Latest news with #CaroftheYear
IOL News
07-05-2025
- Automotive
- IOL News
Why the BMW X3 might not be a worthy Car of the Year winner: a counterpoint
The new BMW X3 has won Car of the Year, but it's not without faults. Picture: Supplied. Image: Supplied I disagree vehemently with the decision to award the BMW X3 as South Africa's Car of the Year 2025. For one, my understanding is that the winner is supposed to shift the goalposts in its class or for motoring overall. First of all, the looks. Yes, appearances are subjective, but the design, for me, is bland compared to previous iterations and delivers none of the dynamism presented by its drivetrain. On the performance front, of course, there is plenty of cleverness going on under the skin to deliver an engaging driving experience that is also comfortable - but it's a far cry from the engaged driving experience we've come to expect from BMW, particularly in as far as steering input and feedback is concerned. The interior: futuristic but finicky. Image: Supplied Video Player is loading. Play Video Play Unmute Current Time 0:00 / Duration -:- Loaded : 0% Stream Type LIVE Seek to live, currently behind live LIVE Remaining Time - 0:00 This is a modal window. Beginning of dialog window. Escape will cancel and close the window. Text Color White Black Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Background Color Black White Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Transparent Window Color Black White Red Green Blue Yellow Magenta Cyan Transparency Transparent Semi-Transparent Opaque Font Size 50% 75% 100% 125% 150% 175% 200% 300% 400% Text Edge Style None Raised Depressed Uniform Dropshadow Font Family Proportional Sans-Serif Monospace Sans-Serif Proportional Serif Monospace Serif Casual Script Small Caps Reset restore all settings to the default values Done Close Modal Dialog End of dialog window. Advertisement Video Player is loading. Play Video Play Unmute Current Time 0:00 / Duration -:- Loaded : 0% Stream Type LIVE Seek to live, currently behind live LIVE Remaining Time - 0:00 This is a modal window. Beginning of dialog window. Escape will cancel and close the window. Text Color White Black Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Background Color Black White Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Transparent Window Color Black White Red Green Blue Yellow Magenta Cyan Transparency Transparent Semi-Transparent Opaque Font Size 50% 75% 100% 125% 150% 175% 200% 300% 400% Text Edge Style None Raised Depressed Uniform Dropshadow Font Family Proportional Sans-Serif Monospace Sans-Serif Proportional Serif Monospace Serif Casual Script Small Caps Reset restore all settings to the default values Done Close Modal Dialog End of dialog window. Next Stay Close ✕ Inside, I find the cabin far too finicky and gimmicky – why would BMW include additional actuators just to close the air vents? That's yet another electronic thing that can (and most likely will) fail over time and be ridiculously expensive to replace. One of the other criteria is affordability – the X3 is simply out of reach for most consumers. That being said, previous winners were also out of reach for all but a privileged few – 2024's BMW 7-series, 2020's Jaguar i-Pace, 2018's Porsche Panamera – but in all those cases these vehicles redefined their class, changing the game for their competitors and motoring in general.
IOL News
07-05-2025
- Automotive
- IOL News
Why the BMW X3 won South Africa's Car of the Year competition
Overall winner: BMW X3. Image: Anton Wannenburg / iShootstories South Africa's Car of the Year for 2025 is the BMW X3, and this marks the eighth time that the Bavarian brand has won the local competition in its 39-year history. But why did the X3 take overall honours? Based on the jury evaluation following two rigorous days of driving, it was actually the BMW M5 that scored the highest. However, the competition, sponsored by Old Mutual since 2023, also has an automated scoring component based on extensive data sets supplied by Lightstone auto. This element, which accounts for 20% of the final score, focuses on value aspects, taking into account the vehicle's features, pricing and actual sales figures versus its natural competitors. This automated scoring process elevated the X3 to overall victory, with the M5 falling down to third place overall. The South African Guild of Mobility Journalists, which stages the COTY competition, described the X3 as a beacon of the local industry's capabilities and exceptional manufacturing standards. 