Cars That Drop In Value Quickest Within Three Years Revealed
It's no secret that brand new cars lose value as soon as they are driven off the forecourt. However, some of Britain's biggest depreciating models lose up to three quarters of their value in just three years, shock research shows. In contrast, electric cars are among the best for retaining value with some keeping around two thirds of their price tag in the same period, a WhatCar? Fiat's Doblo XL Combi SX 1.6 Multijet 120 was named biggest depreciator, retaining just 26.1 per cent of its value over three years. Its price new at 拢26,183 fell to just 拢6,825 - a drop of 拢19,358. But Range Rover's Evoque R-Dynamic P250 had the lowest depreciation rate, retaining 70.1 per cent of its original 拢38,675 value at 拢27,100 after three years or 30,000 miles - a drop of 拢11,575. Share 119 shares Toyota's hybrid Prius and RAV4 family cars both retained nearly two-thirds more of their value - a performance on par with sporty Porsches. 47 per cent of their value after three years and 30,000 miles, while petrol models retain 43 per cent and diesels just 40 per cent. Electric cars are also eligible for a 拢3,500 taxpayer-funded government grant. New electric, hybrid and plug-in hybrid cars are now the country's least depreciating models, outperforming petrols and diesels. Our study of more than 7,000 cars reveals electric and hybrid models retain most value over three years and 30,000 miles, with diesels depreciating the fastest. Premium brands hold on to most of their value, with new Range Rover Evoque losing the lowest percentage over three years and 30,000 miles. It added: 'The findings are timely, because 2019 is set to be the year of the electric vehicle, with up to 20 new models due to be launched. However, the electric Renault Zoe in R110 i Dynamique Nav form was found to be one of the UK's worst depreciating cars, holding on to just 26.6 per cent of its value.
Both coupes share the same massive adjustable rear wing, but the front and rear fascias are unique to each because cooling requirements are different. Special NACA ducts on the front hood feed cool air to the brakes, while innovative vents on the front fenders extract unnecessary pressure from the wheel wells to reduce front end lift. Suspension upgrades are equally as comprehensive. Porsche replaces most of the standard rubber suspension joints and bushings with steel ball joints, which significantly enhance steering precision and stability. New lightweight racing springs reduce ride height and mass, while alignment settings such as camber, caster, and toe are all configured to maximize performance. Unique center-locking wheels crafted from magnesium (a factory upgrade on both) feature uber-sticky Michelin Pilot Sport Cup 2 R N0 tires. The front tires are sized 265/35-20, while the rears are 325/30-21 rear. Peer between the wheel spokes to spot the standard Porsche Ceramic Composite Brake (PCCB) system, which includes ventilated and drilled rotors that are lighter and more fade-resistant than their steel counterparts. Hung on the tail end of the GT2 RS is a twin-turbocharged, 3.8-liter, flat-6 that is rated at 700 hp and 553 lb-ft of torque. The GT3 RS takes a different approach with a high-revving naturally aspirated engine. Its 4.0-liter, flat-6, develops a robust 520 hp and 346 lb-ft of torque as it spins to a stratospheric 9,000 rpm redline. With the help of launch control, the 0-60 mph sprint takes just 3.0 seconds - flat out, the 911 GT3 RS can hit a top speed of 193 mph. Both the GT2 RS and GT3 RS share the same 7-speed dual-clutch 鈥淧DK鈥?automated gearbox, which sends all the power to just the rear wheels - no manual gearbox is available. These sports cars are much more than just a capable chassis, focused aerodynamics, and powerful engines - technology also plays an important role.
By 2040 the UK Government hopes to completely ban the sale of pure petrol and diesel cars. Yet look at the statistics for 2018 and you鈥檒l see that a mini-revolution has been brewing. While diesel models used to account for nearly half of all British new car sales, registrations are down by 29.8 per cent and now stand at one third, and falling. The petrol-powered Mercedes GLC 250 therefore seems like a car appropriate for the times. It鈥檚 a relatively new addition to the GLC line-up; aimed squarely at buyers nervy of diesel鈥檚 demise. On paper at least, it fills a neat, emerging gap in the market, and out on the road it feels like a pretty convincing option. Using Mercedes鈥?latest 2.0-litre four-cylinder turbo petrol engine, the GLC 250 injects a bit more refinement into the 鈥榚veryday鈥?(sub-AMG) end of the GLC line-up, which previously was a diesel-only zone.
Add the optional Air Body Control suspension set-up on our car (a 拢350 option), and the 250 immediately becomes the quietest and most comfortable member of the GLC pack. With the brand鈥檚 mid-size SUV a less dynamic proposition than a BMW X3, Jaguar F-Pace or Porsche Macan, the petrol motor feels perfectly at home here. You probably won鈥檛 miss the extra grunt of the 250 d model, either. While the petrol version鈥檚 350Nm torque figure leaves it 150Nm down on the diesel, it weighs 120kg less - and as such it outguns its sibling from a performance perspective. Every version gets the same high-quality interior, with enough space for all the family and their luggage. While the infotainment system is starting to show its age alongside more modern Mercedes models such as the G-Class, it鈥檚 still packed with tech. This version costs around 拢1,000 less than its diesel-powered GLC 250 d twin, and sits in a lower Benefit-in-Kind (BiK) company car tax band, too. But there鈥檚 no avoiding the fact that the petrol GLC will cost more to run. Official fuel economy of 37.2mpg puts it near enough 10mpg shy of the entry-level 220 d. Even the 250 d will officially return more than 45mpg - so while the petrol car is an enticing proposition, it鈥檚 likely only to find favour with lower-mileage motorists.