Lightyear One solar-charging EV revealed with 450 mile range

Dutch start-up Lightyear has revealed a prototype of its upcoming new One, which it claims will be the world’s first long-range solar car. The One is a lightweight, four-wheel drive, coupé-style four-door, which Lightyear says will offer a range of around 450 miles on the WLTP combined cycle from a solar-electric hybrid powertrain. Lightyear claims the One is able to achieve this segment-leading range even with a much smaller battery than that found in equivalent BEVs, because it consumes much less energy than conventional electric cars. Each wheel is independently driven, minimising loss of energy throughout the drivetrain, while the use of ultra-light materials for its body construction reduces strain on the battery’s output. As well as generating as much as 12,430 miles worth of energy each year from solar power, the One can be charged from a conventional domestic 230V outlet, gaining up to 250 miles of range overnight The car’s five-metre-square solar panels are located on its roof and bonnet, comprising solar cells integrated in safety glass so strong that, Lightyear says, “a fully-grown adult can walk on them without causing dents.” Company boss Lex Hoefsloot said: ““The main goal of the car is to fill in where electric cars fall short. Research has shown that range and the lack of charging options are still the top concerns that people have when considering purchasing electric cars.” The One marks the start of Lightyear’s planned solar vehicle development strategy. While reservations for the One open at €119,000 (£106,000), future models will “have significantly lower purchase prices”. The company also says the One’s successors will be geared towards car-sharing, with high levels of autonomy and low operating costs, as it strives to create a product range that is fully sustainable. The first 100 One models, of a total planned production run of 500, have been reserved already. Build is set to get underway in
Origin: Lightyear One solar-charging EV revealed with 450 mile range

Mercedes-AMG GT R Roadster: UK prices and specs revealed

The flagship version of Mercedes-AMG GT Roadster, the hardcore, limited-run R model, is now on sale priced from £178,675. Representing a £34,400 price increase over the AMG GT C Roadster and a £30,000 increase over the hard-top GT R, it’s available to order now with first deliveries expected in the autumn. Revealed back at the Geneva motor show and limited to just 750 units, the Mercedes-AMG GT R Roadster will share its twin-turbocharged 4.0-litre V8 engine with the GT R coupé, producing 577bhp and 516lb ft sent via a seven-speed dual-clutch automatic gearbox. The firm now quotes a WLTP combined figure of 22.6mpg, while the car emits 284g/km of CO2. It can hit 62mph from rest in just 3.6sec and reach a top speed of 197mph. That 0-62mph time matches that of the GT R coupé, and the top speed is just 1mph shy of its fixed-roof sibling. The aggressive styling of the coupé also translates to the Roadster, including the large fixed rear wing, while the likes of the coil-over suspension and adjustable dampers, tuneable through several different driving modes, and rear-wheel active steering, also feature, giving the GT R Roadster a very similar dynamic spec to that of the coupé. The aerodynamic package also carries over, including the front lip spoiler, active aero front grille and large rear double diffuser that houses the exhausts. The wider track over the GT C Roadster on which the car is based allow for fitment of the larger lightweight 19in front/20in rear alloys, shod in Michelin Pilot Sport Cup 2 tyres and sized 273/35 front and 325/30 rear, while also improving stability. The three-layered fabric roof from the rest of the GT Roadster range carries over unchanged to the GT R Roadster. The model weighs 1710kg, an increase of 80kg over the GT R coupé. Rigidity improvements to mitigate the loss of strength in the GT’s conversion from coupé to Roadster include thicker sill elements, an additional dashboard support and an aluminium cross-member integrated into the rear bulkhead that supports the fixed roll-over bars. Lightweight options include composite brakes and a two-stage carbonfibre pack for various trim elements. Each of the 750 models sold will have a bespoke badge on the centre console depicting that car’s number in the production run. The Porsche 911-rivalling GT range now runs to 16 versions including hard and soft-top road cars, and racing
Origin: Mercedes-AMG GT R Roadster: UK prices and specs revealed

