The Audi Q8 will arrive in UK showrooms in the summer as a new direct challenger to the likes of the Range Rover Sport.
Effectively the new model is Audi’s much-admired luxury car the A8, but in an SUV package – a rapidly growing part of the premium sector. The Q8 is evolved from the first and largest member of Audi’s SUV family, the Q7, and remarkably that car will remain the largest, as the newcomer is 6cm shorter in length, and due to its coupe styling has a roof some 10cm lower.
However, it is being pitched as a luxury model – the Q8 has shorter body overhangs than its sister both front and rear, and so will offer similar levels of interior space. it will also only be available with five seats, not the seven that can be had in the Q7.
The interior layout is also new with the cockpit focused on two large touchscreens and the equipment including the latest-technology navigation.
Initially, the Q8 will go on sale with a six-cylinder 3.0-litre TDI diesel proucing 286hp. This will propel the car through 62mph from rest in 6.3 seconds and onto a top speed of 144mph.
Audi also intends to add a less-powerful version of the 3.0-litre diesel, with 231hp, and a 3.0-litre petrol version with 340hp – these are expected on sale early in 2019.
Launch versions will also be to the familiar S line specification, with HD Matrix LED lights, 21-inch alloy wheels and adaptive air suspension sport included as standard.
Soon after launch, Audi intends to launch a more upmarket version of the Q8 dubbed Vorsprung. It will include all-wheel steering, 22-inch alloy wheels, a head-up display and a full leather package as standard.
The next Hyundai Tucson will be the first model from the Korean brand to be equipped with a mild hybrid drivetrain.
The revamped compact SUV – Hyundai’s best-selling model in Europe – launches later in the summer, and as well as the powertrain changes will also offer design changes and upgraded technology.
Hyundai already offers a full hybrid model in the Ioniq, but the Tucson unit is said to be not only the first for the brand but one of the first in the industry. It matches a 48-volt lithium-ion battery and a mild-hybrid starter generator to the 2.0-litre diesel engine.
Under acceleration the generator supports the engine with up to 12kW of energy, reducing the pulling power needed and therefore improving fuel consumption. It cuts the load on the engine under light acceleration and provides extra torque when the engine needs it for hard acceleration.
The system automatically switches between assisting the engine and recovering energy to the battery, which is carried out when coasting and braking. This again aids fuel economy and reduces CO2 emissions – Hyundai claims savings of up to 7% and adds that all Tucson engines will meet the new Euro 6d Temp emission standards.
Initially, the technology is being paired with the 186hp diesel engine that is the most powerful in the Tucson line-up. Versions employing the unit also include all-wheel-drive and either a six-speed manual or the new eight-speed auto transmission. By Spring 2019, the new mild hybrid unit will also be combined with Hyundai’s new 1.6-litre Smart Stream diesel engines.
Toyota has announced increased savings and more models for its scrappage scheme for cars ordered this month.
The headline offer is £2,000 off the price of a new Toyota Aygo with a qualifying part-exchange vehicle to be scrapped. The Yaris hybrid has also been added back onto the scheme, after being removed earlier in the year.
Toyota has also clarified the part-exchange requirements slightly, now accepting any vehicle registered up to 30 June 2010 rather than “up to seven years old” previously.
In addition, Toyota is offering 0% PCP finance on selected models, which can be taken in conjunction with the scrappage offer.
The company claims that it has taken more than 7,000 new car orders under its scrappage scheme since being launched last September. The Aygo has accounted for about 40% of those sales, and Toyota is also pleased than almost two-thirds of its scrappage scheme sales have been ‘conquest’ orders from customers who previously drove a different make of car.
The complete list of vehicles covered by the scrappage scheme is as follows:
Model
Scrappage allowance
Aygo
£2,000
Yaris (petrol)
£2,500
Yaris Hybrid
£1,500
Auris and Auris Hybrid
£3,000
Verso
£3,500
RAV4 and RAV4 Hybrid
£2,500
C-HR
£1,000
Avensis
£3,500
Prius family
£2,000
GT86
£2,000
Land Cruiser
£4,000
Hilux
£2,000
Proace
£2,000
The Car Expert checks the small print
This offer is a part-exchange allowance, for selected used cars part-exchanged against selected new cars.
Your current car can be from any brand, but must have been first registered before 1 July 2010.
You must be the owner of the part-exchange vehicle and the buyer of the new car (same name and registered address).
You must have owned the old car for at least six months (to stop people buying an old banger for £200 and then getting a £4,000 part-exchange allowance for it).
The scrappage price is fixed for any car part-exchanged as part of the scheme, not an allowance on top of the car’s value. You are effectively getting nothing for your car, but a discount on the new car (although it won’t be written that way on the contract).
You must order your new car by 30 June and take delivery by 10 September 2018.
The offer is not dependent on you taking any finance package or other products.
If you drive a diesel-engined car registered since 2014, chances are you might one day encounter a warning light indicating that an AdBlue top-up is required.
Don’t worry though, as The Car Expert has put together this handy guide to everything you need to know about what AdBlue is and what you need to do.
The good news is that it keeps your engine environmentally friendly, is relatively inexpensive and you can top-up yourself. The bad news though is if you ignore the warning light for too long your engine will fail to start.
The AA reported the number of AdBlue-related breakdowns went up every month over the course of 2016 with the organisation now dealing with more than a 1,000 every month, those figures are set to grow as more cars hit the road.
Why was AdBlue introduced?
When the latest Euro-6 engines became mandatory from 1 September 2014, the EU ruled that new diesel engines needed to reduce harmful NOx (nitrogen oxides) pollutants emitted by diesel engines by 56% over the previous generation Euro-5 engines.
It was a tall order, but the car industry responded with an additive, trademarked AdBlue, which helps break down NOx in the exhaust system.
The technology has been around in heavy good vehicles since around 2004 and is now pretty much standard in diesel car and van engines bigger than 1.6 litres.
What is AdBlue?
AdBlue is a diesel exhaust fluid (DEF) consisting of synthetically produced urea (reports of AdBlue using animal urine are an urban myth) mixed with deionised water. It’s non-toxic, non-flammable and biodegradable.
AdBlue can be purchased in bottles from service stations, car accessory shops and online.
Expect to pay around £1.50 for a 1-litre bottle and £10 for a 10-litre container. However, the smaller bottles are designed to screw directly on to the filler and are therefore easier to dispense.
Also, look out for blue pumps springing up next to diesel pumps at service stations around the country with prices from around 60p a litre.
How much you’ll need depends on your tank size, which is separate from your fuel tank, and can vary from 5-20 litres.
Usage depends on driving style so to be on the safe side reckon on one litre per 500-600 miles, so if you’re a high-mileage company car driver you’ll need to make regular top-ups.
How does it work?
Here’s the clever scientific part. The technology behind AdBlue is called Selective Catalytic Reduction (SCR), which requires the controlled injection of AdBlue into the exhaust chamber, when the engine’s running.
The aqueous urea vaporises and decomposes to form ammonia and carbon dioxide. Within the SCR catalyst, the NOx are catalytically reduced by the ammonia into water and nitrogen, which are both harmless; and these are then released through the exhaust.
The process neutralises NOx emissions by 80-90%. It can also help reduce fuel consumption by up to 5%.
How do I know when to top-up?
All cars equipped with SCR technology will have warning lights as standard and these will typically alert you when you’re down to around three litres or 1,200 miles, depending on your driving style.
SCR-fitted cars also have an on-board computer display with a read-out of the current level. Some will also tell you how many starts you have left when the level is low, if you exceed it your car will not re-start as it would be operating with illegal emission levels. A trip to your dealer would then probably be required to reset the system.
Depending on annual mileage and usage you may not need to do your own refills as they could fall within the car’s scheduled annual services, so your dealer will do it for you; although there will be a charge.
How do I know if my car requires AdBlue?
If it’s diesel-engined and was registered after 1 September 2014 then chances are it requires AdBlue.
Also, some brands have helpfully incorporated the word Blue into model names: Mercedes-Benz Bluetec, Peugeot and Citroën BlueHDI and Ford EcoBlue.
Where’s my AdBlue refilling point?
Unfortunately, carmakers have not standardised on the location for the refilling point which explains why some owners are oblivious that their car requires AdBlue until the warning light comes on.
The most obvious and owner-friendly place is behind the fuel flap alongside where you fill up with diesel, with the AdBlue point bearing a distinctive blue cap.
However, many brands have opted to locate it in under the boot floor, with some even positioning inaccessibly under the spare wheel, making refills a chore.
If in doubt check your owner’s manual.
Can I put AdBlue straight into the diesel tank?
Absolutely not! Putting AdBlue direct into your diesel tank can cause you a world of misery akin to misfuelling with petrol.
If you do this then don’t switch on the engine. Immediately contact a reputable specialist to drain your tank.
Likewise, if the filling point is in the engine bay, as it is on many vans, you don’t want to get it muddled up with screenwash or oil.
New car registration result for May 2018 have been published by the Society of Motor Manufacturers and Traders (SMMT) this morning, showing modest growth of just over 3% on the same month last year.
It’s the second month of modest growth over 2017 figures, although it needs to be borne in mind that the second quarter of 2017 was very poor as a result of changes to road tax and the general election. The numbers are still lower than results from May 2014 – 2016 but, nevertheless, car companies and dealerships will be heartened to see a second month of stability rather than substantial decline.