'The German sport-utility vehicle edged ahead in the scoring thanks to its high refinement levels, innovative design, high level of digitisation and relative value for money.' Although its price, starting at R1,136,417 for the 20d diesel model and R1,260,000 for the 30e xDrive plug-in hybrid, is on the steep side, it is positioned competitively within the admittedly overpriced premium segment. While the 2.0-litre diesel is a popular mainstay, the 30d is both powerful and ultra-refined, while its 19.7-kWh battery allows a claimed electric range of up to 90km. Its interior features a large curved display, unique 'interaction bar' and striking new lighting scheme, while safety is ensured by an expanded range of driver assistance features. However there are downsides to the X3. The heavily digitised infotainment system is not the most user-friendly that we've encountered and some of the interior plastics, particularly on the front seat-backs, felt a bit cheap. Video Player is loading. Play Video Play Unmute Current Time 0:00 / Duration -:- Loaded : 0% Stream Type LIVE Seek to live, currently behind live LIVE Remaining Time - 0:00 This is a modal window. Beginning of dialog window. Escape will cancel and close the window. Text Color White Black Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Background Color Black White Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Transparent Window Color Black White Red Green Blue Yellow Magenta Cyan Transparency Transparent Semi-Transparent Opaque Font Size 50% 75% 100% 125% 150% 175% 200% 300% 400% Text Edge Style None Raised Depressed Uniform Dropshadow Font Family Proportional Sans-Serif Monospace Sans-Serif Proportional Serif Monospace Serif Casual Script Small Caps Reset restore all settings to the default values Done Close Modal Dialog End of dialog window. Advertisement Next Stay Close ✕
News.com.au
23-04-2025
- Automotive
- News.com.au
Comment: Why Tesla, Elon Musk will bounce back from the brink
COMMENT: Tesla has endured a brutal start to the year, but it will bounce back. Elon Musk's personal brand has been battered by months of negative headlines, and as a result, Tesla has been bruised. But there are smoother roads ahead for the American EV giant. For a start, Tesla still makes some of the best electric cars on sale today. I've just spent time in the brand's latest car – the updated Tesla Model Y known in some circles as the 'Juniper'. The original Tesla Model Y was the world's best-selling car, a vehicle that shifted perceptions surrounding EVs while winning numerous industry awards – including News Corp Australia's 2022 Car of the Year title. The new model is even better. It's quieter and more refined, with improved range, a better interior and a sharp price. The brand listened to criticism surrounding missteps on the Model 3, and made sure to use a conventional indicator stalk instead of fussy buttons on the steering wheel. The new machine is too good to ignore. And the brand is responding to cheaper alternatives from China with new models tipped to include a smaller option than the existing Model 3, and a stripped-back take on the family-friendly Model Y. Sure, Tesla has wandered out of its lane from time to time. The high-performance Tesla Roadster unveiled way back in 2017 is conspicuously absent from showrooms, and the Tesla Semi truck that debuted before then has not gone into mass production. The Cybertruck looks set to go down in history as an eye-catching stainless steel curio as a twin to the similarly finished DeLorean DMC-12, rather than a machine that revolutionised the pick-up class. And the self-driving cars frequently touted by Musk as being perpetually around the corner are, well, just around the corner. But Tesla really has led the automotive world in implementing advanced driver assistance systems such as its 'Autopilot' suite. Would you bet against Tesla beating famously conservative rivals such as Toyota, Volkswagen, Ford or Mercedes to market with mass-produced autonomous cars? I wouldn't. In much of the world, Tesla has the most impressive EV charging network, and it isn't afraid to charge people to use it. Yes, Chinese rivals promise to build better infrastructure. But Tesla has an enormous head start. Like the robo-taxis, that will be a significant income stream for years to come. And the 'Powerwall' batteries that represent an enormous opportunity for Tesla to cash in on people who want to reduce their reliance on the energy grid. It's easy to get swept up in the negative headlines, to shudder at firebombings of dealerships and wince at Musk's inauguration 'salute'. It's easy to marvel at the brand's share price halving from almost $490 USD in December to about $240 now. And it's easy to forget most carmakers have weathered storms like this. In the US, Ford survived high-profile failures including Ford Pinto cars with fuel tanks that ruptured when rear-ended, and Ford Explorer four-wheel-drives with tyres that would explode, causing deadly rollovers. General Motors had faulty ignition switches that would disable a car's steering and brakes with deadly effect. Toyota had 'unintended acceleration' trouble caused by bad floor mats and throttle pedals. Volkswagen had major dramas with dual-clutch automatic transmissions, and then the 'dieselgate' crisis that changed the automotive world forever. Those brands survived enormous challenges. As will Tesla. I recently met Ford executive chairman Bill Ford at the blue oval's Australian 100th anniversary celebrations. When asked how the family business was handling myriad issues including President Trump's volatile approach to tariffs, Ford said the manufacturer had dealt with myriad crises including world wars, and would find its way forward. Musk knows what to do. He is already correcting course by reducing his involvement in the controversial Department of Government Efficiency. Don't be surprised if Musk puts distance between himself and Trump in the short term. Don't be surprised to see Musk put more time into Tesla.
