Sorted Magazine

Tag: Tim Barnes-Clay

  • Motoring: The Hyundai Ioniq 5 handles well

    Hyundai has been producing plug-in hybrids for a while now, but the Ioniq 5 was its first attempt at a fully electric car when it was unveiled.

    It shares much of its DNA with the Kia EV6 – a car that has garnered rave reviews.

    There are a bunch of trim levels, but it’s the Ultimate grade focused on for this assessment. In this guise, the Ioniq 5 has features such as 20-inch wheels, leather-faced powered seats, a Bose speaker system with a subwoofer and a head-up display.

    An assortment of powertrains is available, and all are quick off the line. Furthermore, the Ioniq 5 handles well, feeling nimble around twisty corners, thanks to a firm suspension setup that provides stability without making the ride uncomfortable.

    The selectable driving settings make a difference, too. For example, Sport mode packs a punch, Eco conserves battery life, and Normal mode bridges the gap. You get a Snow setting as well.

    The interior is impressive, with a minimalist design. You get two screens sitting next to each other in a single unit, with the infotainment screen crystal clear and intuitive.

    Separate climate control buttons are available, but they’re touch-sensitive, so they aren’t the most convenient.

    Nevertheless, the Ioniq 5 is roomy in the front and back, and the rear seats can slide to adjust the available legroom. Mind you, headroom in the back might reach its limit if you’re very tall.

    Boot space is 527 litres, expanding to 1,587 litres with the rear seats folded in a 60:40 split.

    The Ioniq 5 earned a five-year safety rating from Euro NCAP, with safety systems including adaptive cruise control, forward collision avoidance, and intelligent speed limit assist.

    Overall, the Ioniq 5 is a cracker: tech-laden, practical, roomy, and quick, and it handles well, too.

    If you want a sports car, a Kia EV6 will suit you better, but the Ioniq 5 is much the same vehicle with some added convenience.

    Fast Facts – Hyundai Ioniq 5 (73kWh, Ultimate RWD) as tested:

    • Max speed: 115 mph
    • 0-62 mph: 7.4 secs
    • Range: 298 miles
    • Powertrain layout: single electric motor with 73kWh battery
    • Max. power (PS): 217
    • CO2: N/A
    • Price: £46,090

    All Photos: Courtesy of Hyundai Ioniq 5

  • Motoring: The SEAT Ateca blends performance and value for money

    SEAT’s Ateca was the Spanish manufacturer’s first-ever SUV.

    Quite an entrance it made, too, getting impressive reviews when it was launched – and, several years on, it’s still going strong.

    It is no surprise, though, as SEAT is part of the Volkswagen group. So, it’s based on the same platform as the Skoda Karoq and VW’s Tiguan, which are also highly regarded.

    There are many trims, but the Xperience version is tested here. It includes 18-inch alloys, front comfort seats in Microsuede, a heated windscreen and a rear-view camera.

    There are a few engines to choose from in the Ateca range, but I drove the 1.5-litre petrol. You can choose an automatic or a six-speed manual transmission.

    It is arguably the best engine in the line-up, providing a lovely blend of performance and value for money. Although not lightning quick, the 1.5-litre makes good progress with a thick dollop of low-end performance, which helps you move away without delay.

    It returns 42.2mpg with the automatic, as driven for this review, producing 151g/km of CO2.

    The ride is comfortable but firmer than its nearest rivals, but the stiffer setup means it handles very well for a taller car. It is responsive when chucked into a bend, and it’s pretty fun to drive.

    Inside, the Ateca impresses, with lots of silver trim brightening things up. The SEAT is roomy in the front and back, too.

    The infotainment system has a high resolution, and it’s nice to look at. But some of the icons on the screen are on the small side, so they’re tricky to operate unless you’re stationary.

    Boot capacity is 510 litres, expanding to 1,604 litres with the rear seats down, which fold away in a 60/40 split.

    The Ateca was awarded a five-star rating by Euro NCAP, with safety systems including automatic emergency braking, adaptive cruise control, traction control, a driver tiredness alert, traffic sign recognition and rain-sensing wipers.