It was a particularly positive month for private new car registrations, up 10% on the same month last year. This will be heartening for car dealers as that means a significant increase in the number of customers visiting their showrooms, whereas fleet and business sales often never touch showrooms at all. Fleet sales were fractionally down on last May’s numbers, and business numbers were down (although business registrations only make up about 3% of total numbers).
Market share for diesel cars was up fractionally on last month, which may be an indication that demand and supply are starting to settle at around 30% of total market share. Diesel sales were still down more than 23% on last year, but this is the first result in a long time where diesel’s market share hadn’t declined further than the previous month.
Alternatively-fuelled vehicles (essentially electric and hybrid cars) were up slightly to just under 6% of the total market share, which is the best it has been all year – although more rapid growth is still needed to help the industry start moving towards the government’s target of 100% by 2040.
It was a good month for superminis, SUVs and sports cars, which all saw strong growth over the same month last year. In what was the hottest May on record, convertibles also saw strong growth on last year’s results.
Of the mainstream manufacturers, it was a poor month for Nissan (down 18%), Mercedes-Benz (down 9%) and Fiat (down 35%). Meanwhile, things were happier at Volkswagen (up 15%), Land Rover (up 17%), SEAT (up 46%) and Renault (up 15%).
As usual, the Ford Fiesta sat atop the sales charts in May, but not by much. Right behind was its larger sibling, the Ford Focus – now in full run-out mode ahead of the all-new model arriving soon. The Audi A3 snuck back into 10th place as the Ford Kuga fell back out again.
Commercial vehicle registration data will also be released today, and we will be covering that over on our sister site, The Van Expert, this afternoon.
What is it? The current Vauxhall Astra is the seventh generation of a core British-built family hatch.
Key features Efficient downsized engine, quality cabin, plenty of tech
Our view The Vauxhall Astra remains a best-seller because it does everything it needs to highly competently, without exceeding in one area to the detriment of others.
It’s easy to live with, offers a quality interior, has enough performance while majoring on ride comfort, and boasts competitive levels of equipment.
Astra is the only Vauxhall car in the range that is truly British, built in Ellesmere Port on Merseyside.
Full review
Introduction
Vauxhall appears quite suddenly to have remembered its British roots – “British brand since 1903,” all the adverts now remind us. And the one Vauxhall car in today’s range that is truly British is the Astra, built in Ellesmere Port, on Merseyside.
The seventh-generation Astra was launched in 2015, a major step forward for the long-lasting model and an evolution that earned it the European Car of the Year award. The judges were impressed by a radical reworking that included a significant weight loss, upgraded interior and improved dynamics, and these have helped keep the car highly popular – sixth best-seller in the UK in 2017.
Vauxhall continues to evolve the Astra – only in May were two new, more efficient engines announced for it. However, The Car Expert’s test model focuses on the significant shift to petrol and the most up-to-date downsized versions, the 1.0 turbo.
More Astras are sold to British buyers than in any other European market – so is it as good as painted?
Buying and owning a Vauxhall Astra
The Vauxhall Astra has been around in its various generations for so long – Ellesmere Port has been building them for more than 40 years – that it is easy to forget it amongst perhaps newer and more curiosity-inducing models from the likes of Korean brands.
Both the Astra and its entire sector are now also under serious threat from the rise of the SUV – dealers will find visitors walking through the doors of the showroom turning increasingly to the Mokka and another SUV, the Nissan Qashqai, now vies with the Astra for the title of the biggest-selling British car.
So perhaps Vauxhall’s new ‘True Brit’ campaign is no real surprise, reminding us just how important this particular car has been to the UK, with such thought-provoking claims as one in four Brits has driven an Astra…
Of course, bold words are no good if the product does not match up. Fact is, there have been some pretty dull Astras in the past, which is perhaps part of the reason why the latest version, on UK roads in 2016, earned almost rave reviews.
Vauxhall’s design types took the famed clean-sheet approach when penning the latest Astra, which they had to as its closest rivals the Ford Focus and Volkswagen Golf had both just been renewed to wide acclaim.
The new car launched with a new, more purposeful shape, from its sharply styled front to the signature two-tone rear screen pillar. – this was the most aerodynamic five-door car yet produced by Vauxhall and sister brand Opel.
It was also a significantly lighter one too, by at least 130kg, making the most of the brand’s new modular platform. All of which was good news for economy and emissions, as well as on-the-road performance. And this all came in a car that was actually smaller than its predecessor – 5cm shorter, 2.5cm lower and even with a 2cm shorter wheelbase, but thanks to that modular construction, more interior space.
A prime consideration making the Astra attractive to buyers has been value for money. The new model saw the number of trim levels on offer simplified but today, including ‘sub-trims’ such as the Nav version of the SRI model, there are still nine different varieties to choose from. They start from the entry-level Design at £17,670 and range up to the Ultimate starting at £25,490.
Equipment levels are a positive aspect of the Astra – even entry-level Design models include air con, cruise control, daytime running lights and the Intellilink infotainment system. Operated through a seven-inch touchscreen on the centre console, this includes DAB radio, Bluetooth, and Apple CarPlay and Android Auto smartphone integration – meaning, of course, you don’t have to worry about paying for a satnav-equipped model as you can simply pipe the app on your phone through the screen.
Popular with many buyers is the SRI trim as worn by our test car and starting from £20,270. Notable among its features are the OnStar suite of connected services, including wi-fi and emergency crash response. But be warned that Vauxhall intends to shut down these services after the end of 2020.
The SRI also includes a front camera system with autonomous emergency braking, and Astra safety standards rate highly – the car earned a top five-star rating when crash-tested by EuroNCAP in 2015, and this was without the AEB taken into account as it was not standard equipment.
Inside the Vauxhall Astra
The interior of the Astra is where some of the greatest gains have been made – it is of higher quality, and with generally spacious surroundings, though the rising rear window design can make the back seats feel tighter than they really are.
In fact, the modular construction has liberated more space in a shorter car – there is for example 35mm more legroom in the back. Generally, the Astra competes with its direct rivals for space while not outclassing them.
A definite step forward is the dash layout. The redesign saw the important controls placed together in a more logical fashion – those dealing with vehicle functions are close by the gear lever, the climate control in the lower half of the centre console, and the infotainment on the top half.
Particularly noticeable is the infotainment touchscreen – its glass runs right to the edges of the console which looks much more attractive than a plastic surround. Commands are very responsive too, though the sat nav graphics can’t match some recent versions on rival cars from the likes of the VW Group.
The steering wheel falls naturally to hand and feels comfortable, though it is somewhat festooned with buttons. Again they are fairly logical to use, but just a little fiddly.
Driving the Vauxhall Astra
Engine choices for the Astra depend on model. You won’t currently find hybrids or anything electric-related in the line-up, though that is set to change within the next few years.
The most traditional unit is the entry-level 1.4-litre petrol engine of 100hp, the only Astra powerplant not boasting a turbocharger. Much more interesting is the 1.0-litre 105hp unit in our test car. It may be less powerful than its 1.4-litre sibling but it is quicker to 60mph by some two seconds (taking 10.5 seconds in manual form), and boasts fuel economy improved by around 12mpg, and CO2 emissions some 20g/km less.
Further petrol choices include 1.4-litre turbo units of 125 and 150hp, and the range-topping 1.6-litre of 200hp, which passes 60mph from rest in 6.6 seconds.
Diesel buyers currently get three versions of what Vauxhall describes as its ‘whisper-diesel’ with either 110, 136 or 160hp. Best-selling of the three is the middle one, on the basis of a nine-second 0-60mph time, plus 74mpg fuel economy and emissions dipping under (just) the 100g/km barrier.
Coming soon are replacements for both the 200hp turbo petrol and the 136hp diesel, both conforming to the new ‘real-world’ emission regulations.
Remember when a 105hp engine of only 1.0-litre capacity would have been sneered at? No longer. The turbo unit in the Astra is enthusiastic and picks up strongly, while remaining pleasingly refined, particularly for a three-cylinder unit. It combines well with the five-speed manual transmission.
On the road, the Astra offers everything one would expect of a family car – most importantly, it is a comfortable ride. Only the most damaged of surfaces (typical south-east roads for example) are seriously felt in the cabin, the response from the chassis somewhat firm.
The car cruises motorways for mile after mile in a relaxed manner, while point it at a series of corners and it will tackle them with confidence. The steering is perhaps just a little on the light side, but SRI versions do include a sport mode that firms up the response, though not to a degree that would challenge the acknowledged leader in handling prowess, Ford’s Focus.
Summary
Does the Vauxhall Astra deserve a Best-of-British title? It does, because while like its predecessors it doesn’t write any radical headlines, it does do everything required of it rather well, which some of those predecessors didn’t.
On offer here is a well-designed, well-built car that will fit so seamlessly into an owner’s everyday life that they will almost fail to think about it. This is not a criticism – so many car buyers want an easy-to-live with car, that makes the journey from A to B a non fatigue-inducing process – a willing and capable servant. In that role, the Astra ticks all the boxes.
Electric cars have seen huge growth in their first decade as a readily available mode of transport – but they’ve still not made it into the public consciousness as a viable vehicle for everyday life.
Try now to forget all your preconceived ideas about EVs. Forget the gimmicks and concept-like design, and instead imagine a performance Jaguar with enough practicality to suit your nuclear family.