Yahoo
12-03-2025
- Automotive
- Yahoo
Renault 5
In some ways it feels like we know the new, reimagined Renault 5 very well already. It's been four years since the big-wheeled, boldly styled concept car blasted a splash of yellow across our screens. Rather than quietly retreat to Renault's heritage collection, the concept was developed into a production car that looks just as spectacular. And it's not a mere small-series vanity project. The new 5 is here to be Renault's mainstream hatchback, an entry point into its EV line-up. With a headline price of £22,995, it's no more expensive than a mid-spec hybrid Renault Clio. The 5 has already won a number of awards – not least Car of the Year. Can it add five stars from Autocar to its achievements? We've got a high-spec long-range car to find out. Some cars are all about the engineering, and while the 5 is a lot more than just a pretty face, it's the pretty face that's grabbing all the headlines. The story goes that when Luca de Meo became CEO of the Renault Group in 2021, he surveyed the design studio to get a handle on the new models already coming down the pipeline and found mostly worthy but uninspiring stuff. Strategically 'left sitting around' was a styling model of a car that looked remarkably like a reinterpretation of the old 5. It was meant to be just a style exercise by designer François Leboine (who has since joined Fiat and Abarth) that wasn't destined for reality because it was too retro. However, de Meo reckoned this had to be Renault's future direction, so engineering was tasked with bringing it to life. This was turned first into the 5 concept car that was presented at the start of 2021. Back then, a 2023 release date for the production car was mooted, but it has clearly taken a bit longer. Nevertheless, the design of that original concept has been largely maintained. The production car doesn't stray too far from those lines, and keeps the short overhangs, big wheels and features characteristic of the 5. By and large, it was a case of fitting the mechanicals – some new, some off the shelf – under this new design. In 2022, Renault hived off its EV and software activities into Ampere, a dedicated new business parallel to its combustion-engine joint venture with Geely called Horse. One of Ampere's tasks was to develop an architecture fit for Renault's new electric plans, and the result is the Ampr Small platform, which will also underpin the upcoming Renault 4 and Twingo. Renault says there are minimal similarities and shared parts or software with the CMF platform, which, unlike Ampr, does double duty for both electric and combustion-engined models. However, it is still modular, so that existing components could be repurposed where appropriate. As such, the 5 uses a combination of the familiar and the new. For instance, the front-axle assembly is from the Clio and Captur, and the rear multi-link axle was adapted from the four-wheel-drive version of the Dacia Duster. The latter was chosen because in such a small car the trailing arms of the more common torsion beam axle would intrude into the space for the battery pack. Of course, it also brings ride and handling benefits and puts it on an equal footing with the Mini Cooper E. The battery itself, despite being available with the same two capacities as the old Renault Zoe (40kWh and 52kWh), is rather different. For one, it is now liquid-cooled (like in most modern EVs) rather than just air-cooled, to ensure it maintains its performance in a wider range of conditions, and is up to being DC rapid-charged at up to 90kW for the small version and 100kW for the larger one. It also has a very different configuration, with fewer separate modules and more cells to a module. The 5 is assembled in Douai, France, and Renault says most suppliers are located within a 300km radius. From the summer of 2025, this will include the battery packs, which are produced from the raw materials (rather than just assembled from imported cells) in a new facility set up with AESC Envision. The 5 makes significant gains in terms of sustainability and repairability, says Renault. The battery consists of a limited number of modules (four in the larger pack, three in the smaller version), which can be removed separately for repair or replacement, rather than requiring the whole pack to be replaced. However, it does still use NMC chemistry, rather than the cobalt-free LFP. The motors are a development of those found in the Renault Megane and Scenic but they're smaller and lighter, since they don't need to be as powerful. Like those, they are separately excited synchronous units rather than permanent magnet ones, since those don't need rare earth metals. The more powerful Alpine A290 effectively uses the motors from the Megane. The exterior's retro theme extends to the interior, where the designers have carefully cherry-picked classic design elements and combined them with 21st-century tech to create something that is instantly recognisable as a Renault 5, yet also original, modern and easy to use. The