    Overall, the Ateca is an excellent all-rounder, offering sharp handling, good equipment levels and all the practicality you need in an SUV.

    The Xperience trim is quite expensive, but if you’re after a small SUV, the Ateca deserves serious consideration.

    Fast Facts – SEAT Ateca (Xperience trim, 1.5 TSI, 7-speed Auto) as tested:

    • Max speed: 126 mph
    • 0-62 mph: 9.0 secs
    • Combined mpg: 42.2
    • Engine layout: 1.5-litre four-cylinder turbo-petrol
    • Max. power (PS): 150
    • CO2: 151 g/km
    • Price: £31,900

    Photos: All courtesy of SEAT Ateca

  • Motoring: The Hyundai Bayon has impressive fuel economy at 53.3 mpg

    If you want an SUV but are more used to small hatchbacks, then Hyundai has the solution with the Bayon.

    It is the smallest car the Korean manufacturer makes – a subcompact crossover which features some roof rails and a bit of rugged off-road cladding for good measure.

    That is about where the 4×4 treatment ends, though.

    The Bayon is not the prettiest car. Some may say it’s quite ugly, but it’s not dull either, with weird-shaped headlights offset to the side, a mean frowning grille, thinned-out indicators, and day running lights.

    The Hyundai isn’t especially powerful, either, with only one engine on offer: a 1.0-litre three-cylinder petrol with mild-hybrid tech. But two variants are offered, one producing 100PS and the other 120PS – and both come with a choice of a manual or automatic, depending on trim.

    Speaking of which, there’s a choice of three grades – and it’s the Premium trim with the entry-level 100PS engine reviewed here.

    Zero to 62mph is dealt with in 10.7 seconds, which is hardly astonishing but then perfectly adequate for such a small engine. The additional power in the 120PS version only shaves a third of a second off that time.

    The gear changes in the six-speed manual are smooth and encourage decent acceleration from the engine.

    The Bayon is lower to the ground than most crossovers, and you’ll likely not notice the difference compared with driving any small, regular hatchback, but this helps limit body roll in the bends. That doesn’t mean it handles well, though.

    While the Bayon’s compact size means it’s reasonably agile, it’s not much fun to drive, and the steering wheel doesn’t provide you with a lot of feedback. The wheel is light, though, making the Hyundai effortless to drive. Furthermore, the ride is comfortable at all speeds, while fuel economy is an impressive 53.3mpg.

    Inside, the cabin is okay, but it’s clear you’re driving something that’s the bottom rung of Hyundai’s ladder, with plush materials in short supply and harder, cheap plastics dominating. The infotainment system is also frustrating to use, as it isn’t responsive enough.

    The seats are reasonably comfortable, although if you’re tall, you might find it a tad cramped in your chair. But there’s plenty of headroom, and, thankfully, rear seat space is better than you might expect.

    The boot floor is adjustable, while the load capacity is measured at 411 litres, expanding to 1,205 litres if you fold the seats down in a 60/40 split. That is alright, but it’s still on the smaller side compared with some challengers.

    The Bayon earned a four-star safety rating from Euro NCAP. Kit includes a reversing camera, rear parking sensors, automatic emergency braking, lane-keeping assist, and a driver alertness monitor.

    You get a five-year, unlimited mileage warranty with Hyundai, which currently has one of the best reliability ratings in the industry.

    Overall, the Bayon has some likeable features, offering decent economy, a comfortable ride and spacious rear seats. But its bland interior and frustrating infotainment system let it down.

    Fast Facts – Hyundai Bayon [Premium 1.0 T-GDi 100PS 48-Volt Mild-Hybrid] as tested:

    Max speed: 113 mph

    0-62 mph: 10.7 secs

    Fuel economy: 53.3 mpg (WLTP)

    Engine layout: 1.0-litre three-cylinder petrol mild-hybrid

    Max. power (PS): 100

    CO2: 118 g/km

    Price: £23,080

    Main Photo Credit: Hyundai Bayon

  • Motoring: The Lexus UX has a lot going for it

    Lexus has always been an understated marque.

    The UX continues that tradition in the subcompact crossover segment of the market, providing a classy alternative to the German premium brands.