Not only has Jaguar produced a car that looks as desirable as any other car from the marque, it’s apparently capable of travelling up to 298 miles on one charge, takes just 45 minutes to charge to 80% and it’ll be available from just under £60,000 with the government grant. You’re right, it sounds too good to be true.
What’s new?
The I-Pace is a completely new car, designed from the ground up specifically for Jaguar. It’s the first electric car created by the brand – if we forget about the one-off electric E-Type – and follows on from the design language of the Big Cat’s existing SUV ‘Pace’ range.
That said, while it is recognisable as part of the family, this electric vehicle has a unique style as it’s been created with maximum range in mind.
There are some key style points that make the I-Pace stand out from other Jaguars. It might be billed as an SUV but it doesn’t really look like one. Designer Ian Callum explained that to accommodate the batteries the car had to be taller, which led to this profile, but at 1.5m the I-Pace still has a sleek, sporty look.
The wheels sit flush with the body of the car, giving it a stockier appearance but aiding with the aerodynamics too. It’s also got a cutaway in the bonnet for cooling that you might not even notice unless you’re standing next to the car.
What’s the spec like?
While the whole car might be new, you’ll recognise the infotainment as very JLR. In particular, the dual touchscreen on the centre console is from the Range Rover Velar.
You also get a third screen behind the wheel and can specify the car with a head-up display. These features all look the same, but for an EV there are some extra touches to make life simpler.
If you’re planning a route, the I-Pace can tell you how much battery will remain at each destination and this data will update as you drive. It also has other electric-specific features, such as a false futuristic noise you can have pumped around the cabin as you drive.
If you’d rather just enjoy the silence, though, you can turn this off, which acts as an exterior noise canceller too.
In recent years, the popularity of personal breathalyser units has grown enormously. Some countries, like France, insist that all drivers carry breathalysers (either a reusable unit or at least two disposable units) at all times. Advances in technology have meant that you can now buy a portable device that is basically as accurate as a police breathalyser unit for not a lot of money.
Berkshire-based AlcoSense was founded about 13 years ago, and has grown to become one of the world’s most respected breathalyser manufacturers. The company has won a swag of awards for its range of single-use and reusable breathalysers, both for performance and design. Overall, it’s a genuine British success story.
We’ve been trialling the top-of-the-range unit from AlcoSense, called the Ultra, over recent weeks. It’s priced at £250, which sounds expensive at first glance. But what are you getting for your money?
The AlcoSense Ultra uses exactly the same size and specification sensor (called a fuel cell) as the £2,000 hand-held breathalyser units used by police forces in the UK, Europe and America. It also includes 100 mouthpieces (£40 worth when you eventually need replacements), and can be plugged into a PC to record results. Fuel cell breathalysers are the most accurate of any type of breathalyser, which is why the police use them for both hand-held units carried by patrols and the larger units located at police stations.
That sounds like overkill for a personal breathalyser, and let’s face it – you probably don’t need to record your test results in a spreadsheet or table. But if you are an employer and want/need to test a large number of employees on a regular basis, and want/need to record those results to ensure adherence to your company policies, then it would be perfect. Or if you just want the reassurance that you’re buying the most accurate unit on the market, this one could be just the ticket.
The Ultra is the flagship of the AlcoSense breathalyser range, which also includes two cheaper fuel-cell units, the mid-spec AlcoSense Pro (£150) and the entry-level AlcoSense Excel (£100). Below that are a number of units that use different technology – cheaper to buy, but not as accurate. The company claims that the Ultra is slightly more accurate than the Pro, which is slightly more accurate than the Excel, but that all three are more than accurate enough for personal use requirements.
As well as the police-spec sensor, the Ultra comes with 100 one-way mouthpieces (about £40 worth), which reflects its workplace suitability, and a neat protective case (an extra £10 on the cheaper models). The Pro comes with five mouthpieces, while the Excel comes with five simple blow tubes rather than the more sophisticated mouthpieces. AlcoSense says that you can re-use the mouthpieces, but you must make sure that they are completely dry to prevent moisture getting into the electronics. Replacement mouthpieces come in a pack of 25 for £10. The blow tubes should really only be used once, and they are sold in a pack of 25 for £5.
It’s important to also remember that any breathalyser unit, regardless of make and model, needs to be re-calibrated annually to remain accurate. The AlcoSense units will give you an on-screen reminder, and you’ll have to send the unit back to the manufacturer every year for calibration at a cost of £25. The same will apply to other brands.
Auto Express conducted a group test including the Excel and Pro a few months ago, and found that both units were outstanding. The Pro was slightly more accurate but that the Excel was still very accurate and better value for money.
Putting the AlcoSense Ultra to the test
We had the chance to compare the Ultra side by side against a freshly-calibrated police unit made by Draeger, as used by many police forces around the world. The two units were tested multiple times using a pre-mixed solution of water and ethanol, and produced almost identical results.
Just to be sure, we also conducted a human trial here in The Car Expert office. Having each had a beer or two at lunchtime *for science*, three of us blew into the machines later in the afternoon (ideally, you shouldn’t take a reading within 90 minutes of drinking as the results could still be changing up or down quite rapidly). Once again, the results from the police unit and the AlcoSense Ultra were almost identical.
As an added bonus, the Ultra was easier to blow into, requiring a smaller lungful of air and less effort than the police unit. If you do blow over the legal limit, another handy feature is an estimate of how long it will take you to drop back below the limit and be able to drive.
Any breath test unit will lose accuracy over time, whether its a police unit or a personal device – hence the annual calibration requirement. The AlcoSense fuel cell units have a built-in system to ensure that the unit will not under-read, so that any variation will only over-read. In other words, the unit may tell you that your blood alcohol level is 0.09% (over the limit) when you’re actually at 0.07% (legal in England/Wales/NI), but never the other way round.
Why should you buy a personal breathalyser unit?
Official figures from the Department for Transport show that nearly 20% of all drink-drive incidents happen the morning after a night out. A lot of the time, drivers are surprised that they are still over the limit, especially if they don’t have a hangover. The message about not driving home if you’re out drinking has been rammed home for many years, but warnings about driving the next morning are less familiar.
While you may know what the legal limit for blood alcohol is, how well do you know your own body’s tolerance for alcohol? How confident are you that you’re not over the limit the morning after a big night out? A hangover is not a suitable indication that you’re still over the limit – you may have little to no alcohol in your system but still be quite dehydrated and feeling poorly. Conversely, you may feel fine but still be intoxicated.
How often have you got into a car the morning after the night before and not really known (or even thought about) whether you should really be driving?
The main benefit of a personal unit like those made by AlcoSense and others is the reassurance and peace of mind to know that you’re legal (or not) to drive, without having to guess. It’s certainly a lot easier than trying to remember how many drinks you had, and how many units of alcohol that equates to, and how long ago that was, and whether you had anything to eat, and so on, and then guessing whether you’re OK to get behind the wheel again.
Having never used a personal breathalyser the morning after a drinking session, I’ve spent the last few weeks doing a quick check on the AlcoSense Ultra in the morning if I’ve been out the night before and had a few drinks. While it appears that my life hasn’t been exciting enough to register a positive score on the unit, it has been surprisingly satisfying to know that I am well under the legal limit rather than just assuming I was OK.
Ultimately, it only takes one unplanned night out to potentially change your life for good. There are plenty of stories of people who have been caught driving under the influence of alcohol and seen their lives spiral downwards rapidly afterwards – even if they avoided an accident while driving drunk. Losing your licence can easily mean losing your job, and it can be a slippery slope from there to financial and other problems.
How much is your job worth, how much is your car worth, how much are your kids worth, how much is your marriage worth? Regardless of how sober you feel, is it really worth risking any or all of those things? A personal breathalyser unit might seem expensive at first glance, but it’s pocket change compared to what it could save you.
Score: 9.5/10
Good points: The best unit on the market, bar none. Bad points: Ultra is probably overkill for personal use; Pro or Excel models are cheaper and still perfectly acceptable for personal use.
Mercedes-Benz has added a new top-end petrol and a new diesel engine to its E-Class range.
Top of the newcomers is the Mercedes-AMG E 53 4MATIC+. Replacing the previous E43 and costing from £62,835 as a coupé, £69,285 for the cabriolet, the car is powered by a 3.0-litre biturbo in-line six-cylinder petrol engine.
This uses Mercedes’ latest mild hybrid system, called EQ Boost, in the starter motor that can add 20hp and 350Nm of torque to the 435hp and 520Nm generated by the engine. It is combined with a nine-speed auto transmission and all-wheel drive.
The E 53 coupé hits 62mph from rest two-tenths quicker than the previous E 43, taking 4.4 seconds, with the cabriolet a single tenth slower. Both are limited to a 155mph top speed, though the options list includes an AMG Driver’s Package increasing the top speed to 168mph.
Coupé efficiency figures are 32.5 combined mpg and CO2 emissions of 203g/km, the drop-top returning 32.1mpg and 20 g/km.
The powertrain is also offered in the CLS 53 coupe saloon, which costs from £74,050 and sprints through 62mph in 4.5 seconds, returning 31.7mpg with CO2 emissions of 203g/km.
Also new is the E 400 d 4MATIC diesel, offered in both saloon and estate form at £52,685 and £54,685 respectively and replacing the previous 350 d engine.
The 3.0-litre straight-six turbodiesel puts out 340hp and 700Nm, compared to the 258hp and 620Nm of its predecessor and good for a 4.9-second 0-62mph time (5.1 sec for the estate). The saloon returns 48.7mpg and 154g/km, the estate 46.3mpg and 161g/km.