New Porsche 718 Cayman GT4 and Boxster Spyder revealed with 414bhp flat-six

Porsche’s GT division is shunning the industry-wide trend for downsizing, turbocharging and automation with its two new additions: the 718 Boxster Spyder and 718 Cayman GT4. Both cars maintain a naturally aspirated six-cylinder engine and a manual gearbox, and Porsche says they will offer enthusiasts “unadulterated driving pleasure”, a “high level of agility and an almost intimate proximity to the centre of power”. These faster, purer and more hardcore variants of the existing Boxster and Cayman join at the entry point in the road-going GT line-up, but both make use of an engine bored out and adapted from the 3.0-litre unit of the latest 911. The new 4.0-litre flat six – up from the 3.8 litres of the previous Spyder and GT4 – forms a new engine family called 9A2 Evo. It ditches the turbocharger found in the 991-series 911 Carrera but still manages to put out 414bhp. That figure is 44bhp and 35bhp more than the previous Spyder and GT4 respectively. The new unit revs out to 8000rpm and delivers peak torque of 310lb ft between a relatively high 5000rpm and 6800rpm. The result is that both models are capable of 0-62mph in 4.4sec, with the Spyder managing a top speed of 187mph and the GT4 topping out at 188mph. Both cars put their power down through a six-speed manual gearbox only. A Porsche spokesman told Autocar: “If the market asks for PDK, it (an automatic version) might be feasible, but the spirit of the cars and customer demand is very much oriented to manual.” New technology has been brought in to increase the engine’s efficiency and stave off the need for forced induction. Alongside a particulate filter to reduce NOx emissions, Porsche has introduced a new adaptive cylinder control system that can briefly pause fuel injection in one of the two cylinder banks under partial loading. Piezo injectors are used for the first time, alongside a variable intake system. Porsche claims fuel economy, calculated through the new WLTP cycle, of 25.7mpg. That figure is less than the old cars’, although it can’t be compared as they were put through the old, less realistic NEDC cycle. CO2 emissions are put at 249g/km. Aerodynamics: more downforce, same drag Porsche claims to have “comprehensively improved” the GT4’s aerodynamic efficiency for the 718 model. It’s said to produce up to 50% more downforce than the old car without having a negative effect on drag. Features such as a more compact rear silencer, giving space for a functional diffuser, increase downforce by 30% at the rear, while the fixed rear wing is 20% more efficient than the old one. This adds up to 12kg more downforce at 124mph. The 718 Spyder is, being a soft-top, less aerodynamically efficient. However, it makes use of a rear spoiler that rises at 74mph and is the first Boxster to feature a rear diffuser and generate downforce at the rear axle. The hood itself, which continues the distinctive look of previous Spyders, is still manually operated. Porsche claims it can be stowed away in “just a few steps”. Chassis: shared between both for the first time Unlike previous generations of the Spyder and GT4, both cars now feature the same GT chassis underneath. Raceinspired spring and strut front and rear axles feature, along with a Porsche Active Suspension Management damping system that’s 30mm lower than standard variants. It’s claimed to be “specifically designed for use on the racetrack”. The Porsche Stability Management (PSM) system is tweaked to be less obtrusive, and torque vectoring with a mechanical rear differential lock features. Both again have the option of a ceramic braking set-up, alongside the standard track-focused aluminium mono-bloc fixed-caliper system. The 718 Spyder also uses the same Porsche-specific high-performance tyres, made by Michelin, as the GT4. Porsche claims the alterations and extra power enable the Cayman GT4 to lap the Nürburgring Nordschleife more than 10 seconds quicker than its predecessor. The firm hasn’t released specific details about the interior of either car, beyond the images you see here. But it’s apparent that the new GT4 retains many details of the previous version, including fabric door pulls in place of traditional handles, bodycoloured seatbelts and the removal of the infotainment system, which in the old car could be reinstalled as a no-cost option. The Spyder, on the other hand, appears to retain standard door handles and its infotainment system. Each has copious amounts of Alcantara. Both new models are available to order now, priced from £73,405 for the 718 Spyder and £75,348 for the Cayman GT4. The GT4 also has the option of a Clubsport package. This includes a steel roll bar at the rear of the cabin, a small fire extinguisher and a six-point seatbelt for the driver’s side. Pricing for that package has yet to be
Origin: New Porsche 718 Cayman GT4 and Boxster Spyder revealed with 414bhp flat-six