    It features the signature goatee beard grille, mean front end and a chiselled rear that expresses some personality.

    The model is based on the same platform as Toyota’s Prius and C-HR. There is an all-electric version, but it’s the hybrid UX 250h I drove. It houses a 2.0-litre four-cylinder petrol unit with a small electric motor offering 184PS.

    The Lexus comes with a CVT gearbox, meaning there’s only one variable gear, and it’s available with front and all-wheel drive. The UX is a full hybrid, too (self-charging), which helps improve fuel economy, especially as you can drive a short distance without the engine.

    Several trims are offered, with the entry-level UX featuring 17-inch alloys, dual-zone climate control and electric windows, plus an eight-inch infotainment touchscreen with Apple CarPlay, Android Auto, and navigation.

    The F-Sport Design adds 18-inch alloys, while the F-Sport gets a 12.3-inch touchscreen, eight-way electrically adjustable front seats and adaptive suspension.

    The top-of-the-range Takumi boasts a glass sliding sunroof, a head-up display and a 13-speaker Mark Levinson premium surround sound system.

    An optional Premium Plus pack adds a heated steering wheel, rain-sensing wipers, keyless entry, and a wireless phone charger.

    It is the Takumi trim reviewed here.

    There is an all-wheel drive version, but the model tested is front-wheel drive, getting from 0-62mph in 8.5 seconds. That figure is nothing flash, but it does the job adequately and is enough to match its adversaries for pace.

    Many cars with CVT gearboxes sound shrill at higher revs. Lexus’ isn’t perfect, but it’s more refined than most I’ve used.

    Ride comfort is reasonably good, but it doesn’t absorb bumps and jolts as well as some rivals, such as the Range Rover Evoque. That said, the UX’s lower centre of gravity means it seems more planted. As a result, body lean in the bends is well-controlled, although there isn’t a tremendous amount of grip, so you find it’s prone to understeer on corner entry.

    Regenerative braking, which helps recharge the batteries, is also reasonably good, while the UX is noticeably less adept at reducing wind and tyre noise compared with some competitors.

    Inside, the driving position is pretty low, despite the UX’s SUV-leaning credentials as a crossover. However, the vehicle is pleasant to sit in, and there are plenty of plush surfaces.

    Space-wise, the UX is better suited to front-seat occupants. The back isn’t woeful, but there’s a lack of headroom and legroom if you’re on the tall side. In the boot, you get 438 litres of space, increasing to 1,231 litres with the rear seats folded down in a 60/40 split.

    The UX earned a top five-star safety rating from Euro NCAP. Kit consists of the Lexus Safety System+ featuring automatic emergency braking, dynamic radar cruise control, lane tracing, and road sign assist.

    You also benefit from a blind spot monitor with rear cross-traffic alert and auto brake on all but the entry-level model, where it’s available as an optional extra.

    Overall, the UX has a lot going for it, and the cherry on the cake is that Lexus’s reliability is excellent.

    Fast Facts – Lexus UX (Takumi trim) as tested:

    Max speed: 110 mph

    0-62 mph: 8.5 secs

    Fuel economy: 53.3 mpg (WLTP)

    Engine layout: 2.0-litre four-cylinder with electric motor and front-wheel drive

    Max. power (PS): 184

    CO2: 120 g/km

    Price: £46,750

    Main photo credit: Lexus UX

  • Motoring: The Ford Fiesta is one of the best superminis

    Ford’s Fiesta is one of the best superminis, so all the more disappointing that Ford has recently announced it’s being discontinued.

    It has recently had an update with a revised front end, including a more prominent grille and repositioned badge, as part of its mid-life facelift.

    The ST-Line X trim is essentially the standard ST-Line grade with added spice.

    Eighteen-inch alloys are included, along with sports suspension, sports seats, a rear roof spoiler, a touchscreen with SatNav, automatic temperature control, a 12.3-inch digital instrument cluster, LED lights, electric door mirrors and a panoramic roof.

    It is the mid-range 1.0-litre 125PS engine under the spotlight here, which, thanks to its mild hybridity, comes with a bigger turbo. While it’s nothing to get excited about regarding performance, it makes steady progress off the line, masking its small size. It even sounds half-decent, too.

