Land Rover is celebrating the 30th anniversary of one of its most popular nameplates with the limited-edition Land Rover Discovery Anniversary model.
Only available in the UK, the Discovery Anniversary is based on the SE specification with a few goodies from the options list thrown in.
There are four metallic colours to choose from (black, grey, blue or silver), paired with ‘Sparkle Silver’ 22-inch alloy wheels.
The Discovery SE is a mid-spec trim, which starts at £57,005 on-road. The Discovery Anniversary edition costs another £2,990 to bring this to £59,995, but includes a package of extras that would otherwise cost £6,820 on an SE.
These include the aforementioned alloy wheels and paintwork, a fixed panoramic glass roof, privacy glass for the rear windows and an upgraded Meridian 380-watt sound system.
Unfortunately, Land Rover still hasn’t fixed that rear number plate placement
There’s nothing specific to identify the Discovery Anniversary beyond its parts-bin combination of options from the Land Rover price list, so you won’t see any stickers, badges, plaques or other unique bits anywhere on the car.
The Discover Anniversary is only available with a 3.0-litre V6 diesel engine, running through an eight-speed automatic gearbox and driving all four wheels. Performance is unchanged for the limited-edition model, which means a power output of 306hp gives it a 0-60mph time of 7.2 seconds, and it will go on to reach a top speed of 130mph.
The Discovery was first launched in 1989 as a mid-point between the bare-bones Land Rover (later called the Defender) and the more luxurious Range Rover. The current model is the fifth generation and has been on sale since 2017.
Volkswagen has lifted the lid on its latest Golf GTI model – the 290hp Golf GTI TCR.
The TCR boasts an extra 45hp over a regular Golf GTI with the optional performance package its 2.0-litre four-cylinder turbocharged petrol engine. That extra punch means the GTI TCR is capable of hitting 60mph from a standing start in just 5.4 seconds – 0.3 seconds faster than the Golf GTI Clubsport S.
Flat-out the TCR is able to reach 155mph – though buyers have the option to raise this to 162mph.
Inside, you’ll find further references to the car’s motorsport influences. Premium sports seats are fitted up front, along with red-edged seatbelts and a sports steering wheel.
But it’s not only styling touches which have been applied to the TCR. New 18-inch forged alloy wheels sit on all four corners, which house perforated brake discs. It also benefits from a front-axle locking differential for better cornering performance.
A series of additional packages are also available with the TCR. The first includes larger 19-inch wheels, as well as the upgraded top speed. It also benefits from a sports version of the car’s rear damping system and traction control.
The second includes 19-inch alloys in a different style, though this time shod in semi-slick sports tyres. Additional wheel locks with expanded anti-theft protection are also fitted as part of this pack.
UK prices and specifications for the Volkswagen Golf GTI TCR have yet to be revealed, though it is reported to cost €38,950 (£34,500) in the car’s native Germany.
Ford has updated the Mondeo range for 2019, which includes offering its hybrid powertrain in estate form for the first time.
A number of the model upgrades feature technology that debuted with the new Ford Focus last summer, such as a new 2.0-litre diesel engine, new automatic transmission and various semi-autonomous features.
Improved hybrid powertrain, now available in Mondeo Estate
Previously only available in saloon form, Ford predicts that the hybrid powertrain may end up accounting for half of all Mondeo sales across Europe.
Ford has also worked to improve the hybrid’s software programming to deliver a smoother, more linear acceleration and improve overall refinement. It claims to be more effective at managing engine revs to get the most torque and overall performance for the lowest fuel consumption.
Having to find space for the hybrid’s battery pack does have an impact on the estate’s boot space, however. Load capacity drops by more than 120 litres over the regular petrol or diesel or models, with 403 litres on offer with the back seats up (compared to 525 litres) and 1,508 litres when you fold the seats down (compared to (1,630 litres).
New 2.0-litre diesel and auto transmission
A new 2.0-litre diesel engine is also available in 150hp and 190hp versions, replacing the previous version that offered 150hp and 180hp options. The new EcoBlue diesel unit claims to be quieter, deliver better low-end torque, and provide reduced fuel consumption and emissions.