DS Automobiles is adding a new and more powerful petrol unit to the engine range of its DS 7 Crossback SUV.
The DS 7 Crossback went on sale in March with a 180hp petrol engine, plus 130hp and 180hp diesels. Now that range is being expanded with a 225hp four-cylinder petrol unit.
DS claims that with the new engine the DS 7 Crossback outperforms all its rivals, the unit offering gains in performance, fuel economy and efficiency. The 225hp is combined with 300Nm of torque and a 48.7mpg combined cycle fuel economy figure – the latter 6% better than the Citroën 210hp unit that the new engine replaces.
Technology advances include the adoption of a continuously variable valve lift system, multiple injection management, reduced friction and a redesigned turbo compressor.
Emissions have also been a priority, with a new petrol particle filter fitted and emissions reductions applied across the entire powertrain to achieve a CO2 figure of 135g/km.
The new engine is being combined in the DS 7 Crossback with the latest eight-speed automatic transmission produced by DS parent PSA Group. This also contributes to reduced fuel consumption, boasting an Eco mode that ‘free wheels’; at speeds between 12mph and 80mph, each time the driver lifts their foot off the accelerator, the engine returns to idle and disengages the gearbox.
DS Automobiles is making the 225hp unit available on Ultra Prestige, Prestige and Performance Line trim levels of the DS 7 Crossback, with prices starting from £34,990.
What is it? The latest Ford Mustang is a revamp of the sports car with more technology, personalisation and improved safety.
Key features Better safety package, 10-speed auto transmission, digital display.
Our view The swift update of the latest Ford Mustang addresses viable safety concerns with a suite of now standard-fit electronic aids that go some way to meeting the criticisms levelled at it. Added to these are a number of technology updates that are generally positive, though true enthusiasts will likely prefer the directness of a six-speed manual shift over the clever but sometimes easily confused 10-speed auto.
The Mustang remains a car in which the bigger, thirstier V8 is actually the more attractive option, and an affordable way to enjoy such oh-so American eight-cylinder grunt.
An appropriate venue to test the Mustang’s new “drag mode”
Full review
Introduction
It seems only yesterday that we were road testing the sixth-generation Ford Mustang, and the first version of the iconic American muscle car to be officially sold in Europe with a proper right-hand-drive version for us Brits.
In motor industry parlance, it was indeed only yesterday. That launch test was just two years ago, in April 2016. With more than 6,000 UK sales since, a third of them last year, why produce what amounts to a mid-life revamp quite so quickly?
Ford will point to the march in technology and the opportunity to add a swathe of it to the car and up its desirability. These amount to such advances as magnetic dampers to improve the ride and traction, a 10-speed auto gearbox and a ‘drag mode’ to produce the fastest-accelerating Mustangs around. There is also a slight power hike for the V8, conversely a reduction to the 2.3-litre but also a little more torque to increase its fun factor.
What Ford is not saying too loudly, however, is that quite a lot of this update addresses the unwanted headlines earned by the Mustang. Safety body Euro NCAP slammed the car’s crash test standards after giving it a two-star rating, the worst result in a decade for any car from a top-ten manufacturer.
Euro NCAP was scathing of Ford’s decision not to offer safety equipment on European and UK Mustangs that is included or available in American markets. So, unsurprisingly, the updated model gets a host of such tech, including autonomous emergency braking.
Visual changes, meanwhile, encompass a sleeker, lower nose, bigger front splitter, new wheel designs taking the options to four, and LED headlamps with the ‘tri-bar’ signature shape now forming a daytime running light – this we are told was the result of customer feedback.
Also new is a bright ‘Orange Fury’ exterior colour, taking the options to 11 as Ford seeks to evolve the personalisation possibilities – popular in the US where we are told virtually no two Mustangs look alike. They will in the UK as the orange has immediately become the most attractive colour on the new model, attracting one third of the pre-orders.
However, it is under the paintwork where the differences really count – how significant is this upgrade?
Buying and owning a Ford Mustang
The sixth-generation Mustang launched in both fastback and convertible versions, and the revamp has been applied equally across both.
Both remain available with a choice of petrol propulsion – a ‘sensible’ 2.3-litre four-cylinder EcoBoost unit or the 5.0-litre V8 which is, of course, the signature powerplant of the model. This gets an extra 38 ponies, taking it to 450hp. The torque figure remains the same at 529Nm, as does the thirst – between 20 and 23mpg depending on whether one shifts gears or lets the car do it.
Despite this, almost three-quarters of Mustang buyers will choose the V8 over the four-cylinder, especially as this has seen a power reduction – down from 316 to 290hp. However, it is combined with an extra 8Nm of torque helping to improve its usability.
Most significant drivetrain update is the arrival of a 10-speed auto transmission. Complete with steering-wheel paddles, this replaces the previous six-speed unit.
Buyers who want the fastest-accelerating Mustang will need to go the 10-speed route. Combined with a new (strictly for the track) ‘drag mode’ in the suite of driver settings, this makes for impressive getaways – Ford came up with a memorable way of demonstrating this to journalists on the launch event, as we will see shortly.
A significant addition to the options list is Magneride, adaptive suspension that tailors itself to the road conditions and the way the car is being driven. Available with both engines, it adds £1,600 to the cost.
Standard on the 5.0-litre only is an Active Exhaust. Working on the quadruple tailpipes, it allows four different sound formats, from the most ear-pummelling track mode to a ‘quiet’ mode that allows one to pull away from home early in the morning without waking the neighbours…
Ford personnel on the launch event described the stinging criticism of Mustang safety standards as a “sour point,” and argued that sports cars will always suffer in crash test results due to the restricted access to the back seats.
The new Mustang addresses the criticism with a suite of safety technology now standard on UK models. This includes autonomous emergency braking, pre-collision assist with pedestrian detection, adaptive cruise control, a lane-keeping aid and auto high-beam headlamps.
Such tech makes the new Mustang a significantly safer car than previously. However, we are told that only a three-star rating is expected when Euro NCAP next tests the car.
Inside the Ford Mustang
Generally, Ford was considered to have got it right with the interior of the latest Mustang and this is an area generally left alone by the revamp.
Slip behind the wheel and one still gets the impression of an American muscle car. An abundance of chrome is evident, most notably the horsey badge on the steering wheel boss – one badge you won’t find inside the car is ‘Ford’.
One major change is a digital instrument display – using a 12-inch screen and standard across all models. Its graphics change depending on the drive mode selected – the instrument panel graphics alter colour and shape, right up to a massive rev counter in drag mode.
The drive settings are selected from one of a row of chrome switches across the base of the centre console, and alter such aspects as steering, handling and throttle response. The now six options range across normal, wet/snow, sport, track, drag and a ‘my mode’ allowing the driver to personalise their settings – perhaps combining normal steering with sporty acceleration for example.
Other aspects of the interior include the chunky, immersive seats, and of course the availability of somewhat more cost accommodation in the rear. Yes, these seats are small, but not as small as in the handful of 2+2 rivals thanks to the Mustang’s generous wheelbase.
Driving the Ford Mustang
This is a big sports car – much more Mondeo-sized than Focus, and comes with such a history that the immediate question is, why would you choose the 2.3-litre version?
Of course we tried both, and there are some appealing factors to the baby model. Yes, it’s had some of its horses released into the wild, but still matches its predecessor’s 5.8-second 0-62mph time. That’s with the manual transmission – pair it with the 10-speed auto and it is actually three tenths faster.
However for generally satisfying motoring in the lower-powered ‘Stang, manual is definitely the way to go. Downshifting, in particular, the auto is not as swift as a slick human action, and with all those speeds available certain situations can confuse it.
The 2.3-litre is a flexible companion. It both rides and handles with more control than its predecessor thanks to some suspension upgrades, even if one does not choose the optional Magneride system.
What the four-cylinder model lacks, however, is an image that is part of Mustang folklore. Switch to the big engine, and immediately you notice the much more evocative, grunty audio from the exhaust pipes (yes we did try quiet mode, but not for long…).
Accelerating out of corners, there is much more sense of that V8 pushing you on, without the insistence on good behaviour apparently in the smaller engine’s DNA. And all this comes at the price of around 8mpg in fuel economy – not that much of a difference, and a pointer to why almost three-quarters of UK buyers want V8s.
If you are going to pay V8 money – only around £5,000 more – you should also invest in the Magneride. The system definitely improves the manners, poor road surfaces appear better smothered, while when cornering the car feels just a little more planted and predictable.
Ford reckons that the new auto transmission will be chosen by just over half of Mustang buyers, where previously it was just under half. We are less convinced by this one, it somewhat depends on what you want to use your Mustang for. But where it comes into its own is on the drag strip…
The ultimate demonstration of the 10-speed’s qualities saw journalists on the UK launch event let loose on the famed quarter-mile of Santa Pod drag strip. We also got to test the drag mode, which is a form of launch control also encompassing the line lock introduced with the previous model – warming up the rear tyres by basically shredding them without going anywhere…
Launching from Santa Pod’s Christmas tree starting lights and accelerating up the strip certainly shows the qualities of the 10-speed, as it slams each higher gear in swiftly and sharply, giving a noticeable kick in one’s rear but not enough of one to distract from pointing the car at the horizon.