New Porsche 718 GT4 and Spyder revealed with 414bhp flat-six

Porsche’s GT division is shunning the industry-wide trend for downsizing, turbocharging and automation with its two new additions: the 718 Spyder and 718 Cayman GT4. Both cars maintain a naturally aspirated six-cylinder engine and a manual gearbox, and Porsche says they will offer enthusiasts “unadulterated driving pleasure”, a “high level of agility and an almost intimate proximity to the centre of power”. These faster, purer and more hardcore variants of the existing Boxster and Cayman join at the entry point in the road-going GT line-up, but both make use of an engine bored out and adapted from the 3.0-litre unit of the latest 911. The new 4.0-litre flat six – up from the 3.8 litres of the previous Spyder and GT4 – forms a new engine family called 9A2 Evo. It ditches the turbocharger found in the 991-series 911 Carrera but still manages to put out 414bhp. That figure is 44bhp and 35bhp more than the previous Spyder and GT4 respectively. The new unit revs out to 8000rpm and delivers peak torque of 310lb ft between a relatively high 5000rpm and 6800rpm. The result is that both models are capable of 0-62mph in 4.4sec, with the Spyder managing a top speed of 187mph and the GT4 topping out at 188mph. Both cars put their power down through a six-speed manual gearbox only. A Porsche spokesman told Autocar: “If the market asks for PDK, it (an automatic version) might be feasible, but the spirit of the cars and customer demand is very much oriented to manual.” New technology has been brought in to increase the engine’s efficiency and stave off the need for forced induction. Alongside a particulate filter to reduce NOx emissions, Porsche has introduced a new adaptive cylinder control system that can briefly pause fuel injection in one of the two cylinder banks under partial loading. Piezo injectors are used for the first time, alongside a variable intake system. Porsche claims fuel economy, calculated through the new WLTP cycle, of 25.7mpg. That figure is less than the old cars’, although it can’t be compared as they were put through the old, less realistic NEDC cycle. CO2 emissions are put at 249g/km. Aerodynamics: more downforce, same drag Porsche claims to have “comprehensively improved” the GT4’s aerodynamic efficiency for the 718 model. It’s said to produce up to 50% more downforce than the old car without having a negative effect on drag. Features such as a more compact rear silencer, giving space for a functional diffuser, increase downforce by 30% at the rear, while the fixed rear wing is 20% more efficient than the old one. This adds up to 12kg more downforce at 124mph. The 718 Spyder is, being a soft-top, less aerodynamically efficient. However, it makes use of a rear spoiler that rises at 74mph and is the first Boxster to feature a rear diffuser and generate downforce at the rear axle. The hood itself, which continues the distinctive look of previous Spyders, is still manually operated. Porsche claims it can be stowed away in “just a few steps”. Chassis: shared between both for the first time Unlike previous generations of the Spyder and GT4, both cars now feature the same GT chassis underneath. Raceinspired spring and strut front and rear axles feature, along with a Porsche Active Suspension Management damping system that’s 30mm lower than standard variants. It’s claimed to be “specifically designed for use on the racetrack”. The Porsche Stability Management (PSM) system is tweaked to be less obtrusive, and torque vectoring with a mechanical rear differential lock features. Both again have the option of a ceramic braking set-up, alongside the standard track-focused aluminium mono-bloc fixed-caliper system. The 718 Spyder also uses the same Porsche-specific high-performance tyres, made by Michelin, as the GT4. Porsche claims the alterations and extra power enable the Cayman GT4 to lap the Nürburgring Nordschleife more than 10 seconds quicker than its predecessor. The firm hasn’t released specific details about the interior of either car, beyond the images you see here. But it’s apparent that the new GT4 retains many details of the previous version, including fabric door pulls in place of traditional handles, bodycoloured seatbelts and the removal of the infotainment system, which in the old car could be reinstalled as a no-cost option. The Spyder, on the other hand, appears to retain standard door handles and its infotainment system. Each has copious amounts of Alcantara. Both new models are available to order now, priced from £73,405 for the 718 Spyder and £75,348 for the Cayman GT4. The GT4 also has the option of a Clubsport package. This includes a steel roll bar at the rear of the cabin, a small fire extinguisher and a six-point seatbelt for the driver’s side. Pricing for that package has yet to be
Origin: New Porsche 718 GT4 and Spyder revealed with 414bhp flat-six