The new diesel is combined with a new eight-speed automatic transmission, which should further help both refinement and performance. As before, the automatic diesel models are also available with all-wheel drive.
Semi-autonomous driving technology
The updated Mondeo is now offered with an (optional) improved adaptive cruise control, now including full stop & go capability for stop-start traffic. It is only available in conjunction with the new eight-speed auto transmission.
Also now available is an intelligent speed limiter, which can recognise speed limit signs and adjust the car’s maximum speed accordingly rather than the driver having to alter it manually.
Visual changes
There have been numerous minor cosmetic changes to the Mondeo for 2019, both inside and out, although you’d probably need to sit the updated model side-by-side with the original to tell the difference.
The grille, front bumper and fog lights have been slightly reshaped, and now provide greater visual differentiation between different specifications (Zetec, Titanium Edition, ST-Line Edition and Vignale).
At the back, there are new C-shaped tail-light graphics and a chrome or silver (depending on trim level) horizontal bar connecting them. There are also minor tweaks to alloy wheel designs and a couple of new colours.
Inside, you’ll find new seat fabrics, door handle inserts and decorative trim elements. Ford also claims to have improved the fit and finish of the major components. As in the new Focus, the eight-speed auto gets a rotary controller intead of a traditional gear lever, which frees up space for a bit of extra storage space.
Pricing for the revised Ford Mondeo range starts at £21,495 on-road, running up to £31,425 for a Vignale hybrid model. Ford dealers are eagerly awaiting your order now, with first cars expected to reach showrooms in March.
Dacia has updated the trim structure of the Sandero hatchback and its Logan MCV estate sibling, while also introducing a new 1.5-litre diesel engine to boot.
The Blue dCi 95 joins the naturally-aspirated SCe 75 and TCe 90 petrols, and takes the crown as the most powerful and efficient engine in the range. It produces 95hp and 220Nm of torque, and is capable of pushing the Sandero from 0-60mph in 11.7 seconds. For the larger, heavier Logan MCV, that time increases to 12.2 seconds.
Fuel economy is impressive, though, with both models managing up to 62.7 mpg under the more taxing WLTP testing cycle.
In addition to the new engine, Dacia’s revised its trim levels for the two models. The Sandero and Logan MCV ranges kick off with Access trim, available exclusively with the basic SCe 75 petrol engine and equipped with LED daytime running lights, manual windows, black plastic bumpers and trim pieces and basic ventilation.
Essential trim can be specified with the TCe 90 or new Blue dCi 95 and comes with most of the essentials – Bluetooth connectivity, electric front windows, body-coloured trim and air-conditioning.
Finally, range-topping Comfort trim brings new wheel trims, electrically operated door mirrors, remote central locking, a seven-inch MediaNav touchscreen infotainment system, cruise control, rear parking sensors and electric rear windows.
Pricing kicks off at £6,995 for the Sandero Access model. Essential trim commands an £800 premium and Comfort a further £1,000. The Logan MCV is priced at £1,500 over the equivalent Sandero, and is equipped identically.
Pricing has been confirmed for two newly introduced Toyota Yaris models — Y20 and GR Sport – in a revised line-up for 2019.
There have been a few tweaks here and there to specification on the regular Yaris models, but nothing spectacular. The Yaris also remains the only supermini currently on sale that is available with a hybrid powertrain.
Yaris Y20
Introduced to celebrate 20 years since the Yaris was first launched, the Y20 trim brings a high level of specification to the hatch and badging to mark the occasion. Standard-fit items include a bi-tone paint finish, rear privacy glass, 16-inch alloy wheels and Toyota’s Touch 2 infotainment system.
There will also be an exclusive gold-painted variant, mimicking the launch colour of the original Yaris, with 100 units earmarked for the UK.