It’s impressive and addictive… While totally irrelevant to this test, your correspondent feels duty bound to report that he set a 12.9 sec quarter-mile, less than a tenth behind his pro-driver instructor, and third quickest amongst the journos on the day. And he immediately wanted to go again…
Summary
The Ford Mustang is a car bought primarily for a reason – for what it is, and the image that surrounds it. Therefore a package of updates will likely not make a lot of difference to its desirability.
However, this is a worthy update. Firstly it addresses the major issue of safety standards. This is an area that will likely still be of concern when the car is next crash tested, but should not replicate the stinging criticism of previously.
The rest of the upgrades are generally positive – better tech that improves the car’s dynamics and its attractiveness in the market. The jury remains out on the 10-speed auto – those that really enjoy pitching the car against a challenging series of roads will also likely prefer the directness of a manual shift.
In these days of downsizing and a focus on economy, we should of course recommend the smaller, 2.3-litre model. But the smaller engine does not offer enough of an efficiency gain, or a cost saving, to ensure head wins over heart. And the Ford Mustang is very much a car for the heart…
Cars with diesel engines are still the right choice for many motorists, a leading motor industry figure has argued.
Speaking at the annual media test day organised by the Society of Motor Manufacturers & Traders (SMMT), CEO Mike Hawes acknowledged that confusion over the policy towards diesel engines – confusion he described as avoidable – had resulted in potential customers “sitting on their hands” unsure of what engine to choose in their next car.
Anti-diesel rhetoric, much of it ill-informed, is being blamed for a major shift away from the format – diesel’s share of the UK market has slumped to around 30%, whereas at the end of 2015 diesels claimed a virtual 50:50 split with petrol-powered cars.
Demand for petrol cars has risen 38.5% in 2018, which raises potential issues for meeting emissions targets as petrol vehicle emissions of CO2 are higher than those for diesels.
Rising emissions
Market confusion has seen renewals in the fleet market slowing so older, more polluting cars are staying on the road for longer. As a result fleet average CO2 emissions in 2017 rose by just under one per cent – the first time this has occurred since records started being kept.
“This is not because the industry has stopped progressing – the average new car on sale last year produced 13 per cent less CO2,” Hawes said. “Industry investment in technology is delivering results, but the market is shifting.”
The SMMT view is that consumers should be encouraged to buy the right fuel for their driving needs and pockets. “For some, especially those who do higher mileage, diesel still remains the right choice,” Hawes said.
SMMT chief executive Mike Hates – arguing diesel should still be the choice for many.
“For those who drive in cities and urban areas, small efficient petrol cars, hybrids, plug-ins or electric may be the better choice. Each new generation of electric cars is boasting greater range and there are now 80 cars powered at least in part by electricity now on the market, including 50 different plug-ins.”
He added, however, that such technology still forms only a small part of the market. “There were 47,000 plug-in vehicles registered last year in a total market of 2.54 million – less than 2% of the market which shows how far we have to go.”
Consumer choice
Hawes added that the automotive industry shares the Government’s ambition of a zero-emission future, “but what matters is making sure we take the consumer with us.”
Much better infrastructure in terms of charging locations and methods is needed, and a “world-class package of incentives” to drive demand.
“(Electric cars) remain at present more expensive trechnologies, so we need to appreciate the vital role that advanced petrol and diesel engines still play. They will be there for the medium to long term.
“Last year the Government said it would end the sale of conventional petrol and diesel engined cars by 2040 – that is still 22 years away, and most new car buyers will probably go through seven changes of vehicle before then. We need to make sure the consumer buys now the right type of car that they need.”
There are now many emissions-friendly buying options but most remain expensive choices.
The European version of the Citroën C5 Aircross has been unveiled with a claim that it will be an ‘ultra comfortable’ SUV.
The big sister to the recently-launched C3 Aircross, the C5 variant appears a year after being first revealed for the Chinese market, and will go on European sale at the end of 2018.
Citroën is making bold claims for the C5 Aircross, which will assume flagship status in the range. It is promised to be the most comfortable SUV in its segment, making use of the brand’s Advanced Comfort programme, Progressive Hydraulic Cushion suspension and Advanced Comfort seats.
Versatility will be offered by three individual sliding, folding and reclining rear seats, and boot space that is claimed to be best in class. The trend for personalisation will be answered by a choice of 30 exterior colour combinations.
Autonomous tech
Technology highlights will include 20 driver assistance systems, among them Highway Driver Assist, effectively a semi-autonomous system combining adaptive cruise control with Stop & Go (keeping the car at a set distance from a vehicle in front and both stopping and pulling away again if needed).
Also included will be an Active Lane Departure Warning System. This not only warns a driver of vehicles in their blind spot but applies force to the steering wheel if they try to pull out into an occupied lane.
The Grip Control traction control system will be specified, a means of maintaining traction on slippery surfaces without going the full four-wheel-drive route.
Six connectivity technologies will be on offer to buyers, based around an eight-inch touchscreen and including wireless smartphone charging.
The C5 Aircross will also be the first Citroën to offer a plug-in hybrid powertrain – this will appear at the end of 2019, around a year after the launch models and promise low CO2 levels and an all-electric driving range of 37 miles.
Traditional powertrain choices will range across two petrol models and three diesels. The petrol versions will be a 130hp unit combined with a six-speed manual transmission and a 180hp variant with the latest eight-speed automatic gearbox.
Diesel buyers can choose between a 130hp unit with six-speed manual or eight-speed auto transmission and a 180hp with the auto ‘box.
As you’ll no doubt be aware, data protection laws across the EU are changing with the introduction of the General Data Protection Regulation (GDPR) on 25 May.
Along with everyone else who has a mailing list, we are updating our processes and policies in line with the new regulations. We have sent out an email to our mailing list today, but if you are not currently on our list and would like to get our weekly newsletter, you can easily do so.
All you need to do click on these red words below and enter your name and email address:
The only personal data we hold on our mailing list are your email address and your name. We can also see how often you have opened our newsletters and clicked on any articles.
We do not share your details with any third parties, nor do we sell our mailing lists to anybody.
You do not have to provide your name and email address to visit our site (unless you are commenting on articles or in our forum), but we do use cookies and we do collect your IP address for analytics and spam prevention. For more information, have a read of our privacy policy.
The Van Expert and The Truck Expert
We have two sister sites, The Van Expert and The Truck Expert, which do not currently have any communications at present (other than a small section in The Car Expert weekly newsletter).
We will be building new databases for upcoming newsletters and communications for these two sites. Subscriptions from The Car Expert will not be carried over to either of these sister sites, so you will need to opt in separately if you are interested.
Thank you for your support
We very much appreciate our loyal readers and visitors. Many thanks for your ongoing support, and we look forward to continuing to provide you with content worth reading for a long time to come.
The Yaris Hybrid isn’t exactly new – in fact, it’s been around since 2011, pre-dating the recent rush manufacturers have made towards hybridisation and proving that Toyota may not have been the first, but it’s certainly one of the most committed.
Perhaps strangely, the Yaris Hybrid sits virtually in a class of one, with most manufacturers favouring larger cars and crossovers when it comes to hybrid models. The Yaris is more compact and easier to park and drive, while it also retains a more conventional look than even in-house siblings such as the Prius.
We’re testing it here in its latest form, which received a heavy facelift over the outgoing car.
What’s new?
The facelifted Yaris range – introduced in 2014 – gained Toyota’s latest family ‘face’ – a bold, X-shaped grille with a prominent badge front and centre. For 2017, along with a price hike, the entire range received a Safety Sense system containing autonomous emergency braking, lane departure warning and automatic high beam.
There are new lights front and rear, and a selection of two-tone paint finishes, which the interior gets some new soft-touch plastics. The old Toyota Touch 2 infotainment system remains though.
How does it look?
Image will likely always be a problem for the Toyota Yaris – ever since the first model, it’s become a go-to car for retirees. Even jazzing it up with posh paint schemes and bold exterior design touches can’t fix that. However, it does look genuinely smart, and there are some great colours on offer.
The car’s overall silhouette is relatively bulky and upright, but it’s slimmed out by side rubbing strips and that pinched front ‘face’. Bi-Tone models also improve matters, with a black roof disguising the car’s practical silhouette.
What’s the spec like?
The Hybrid powertrain is available across all Yaris trim levels, which comprise Active, Icon, Icon Tech, Design, Excel and Bi-Tone. Entry-level cars do miss out on alloy wheels but still get the full suite of safety tech plus front electric windows, dual-zone climate control and USB and Bluetooth connectivity.
Step up a grade and Icon brings alloys, keyless start, cruise control, a rear-view camera and the Touch 2 Infotainment system. Our Icon Tech model added satnav and front parking sensors.
Missing from the range are Apple CarPlay and Android Auto, though – a shame, as the Touch 2 infotainment system is pretty poor to use and would be improved by the addition of either of these systems.
What’s it like inside?
The Yaris’ interior is poor. Though everything is well screwed together, the switchgear is outdated and the materials, for the most part, feel cheap and nasty.
The facelift did at least add a swathe of soft-touch material across the dash – but if anything, that serves to highlight the plasticky glovebox and dash top even more. Items such as the USB port look hastily tacked on, while the automatic gear selector is enormous and ugly.
Things improve as you move rearwards, though. Yaris has a large boot and tonnes of room for rear-seat passengers. Headroom abounds throughout, and the big windows and characterful single wiper ensure good visibility.