New Honda e: powertrain details of BMW i3 rival revealed

Honda has revealed further details of its new electric city car, the Honda e, ahead of its dynamic debut later this year. The new machine, which is available to order before deliveries commence in 2020, will arrive with a 50:50 weight distribution and a low centre of gravity due to the placement of its batteries low within the wheelbase. Power will be sent through the rear wheels, while the car will ride on four-wheel independent suspension. The e will use a liquid-cooled 35.5kWh battery Honda claims should deliver more than 125 miles of range. Rapid-charging should allow for an 80% charge in less than 30 minutes, although Honda has yet to reveal the exact maximum charging capacity of the car. While the estimated range is substantially lower than that offered by rival EVs such as the 282-mile Kia e-Niro and 193-mile BMW i3, Hitomi said it was necessary to keep the batteries small to fulfil its city car role. “We believe the range is sufficient for this segment of car,” said Hitomi. “Some potential customers might not be satisfied, but when you think about bigger range and a bigger battery, it has drawbacks in terms of packaging. It’s a balance.” The e will make its first UK appearance at this year’s Goodwood Festival of Speed. It will take to the event’s hillclimb course, with another on display on the Honda stand. Honda says the e that will appear at Goodwood will be “95% true” to the production version. The latest version of the NSX hybrid supercar will also appear on the Japanese firm’s Goodwood stand. The e is the production version of the Urban EV concept, which was revealed at the 2017 Frankfurt motor show, and Honda has confirmed that many of that car’s features will reach the final model as standard. These will include the camera wing mirror system, which Honda claims reduces aerodynamic drag by around 90%. That is said to improve the efficicency of the entire vehicle by 3.8%, playing a significant role in maximising range. The camera system will feature two modes: a normal mode and a wide mode with an extended field of view, and Honda claims they reduce blindspots by at least 10% compared to mirrors. A special water-repellent coating will be used to stop water obscuring the driver’s vision. Honda recently began taking orders for the e, ahead of first deliveries beginning in spring 2020. Mirroring the process of rivals such as Tesla and Peugeot with the e-208, potential customers are invited to cough up a reservation fee of £800 to get “priority status” on the order books. Those customers will be invited to place a full order later this year. The e’s pricing is still yet to be announced, but as with most reservations, the fee is refundable if buyers change their mind. A near-production version of the e was shown at this year’s Geneva motor show, dubbed the e Prototype. Honda has confirmed the ‘e’ name will stay for the production version and revealed a selection of available paint options for customers at launch. The firm believes the car’s retro design will give it an Apple-style appeal to customers. It maintains the styling of the Urban EV, albeit with the addition of an extra set of doors. While Honda has yet to reveal full technical details of the car, its designers told Autocar at the Geneva show that it would offer “more than” 98bhp and 221lb ft of torque. Honda has said there are more than 6500 people in the UK who have expressed interest in the e so far. Pricing has yet to be set, but Autocar understands a ballpark figure is £35,000. Project manager Kohei Hitomi said the machine had been the subject of an internal “battle” over whether to put it into production, with the positive reaction to the concept being a key factor in it gaining approval. The car is slightly shorter than the Jazz and around 100mm taller than the Mini hatchback. It is built on a new platform designed for A and B-segment electric cars, with underfloor batteries produced by Panasonic that are similar to those used in the US-market Accord plug-in hybrid. The rear-mounted electric motor drives the rear wheels, which employ torque vectoring to give a smoother response and improved handling in tight corners. As well as featuring cameras instead of rear-view mirrors, there are also flush door handles to further boost aerodynamic efficiency, while the charging port is mounted centrally in the bonnet. The cockpit of the e prototype is dominated by two 12in touchscreens, built into a dashboard finished with a wood-effect trim. The seats – including a two-seat bench in the rear – are covered in polyester, which, as with the wood effect, is designed to make the interior feel like a living room. The e will be built in Japan and go on sale in selected European markets in late 2019, with others following in 2020. It will also be sold in Japan. Hitomi said it is “important” the car is affordable but he added: “A low price is not always a guarantee of success. When you look at Apple
Origin: New Honda e: powertrain details of BMW i3 rival revealed