A choice of four powertrains are on offer for the Yaris Y20 —namely 1.0-litre and 1.5-litre petrol units paired up to a manual gearbox. The latter is also available with a CVT automatic. Alternatively, there’s also a 1.5-litre petrol-electric hybrid setup on offer. Pricing for the Toyota Yaris Y20 starts at £17,465.
Those looking for a racier edge can opt for the Yaris GR Sport, which draws inspiration from last year’s limited-run GRMN hot hatch — and even uses some mechanical items from that machine.
Suspension upgrades lifted from the GRMN come in the form of Sachs Performance shock absorbers, while an anti-roll bar has been fitted at the front of the car to improve rigidity. It also sits a centimetre closer to the ground than the standard Yaris.
Black 17-inch cast alloy wheels are wrapped in Bridgestone Potenza RE50 tyres for improved grip. Other aesthetic changes include black painted trim pieces on the car’s exterior, along with an optional red decal set and model-specific headlights. Inside the car, GR-branded sports seats feature along with a steering wheel lifted from the Toyota GT86.
The GR Sport is available exclusively with the 1.5-litre hybrid powertrain, developing 100hp and 111Nm of torque — resulting in a 0-60mph time of 11.8 seconds and a 103mph top speed. Now on sale, the Toyota Yaris GR Sport is available from £19,835.
McLaren has revealed the fifth car to carry its exclusive Longtail name – the new McLaren 600LT Spider, following the success of the 600LT Coupe that debuted last summer.
The 600LT Spider is powered by the same 3.8-litre twin-turbocharged V8 as its hardtop sister, but thanks to a weight penalty of just 50kg over the Coupe, it delivers almost identical performance figures.
The sprint to 60mph is exactly the same for both at 2.7 seconds, while the Spider hits 124mph in just 8.2 seconds – only 0.2 seconds slower than the Coupe. Flat-out, it will do 201mph.
Power is sent to the rear wheels via a seven-speed dual-clutch gearbox, while the engine’s cooling system has been upgraded to produce more power. In total, it pushes out 600hp.
Open-top excitement
The roof is electronically operated and can be raised or lowered at speeds of up to 25mph. To help reduce cabin buffeting, an electrically-operated glazed wind deflector can be raised or lowered independently of the roof.
Mike Flewitt, chief executive officer for McLaren Automotive, said: “The McLaren 600LT Spider adds a new dimension of excitement to the most extreme model in the Sports Series family, while losing none of the Longtail focus.”
As standard, the 600LT Spider receives carbon-fibre racing seats as found on the P1 hypercar – though super-lightweight versions designed for the range-topping Senna are also available.
The 600LT Spider will be hand-assembled at McLaren’s production centre in Woking, Surrey, and is available to order now. Prices start at £201,500 on-road.
Millions of UK motorists wanting to drive in the EU will need to arrange extra documentation in the event of a no-deal Brexit, insurers have warned.
In a scenario that would affect millions of motorists each year, anyone intending to use their vehicles on the continent – or anyone crossing the Irish border by road – will need a ‘Green Card’ if the UK leaves the EU without an agreement on March 29.
A Green Card would be provided by your car insurance provider. The cards would be issued free of charge, although insurers may increase their administration fees to reflect the cost of providing them.
Private motorists and companies planning to travel to an EU country after March have been recommended to contact their insurers around a month before travel to get one – or risk breaking the law.
The same rules will apply to European Economic Area (EEA) motorists travelling to the UK.
No-deal waiver yet to ratified by Europe
An agreement between UK and European insurance authorities was struck in May 2018 to waive the need for Green Cards in the event of a no-deal Brexit.
However, the agreement has not yet been ratified by the European Commission and no timetable is currently in place to address it.
Huw Evans, director general of the Association of British Insurers (ABI), said: “As it looks increasingly possible that a ‘no-deal’ Brexit may happen, we want all insurance customers to know the facts about what this means for them.
“If you live in Northern Ireland and drive to the Republic of Ireland, or if you plan to drive your vehicle to mainland Europe after a no-deal Brexit, you will need a Green Card to prove you are insured.
“You should contact your insurer before you travel in order to get one. This advice applies to businesses as well as individuals.”