passenger side of the dashboard, with its ribbed stitching, clearly takes inspiration from late versions of the first-generation Renault 5, but the big instrument binnacle that now integrates two 10in screens is more reminiscent of the mid-engined Renault 5 Turbos, as are the unusually shaped seats, with their seemingly free-standing side bolsters. Renault has also deployed colours and materials to very good effect. All seat upholstery in the 5 is fabric made from recycled plastic bottles. Some might miss the option of leather (the related Alpine A290 does offer it), but most testers found the soft material very welcoming, particularly when specified in the striking yellow of our test car. It's a breath of fresh air compared with the often dour colour schemes of new cars. Many expensive new cars are blighted by an interior that is stripped of quality materials and intricate details to drink in, which makes you question what you are spending all of that cash on. The Renault 5 is quite the opposite. With the price tag cut off, you would guess it to be one of the more expensive cars in its class. Instead, it's one of the cheapest. You can, of course, find harder, scratchier plastics in the 5, but that's a given in this segment. Even those materials feel high quality. If there is a lapse in perceived quality, it's the tinny sound of the door panel when you open and close it. Renault hasn't skimped on physical controls either. It's not that the designers have gone button-mad like Ineos or Hyundai (an approach we're not against), but the controls that are there are carefully chosen and laid out, and work very well with the touchscreen, to create a user interface that you simply don't need to think twice about on a day-to-day basis. It's just so intuitive to use. There are conventional controls for the mirrors, and there's a row of rocker switches for the climate control, complemented by a permanent control bar on the touchscreen. One slight annoyance is the column stalk-type drive selector. This arrangement works well in a Mercedes, but in the Renault the drive selector is joined on the right-hand side of the steering column by the wiper stalk and the media control widget, which can cause confusion. The 5 also doesn't have a 'park' setting, though you get used to simply putting on the handbrake when you've finished driving. The benefit of a column shifter is that the centre console remains free for storage. In the Renault 5, it's not a very wide space, but it does include a wireless phone charging tray, two generous cupholders and a decently sized armrest cubby. It all adds up to a great driving environment, and the final piece of this puzzle is present and correct too: the 5 has a nicely resolved driving position. Past Renaults often suffered from a shortness of leg room and thigh support, but that's not the case in the 5. Although the seats don't have cushion angle adjustment, their default position is semi-recumbent. This supports taller drivers' legs very well but may be less comfortable for shorter drivers. The steering column offers plenty of manual adjustment too. The 5 is unapologetically a small car. At 3922mm, it is shorter than a Clio (4053mm), and despite small overhangs, the 5's wheelbase is shorter than the Clio's as well. As a result, passenger space is inevitably limited. Accessing the rear seats is easier than in the Mini Cooper E thanks to the rear doors, but once in, occupants won't have a great deal more leg room. The 610mm on offer is about midway between the Fiat 500e (530mm) and the Mini Aceman (710mm). While tall adults won't be comfortable in the back of a 5, children should be fine. Thanks to relatively large windows, the rear seat area is at least quite airy. Although there's no option of a glass roof and the headliner is a dark grey, the latter has an unusual waffle texture, lending some visual interest. There's little in the way of amenities. A centre armrest, climate vents and USB charge ports are all absent. Given its small exterior dimensions, the 5 finds a reasonable balance when it comes to practicality. It hasn't sacrificed boot space for more rear leg room and leaves 277 litres, with a further 27-litre compartment under the floor that's ideal for a set of cables. That's more than the Mini Cooper E's 210 litres but less than the Peugeot e-208's 311 litres. We would have liked to see a variable-height boot floor like in the Mini, given that the Renault's loading lip is quite high and folding down the rear seats leaves a big step. With the drive motor and power electronics at the front, there is no space for a front luggage compartment. The 5's OpenR Link infotainment system is based on Google's Android Automotive and is fundamentally the same as you will find in the Megane, Austral and most other recent Renaults. The difference is that in the 5 it lives on a slightly smaller, 10.1in screen. This means that the interface is more squeezed and, as such, not quite as easy to use. By and large, however, Renault's system is one of the better ones out there. It