New Bentley Flying Spur: 207mph luxury sports saloon revealed

The third-generation Bentley Flying Spur will represent a “quantum leap in technology, performance and innovation” over its predecessor, according to the Crewe-based maker. However, despite the Flying Spur and Continental’s identical underpinnings, including the MSB platform that is also shared with Porsche’s Panamera, Bentley has sought to differentiate the two cars not only through the difference in body shape but also a number of finer design details both inside and out. The Flying Spur will launch with Bentley’s familiar range-topping twin-turbocharged W12 engine, reworked for this generation. The 6.0-litre unit produces 626bhp and 664lb ft of torque, accelerating the car from 0-60mph in 3.7sec, 0.7sec faster than its predecessor. The top speed is 207mph. It is mated to an eight-speed dual-clutch transmission promised to deliver “smooth and refined acceleration, quicker gearshifts and improved fuel economy”. The engine combines high-pressure and low-pressure fuel injection, intended to maximise refinement, lower particulate emissions and optimise power and torque delivery. The new model reaches a peak torque of 664lb ft at 1350rpm, compared with the previous generation’s 590lb ft at 2000rpm. The unit also uses a variable displacement system that can shut down half the cylinders, making it more efficient below 3000rpm. After the W12 launches, an entry-level V8 will be added to the range. A V6 petrol-powered plug-in hybrid will complete the powertrain line-up. This, Bentley’s second hybrid, will follow the Bentayga Hybrid, which launches in August. The Flying Spur pioneers all-wheel steering for Bentley, a system that is promised to enhance stability at high speeds and manoeuvrability around town. The rear wheels are steered in the opposite direction to the front wheels at low speeds, reducing the turning circle and making parking easier. At higher speeds, the rear wheels stay in the same direction as the front wheels, as a means of improving stability. While the second-generation Flying Spur had all-wheel drive, the new model introduces an active system that favours rear-wheel drive to improve the car’s handling but will also send torque to the front axle automatically as needed. Bentley said the front end of the car feels “much lighter” as a result. Other features already seen on the Continental include Bentley’s Dynamic Ride System, a 48V electric active roll control system and three-chamber air springs containing 60% more air volume than the previous single-chamber springs, resulting in a chassis set-up for all types of driving. Torque distribution varies according to the drive setting. In Comfort and Bentley modes, up to 354lb ft is sent to the front axle. In Sport mode, torque to the front axle is limited to 206lb ft to achieve a more dynamic feel. The model also has a torque-vectoring-by-brake system. The Flying Spur gets a longer wheelbase than its predecessor – the front wheels move forward by 130mm, creating a shorter overhang and more interior space – but its overall proportions are similar to the outgoing car’s. While the outgoing model and the new Continental have a matrix grille, the new Flying Spur adds veins to the grille “to make the car look more majestic”, said design director Stefan Sielaff, and to pay homage to WO Bentley’s 8 Litre model from 1930. The matrix remains behind the veins for cooling purposes. The Flying B mascot has been redesigned for Bentley’s centenary year. It is the marque’s first-ever electronically powered, retracting Flying B – the existing emblem on the Mulsanne is manually adjusted – and even gets illuminated wings. The headlights and ‘B’ graphic tail-lights have the same crystal-cut-effect LEDs as found on the Continental. Standard wheels are 21in, but 22in Mulliner rims – the biggest yet offered on a Flying Spur – are available. Inside, the Flying Spur has the familiar double-wing theme in the front, and uses the well-received rotating display including the 12.3in touchscreen first launched on the Continental. The second side of the display has three customisable digital dials and the third side continues the wood veneer around the cabin. There is a different central console to the Continental featuring two air vents with optional diamond-cut edges sitting between a clock, wireless charging capability, USB ports and more compartments. Sielaff said there is a “focus on both front and rear” as the Continental GT and Panamera share new model’s MSB platform car needs to appeal to both drivers and passengers. There is an option for darker front seats and lighter rear seats, and Sielaff added the rear has a “lounge-like feel”. Bentley’s newly designed detachable, magnetic tablet enables rear passengers to control mood lights, media features, vehicle information, massage functionality and the deployment of the Flying B ornament. The Flying Spur introduces all-new quilting in the door card, which features
Origin: New Bentley Flying Spur: 207mph luxury sports saloon revealed