There is currently a Green Card-free circulation area covering the EEA and Andorra, Serbia and Switzerland.
Systematic border checks of the document as proof of third-party motor insurance have been abolished in the area.
However, in the event of no-deal this would cease to apply for UK drivers until the agreed waiver is ratified – a process that could take many months.
The Department of Transport (DfT) issued guidance to motorists and insurers in September.
Commercial operators with fleet insurance were advised they will need a card for each vehicle.
For countries that require separate trailer insurance, a separate Green Card may be required for the trailer.
No Green Card will mean paying for extra insurance
Without a Green Card, motorists would have to be covered by third-party insurance bought on the spot in the country they are driving in. This would then cover them for driving in any country in the EU, so you wouldn’t need separate cover for each country.
Without it, drivers will not be able to drive and could also be fined.
Electric cars have gradually been growing in popularity in the past few years, and the consensus is certainly that they represent the next step in our collective motoring future.
The problem is that their appeal to car buyers continues to be limited, because of either their high list prices or limited electric ranges. This is not helped by manufacturers overstating range estimates, in some cases by an enormous margin.
Even models such as the best-selling Nissan Leaf suffer from this. The Leaf has a real-world electric range of about 130 miles in normal driving conditions, compared to its claim of about 170 miles – let alone the fact that a conventional petrol or diesel hatch will easily cover 200+ miles and only take five minutes to fill up again.
Hyundai, however, has quickly established itself as one of the leading manufacturers when it comes to new tech and fuels, and models such as the Kona Electric – which we’re testing today – are certainly giving rival firms something to worry about.
What’s new about the Hyundai Kona Electric?
The obvious difference in the Kona Electric is its electrification, with two different battery packs offered (depending on how many miles you need between charges).
As with the majority of EVs, the Kona’s grille has been closed off, leaving a ‘smoothed-off’ look, with revised front and rear bumpers and also unique (to the Electric) 17-inch alloys.
An impressive amount of standard safety equipment is also fitted, with all models coming with kit such as autonomous emergency braking, lane-keep assist and adaptive cruise control.
How does it look?
As with the standard Kona, the styling is quite divisive. The changes made to the Electric give it an added edge over the standard car, but it’s not all positive.
We like the two-tone roof and the smoothed and dimpled front grille, while the painted plastic cladding pulls off the “Look, I can go off-road” crossover styling far better than other models. But the textured 17-inch alloys are not pleasant – and almost appear aftermarket, although we appreciate they’re there to help efficiency.
The silver trim applied to both the interior and exterior also isn’t something you expect to find on a car costing £30,000 upwards, either. It feels low-rent and not the premium quality you might expect when splashing this much cash on a small crossover.
What’s the spec like?
Three trims are offered on the Kona Electric – SE, Premium and range-topping Premium SE, which our test car was. SE is only offered with the smaller 39kWh battery pack, with standard equipment including a seven-inch touchscreen, adaptive cruise control and a reversing camera.
Premium brings a load more kit – such as front and rear parking sensors, a Krell sound system and an eight-inch touchscreen, as well as further safety equipment. Premium SE comes laden with kit, with extras including LED headlights, a heated steering wheel and a head-up display.
Prices for the Kona Electric start from £30,750 on-road, or £36,345 for the more desirable 64kWh version.
Mini is celebrating 60 years since the introduction of the original and iconic Mini hatch with an appropriately-titled limited-edition model – the 60 Years Edition.
Based on the Mini Cooper S three-door hatch, the 60 Years Edition benefits from a unique look. It’s finished in British Racing Green with a contrasting black roof, carrying over the bonnet stripes and mirror caps.
The stripes also feature a ‘60’ graphic, which is complemented by unique badging on the car’s side scuttles. Standard-fit spotlights fixed to the front grille plus model-specific 17-inch alloy wheels complete the exterior look.
Inside, the 60 Years Edition features emblems on the steering wheel and front seats, with the latter also upholstered in Mini Yours ‘Dark Cacao’ leather. Contrasting stitching and piping match the exterior look as well.