    The seven-speed automatic (fitted in the car supplied for the appraisal) is smooth. However, changing down can be a bit sluggish when you press hard on the accelerator.

    The handling is superb, thanks to a well-tuned chassis, which delivers agility in spades due to tonnes of grip in the corners and excellent steering.

    The Fiesta is great fun to drive – and, despite the sharp handling, it retains an excellent level of ride comfort, too.

    Inside, the cabin is nice enough but a bit plain and too dark for my liking. It lacks the sophistication of some of its rivals, but at least it’s comfortable.

    Headroom isn’t all that great in the Fiesta, but legroom in the front is plentiful for a small car. Those in the back will struggle if they’re above six feet, though.

    The infotainment screen is easy to use, but it’s not a class-leading system and lacks the responsiveness of rivals.

    You get 292 litres of boot space, more than some superminis but less than the Seat Ibiza. Cargo capacity expands to 1,093 litres with the back seats folded down.

    You’ll also get 50mpg out of it, with the hatchback producing 126g/km of CO2 in the process.

    Ford is a mixed bag for reliability nowadays, with the Fiesta not ranking particularly highly and only a bog-standard three-year, 60,000-mile warranty is offered.

    Nevertheless, it earned a five-star safety rating when tested back in 2017.

    Overall, I really like the Ford Fiesta. There is no supermini quite like it to drive.

    But if you want interior sophistication, equipment and practicality, alternative cars are worth considering.

    Fast Facts – Ford Fiesta (1.0 MHEV ST-Line X 7-speed auto) as tested:

    • Max speed: 124 mph
    • 0-62 mph: 9.6 secs
    • Fuel economy: 50.4 mpg
    • Engine layout: 1.0-litre three-cylinder turbo-petrol mHEV
    • Max. power (PS): 125PS
    • CO2: 126g/km
    • Price: £25,755

    Main photo credit: Ford Fiesta

  • Motoring: A hot hatch; the Skoda Fabia Monte Carlo

    If you’re after a hot hatch, you’ll know you’ve got to spend quite a lot of money.

    You have probably yet to consider buying a Skoda Fabia, but it could be the answer.

    The Monte Carlo version is the hottest of the Fabia range, with 17-inch alloys, half synthetic leather seats, a rear spoiler, a sports leather steering wheel, aluminium pedals, a carbon effect interior trim with red décor, LED headlights and black door mirrors.

    You also get an eight-inch infotainment touchscreen with a DAB radio and a 10.25-inch digital instrument display.

    While it’s not a proper hot hatch, it looks like one.

    There are two engines to choose from: a 1.0-litre three-cylinder producing 110PS with a six-speed manual or a seven-speed automatic, and a 1.5-litre four-cylinder producing 150PS with the automatic.

    It is the 150PS engine reviewed here.

    The power combined with the car’s smallness means it really gets going. And, while its pace isn’t on par with proper performance hatchbacks, it feels rapid enough.

    Lamentably, the transmission doesn’t do it many favours, as it can be hesitant and feels like it’s holding the car back rather than making life easier.

    You can use the gear lever to flick up and down gears, but paddles on the steering wheel would be preferable.

    Despite being a sports version, the chassis and suspension setup is the same as the rest of the range.

    That is not a bad thing, as the Fabia handles well in the bends, with plenty of grip. But any notion it’s a hot hatch ends here, as it’s a worthy blend of comfort and athletic prowess, whereas performance seekers will wish for more of the latter.

    The model rides well, loves a motorway cruise, and it’s great around town, where its small size means it can zip through gaps.

    The interior is exciting, with lots of red and carbon trim, and the seats are comfortable, with good visibility for the driver.

    The infotainment system is friendly and reasonably intuitive to use. But it’s not the most responsive I’ve tried, and it’s inferior to some of its main challengers.

    There is a lot of room in the front and back, given this is a small car. But three adults in the rear is likely to be doable only if the journey is short.

    A generous 380 litres of boot space are offered, expanding to 1,190 litres with the rear seats folded down in a 60:40 split.