Vauxhall Corsae pricing revealed

Vauxhall Corsa-e pricing revealed Full specifications for the electric Corsa will be announced in September Vauxhall has announced pricing for its Corsa-e, the company’s first pure-electric model. Prices will start from £26,490, including the £3,500 Plug-in Car Grant, and a £500 reservation fee will get buyers a priority spot in the order queue. Featuring a 205 mile (WLTP) range, the Corsa-e can be rapid charged in half an hour to 80%, and has an 11 kW on-board charger for home and public charging. A 100 kW electric motor is powered by a 50 kWh battery, and performance figures are quoted with an 8.1 second 0-62mph time. The first 500 customers to place a reservation will get a free home charge point installed when they take delivery of their new Corsa-e, and the Vauxhall’s battery has an eight year / 100,000 mile warranty to guarantee capacity of at least 70% is maintained. Full specifications will be revealed at the Frankfurt Motor Show in September, with production starting in January next year.
Origin: Vauxhall Corsae pricing revealed

New BMW M8 revealed with up to 616bhp

The new four-wheel-drive BMW M8 Coupé will become the most powerful and fastest two-door model yet sold by the German car maker when it arrives in the UK later this year. Revealed for the first time in Competition form ahead of a public debut at the Frankfurt motor show in September, the latest in a growing line-up of performance models from BMW’s M division builds on the strengths of the M850i with a powertrain shared with the M5 and a chassis honed during a 24-month development programme at the Nürburgring. The now familiar twin-turbocharged 4.4-litre V8 offers up to 616bhp and a top speed of 190mph in top-of-the-line Competition guise, thanks to tweaks to the induction system and more rigid engine mountings than the standard M8. Peak power is produced at 6000rpm, with 553lb ft delivered between 1800 and 5800rpm. BMW quotes a 0-62mph time of 3.2sec for the M8 Competition in Coupé form, with the Convertible one-tenth slower over the same sprint. The regular M8 uses a slightly detuned version of the V8 producing 592bhp – the same as the standard M5. Peak power appears at 6000rpm and the same 553lb ft as the Competition model is delivered between a slightly narrower rev band, from 1800-5600rpm. The M8’s power figure is 69bhp more than that of the turbocharged 4.4-litre V8 used by the M850i, which shares the M8’s torque figure. The 0-62mph time for the standard M8 is 3.3sec for the Coupé, and 3.4sec for the Convertible. Both weigh 1885kg and are limited to a nominal top speed of 155mph, although this can be raised to 190mph with an optional Driver’s Package that also brings tyres with a higher speed rating. As with the M850i, the Convertible uses a multi-layer fabric roof that stows in a dedicated compartment at the rear. The model enters BMW’s M line-up as a replacement for the rear-wheel-drive M6 Convertible and a high-end rival to the likes of the Mercedes-AMG S63 Cabriolet. Key identifying features of the new BMW include a uniquely styled bumper, M badging in the grille and side air vents, 20in M-Sport wheels, M-Sport mirror housings, a boot deck lip spoiler and a rear bumper with a wide diffuser element and BMW M’s quad round tailpipe treatment. At 4867mm long, 1907mm wide and 1362mm high, the M8 Coupé is 36mm shorter, 8mm wider and 12mm lower than the discontinued M6 Coupé. It also uses a wheelbase that is 24mm shorter than that of its predecessor at 2827mm, with corresponding track widths that are reduced by 4mm at the front, at 1627mm, and increased by 20mm at the rear, at 1632mm. Inside there are a number of traditional M division elements, including the latest M-Sport steering wheel, stainless steel pedal caps, heavily contoured M-Sport seats, unique M-Sport digital instruments, M-specific graphics for the infotainment system and a newly designed M-sport gear lever. The M8’s four-wheel drive system draws on developments brought to the latest M5 and offers the choice between standard 4WD, 4WD Sport and, with the Dynamic Stability Control (DSC) system switched off, a pure rear-wheel-drive 2WD setting. Underpinning the new BMW M flagship is an adaptive M suspension system with double wishbones at the front and a five-link arrangement at the rear, together with variable damper control. 20in wheels feature on both variants, shod in 275/35 front and 285/35 rear tyres. The steering uses a further-developed version of the M850i’s electric power steering system, with an M-specific tune for the electric assistance and variable ratio. The M8 is now available to order, with prices starting at £123,435 and first deliveries set to take place in
Origin: New BMW M8 revealed with up to 616bhp