Standard equipment includes LED front and rear automatic lights, a rear-view camera, power folding mirrors plus a nine-inch infotainment system that supports Bluetooth connectivity in addition to Android Auto and Apple CarPlay.
Thanks to its Cooper S underpinnings, the Mini 60 Years Edition features a 2.0-litre turbocharged four-cylinder engine, sending 190hp and 300Nm of torque to the front wheels via a seven-speed automatic gearbox.
As a result, 0-60mph is covered in 6.5 seconds with a 143mph top speed achievable. Mini claims the car can return 39.8mpg on the combined cycle while emitting 129g/km of CO2.
Just 500 examples of the Mini 60 Years Edition are destined for the UK and will retail from £29,990 when it reaches dealers from March.
The original Mini was launched in 1959 and went on to become one of the most iconic cars produced – in 1999 it was even voted the second-most influential car of the 20th century by a jury of professionals appointed by the Global Automotive Elections Foundation.
The Mini Cooper S is built in Britain.
BMW has revealed an updated version of its flagship 7 Series model.
Highlights are a new look and a host of latest technological features, along with a revised range of engines.
The exterior of the car has been extensively refreshed, with the prominent kidney grille design at the front now 40% larger. The headlights have been slimmed down, while chrome running strips have been added to the flanks of the car.
Improvements in refinement include side glass that is 5mm thicker, while the sound-deadening material in the rear wheel arches has been revised to keep the 7’s cabin as hushed as possible.
Subtle changes to the interior include higher quality materials. The rear-seat entertainment system comprises two ten-inch full-HD displays with a Blu-ray player while the car also giant the latest version of the BMW Touch Command unit.
The Touch Command removable tablet with a seven-inch screen can be used from any seat and even outside the vehicle. Occupants can use it to operate comfort functions such as seat adjustment, interior lighting and climate control, as well as the infotainment, navigation and communication systems.
The standard and long-wheelbase options remain, but both have been extended by 2cm over the previous car. The long wheelbase variant offers an extra 14cm over the standard car.
Powertrain options range across six, eight or 12 cylinders. The entry-level petrol engine is the 740i with 340hp, while the 4.4-litre V8 in the 750i produces 530hp. Above it sits the range-topping M760i, offered only as a long-wheelbase model and powered by a 6.6-litre V12 with 585hp, capable of sending the 7 Series to 60mph from 0 in under four seconds.
Diesel choices use the same 3.0-litre six-cylinder engine, with either 265 or 320hp, while there is also an updated plug-in hybrid version is also available, with a 3.0-litre six-cylinder petrol linked to an electric motor to produce a combined 394hp.
Other new technology includes an updated version of the Parking Assistant, along with a new Reversing Assistant. This can remember where the car has driven at slow speeds and reverse it up to 50 metres along that route.
The new 7 Series is expected to arrive in the UK this April at prices yet to be announced.
Suzuki has beefed up its popular Swift supermini with a new special edition called Attitude.
This version of the Swift gets racier looks and high levels of standard equipment, and is positioned as an option for ‘younger buyers who may perhaps be looking to aspire to the Sport in the future’.
The Swift Attitude is based on the existing SZ3 specification, which includes air conditioning, DAB radio with Bluetooth, rear privacy glass, a leather steering wheel and LED daytime running lights.
Attitude adds two-tone 16-inch alloy wheels, front fog lamps, a mesh front grille, a rear spoiler and carbon-effect trim around the car’s exterior.
Powering the Swift Attitude is Suzuki’s naturally-aspirated 1.2-litre four-cylinder petrol engine. It produces 90hp and 120Nm, with that power sent to the front wheels via a five-speed manual gearbox.
As a result, the 0-60mph sprint is covered in 11.7 seconds with a top speed of 112mph possible. Suzuki claims it can return 61.4mpg on the combined cycle, while emitting 106g/km of CO2.
The standard no-cost colour option is Fervent Red, while you can choose from Pure White, Premium Silver, Super Black, Mineral Grey or Burning Red for an additional £485.
