Nissan has confirmed it will enter Formula E from the 2018-19 season onwards, joining a growing list of major manufactures committing to the all-electric single seater racing series. Nissan鈥檚 entry will coincide with the withdrawal of Renault from the sport, as the Renault-Nissan alliance sees no need for its two flagship brands to compete against each other. However, Nissan will lean on Renault鈥檚 expertise and experience to get going in the sport, and will inherit Renault鈥檚 place as a partner to the e-dams team. The all-electric championship will feature new rules next year, with the introduction of a new chassis and new battery specifications. The Japanese firm says that its impending Formula E entry will serve as a springboard to showcase its electric vehicle strategy. The timing of the announcement coincides with the launch of the new second generation Leaf EV, plus the reveal of two all-new electric concepts - the hot Leaf Nismo and the new IMx concept, which previews an upcoming electric SUV. Nissan is the first Japanese brand to enter Formula E, and will compete against a handful of top European manufacturers also readying entries such as BMW, Audi, Porsche and Mercedes. Jaguar is already in the sport, while Citroen maintains an interest through the DS Virgin Racing team. Is Formula E becoming more relevant for big manufacturers than Formula 1? Tell us your thoughts in the comments.
Mounted to the steering wheel, these two units have a perfect action that feels as sharp and purposeful as the PDK's upshifts. But focusing exclusively on the Macan's performance misses some of the most substantial improvements to Porsche鈥檚 entry-level model. What the cabin does get is more cohesion. The addition of a larger screen necessitated a new home for the air vents - Porsche flipped them 90 degrees and positioned the twin vents below the larger display. The result is that the 10.9-inch screen feels like a part of the dash, rather than something that an unimaginative designer simply tacked on. The change also allows the eye to move more naturally from the centre display to the instrument cluster. The only thing separating the two is a simple, subtle strip of the selected dash inlay and aluminium trim. And once the driver plants their eyes on the twin displays of the mostly digital gauge cluster, they can take a solid grip on a new, 911-derived GT steering wheel. Thick, properly bolstered, and finished in Alcantara suede, this steering wheel has no business being on a crossover, but we're thrilled it鈥檚 there.
The optional wheel is a delight to work, helping the driver of even the base Macan get into the mood for some corner carving. This steering wheel has no business being on a crossover, but we're thrilled it鈥檚 there. By now, we've recommended a few particular options. You want the Sport Chrono Package, and you should at least consider the air suspension. And the GT steering wheel is neat, too. But as with so many Porsches, it's easy to get into trouble with the options catalogue. Prices for the base Macan start at 拢46,344, but if you want the Macan S, you're on the hook for 拢48,750. And if you want something like the Chalk coloured car featured in our gallery, plan on spending a good bit more. Playing around with the Porsche UK configurator we were able to easily build 拢40,000 in optional extras. Spending over 拢90,000 for a compact crossover is no small ask, but with a little more restraint, it's entirely possible to build a Macan S that even the most demanding customer can happily drive every day. The 2019 Porsche Macan is more composed and comfortable, but it's equally able to dance on a twisty road. If the suspension was all that Porsche had changed, we'd be satisfied. That the new Macan adds smarter, better-integrated technology and extra power along with a fresh look is simply a happy bonus. If you were worried that Porsche's smallest CUV was too hardcore for family work, the 2019 Macan will change your mind.
Many car manufacturers are pulling out of the large family car sector at speed, but one maker that鈥檚 bucking the trend is Peugeot. While the French marque has turned itself into an SUV brand of late with its 2008, 3008 and 5008 models, this new 508 Fastback is a return to the big family car market. The first here is the updated Kia Optima saloon, which boasts a smarter look and a new 1.6 diesel engine. That puts both these new models up against our class favourite, the Vauxhall Insignia Grand Sport. This car has value on its side, but also delivers massive practicality, good tech and an efficient but punchy turbodiesel powertrain. SUVs are here to stay, but it鈥檚 nice to know that there鈥檚 still an alternative for family motoring. The question is, which model of the three is the best bet if you don鈥檛 want to buy a crossover?
After injecting its renewed SUV line-up with vitality, Peugeot has turned its attention to its family model, with this new 508 Fastback. We鈥檙e testing it here in 1.5-litre BlueHDi 130 Allure trim, which starts from a relatively pricey 拢26,339. Diesel has had a bad press recently, but continuous development from Peugeot means this relatively new 1.5 BlueHDi motor is an accomplished unit. With 129bhp and 300Nm of torque it鈥檚 punchy, despite the latter figure being 20Nm down on its rivals鈥? This showed at the track, where the 508 was the slowest car from 0-60mph, taking 10.5 seconds, but it also wasn鈥檛 as flexible in gear. With 129bhp and 300Nm of torque it鈥檚 down on its rivals鈥? which means the Peugeot isn鈥檛 quite as punchy. As with many Peugeots, the six-speed manual transmission isn鈥檛 the greatest. The Kia and Vauxhall鈥檚 boxes both feel sweeter when shifting; the 508鈥檚 change feels crunchy, especially if you try to shift too quickly, so it鈥檚 better to leave the engine in gear, which promotes a relaxed driving style.
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