New Hyundai Kona Hybrid revealed as 70mpg small SUV

Hyundai has extended its Kona compact SUV range range with a new Hybrid variant, joining the already available petrol, diesel and fully electric models. As part of the brand’s desire to offer the widest powertrain choice of any competitor, the Kona Hybrid borrows its petrol-electric system from Kia’s larger Niro. That means it uses a 1.6-litre naturally aspirated petrol engine, making 104bhp on its own, mated to a 43bhp electric motor also powering the front wheels. Both are linked through a six-speed dual-clutch auotmatic gearbox and a small (1.56kWh) lithium ion battery that recharges through coasting and braking. Total system output is 139bhp, with a combined torque figure of 195lb ft. That’s sufficient for a 0-62mph time of 11.2sec on the smallest wheel size, and a maximum speed of just under 100mph. More importantly, the hybrid is considerably more frugal on paper than the normal petrol equivalents, managing a claimed 72mpg (66mpg on 18in wheels) and CO2 emissions of 90g/km (99g/km on 18in wheels). For comparison, Hyundai claims the base 1.0 T-GDI petrol engine manages 54.3mpg combined. Hyundai has also added some new equipment to the Kona Hybrid, including the app-based Blue Link system and a larger instrument display for hybrid-specific driving information. The optional 10.3in infotainment system also gets an Eco-driving assist function, notifying the driver when it’s best to coast or brake for minimal fuel consumption. Wireless smartphone charging is also included, as are hybrid-specific interior colours and trims and upgrades to the safety assist package. The exterior looks largely identical to the standard petrol or diesel Kona, save from a new Blue Lagoon launch colour and the new 16in or 18in alloy wheels. The Kona Hybrid will be available to order in the UK in August. No price has been revealed, but expect it to be slightly pricier, trim for trim, than the equivalent petrol version while being significantly cheaper and less supply-restricted than the Kona
Origin: New Hyundai Kona Hybrid revealed as 70mpg small SUV

2019 Skoda Superb revealed with plug-in hybrid option

Skoda has revealed the revised version of its flagship Superb saloon and estate, which will be offered with a plug-in hybrid powertrain for the first time. The hybrid will be launched as the Superb iV in recognition of Skoda’s new sub-brand that will be used for its bold electrification plans. The firm launched the Superb alongside the pure-electric Citigo-e at an event in Slovakia. The Superb iV features a 154bhp, 1.4-litre TSI petrol engine mated to a 114bhp electric motor, which sends drive to the front wheels through a six-speed DSG transmission. The peak system output is 220bhp, with 295lb ft of torque. The car will be capable of completing 34 miles of pure electric running, identical to the similar Volkswagen Passat GTE. Skoda has yet to release performance figues, but insiders suggest they will closely match the Passat, hinting at a 0-62mph time of around 7.4secs for the saloon. The battery pack is located under the floor and ahead of the rear axle, which means a slight reduction in boot capacity – 485 litres for the saloon and 510 litres for the estate, compared to 625 and 660 for the non-hybrid versions respectively. Beyond the well-hidden charging port integrated into the front grille there will be little to give away the PHEV’s part-electric status. The infotainment system can display information on battery status and electric range and additional controls for the various powertrain modes. It will also be possible to programme the PHEV’s aircon to cool the cabin before the car is needed. The existing Superb powertrains will be carried over for the facelifted model, with a new 2.0-litre 190bhp TSI unit added. The range-topper will continue to be a 280bhp 2.0-litre turbocharged version. The redesigned Superb has gained a new-look grille, with added chrome trim between the LED rear lights. There is also a new front bumper, which stretches the length of the car by 8mm to 4869mm. The car is the first Skoda to gain full LED Matrix headlights as an option, and new driver assistance features include predictive cruise control. Sales for the facelifted car begin in September with the plug-in hybrid version following earlier next year. Pricing has yet to be revealed, but Skoda promises the PHEV will be highly competitive in its increasingly crowded part of the market, and is anticipated to constitute up to 20% of sales in the
Origin: 2019 Skoda Superb revealed with plug-in hybrid option