What’s under the bonnet?
The Yaris engine range is offered in three flavours. There are 1.0-litre and 1.5-litre petrol units, plus the 1.5-litre petrol-electric hybrid we have here. The hybrid model makes up nearly half of Yaris sales in the UK, and on paper looks quite attractive, offering a decent level of power, average performance for the class and stellar economy.
We can vouch for the latter, having achieved over 60mpg on more than one occasion during our time with the car.
As with most hybrids, it’s best around town. Here, the punch of silent electric power pushes you away from the line before the petrol engine kicks in. It’s rather good fun. There’s very little electric-only range, though – this isn’t a plug-in hybrid.
Out on the open road, things are less convincing, and the Yaris Hybrid isn’t a great motorway cruiser. Best to stick within the city limits where this car makes most sense.
What’s it like to drive?
Toyota has proved it can make the Yaris fun to drive with the incredible GRMN. Unfortunately, none of that car’s DNA makes its way into the hybrid. It’s definitely lacking a fun streak – though it is at least reasonably comfortable and remains composed in corners. The steering, however, is just too light and remote.
The hybrid drivetrain is quiet around town, but on the motorway the CVT gearbox it’s paired to drones and makes for a rather unpleasant voyage. The seats are also pretty flat – we missed having some lateral support – and the steering wheel didn’t adjust out far enough for us.
Summary
The Yaris Hybrid remains a car without rivals even seven years on from its debut, but being the best in a class of one is easy. The real problem is its narrow range of ability – this is a car that’s wonderful in town but rather poor on the open road.
Those who do high mileage would be better served by another diesel supermini, and anyone who regularly drives out of the city should probably choose a turbocharged petrol. As a second car or town runabout then, the Yaris makes sense – but it’s too compromised to recommend elsewhere.
Model as tested: Toyota Yaris Hybrid Price: £20,875 Engine: 1.5-litre four-cylinder petrol hybrid Power: 100 hp Torque: 111 Nm Max speed: 103 mph 0-60mph: 11.8 seconds Fuel consumption (combined): 78.5 mpg CO2 emissions: 82 g/km
What is it? The Skoda Kodiaq is the Czech brand’s already big-selling large SUV, and it’s first seven-seater.
Key features Seven seats – wide petrol/diesel engine range, spacious on compact footprint
Our view Skoda has made a very good job of its first ‘proper’ SUV, the Kodiaq fulfilling the brief in all of the important areas – practicality, quality and refinement. It offers surprising space for its ‘estate car on big wheels’ exterior visuals, boasts lots of clever touches and includes enough powertrain options to meet the shift among buyers in favour of petrol.
The Skoda Kodiaq is the company’s first seven-seat model
Full review
The Skoda Kodiaq is regarded as the Czech brand’s most important new model for some time. It is the brand’s first large SUV, and its first seven-seat car of any sort, and has kicked off an SUV offensive, quickly followed by the smaller Karoq and with more to come.
In just over a year since launch, the Kodiaq has done exactly what its makers expected of it – and more. Global sales passed 100,000 in its first eight months on sale, and it has secured an impressive haul of industry awards to boot.
However, the Kodiaq is not so easy a car to pigeon-hole. The model shares its platform with others of the recent rash of VW Group compact SUVs, such as the SEAT Ateca and the Volkswagen Tiguan. In terms of perceived size, however, the newer Karoq more directly takes on such in-house rivals.
The Kodiaq is more obviously up against such seven-seat challengers as the Nissan X-Trail and Kia Sorento. One could even suggest, with Skoda trying very hard to move itself upmarket, that the Kodiaq could rival the Land Rover Discovery Sport.
The one major difference between the Skoda and its larger rivals? Very few of them offer petrol engine choices at a time when diesel sales are sliding, whereas the Kodiaq range includes three petrol options.
In terms of styling, the Kodiaq fits the brief. There is nothing radical here, but a solid, purposeful car that looks every bit as worthy of consideration as the ever-growing number of rivals in the market. In fact, its visuals are more estate car on big wheels than SUV, while not lacking the elevated driving position that buyers of SUVs covet.
Buying and owning a Skoda Kodiaq
The Skoda Kodiaq can easily deceive – as mentioned, it looks a big car both in terms of exterior visuals and space when one slips into it. But this is a compact SUV, built on the very clever Volkswagen Group MQB platform which both makes the most use of interior space and saves weight.
This is not, despite the image portrays, Skoda’s largest car. It’s shorter than the Superb saloon, and only a little longer than the Octavia family car. Park a Sorento alongside and the Kodiaq will sit in its shadow, but again, once inside the difference is not so much – this is the SEAT Ateca layout but with the Volkswagen Passat wheelbase and therefore space.
It’s increasingly relevant to talk about petrol engines and our test car boasts the mid-level 1.4-litre petrol unit with a six-speed automatic gearbox and front-wheel drive.
This version is also available in all-wheel-drive with either the auto or a six-speed manual, while the other petrol choices are a 125hp version in front-wheel drive and six-speed manual and a 2.0-litre petrol, 4WD with 180hp and a seven-speed version of the auto box.
Diesel engines still make a lot of sense for many users, however, and Kodiaq buyers have four choices. They comprise a 150hp with a six-speed manual gearbox and 4WD, the same engine with the seven-speed auto in both front-wheel drive and all-wheel drive versions, and a range-topping 190hp version with automatic gearbox and 4WD.
When the Kodiaq launched, there were plans to add an entry-level 115hp diesel, but whether this will still happen in the current climate remains to be seen.
No faulting the Kodiaq’s safety systems – these include autonomous emergency braking with pedestrian recognition as standard, and the car earned a top five-star rating when tested by crash tested by Euro NCAP.
Our test car is to SE L specification, the fourth of what are now seven trim levels available to Kodiaq buyers, from the entry-level S starting from £22,630 up to the flagship Sportline version starting from £33,135. Also included is a Scout model, aimed at those who are more likely to leave the tarmac in their 4×4 and boasting such extras as ‘off-road’ bumpers.
Our SE-L includes such niceties as satellite navigation, cornering LED fog lamps, an electric boot, parking sensors, keyless entry and adaptive headlamps.
Inside the Skoda Kodiaq
A great deal of the Skoda Kodiaq’s popularity is no doubt due to the space inside – it’s a very roomy SUV whether you are sitting in front, middle or even back. Surprising is the plentiful headroom, considering the estate-car exterior appearance.
Okay, the two individual rear seats are not for adults on long journeys and are set rather low, but they are not that cramped either and when they are up the boot is still big enough to be usable – significantly more so than seven-seater rivals.
Fold the rear seats flat into the floor and what’s left is a big boot of 720 litres. Fold the middle seats too and you have a flat, square space of more than 2,000 litres.
The Kodiaq’s second-row seats also slide by up to 18cm, which adds lots of flexibility. SUVs are supposed to be practical cars and the Kodiaq definitely ticks all the boxes in this aspect.
There is not a lot to describe about the driver’s surroundings because what is on offer is thoroughly conventional VW Group fare. Of course, that also means it is all sensibly laid out and well screwed together – today interior quality on Skodas is a given.
This reviewer likes VW infotainment systems, and let’s face we see enough of them, thanks to a clutch of recent newcomers from SEAT and VW itself alongside the new Skoda models.
One can tell a lot from the quality of satnav graphics and the Kodiaq’s are easy to programme, clear to view and reliable, presented on a big nine-inch screen. And all the latest tech is available, from smartphone integration and wireless charging to integrated wi-fi.
Our version also includes plenty of those ‘Simply Clever’ features that Skodas boast and many other models should. Additions such as the umbrellas that pull out of the door panel and the boot light that unclips to become a rechargeable torch are minor additions but no less delightful for all that. As are the little plastic protectors that leap from the edge of the doors as you open them, ensuring you don’t scratch your car’s (or other’s) paintwork in tight car parks.
Driving the Skoda Kodiaq
Initially, it feels odd driving an SUV, a large one at that, without the low-down torque and pulling power one gets with a diesel engine. Of course, that option is available in the Kodiaq range whereas the petrol power of our test car is not currently an option with several of the Skoda’s rivals.
The 150hp engine is by no means outclassed, however, making the most of the light Kodiaq weight compared to rivals and in our case the poundage savings of doing without an all-wheel-drive powertrain.
The car feels sprightly, accelerates crisply and quietly with slick shifts from the auto transmission. It gets to 62mph from rest in under 10 seconds, which is plenty fast enough for most owners.
On the motorway cruise, the Kodiaq is a very well-behaved machine, oozing refinement. This is particularly true if you have a reasonably full cabin – the extra weight of additional occupants helps to dampen the effects of potholes, but at all times the suspension does a pretty good job of smothering all but the worst road surfaces.
Of course, this is not a car to attack a series of challenging B-road bends in, but then again it’s not meant to be. Corner with enthusiasm and the Kodiaq will let you know with some body roll. However, it is all very predictable and controllable, the steering well weighted and precise in action.
Overall, the Kodiaq’s road manners will not excite. But they will relax, making the eating up of long distances a process without fatigue – it’s no surprise the car is doing well on the fleet market.
Summary
For its first ‘proper SUV’ (the just-departing Yeti was an SUV, but a pretty one-off type), Skoda has done a very good job with the Kodiaq. The car ticks all the boxes that such models need to – it’s practical, roomy to a degree that belies its actual size and boasts impeccable road manners, making it an easy car to live with.