    The test car managed an impressive late 40smpg, producing 134-137g/km CO2.

    Skoda has a reputation for reliability nowadays, and you get a three-year, 60,000-mile warranty in case anything goes wrong.

    Euro NCAP awarded the Fabia a five-star safety rating in 2021. It has a driver alert system, front assist, lane assist, rear parking sensors and pedestrian protection.

    Overall, the Skoda Fabia is one of the best cars in its class for sensible things, such as ride comfort and practicality. Some competitors, though, are even more fun to drive.

    Fast Facts – Skoda Fabia (Monte Carlo trim) as tested:

    • Max speed: 139 mph
    • 0-62 mph: 8.0 seconds
    • Combined mpg: 47.9 mpg
    • Engine layout: 1.5-litre four-cylinder with front-wheel drive
    • Max. power (PS): 150PS
    • CO2: 134-137 g/km
    • Price: £23,775

    Main photo credit: Skoda

  • Motoring: A serious presence; the DS 4 E-Tense 225

    DS, the spin-off luxury brand of Citroen, has a growing range of contenders, including the DS 4 hatchback.

    While bringing the Citroen name into the equation might generate funny looks, DS is creating its own path.

    The straight-lined, jagged edges of the car give it a serious presence, and it really looks the part.

    The range is a bit complicated, as there are three different ‘categories’ of cars – the standard DS 4, the Performance Line and the Cross, which adds some rugged off-road styling. Each of the three models then has its own trim levels.

    The standard model in Rivoli trim is reviewed here. It features attractive alloy wheels, a ten inch infotainment touchscreen, a head-up display, keyless entry/start, acoustic glass and matrix LED lights.

    Three powertrains are offered but the plug-in hybrid, the 225PS petrol-electric E-Tense, is of interest here.

    Zero to 62mph is dealt with in 7.7 seconds, with an instant burst of torque from the electric motor. And the powertrain is impressive, delivering decent performance when pootling around town or accelerating to overtake on motorways.

    It has an eight-speed automatic gearbox, which is good, although occasionally, gearchanges feel unnaturally timed.

    While the DS 4 looks athletic and is reasonably quick, it isn’t sporty to drive around bends, and there’s not much feedback through the steering wheel.

    Body lean in the corners is well controlled, and the DS grips the road well, but it doesn’t take much to find its boundaries.

    The French machine is comfortable, though, helped by a feature called Active Scan. The system uses cameras to scan the road ahead for bumps and potholes, adjusting the suspension to compensate.

    Inside, the cabin is extraordinary, oozing class, with the touchscreens pleasingly integrated and part of the design rather than bolted on.

    The infotainment system is clear, responsive, and friendly to use. And, although the cabin isn’t awash with buttons, physical dials for the climate control remain.

    The seats are pretty big, which aids comfort in the front, but the rear feels cramped if you’re tall. There is plenty of headroom, however.

    You get 390 litres of boot space, increasing to 1,190 litres if you fold the seats away in a 60/40 split, although you get more in the non-hybrids.

    The hybrid can give you up to 38 miles of all-electric range and returns 217.2mpg, producing just 30g/km of CO2.

    Overall, the DS 4 is impressive, and what it lacks compared with the German big boys in terms of drivability, it makes up for with personality-led looks and a gorgeous interior.

    It isn’t sporty, even if you opt for the Performance Line versions, nor is it cheap. But in the hybrid form, it’s economical and well-equipped, if a little short on practicality.

    Fast Facts – DS 4 (E-Tense 225 Rivoli trim) as tested:

    • Max speed: 145 mph
    • 0-62 mph: 7.7 secs
    • Fuel economy: 217.2 (38-mile all-electric range)
    • Engine layout: 1.6-litre four-cylinder petrol + electric
    • Max. power (PS): 225
    • CO2: 30 g/km
    • Price: £43,050

  • A car to be reckoned with: The Cupra Formentor

    Cupra is the performance brand of Seat, so its cars will be familiar to those who know Seat’s range.

    But the Formentor is exclusive to Cupra – there is no bog-standard Seat version. It is a different beast, too, with aggressive looks and a mean face.

