbs into what you do; it becomes part of your DNA. You can just do it without thinking.”

Although the British-designed and built Firefly came with independent suspension, an adjustable driver’s seat, hydraulic disc brakes and indicators, there was room for improvement. I purchased a lesson for my daughter’s eighth birthday at the start of 2022 and the cars seemed fairly ponderous, especially on an uphill slope, and with fairly crude rubber bump stop suspension the ride was firm. The steering was a little heavy, too.

That has all changed with its replacement: the Firefly Sport. This much sportier-looking machine is more sophisticated in every way.

Its twin 24v electric motors take the top speed up to a heady 25mph, though Young Driver students will learn with the speed electronically limited to suit their ability, and a remote kill switch means that wayward drivers can be brought to a halt by the instructor.

Dr Ian Pogson, previously an engineering quality manager for MG and SAIC, developed the Firelfy Sport’s powertrain while the chassis was overseen by Steve Rawson, a former Aston Martin engineer. As a result, the ride and handling characteristics have been completely revolutionised thanks to a new aluminium chassis and all-round independent suspension with coilover springs.

Despite the use of lightweight aluminium the new car is actually slightly heavier because it’s 20 per cent longer and wider than before, but the more advanced engineering means the steering wheel is easier to turn than on the old car; so much so that four-year-olds can drive it.

The Firefly Sport is also much more of a looker than its predecessor. The sports car-like body was developed at Coventry University’s world class car design school and, according to one insider, was unashamedly inspired by Teslas, which have the “cool factor” among children, apparently. However, the Firefly Sport is clearly its own thing, with a gaping front grille and supercar-like lines along the sills.

So happy is Young Driver Motor Cars with the design and engineering, they’ve even opened it up to buyers in a variety of colours, for use on private land: a snip at £11,500 including VAT.

It’s also made a huge difference to the Young Driver lessons, according to Beaumont: “It’s easier to control; it’s almost got the feel of a car that’s got power steering. Then there’s the spacial awareness — there is more realism with the proportions, which means children get a better feel for reversing, handling, how it turns and everything else. In comparison to the old Fireflies, it’s fantastic.”

The new car definitely got the thumbs up from my daughter Eva, now nine, and her younger brother Alex, 7, when we arrived at Kempton Park race course for their lessons, with both making a beeline for the luridly-painted machine before poring over it with unbridled excitement.

Eva was also impressed by the high tech digital instrumentation on the new car, which includes a speedometer, clock and battery gauge. The proper indicator stalk is linked to six indicator lights around the car (which children are asked to check before driving), plus there are LED headlights and rear lights.

There are also plans for future developments to include a dash-mounted screen with a reversing camera… not that visibility is an issue when it’s an open-topped vehicle, though if a roof is developed for rainy lessons, as planned, it could come in handy.

The lessons for the kids were as impressive as the new car. All Young Driver’s instructors are fully qualified to tutor students for their real driving test on the road, and that is crucial for instilling good driving behaviours in more junior drivers. Learning to look all around the car before making manoeuvres, keeping an eye out for road signs and using indicators are all key parts of the 15-minute course.

Beaumont, who has been a qualified driving instructor for 15 years and began teaching children at Young Driver 12 years ago before becoming a team manager four years later, was on duty for my two children and immediately established a rapport with them.

He spent a minute going over the controls before Eva was allowed to get behind the wheel and begin the practical lesson in earnest.

It included the procedures for approaching a stop sign, entering a roundabout and even a few complicated manoeuvres — my wife told me I looked prouder watching Eva nail a parallel park than when she took her first steps. I refused to confirm or deny the suggestion.

Alex was a little nervous at first but was eventually persuaded to climb aboard and before the end of his briefing was fully into the swing of things. He went through the same course as his older sister, performing just as well despite his more junior years (though Eva’s parallel park really was something special).

The final part of the session is finding out if they’ve passed, but before they did the children were asked a question from the Highway Code — Alex was asked to name the colours of a traffic light, which he answered without skipping a beat, to my delight.

Eva was given a trickier one: what comes after an amber traffic light? Red or green? Daddy was asked to help with that one, so parents might want to brush up on their theory before attending a course.

Despite the intervention, both children passed and were handed their licences. The smiles said it all.

“Working with children is absolutely amazing,” said Beaumont. “You look on their faces, and they see they can do something they didn’t think they were going to be able to do. Working with kids is just fantastic because you can help to mould them, so that they know what they’re doing with driving when they reach 17, and know what to do with the vehicle.”