The Skoda Kodiaq offers most things its rivals do plus some extras several of them don’t, including, perhaps fortuitously, a sufficient range of petrol engines. As the bedrock of the Czech brand’s SUV offensive, the Kodiaq is set to establish itself as one of the most popular models in a Skoda showroom.
Audi has been on something of a crusade in refreshing its top-end luxury machines as of late. Last year saw a new A8 and A7 grace the market — but it hasn’t stopped there.
Introducing the new Audi A6 — the latest fresh face to join the German firm’s line-up. Much like its larger siblings, it’s more an evolution of the luxury saloon concept than a revolution but there’s a lot to shout about.
With the recent release of an updated BMW 5 Series and a now two-year-old Mercedes-Benz E-Class, Audi could be playing something of a game of catch up here. Is the A6 up to that task?
What’s new about the new Audi A6?
As to be expected with the launch of an A6, there’s a lot of new stuff going on here.
Most noticeably are its looks. It takes on the bolder design language introduced on the A8 — bringing a sleeker appearance along with a much wider grille and fresh headlights.
Under the bonnet, the A6 is the first-in-class to offer mild-hybrid technology across all of its engine choices as standard while new suspension options have been introduced in an effort to create a more agile car.
As for technology, the A6 now features self-learning navigation which aims to create an optimal route based on your driving history along while centre console-based physical controls for functions such as air conditioning and audio controls have been replaced with touchscreen utilising haptic feedback.
How does it look?
Audi’s designers are experts, if not the pioneers, in Russian doll car design — with each model taking after the last. The A6 is no exception to the rule, with the German firm’s updated design language as first introduced on the A8 making a strong impact on the A6’s own looks.
Large wheels help give the A6 plenty of presence (PA)
The A6 remains sporty despite its high comfort levels (PA)
That means a hugely wide grille upfront with bold headlights sitting at either side, while a sleeker overall look is seldom interrupted by creases in the bodywork.
It’s a handsome thing to look at and has the presence of a car far bigger than it actually is in the flesh. You’re likely to turn heads in a big Audi anyway, but the striking design could do that without the four rings up front.
What’s the spec like?
Full UK pricing has yet to be confirmed for the Audi A6 so value for money is difficult to judge at the moment, but what we can say is that it’s going to be a seriously well-equipped package — if likely to be expensive once the options list is explored.
Standard luxuries on the saloon include full LED headlights, 18-inch alloy wheels, all-wheel drive, mild-hybrid technology and Audi’s MMI infotainment system displayed on a ten-inch touchscreen. As for safety assistance, there’s also pre-collision warning, parking sensors with a rear-view camera and cruise control.
Our S Line test machine also came with upgraded ‘Audi Matrix’ LED headlights and daytime running lights, lower suspension and an S Line styling package — while heated/ventilated seating was also included. Again, UK pricing isn’t official, but we expect it to reach £60k+ in this specification.
Two new engines have been unveiled for the Vauxhall Astra, both conforming to new and stricter emissions standards.
Both the 1.6-litre petrol unit of 200hp and a 1.6-litre diesel with 136hp are available to order now and meet the strict Euro 6d-TEMP emissions standard, which includes real driving emissions measured on public roads and comes into force for new registrations in September 2019.
The 1.6-litre direct injection petrol engine includes a close-coupled Gasoline Particulate Filter (GPF) which helps oxidise particles that accumulate in the filter.
It offers 300Nm of torque alongside its 200hp, and with six-speed manual or automatic transmissions produces a 0-60mph time of 7.3 seconds and a 146mph maximum speed. Combined cycle fuel economy is quoted at 43.5mpg and CO2 emissions are 151g/km.
First diesel to meet new rules
The second unit is the first Euro 6d-TEMP diesel engine available in the Astra range. Its emissions measures include Selective Catalytic Reduction (SCR) technology, which helps further reduce nitrogen oxide emissions. Using an injection of AdBlue is reduces NOx particles to nitrogen and water.
The diesel’s 136hp is produced alongside 320Nm of torque. Again offered with either manual or automatic transmission, it achieves combined fuel economy from 64.2mpg and CO2 emissions from 116g/km.
What Vauxhall describes as a ‘rapid transition’ to Euro 6d-TEMP compliancy is part of the brand’s quoted strategy to become a leader in vehicle emissions reduction. This strategy will see four electrified models introduced by 2020. The next generation Corsa will also be available as a fully electric vehicle, while the Grandland X will be offered as Vauxhall’s first plug-in hybrid.
By 2024, Vauxhall intends to become fully electrified, offering a hybrid or a battery electric version of every passenger car model.
Prices of Astras with the new diesel start from £20,595 and with the petrol unit £24,435.
The next Volvo S60 saloon will be the first model from the Swedish brand not to offer a diesel engine amongst its powertrains.
No future new models will offer a diesel option either, Volvo saying that the lack of such engines highlights the brand’s commitment to a long-term future beyond the traditional combustion engine.
In July 2017 Volvo was the first traditional car maker to commit to all-out electrification, and from 2019 all models launched by the brand will be available as either a mild petrol hybrid, plug-in petrol hybrid or battery electric vehicle. Volvo describes this plan as the most comprehensive electrification strategy in the car industry.
“Our future is electric and we will no longer develop a new generation of diesel engines,” said Håkan Samuelsson, President and Chief Executive of Volvo Cars. “We will phase out cars with only an internal combustion engine, with petrol hybrid versions as a transitional option as we move towards full electrification. The new S60 represents the next step in that commitment.”
Twin engine powertrains as used on the XC60 will b effete din the S60.
Targeting the premium sector’s mass-selling BMW 3 Series, Audi A4 and Mercedes-Benz C-Class, the new S60 is the latest model to be built on the in-house-developed Scalable Product Architecture (SPA) platform, also used on the recently launched 90 series and the V60 estate launched earlier this year in Stockholm.
The new S60 will initially be available with a range of four-cylinder Drive-E petrol engines and two petrol plug-in hybrid options. Mild hybrid versions will follow next year and all versions will be built at a brand-new plant outside Charleston, South Carolina – America is a core market for the model.
At the 2018 Beijing Auto Show last month, Volvo stated that it is aiming for fully electric cars to make up 50% of its global sales by 2025. China is the world’s leading market for electrified cars.
A mild-hybrid diesel variant of the Kia Sportage SUV will go on sale before the end of 2018.
The powertrain, dubbed EcoDynamics, will reduce CO2 emissions of the Sportage by aiding acceleration with electric power from its additional 48-volt battery, and using a mild-hybrid starter-generator (MHSG) unit to extend the time that the diesel engine is not under load.
According to its creators, the mild-hybrid technology offers advantages over full hybrid units, particularly in the performance generated for the cost. The system cuts CO2 emissions of the diesel engines, Kia quoting savings of 4% on the new Worldwide harmonized Light vehicles Test Procedure (WLTP), and up to 7% via the current New European Driving Cycle (NEDC).
The mild hybrid system is compact and can be easily incorporated into existing vehicles. On most vehicles, the battery will be located under the boot floor minimising any space penalty. The battery will link into the vehicle’s power system allowing a significant reduction in the size of the 12-volt starter battery and the starter motor, which will normally only be required for cold starts at low temperatures.
The MHSG is mounted in the engine bay and connected to the crankshaft by a belt. In ‘motor’ mode, under acceleration, it uses battery charge to add torque to the engine to aid acceleration. When coasting, or braking, it switches to ‘generator’ mode to recharge the battery.
When the battery is sufficiently charged the system can even switch the engine off under deceleration or braking, automatically restarting as soon as the driver presses the accelerator pedal to provide a ‘Moving Stop & Start’ function.
Versatile technology
Kia adds that the system is equally compatible with manual and automatic transmissions, and front, rear or all-wheel drive layouts. And while debuting on a diesel engine, it will be adapted for petrol units.
Following the launch of the Sportage mild-hybrid model, the forthcoming third-generation Kia Ceed will also be offered with the technology. Kia says that the new powertrain is the first new technology to be launched as part of the brand’s wider powertrain electrification strategy.
With the new unit, Kia claims to be the first manufacturer to offer consumers hybrid, plug-in hybrid, battery-electric and 48-volt technology across its model line-up. Future plans will see the launch of 16 ‘advanced powertrain’ vehicles by 2025, including five new hybrids, five plug-in hybrids, five battery-electric vehicles and in 2020 a new fuel-cell electric vehicle.
Order books have opened for the Mercedes-AMG GT S Roadster, at prices starting from £126,630.
When it arrives on UK roads in August 2018, the soft-top will complete the AMG GT range of performance cars and take up a mid-point in the soft-top line-up between the 476hp GT Roadster and 557hp GT C Roadster.
Power for the GT S Roadster is supplied by a 4-litre V8 biturbo petrol engine, producing 522hp – 46 more than the AMG GT version – and 670Nm of torque. This translates to a 0-62mph sprint time of 3.8 seconds and a maximum speed of 192mph. Combined cycle fuel economy is quoted at 24.6mpg with CO2 emissions of 262g/km.
All versions are equipped with an AMG Speedshift DCT seven-speed automatic gearbox, driving through the rear wheels.
The AMG-GT S Roadster will be supplied as standard with an AMG performance exhaust system, 19-inch alloy front wheels and 20-inch versions at the rear, the AMG Ride Control suspension with adaptive damping, Active Air Control system, LED headlamps and an automatically extending rear spoiler.