responds quickly, important functions can be accessed with big virtual buttons and the menu structures are fairly simple. Unlike the interface on Minis, it doesn't sacrifice clarity for gimmicky graphics, either. Renault touts its Google connection more clearly than Porsche (which uses the same Android Automotive foundations in the Macan Electric), and you can log in with a Google account. This means that if you've searched for a destination in Google Maps on your phone, it will appear in the recent destinations in the car's navigation system (which is simply Google Maps). That's very handy, as is Google's traffic information and route planning. The charge planner (which plots your route via rapid chargers if your destination is out of range) is very good too: it has up-to-date information about chargers and lets you easily swap in alternative chargers if you don't like the ones the software has suggested. One annoyance with Google Maps is that it insists on asking you about road conditions: whether there's still a car stopped on the hard shoulder, or whether there's police around. It does this with a prominent dialog box that blocks more useful information like the remaining time and distance until you press on it. It's distracting and can't be turned off. Apple CarPlay and Android Auto are both wireless, quite reliable and integrate well with the car's native interface. Horsepower wars rage on in other segments, but things remain relatively peaceful in the small hatchback class. With 148bhp, the Renault 5 sits about midway between Stellantis offerings like the Citroën ë-C3 and Fiat Grande Panda on the one hand, and feistier products like the 215bhp Mini Cooper SE. A 0-62mph time of 8.2sec makes the Renault usefully quick, even if that's 0.3sec shy of the quoted time. For those who desire more performance, there's always the Alpine version with 174bhp or 215bhp. We noted only a marginal amount of deterioration in performance with the battery at a low state of charge. Drivability is well resolved, with an accelerator pedal that is nicely progressive in the standard mode. It doesn't feel like the software is artificially limiting power, and while there is a kickdown switch at the end of the pedal, you don't need to push past it to get full reserves. You don't get much choice in terms of regen: D mode gives you very light deceleration when lifting off, whereas B mode ramps it up to be quite strong. It's just a missed opportunity not to offer drivers true freewheeling and one-pedal modes. Special praise goes to the braking system and performance. It's on a par for stopping distances with the Kia EV3 in both the dry and the wet, and outperforms the Cupra Born VZ by some margin. Even more impressive is the brake pedal feel. It uses a by-wire system, which results in a reassuringly firm pedal that is easier to modulate than almost any other EV or plug-in hybrid. With the Mini Cooper E, the electric supermini segment already has its class clown. There's plenty to like about its pointy, adjustable and puppyish handling, but its excitable ride can get wearing. This leaves room for a car that takes a more relaxed approach. With the verve of French cars of old, the Renault 5 dives right into this gap. It impresses with nicely fluid handling. At 1461kg on the weighbridge, it's a good deal lighter than the Mini, and the suspension works with this weight. While the short wheelbase, wide tracks and suspension that is ultimately built to a cost mean large bumps are dealt with rather than simply absorbed, the 5's vertical body control is miles more settled than the Mini's. There's body roll, sure, but it builds gradually and naturally to add definition to the way the 5 negotiates a corner. Even on economy-focused tyres, there's no shortage of grip, whether on wet or dry roads. The front end has plenty of bite, and a mid-corner lift of the accelerator will rotate the car nicely. When enjoying a twisty road, it is worth turning 'off' the traction control, which can cut in a little early and limit power too much. It's never fully off, and the stability control always remains on, so there's little chance of things getting out of hand. The 'traction control off' mode works reasonably as a sport mode, but the Mini Cooper E is more sophisticated in this respect, with its faster-acting system that also adds torque vectoring by braking. With 2.5 turns lock to lock, the 5's steering isn't particularly quick. However, like on other recent Renaults, it is slightly peculiarly tuned to be very keen around the straight-ahead, and less so when you've got some lock wound on. Some testers enjoyed the feeling of agility this gives, while others found this behaviour presents a slight barrier to being smooth with your inputs. With that said, the effect isn't as pronounced as it is on the Megane or Austral, and it suits the lower-slung 5 hatchback more than those taller cars. Relatively strong self-centring gives the steering some weight, but there's not much in the way of feedback. As a car to go for a drive