    There are plenty of trim levels, but it’s the 2.0 TSI VZ2 310PS version tested for this review.

    The VZ2 grade comes with 19-inch alloys, dynamic chassis control, smart interior lighting, LED lights, a 12-inch touchscreen with voice control and keyless entry/start. It also boasts SatNav, a DAB radio, Apple CarPlay and Android Auto, a digital cockpit, lumbar support, sports pedals, an electric tailgate, a heated steering wheel and sports suspension.

    The 2.0-litre turbo-petrol engine is linked to a seven-speed DSG automatic. The powertrain provides a good deal of performance, getting to 62mph in just 4.9 seconds, and the handling is excellent.

    This Cupra possesses an envious blend of comfort and performance, one that might push those seeking the former towards a SEAT Ateca and the latter towards a hot hatch. But that would be an injustice, as the Formentor has plenty of agility and doesn’t wallow about.

    Inside, the cabin impresses with plenty of soft-to-the-touch surfaces, an imposing steering wheel and a large infotainment screen. Frustratingly, though, there are few physical buttons. Instead, nearly everything is done through the touchscreen, which is inconvenient when moving. Mind you; the digital instrument display is nicely laid out, informative and customisable.

    You are not short-changed on space, either, with lots of room in the front and rear, plus decent headroom. However, the driving position is lower than expected, partly as you sit in, rather than on, the deep bucket seats.

    Four hundred and twenty litres of boot space is offered, but if you need more room, the seats fold flat in a 60:40 split at the pull of a handle.

    You will get up to 33mpg (I averaged 31mpg), producing 192g/km CO2 in the process.

    Safety-wise, the Formentor earned a five-star rating from Euro NCAP. It is equipped with adaptive cruise control, a rear-view camera, forward collision warning, driver attention alert, and lane-change assist, along with other technology.

    Overall, the Formentor is a car to be reckoned with, with generous equipment levels, a spacious cabin, good looks, and impressive performance.

    It is not cheap, though, and that could count against it, but lower trim levels will shave off some of the expense.

    Fast Facts – Cupra Formentor (2.0 TSI 310PS, VZ2 trim) as tested:

    • Max speed: 155 mph
    • 0-62 mph: 4.9 secs
    • Combined mpg: 33.2
    • Engine layout: 2.0-litre four-cylinder turbo-petrol, four-wheel drive
    • Max. power (PS): 310
    • CO2: 192 g/km
    • Price: £42,795

  • Motoring: Ford Mustang Mach 1

    If you’re under a certain age, you might not appreciate the significance of ‘Mach 1’, but it was a performance-focused variant of the Mustang from the 1960s.

    In layperson’s terms, this should be quicker, more aggressive-looking and have superior handling than a standard Mustang.

    Ford has announced that the limited-edition, high-performance Mustang Mach 1 will be available to customers in Europe for the first time ever.

    Ford is positioning the Mach 1 as a track car. The Shelby variants of the Mustang aren’t available on these shores, so the Mach 1 is the go-to motor for those who want a Mustang capable of more than just being a muscle machine.

    The automaker hopes that’s been achieved by stiffening up the suspension, introducing a limited-slip differential and fitting Brembo brakes. That is in addition to a host of other modifications, including adaptive dampers.

    460PS is offered, too, thanks to the 5.0-litre V8. You get a ten-speed automatic, too, which is good, but sometimes it doesn’t know which gear to be in due to having too many choices.

    As you’d imagine, the noise the Mach 1 makes is joyful.

    Zero to 62mph is dispatched in 4.4 seconds, and it feels as powerful as it sounds.

    There is also an aerodynamics upgrade that increases downforce by around a quarter, which aids the handling.

    The steering has been sharpened up, making the Mustang more precise and easier to place around a bend – something the standard car is less adept at.

    The suspension means there’s little to no springiness in the ride, but while the Mustang has never been a Rolls Royce in terms of ride comfort, it isn’t back breaking.

    Inside, the seats are comfortable, and, for a sports car, it’s pretty handy, with decent storage, silver trim and an infotainment screen with Ford’s SYNC 3 system.