Confidence is the most important thing children gain from the course, according to Beaumont. It doesn’t make them cocky, it simply helps remove the initial trepidation of a young driver so that when they do first venture out onto the road, they can concentrate on what really matters.

“A 17-year-old on the road is already a bit apprehensive about what can happen. At this age there is no fear, which means they can take anything in.

“When I’ve taught people on the road that I’ve also taught within Young Driver, they have more confidence and ability in that first lesson. They’re not looking at their feet, they’re looking at the road. They’re aware of their surroundings; what’s going on; looking at what every other vehicle is doing; planning; anticipating. They can do that because they already have the confidence. They know how the vehicle works.”

What was the verdict from the drivers, though?

“It was really good,” said Alex. “I thought it was going to be really hard at first but I managed it and now I’m really happy.”

“I really enjoyed it, too,” concluded Eva. “It was really nice there and they were really kind. I would recommend it to anyone because you can learn driving skills early while having so much fun.”

Wait until they turn ten and can have a go in the real thing.

The Young Driver Firefly Sport driving lessons are available for four to ten-year-old drivers at 45 training centres across the UK. Lessons cost £20 for a 15-minute test drive. Young Driver also offers lessons in full-sized cars for children aged 10-17, as well as experiences in classic cars, off-road buggies and even fire engines. Visit www.youngdriver.eu for more information.

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If you enjoyed this article about Young Driver driving lessons for four to ten year-olds you might be interested in this study that found one in five young drivers admit to video calling behind the wheel
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Driving.co.uk’s guide to the best sports cars to buy in 2023

Kieran.ahuja@sunday-times.co.uk — Thu, 02 Mar 2023 10:46:01 +0000

In a world of humdrum hybrid hatchbacks and increasingly weighty electric SUVs, it’s good to know that there are still cars out there designed specifically to thrill.

It’s true that there are many fewer sports cars on the market than there used to be and they really do feel like a dying breed, especially at the less expensive end of the market. That said, buyers still have some choice when it comes to cars designed not for mere mobility, but to put a smile on a driver’s face and to look good doing it.

Here are some of the best sports cars on sale in the UK today.

Alpine A110 R

From £89,990

The most hard-edged, performance-focused version of what was already one of the best drivers’ cars on sale today, the Alpine A110 R is a featherweight, clocking in at just 1,082kg. That makes it a real antidote to the likes of the BMW M4 which, awesome though it is, feels really rather heavy.

The 296bhp 1.8-litre turbocharged four-cylinder engine in the middle of the Alpine isn’t the most exotic or mellifluous power unit, and isn’t any more powerful than the one found in the A110 S, but with so little mass to propel thanks to the extensive use of carbon-fibre and a borderline ascetic level of dedication to weight-saving, it’s more than adequate to really exploit the A110 R’s outstanding chassis on both road and track.

There’s one big fly in the ointment with the A110 R though — its price. At £89,990, it’s a significant jump beyond the asking price for the £61,990 A110 S. The Porsche 718 Cayman GT4 starts at £81,700 and, with an extra 118bhp on tap, it might seem mad to opt for the Alpine instead.

But while not a heifer by any stretch of the imagination, the Porsche is a lot heavier than the featherwight Alpine. The French car is also likely to be more exclusive, and the carbon fibre wheels must cost around £10,000 a set on their own, so the A110 R is capable of justifying its lofty price tag.

Mazda MX-5

From £25,800

Think of some of the great cheap classic sports cars, such as the MGB, Triumph Spitfire and Fiat 124 Spider. They weren’t especially quick even in their own time, but they looked great and offered relatively accessible driving fun and wind-in-the-hair motoring to the ordinary man or woman in the street. There aren’t many cars left like that, but the Mazda MX-5 is one of them.

The current-generation MX-5 is getting on a bit now (it was launched in 2014), but with so few real rivals left, it’s just as compelling a prospect as ever. The 1.5-litre engine is perky enough to be fun in such a small, lightweight car (it only weights around a ton), though the 2-litre unit that was introduced in 2016 adds some welcome performance.

The MX-5 looks just as good now as it did when it was launched, and a starting price of £25,800 for the classic rear-wheel-drive roadster experience makes it a very tempting buy.

BMW M4 Competition

From £58,235

Any qualms about the BMW M4 Competition’s looks rapidly disappear when you mash your right foot into the carpet and feel the sheer power of its 503bhp twin-turbocharged straight-six engine.

On the road, the M4 is a comfortable, refined and well-appointed cruiser capable of effortlessly soaking up the miles.