in, the Renault 5 is beaten by the Mini, which has that bit more texture to its steering and is more throttle-adjustable. However, the Renault is far from outclassed, which is impressive given this is the standard version and not the hot Alpine. The handling is doubly impressive given that the Renault 5 manages to combine it with quite a mature ride quality for the class. As already mentioned, a bit of fidgeting and head toss is almost impossible to avoid, but the 5 feels generally quite settled. Certainly, it's much closer to cars from the class above, such as the Kia EV3 and MG 4 EV, than to direct rivals like the Mini Cooper E and Peugeot e-208. Poorly surfaced roads, potholes and corrugations don't faze the Renault either. All 5s ride on 18in wheels with 195/55 tyres, and it would seem that picking one optimal wheel/tyre package and developing the rest of the suspension to work in harmony has paid dividends because the secondary ride is rarely harsh – at worst, it can be slightly noisy. Meanwhile, at a cruise, the 5 proves quiet by class standards. At 70mph, 68dBA is on a par with the bigger, more expensive EV3. You can hear a bit of wind rustling around the mirrors, but road noise is exceptionally hushed. Renault has a pleasingly no-nonsense attitude to the various mandatory driver assistance systems. On all of its latest models (and those of Dacia), it's possible to create a 'My Safety Perso' profile, where you choose which systems you want and which ones you don't. When you start the car thereafter, it takes simply two presses of one physical button to call up this configuration. As for the useful systems, they are generally quite well resolved. We experienced no false activations of the emergency braking (which works forwards and in reverse), and the adaptive cruise control (which is standard on all but the entry-level trim) is smooth and responsive. Switching the automatic lane following on or off is easily done using a steering wheel button. We just wish there was a standard non-adaptive cruise control mode. Blindspot monitoring is reserved for the top trim and doesn't have an audible warning. While the higher segments have their horsepower wars, manufacturers at this end of the market are trading blows on price. Shortly after the launch of the Renault 5, its main rival the Mini Cooper E got a substantial price cut. It also has the Citroën ë-C3 to contend with, so while the 5 is certainly good value, it's not a complete bargain. Prices start from £22,995 for the 40kWh Urban Range model in Evolution trim. That's £1000 more than the entry-level ë-C3, but several thousand pounds less than a Cooper E. The sweet spot of the line-up is probably the 52kWh Comfort Range in Techno trim, which adds the connected infotainment system, a centre armrest, a wireless charger, and the charge indicator on the bonnet, plus useful extra range. The big annoyance here is that it lacks heated seats, which are important for keeping warm on short journeys without affecting the range too much by using the heater. In other countries, heated seats can be added with a separate option pack, but in the UK you need to upgrade to Iconic Five. However, even if you do, the Renault 5 is only as expensive as a Cooper SE with a similar level of equipment, and much cheaper than a Peugeot e-208. On a three-year PCP with a £4500 deposit, the Renault is priced closely to the Mini. For a similar outlay, you could also get a bigger and longer-range, but less upmarket, MG 4 Long Range SE. Based on the results of our rapid-charging tests, there's very little in it between the 5, Cooper SE and any of the 51kWh 154bhp Stellantis EVs. In terms of the 5's efficiency, our test procedure paints a very mixed picture. It returned 5.0mpkWh on our everyday test, which mimics town and suburban driving with speeds of up to 50mph. This is a great result and equates to 260 miles of range. However, as soon as you venture onto the motorway and go over 60mph, efficiency plummets. We saw 3.1mpkWh on the 70mph touring test, which translates to a motorway range of only 161 miles. There will be plenty of buyers for whom this will be a fair compromise, and the cold temperatures during our test were unfavourable (despite the Renault 5's standard heat pump). Equally, you would expect a well-appointed £30,000 car to be more capable of long-distance driving. The market has been crying out for affordable yet stylish and enjoyable small electric cars. While desirable versions of the Renault 5 still cost more than the piston-powered equivalent, it is a decisive step in the right direction. It has concept-car-made-real looks inside and out, but doesn't let them compromise user-friendliness. It outclasses all of its rivals with the kind of ride and handling balance that's rarely seen at this end of the market. The 5 manages to be both one of the most comfortable and most engaging small cars – whether electric or petrol. A five-star verdict eludes it because of the disappointing cruising efficiency. A car of this size should get a very creditable range from 52kWh, but that's only true in town. On long trips, it would need more frequent top-ups than a Mini Cooper SE. Even so, the 5's blend of style, value, driving dynamics and fuss-free tech makes it an obvious class leader. ]]>