    Regarding running costs, it’s best you don’t ask. I didn’t get above 17mpg, although the official figure is 24.1mpg – and you’ll be road-taxed to the hilt.

    But this is a revival of the 60s/70s Mach 1 spirit, and as a result, it’s very much one for you if you’re a purist, collector, or Mustang fanatic.

    Fast Facts – Ford Mustang (Mach 1) as tested:

    • Max speed: 155 mph
    • 0-62 mph: 4.4 secs
    • Combined mpg: 24.1mpg
    • Engine layout: 5.0-litre V8
    • Max. power (PS): 460
    • CO2: 270 g/km
    • Price: £62,075
    All photo credits: Ford

  • McLaren GT: among the best in its class

    When McLaren arrived back on the automotive scene in 2011, it did so with great aplomb with the MP4-12C, later known just as the 12C.

    The evolution of that car into the 650S and then the 720S has paved the way for the latest rendition: the GT.

    It isn’t necessarily a natural long-term successor to the 12C, though, as the name implies, this is a Grand Tourer – a first for McLaren.

    In theory, that should mean it’s easier to live with day-to-day, capable of racking up the motorway miles in a trans-European dash.

    Whether that’s achieved in practice might be questionable, though, as McLaren is a pure racing brand and, therefore, drivability remains its priority.

    The GT looks gorgeous, as supercars do, albeit not as crazy as the 650S or 720S, and it’s powered by a 4.0-litre twin-turbo V8 producing 620PS.

    Based on the 720S’ platform, it accommodates more brand-new parts than those carried over from its predecessor. It also utilises more carbon fibre, which makes its housings smaller, resulting in more usable space in the luggage department.

    In fact, despite being mid-engined, it offers a 420-litre boot as well as 150 litres of storage underneath the bonnet – in total, matching the Mazda CX-60 SUV.

    Three trims are offered – Standard, Pioneer and Luxe – although they are all priced identically, with the Standard housing Nappa Leather, the Pioneer coming with Alcantara heated seats with electric memory adjustment, and the Luxe offering the same as the Pioneer but with Softgrain Aniline leather and a lighter colour scheme.

    There are additional practicality options, too, with packs offering parking sensors, a rear-view camera, a Bowers and Wilkins premium sound system and a powered tailgate, amongst others – and these are at no additional cost.

    The McLaren is noticeably lighter to drive than most GT cars. Indeed, it beats the Bentley Continental GT by nearly three-quarters of a tonne, making it all the more agile.

    The steering is right on point, weighting up perfectly to offer the precision you need to tackle bends quickly, and, in this regard, it’s among the best in its class.

    It can cruise along slowly just fine, but when you’re hungry to get up to speed, it wastes no time at all, dealing with 0-62mph in a staggering 3.2-seconds and topping out at 203mph – and it’s raucous when it gets going.

    Admittedly, although the suspension has been fitted with softer springs, the ride is still firmer than in most Grand Tourers.

    Whether you could achieve a GT car’s true purpose – managing a 500-mile journey across Europe without losing the feeling in your legs – remains to be seen.

    That said, the suspension is still well-damped, considering its enthusiastic characteristics. Meanwhile, the ability to raise the nose over speedbumps and the luxurious touches in the cabin certainly make it easier to live with than any other McLaren.

    The McLaren GT is a lovely car to drive – and it’s just a smidgeon less ferocious than the manufacturer’s other cars.

    But really, it’s a halfway house, as it’s far less forgiving than the likes of a bulky Bentley Continental GT.

    On the other hand, this is a McLaren, so we shouldn’t be expecting anything else. However, it certainly blurs the lines between racer-supercar and Grand Tourer.

    At least it means you can thunder across the continent and power slide around the twisty backroads of the French Riviera with a warm backside.

    And you’ve got the satisfaction that your golf clubs can come along, too.

    Fast Facts – McLaren GT

    Max speed: 203 mph

    0-62 mph: 3.2 secs

    Fuel economy: 23.7 mpg (WLTP)

    Engine layout: 4.0-litre twin-turbo V8

    Max. power (PS): 620

    CO2: 270 g/km

    Price: £165,230

    Photo credits: McLaren GT