When really pushing on, on a track or twisty road, the M4’s 1,800kg weight and size are apparent, and it can feel a little unwieldy. Its optional all-wheel drive, meaty brakes, array of electronic stability and traction control systems, plus the ability to judiciously use that reservoir of power, mean that a driver can still have a lot of fun. The M4 remains stable and forgiving even when the person behind the wheel gets a little too enthusiastic.

Caterham Seven

From £28,990

With the possible exception of the Alpine A110 R, all of the other cars on this list could be used as a person’s daily driver without much in the way of compromise or discomfort. It’d take a lot of bravery and dedication to commute to work on a cold, wet winter’s morning in a Caterham Seven, though. This is a machine more for weekend use by true enthusiasts.

Little has changed in the Seven since it first wore a Lotus badge back in the 1960s and, now as then, it’s a car for people who care about driving pleasure more than anything else.

The Caterham is not especially comfortable, it’s not at all practical and it’s probably not very safe. What it is, though, is pure undiluted fun, and we love it.

With prices starting from a fairly reasonable £28,990 for one of the 84bhp 660cc three-cylinder turbocharged models, and reaching upwards of £64,990 raw, visceral, windscreenless experience of the 310bhp supercharged 620 R, the Seven is available for drivers of varying levels of skill (and nerve) but all versions are guaranteed to put a smile on your face.

Porsche 911 GT3

From £135,700

Constant road and track development means that the 911 GT3 is arguably the ultimate track-focused road car. It may well indeed be the default choice for those looking for a track day car that’s not also terribly uncomfortable on the drive to work.

Pin-sharp steering and a crisp-shifting six-speed manual gearbox — or the even faster seven-speed PDK auto — connect you with everything that’s going on around you, so you can enjoy the 503bhp flat-six all the way to its 9,000rpm redline.

We awarded it five stars out of five after driving it on track at Anglesey and named it our sports car of the year at the 2021 Sunday Times Motor Awards.

If you found our article on best sports cars to buy in 2023 interesting, you might also like to read Lamborghini Countach returns: new supercar gets V12 hybrid, 221mph top speed
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Alfa Romeo Quadrifoglio: Looking back at 100 years of the four-leafed clover

Shane.odonoghue@sunday-times.co.uk — Wed, 01 Mar 2023 15:14:03 +0000

This year marks a significant anniversary for Alfa Romeo — the 100^th birthday of the first use of its totemic quadrifoglio, the four-leafed clover symbol that has adorned everything from humble hatchbacks to great racing cars of motor sport’s golden age.

These days, the clover has come to represent Alfa’s Quadrifoglio performance arm — sort of an Italian equivalent of BMW’s M division or Mercedes-AMG — and graces some of the most powerful and potent cars ever created by the firm.

Powering the Quadrifoglio versions of Alfa’s Giulia saloon and Stelvio SUV is a twin-turbo 503bhp Ferrari-derived 2.9-litre V6 engine that enables the Giulia to sprint to 62mph in 3.8 seconds and which, for a short time, allowed the Stelvio to claim the title of world’s fastest production SUV.

All of this serves to illustrate that today the Quadrifoglio brand really does equal high performance rather than being a relic of past glories used as a halo to burnish the image of poorly-selling models as has occasionally been the case in the past.

Recent hints from the company suggest that even brighter days could lie ahead as the four-leafed clover enters the electric era.

The origins of the quadrifoglio symbol

It’s not really clear how the four-leafed clover came to represent good fortune, but it was known as a lucky charm at least as far back as the 19^th century.

It had obviously gained currency by the 1920s when one Italian driver, Ugo Sivocci, a fine and well-regarded racer but not one with many outright wins to his name, applied a four-leafed clover emblem to his Alfa Romeo in the hope that he might finally shake off his moniker of “The Eternal Second”.

Founded in 1910, Alfa Romeo would later become one of the greatest names in motorsport, but success in the early days was largely elusive.

For the 1923 Targa Florio — the notoriously dangerous road race in Sicily — Alfa’s factory team fielded four specially-prepared lightweight RL models. These were driven by Antonio Ascari (father of the two-time F1 world champion Alberto Ascari), Ugo Sivocci, Giulio Masetti and a little-known Modenese named Enzo Ferrari.

Prior to the race, Sivocci had a green four-leafed clover on a white square painted on the front of his car as a good luck symbol. It seemed to pay off; some 200 yards from the finish, Ascari’s car, on course for victory, went off the track, requiring repairs to get going again.