Yahoo
07-03-2025
- Automotive
- Yahoo
UK's rarest cars: 1969 Renault 16 GL, one of only 14 left
Arguments about the world's first hatchback are often as tedious as the so-called jokes about Ladas and Skodas. The 16 was not even Renault's first five-door car, but 60 years ago it revolutionised an entire market sector and was voted Car of the Year for 1966. Today, David O'Leary's 1969 example is one of only 14 GL specification models still running on British roads. Renault began work on Project 115 in 1961. Not only would it be produced in a new factory, but it would also be front-wheel-drive and employ the five-door format pioneered by the company's R4. Some dealers were concerned that the 16 would not appeal to 'traditional' French motorists, who would most likely opt for the ultra-conventional, rear-wheel-drive Peugeot 404. However, Pierre Dreyfus, Renault's chief executive at the time, believed: 'By virtue of its design, the R16 will be a successful car. It's everything we need, with its distinctness and originality.' This newspaper alerted readers to the Renault 16 on January 21 1965, while the formal launch took place that March at the Geneva motor show. Once French motorists became acclimatised to the shock of the new, the 16 did achieve success, appealing to go-ahead family motorists with Jean-Paul Belmondo pretensions. Government departments also favoured the new Renault and it became a popular military staff car as there was sufficient headroom for an officer's kepi hat. The company further claimed the 16 'was designed for an international customer base, in markets affected by improved living standards and especially the need for quality and escapism'. By December 1965, the UK concessionaire used equally elaborate language, boasting: 'The Renault 16 is a new breed of car for the new man.' Potential buyers were invited to 'Compare the looks of the new Renault 16 with other 1.5-litre cars. Makes them look dowdy, doesn't it?' Autocar thought 'beauty might not have suited its character, and most people enjoy such bold originality'. This was the company's aim: Dreyfus stated the 16 would not look like other European medium-sized cars and it could never be confused with a 404 or a Simca 1500. There would be no front-wheel-drive, 1.5-litre, five-door saloon produced in Britain until the Austin Maxi appeared in 1969. Renault GB first imported the TL, costing £888 9s 7d, and the GL, with a cigar lighter and separate front seats, at £948 17s 11d. Dealers could also tell customers that the 16's 1,470cc engine was Europe's first with a die-cast aluminium cylinder block (Renault's claim, at least) and its four-speed all-synchromesh gear-change on the steering column was one of the best of its type. In addition, the transverse torsion bar rear suspension layout resulted in an asymmetrical wheelbase. The 16 was not only 'Today's car for today's man', but also Car of the Year 1966. The GL was more expensive than a Singer Vogue for £896 or the Vauxhall Victor De Luxe for £775, but they were of a different ethos: rear-wheel-drive, reassuringly conventional and quasi-American in appearance. Autocar regarded the 16 as a mature design 'of great merit'. Motor Sport believed it 'oozes individuality, but this is more apparent in its ingenious and unusual details than in its manner of quiet, easy running, for it handles like a conventional car'. By 1970, Renault exported half of 16 production. The last example left the factory at Sandouville near Le Havre in January 1980 after 1,845,959 had been produced. O'Leary's GL has all the 16's trademark idiosyncrasies, from the headlight adjustment levers to the wonderfully elaborate dashboard, with switches apparently placed entirely at random. The practical interior has a choice of seven seating configurations, including creating more luggage space by folding the front-hinged rear bench forward and then suspending its backrest from the grab handles. O'Leary finds 'even some other owners are unaware of how versatile the 16 is'. This example's first owner passed the 16 to his grandson, but engine problems meant he retired it to a lean-to shed circa 1980. O'Leary bought the Renault several decades later when the family moved house, and it took him several years to restore it to a showroom condition. He greatly appreciates the 16's road manners and column gear-change: 'That was one of the main reasons for my buying the car.' At its launch, the 16 genuinely was 'more than an estate car. More than a saloon' and 'a new breed of car'. Even if O'Leary was recently amazed by a bystander at a classic car show asking: 'Is that an Alfa Romeo?' Broaden your horizons with award-winning British journalism. Try The Telegraph free for 1 month with unlimited access to our award-winning website, exclusive app, money-saving offers and more.