Now on sale, the Suzuki Swift Attitude is available from £13,499. The firm is also offering a 0% PCP finance deal on the hatch to support the new model, which includes a £500 manufacturer contribution.
Whether you’re browsing online, playing games, or sending a quick text, anything that takes your eyes off the road when you’re driving puts you and other road users at risk.
In fact, using a handheld device while driving can be even more distracting than driving under the influence of alcohol or drugs, as it makes you twice as likely to take your eyes off of the road.
While drink-driving receives significant media attention, the dangers of distracted driving are seemingly less well known.
Even though the Road Safety Act of 2006 made using a mobile device while driving illegal and the penalties were doubled in 2017, research from 2018 showed that one in five drivers still use their mobile phone while driving.
That’s more than 7 million people using distracting hand-held devices while driving.
What is distracted driving?
Distracted driving is more than just using a mobile phone while driving. Anything that takes your focus away from your driving is a distraction. The US government breaks down these forms of distraction into three different categories.
Visual
A visual distraction is anything that causes you to take your eyes off the road. Looking at your satnav is an example, as you have to shift your focus away from where you’re going to look at the screen.
Car manufacturers have been working to position satnavs and information screens as high on the dashboard as possible to minimise the distance your eyes have to travel.
Manual
Taking your hands off of the steering wheel for any reason is a manual distraction. Eating in the car or drinking a coffee are examples of this.
Manual distractions are probably the most common type of distraction, as they can be as simple as changing a radio station or adjusting the air-conditioning.
Cognitive
The least obvious of the three, a cognitive distraction is when you are thinking about something other than driving.
This can be anything from daydreaming to having a conversation with your passengers, and it’s something that almost every driver would have to admit they have done on many occasions.
What makes mobile phone use so dangerous is that it is an example of all three categories at once. You manually operate your phone while looking at the screen and concentrate on the phone rather than the road ahead.
The move by most car manufacturers towards touchscreen infotainments systems is a real issue for distracted driving, as touchscreens require significantly more attention from the user to use. This is largely because the buttons are not in one fixed place and there is no real haptic feedback to know if you have successfully pressed the right button.
You need to look carefully to see where you need to be touching the screen and then take your hand off the wheel for quite some time to touch the screen and input a command. Because the car is moving and the button positions are not consistent, it requires considerable cognitive effort compared to pushing physical buttons.
Obviously, not every distraction is going to result in a fiery car crash. But it’s also impossible to argue with the fact that you can’t be prioritising your attention on your driving if you are attending to something else at the same time.
If something happens in front of you while your focus is elsewhere, at best it will give you less time to react once you return your focus to your driving. At worst, an accident can happen in a flash and you will never know what happened.
Drive safe, not distracted
Remember that if your hands off the wheel and you are looking away from the road, you may not be able to react fast enough to avoid a collision. Keep yourself and others safe by keeping your hands, mind, and eyes focused on driving.
This article was originally published in August 2016, and was most recently updated in January 2019.
Despite its ever-growing line-up of SUV and crossover offerings, Audi still offers two conventional estate cars – the A4 Avant and this, the all-new A6 Avant.
Though it’s hard to deny the appeal that the four-wheel-drive market is currently experiencing, the everyday estate car is still there for those who want space, practicality and ease-of-use wrapped up in a more road-friendly body style.
Audi’s new A6 boasts more technology than ever before, along with a pair of efficient diesel engines too. We’re testing it here in range-topping S Line specification.
It was no small task to replace the old A6 Avant. The previous car had proved immeasurably popular, with sleek, elegant and understated styling somehow managing to defy time. So when it came to revealing the new one, there was a fair amount of expectation mounted on to it.
Fortunately, we needn’t have worried. The new A6 Avant arrived with the same classy approach to exterior design and interior layout. There are improved materials, a good amount of standard equipment and, as before, a brilliantly large boot.
How does it look?