Inside the car boasts Nappa leather upholstery, the Airscarf neck warming system and the Comand Online connectivity technology amongst its standard features.
Owners will be able to choose from black; beige or red for the car’s three-layer fabric roof.
Options include the £3,195 Premium equipment line, which adds Keyless-Go entry, a Burmester surround sound system, reversing camera with parking assist; illuminated door sills with ‘AMG’ lettering and a Mirror package.
Extra safety features are also on the options list in the form of the £1695 Driving Assistance package that includes Blind Spot Assist; Lane Keeping Assist; Distance Pilot Distronic; and Pre-Safe driver aids.
Those seeking to add to the performance potential of their cars can choose the £1,795 AMG Dynamic Plus package with bespoke engine and transmission mounts and firmer and specifically tuned suspension. AMG high performance ceramic brakes are also available for £5,995.
The domination of the SUV in today’s car market has been cemented with the unveiling of the Rolls-Royce Cullinan.
The much-trailed 4×4 from the world’s best-known luxury car marker is described by its creators as “quite possibly the most anticipated Rolls-Royce of all time.”
Rolls-Royce first announced that it was planning to build ‘the Rolls-Royce of SUVs’ three years ago and the move, once unthinkable, is no real surprise. Luxury manufacturers have been falling over themselves to get into the SUV market and take on the likes of Range Rover, from Lamborghini to Maserati and of course the former sister brand and now most direct rival to Rolls-Royce, Bentley.
No production figures for the Cullinan are being released but industry analysts believe that it could push Rolls-Royce’s current annual volume of 4,000 cars to more than 6,000, in the process following the experience of other upmarket brands in becoming the biggest-selling model in the Rolls-Royce range.
The biggest yet?
The Cullinan physically overshadows its rivals, its 5.3m length some 20cm more than that of a standard Bentley Bentayga, while it tips the scales at some 200kg heavier than the Bentley at 2,660kg. It also stands 9cm taller than its rival – one of the many luxury aspects of the car will see it drop the body by 4cm when the doors are unlocked or their handles touched. Start the engine and it will rise again.
The body is to a ‘three-box’ design, according to its makers the first SUV to be so built, with a proper partition wall between the passenger and luggage compartments. The wheelbase of 3.3m, 30cm longer than the Bentayga, will ensure interior space and comfort expected of a Rolls-Royce.
Rolls-Royce also insists that the Cullinan will offer true off-roader ability. Its powertrain combines a 6.75-litre twin-turbo V12 petrol engine of 571hp and 850Nn of torque with a new all-wheel-drive and all-wheel steer system, and has been extensively tested in widely varying environments across the globe.
A top speed of 155mph is quoted for the Cullinan, though its 0-62mph figure is yet to be revealed. Less impressive are the efficiency figures – the car boasts a combined cycle fuel consumption of 18.8mpg and CO2 emissions of 341g/km.
The financial penalties that come with such figures are likely to be of little concern to the car’s target market, however. Rolls-Royce expects many Cullinan buyers to be “younger, very successful high-net-worth individuals who are heavily engaged in the experience economy, and want a Rolls-Royce that would take them to the ends of the Earth in ultimate luxury.”
“Effortless everywhere” is the phrase used by Rolls-Royce CEO Torsten Müller-Ötvös to describe the Cullinan, he adding that the brand knew it had to offer clients what they couldn’t find in the SUV market.
“They do not accept limitations or compromises in their lives – they are the new pioneers, and for them it’s about their sense of adventure and daring in how they live their experiences,” Müller-Ötvös says, adding; “This approach to life demands a motor car that can go-anywhere in ultimate luxury and style – Rolls-Royce style.”
First deliveries of the Cullinan – the name comes from the world’s largest raw diamond, today a part of Britain’s Crown Jewels – are expected at the end of 2018, each costing from £250,000.
Aston Martin will return the Lagonda badge to the market in 2021 on a new luxury electric SUV.
The announcement follows the unveiling of a radical concept, the Lagonda Vision, at the Geneva motor show in March, and the new production car’s design language will be evolved from the concept.
According to its creators, the Lagonda SUV “will be the first in a range of state-of-the-art, emission-free luxury vehicles.” It will also be the first luxury SUV “exclusively driven by zero-emission powertrain technologies.” This powertrain will be a battery-electric unit with all-wheel-drive but what form it will take is not currently being revealed.
Near-future tech
In fact, no firm details of the new SUV have yet been announced, apart from a single artist’s impression of the car and an assertion that it will be built using near-future technologies. The Vision Concept made great use of the repackaging opportunities of electrification, allowing the layout of the interior to be finalised before the car was built around it. This resulted in extensive interior space.
At Geneva, Aston Martin promised that the new Lagondas would remain true to the heritage of the company founded by Anglo-American entrepreneur Wilbur Gunn in 1904. Gunn’s Lagondas were known for their innovation, one model in 1910 boasting a form of monocoque decades before the technology became widely accepted.
Aston Martin bought Lagonda in 1947 and continued the tradition, particularly with the strikingly-styled Aston Martin Lagonda of the 1980s. The last production Lagonda was made in 1994.
According to Aston Martin President and CEO Andy Palmer, reviving one of the most iconic names in motoring creates a unique opportunity. “(It) allows us to cast aside an inherited 20th century approach and instead design cars around 21st century demands and desires,” he says.
“The Lagonda SUV is the first of its kind: a spacious, high-performance 4×4 that successfully reconciles a love of technology, luxury and style,” Palmer adds.
Aston Martin design head Marek Reichman describes Lagonda as a luxury brand, but it is also one rooted in technology. “It will be like no other SUV to drive, so its looks have to reflect that new reality and to serve as pathfinder to a future in which the most desirable and prestigious automobiles still have a place,” he says.
Speculation suggests that the Lagonda could be built alongside the Aston Martin DBX SUV at the brand’s new plant in St Athan, south Wales.
BMW is to recall just under 312,000 cars sold in the UK over an electrical issue that can leave them without any power.
BBC1’s ‘Watchdog’ consumer programme has this week highlighted cases of BMWs cutting out suddenly while being driven, while the issue has also been linked to the death of a motorist on the night of Christmas Day 2016 when he swerved to avoid a broken-down BMW that was displaying no lights.
The recall affects BMW 1 Series, 3 Series, Z4 and X1 models, both petrol and diesel, and all built between March 2007 and September 2011. It is an extension of a recall first issued in February 2017 for 36,410 cars.
According to BMW, the affected cars are fitted with “a design of wiring that means vehicle vibrations could potentially cause frictional corrosion on the plug of the power distributor.”
Effectively this means the car’s battery and fuse box being cut off from each other, with the result that all electrical power is disabled. The car can break down and the driver not be able to use lights or hazard flashers to warn other motorists of their issue.
An inquest into the death of former serviceman Narayang Guran, aged 66, heard that his Ford Fiesta hit a tree in Guildford, Surrey after trying to avoid the BMW.
Issue dates from 2011
The inquest received information that BMW had first been alerted to an electrical issue in 2011, which led to the UK Driver & Vehicle Standards Agency issuing a request to ensure the safety of BMW cars in February 2016. However while there were recalls in the US, Australia, Canada and South Africa, no cars were recalled in the UK until after the accident to Gurung.
BMW told the inquest that a recall had not initially been issued for the fault as it was not considered a critical safety defect, because in most cases owners would be given a warning, such as a car not starting.
However the Gurung family’s lawyer insisted it was a safety issue, pointing out that a total electrical failure would rob the driver of the means to use hazard or head and tail lights to warn other users of their problem.
BMW has now issued a statement in which it says “there may have been some cases of similar power supply issues in vehicles not covered by the original recall. In order to reassure customers with concerns about the safety of their vehicles, we are voluntarily extending the recall.”
Affected owners will be sent a letter within the next three weeks advising them how to have their cars rectified. The replacement of a part will take around two hours and the work will be carried out at no charge.
Infotainment systems in future Volvo cars are set to feature search engine technology from Google.
The Swedish manufacturer has announced that it is working with the online media giant to incorporate its voice-controlled Google Assistant, Google Play Store, Google Maps and other Google services into the next generation of Sensus infotainment systems. These will be based on Android operating system which was developed by Google.
Apps and services developed by Google and Volvo Cars will be embedded into each cars, while thousands of additional apps will be available through the Google Play Store, optimised and adapted for Android-based car infotainment systems.
Volvo adds that the Android operating system of the next Census systems will also allow automatic software updating and adding of new apps. This will allow future Volvo cars to react to the needs of their drivers and offer them up-to-date information and predictive services.
Accelerating innovation
According to Volvo’s research and development head Henrik Green, adding Google services into Volvo cars will accelerate innovation in connectivity and boost the brand’s development in applications and connected services.
“Soon, Volvo drivers will have direct access to thousands of in-car apps that make daily life easier and the connected in-car experience more enjoyable,” Green says.
The centrally-mounted Google Assistant will allow drivers to voice-control in-car functions such as air conditioning, and use apps to play music and send messages, helping the driver to keep their eyes on the road and reduce distractions.
Other advantages will include map and traffic data being refreshed in real time – drivers will have the most up-to-date traffic information and will be offered alternative routes.
Volvo Cars first began working with Google in 2017, announcing that the new generation of its infotainment system would be based on Google’s Android platform. The first Android-based system is expected to appear within the next two years.