In their enthusiasm, Ascari’s mechanics clung on to the back of his car as he revved up and roared across the line to an apparent victory. This, however, was against the rules, leading Ascari’s win to be declared null and void. With Ascari forced to return to where he broke down and cross the line for a second time, this handed the win to Sivocci in his clover-adorned car and marked Alfa’s first major international win.

A few months later, Sivocci crashed his Alfa P1 and died while racing at Monza. Due to complications surrounding the paintwork, the car he had been driving was not wearing its good-luck charm, an affirmation for many of the power of the quadrifoglio verde.

Following Sivocci’s crash, superstitious drivers, mechanics and engineers at Alfa began to insist on the inclusion of the clover symbol on the firm’s racing cars and, to mark Sivocci’s absence, the white square background was replaced by a triangle.

A staple of the Alfa Romeo brand

As the 1920s gave way to the thirties, Alfa Romeo cars bearing the quadrifoglio were racking up major international victories and even in the post-war period quadrifoglio-bedecked Alfas driven by Giuseppe Farina and Juan Manuel Fangio respectively won the first two F1 world championships in 1950 and 1951.

By the 1960s, the quadrifoglio verde (often abbreviated to QV) had long become synonymous with Alfa, and in 1964 the lightweight and sporty Giulia TI Super saloon became the first road car to wear the mark.

Created as a homologation special to allow Alfa to enter European touring car races, the Giulia TI Super weighed in at just 910kg and, with its 1,570cc engine developing 110bhp, its top speed of 115mph made it quick for its day.

By the Seventies and Eighties, “QV” had come to denote the sportiest variant of each Alfa model, with the Alfasud, Alfasud Sprint, 33, 75, Spider, 164 and 145 all getting a QV version and with the symbol still visible on Alfa’s racing and F1 cars throughout the period.

There was the quadrifoglio oro, too, a golden four-leafed clover used to represent the most luxurious cars in the company’s line-up, and 1992 saw the introduction of the all-wheel-drive 155 Q4, the Q4 suffix coming to distinguish Alfa’s four-wheel-drive performance models.

In the late nineties and early 2000s, the quadrifoglio symbol and name had fallen out of use in favour of the GTA moniker, but rather than let such a storied nameplate go, Alfa reintroduced the clover on the 8C Competizione in 2007 and the name as a trim level on the MiTo hatchback in 2009.

In time, however, the quadrifoglio verde, perhaps a little sullied by its appearance on a 1.4-litre supermini, would return to its rightful place on the wing of a properly quick car, the 2016 Giulia Quadrifoglio super saloon, which remains in production today along with a performance version of the Stelvio.

The charm reappeared at motor sport’s highest level on Ferrari’s 2017 F1 car and on the cars of the Alfa Romeo Sauber team in 2018.

While the clover remains part of the Alfa Romeo Racing livery at present it hasn’t brought the team much luck on track in recent years.

If those Alfa Romeo mechanics of the 1920s are to be believed though, maybe, just maybe, Sivocci’s quadrifoglio verde painted on the air intake of Zhou Guanyu’s car could have played a part in the Chinese driver walking away unscathed from his horror crash at the 2022 British Grand Prix.

What’s next for Quadrifoglio?

In an announcement last week, Alfa boss Jean-Philippe Imparato said that the current Giulia would be replaced in 2025 by an electric model. With that, he said, there would also be a Quadrifoglio version developing as much as 1,000bhp, with a range of up to 435 miles and equipped with 800-volt fast-charging electric architecture.

An electric replacement for the Stelvio is due in 2026 which, again, will be sold in Quadrifoglio form.

In the more immediate term, however, Alfa is shortly expected to confirm production of a new limited-run mid-engined sports car, rumoured to be called the 6C. If previous Alfa sports cars such as the 8C Competizione are anything to go by, the 6C could also wear the Quadrifoglio badge, but, even if it doesn’t, it’s still likely to be an incredibly exciting car. What kind of power unit will sit behind the driver’s seat remains to be seen.

Here’s hoping the Quadrifoglio’s second century is just as thrilling as its first.

After reading about Alfa Romeo’s quadrifoglio brand, you might be interested to read a review of the Maserati Grecale SUV
Read what Jeremy Clarkson thought of the Porsche Macan
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The post Alfa Romeo Quadrifoglio: Looking back at 100 years of the four-leafed clover appeared first on Driving.co.uk from The Sunday Times.

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Aston Martin electric car plans

Audi electric car plans

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BMW electric car plans

BYD electric car plans

Citroën electric car plans

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HiPhi electric car plans

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Land Rover electric car plans

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Lotus electric car plans

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Maserati electric car plans

Mazda electric car plans

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