As mentioned earlier, the A6 Avant’s design still toes on the understated side of things and, for most, that won’t be a bad thing at all. Yes, the front grille is almost obscenely large and there’s all manner of chrome accents dotted across the exterior car, but it’s not an ostentatious design – far from it.
It’s a big car, too, but somehow Audi has managed to disguise its sheer size with a variety of cut lines and trim pieces. It’s been quite successful in hiding the car’s overall bulk, and it means that the A6 Avant looks more dynamic than other estates.
What’s the spec like?
Our car, as mentioned, came in top-spec S Line trim. It means you get a full sports styling kit with a dynamic front splitter design. As well as that, you get a lowered sports suspension setup, and Audi’s excellent Matrix LED headlights paired with scrolling rear indicators.
You also get 19-inch alloy wheels as standard, though the ones on our test car had been upgraded to larger 20-inch units which were accompanied by a fearsome £1,550 price tag.
S Line cars get a full navigation system, though we’d argue that it’s worth adding the technology pack for £1,495. This brings with it a ten-inch top screen system, accompanied by a nine-inch screen underneath it to control heating and ventilation functions. You also get the 12-inch virtual cockpit system, which replaces the traditional dials and looks fantastic.
Continued on next page:Interior, drive and our verdict
After what seems like an eternity, Toyota has revealed in full its 2019 Supra – marking the return of a nameplate that’s been out of production since 2002.
Now based on the same underpinnings as the BMW Z4, the latest Supra keeps its enthusiast-focused front-engine, rear-drive layout, and, Toyota claims, is ‘a sports car in its purest form.’
The Supra inherits the BMW’s engine, a 3.0-litre straight-six petrol that pushes out 340hp and is coupled to an eight-speed automatic transmission. It’s the latter feature which is likely to grate with enthusiasts, as the most iconic Supras were usually manuals.
Performance is similar to that of the Z4, with 0-60mph taking 4.1 seconds and an electronically limited top speed of 155mph.
Active differential for ‘superior agility’
Toyota has paired the Supra with an active differential, operated by its own dedicated control unit. It monitors everything from steering, throttle and brake operation to engine speed, and will adjust from zero to full lock instantly.
Its handling has been tuned at the Nurburgring, as confirmed by earlier spy shots, helping to achieve ‘superior agility’. Toyota also says the Supra features a 1.55 ‘golden ratio’ between its wheelbase length and track width – the combination which gives the greatest balance of agility and stability.
The Supra’s rather insectoid styling stays true to the numerous concepts and spy shots we’ve seen so far. The long, low bonnet and double-bubble roof are inspired by the legendary 2000GT from the 1960s, though the proportions are clearly defined by the BMW Z4 donor platform.
The interior, meanwhile, is pure BMW – with an iDrive-style infotainment system, horizontally extended air vents and BMW parts bin controls for the climate control and gear selection.
All Supras will come with 19-inch alloy wheels as standard, plus high-performance brakes and adaptive dampers. Two trim levels will be available – with basic Active featuring dual-zone climate control, keyless entry and LED lights. Premium spec adds a head-up display, JBL audio system, wireless phone charging and additional lighting.
Supra A90 limited edition launch model
There’s also set to be an exclusive Supra A90 launch edition, limited to just 90 models. It will be finished in Storm Grey with matte black 19-inch wheels and a red leather interior.
There will be 900 Supras allocated to Europe for its first year of production, with 300 set to arrive in the UK. Basic Active models will cost from £52,695, rising to £54,000 for Premium trim and £56,945 for limited-run A90 cars.
What is it?
The latest Ford Focus Estate is the load-lugging version of the fourth-generation mass-selling family hatch.
Key features
Much more space, all new tech of hatch, independent suspension.
Our view
The latest Focus hatch has been very well received and the Estate should be equally popular.
It has all the technology, quality and performance improvements of its hatch sister – plus a whole lot of extra space it badly needed.
Similar cars
Vauxhall Astra Sports Tourer, Volkswagen Golf Estate, Skoda Octavia Estate
We reviewed the fourth-generation Ford Focus back in September 2018, which Ford at the time stated was intended to reclaim number one spot in the UK best-selling car chart – displacing its smaller sibling the Fiesta in the process.
Vital to that aim will be the fleet-favourite, motorway-trawling estate variant, which is now heading for showrooms with a promise of major advances over the outgoing model.
Like its hatchback sister, the Focus estate faces even tougher challenges this time around. Many buyers are abandoning traditional family cars for SUVs, something the Focus will attempt to address later in the year with a jacked-up Active model. Meanwhile, the traditional competition has been joined by very strong new contenders from the likes of Kia and Hyundai, and even BMW and Audi, fuelled by competitive finance offers.
But while the latest Focus hatch just needed to improve on an already very good package, something it did very well, the estate can address a major failing of its predecessor. The old car just wasn’t very spacious…
The estate is like the hatch and unlike its predecessor pitched towards a European, rather than the compromise-inducing global, audience, and it gets the same front-end treatment as the hatch. This includes a longer bonnet and more distinctive visuals that also create what Ford claims are class-leading aerodynamics. The rear is less distinctive, rather conventional while avoiding slipping into a bulbous look, which is all the more commendable considering the interior space gains.
Buying and owning a Ford Focus Estate
Eventually, the estate will be offered in seven grade options, like the hatch, prices starting from £19,400 which is more competitive than the outgoing version.
The trims range from Style up through Zetec and Titanium, and then the buyer chooses to go either sporty with two versions of the ST-Line, luxury with the Vignale or eventually SUV-style through the Active variants.
Ford Focus Estate (2018 -2022)
We remain a bit bemused by Vignale. This is Ford’s attempt to do premium, and buyers will enjoy such niceties as a bespoke bumper and hexagonal grille, LED headlamps and lots of tech such as an upmarket B&O audio system and active parking assistance, all in an interior that can be sculpted in posh Windsor leather.
It’s just that it was only three years ago that we attended the launch of Vignale as a brand, when we were told that it would only be offered on selected models all of which would be hand-finished by craftsmen, and sold by a carefully chosen network of specialist dealers each of which would have a separate lounge for Vignale customers.
Now Vignale is just a trim level, available right across the range even on the Fiesta supermini, and even the smallest Ford dealer has to make room for a Vignale space…
Of the 12% of Focus customers that choose the estate, more than 45% will go for the two ST-Line trims as applied to our test car. ST-Line is a good choice, costing around £1,400 more than entry-level Style, adding such niceties as keyless starting, sports-tuned suspension, and with enough styling additions to make the car stand out from the Focus crowd without going the full Vignale route.
Pay another £1,500 for the ST-Line X, however, and you get a whole load of extra tech, from front and rear parking sensors to electronic climate control, heated front seats with the driver’s electrically adjustable, and the Sync 3 infotainment system with voice control and navigation.
As on the hatch, safety rates highly on the estate – autonomous emergency braking is standard with pedestrian and cyclist detection and the car carries a five-star Euro NCAP rating. The independent UK safety body Thatcham Research also named the new Focus as one of its ten safest new cars for 2019.
And of course there is a whole lot of tech on the options list, such as a new more advanced auto parking system, adaptive cruise control that can stop and go in traffic jams, headlights that see around corners before you get to them and adjust according to the information on road signs, and a host of other driver safety aids.
Continued on next page:Interior, drive and our verdict
Hyundai has announced pricing and specification details for the second model in its ‘N’ family of performance cars – the i30 Fastback N.
The new model shares the majority of its components with the regular i30 N, but hides them under a slinky, coupe-saloon style body with a lengthened rear aspect and sleeker profile.
The four-door Fastback features a large ducktail spoiler, but is only 1cm longer than its hatchback cousin. The roofline, meanwhile, is 3cm lower.
There’s only one grade of i30 Fastback N to choose, and it’s generously equipped for its £29,995 starting price. Standard kit includes 19-inch alloy wheels clad in N-specific Pirelli P-Zero tyres, plus an electronic limited-slip differential and adjustable suspension. Torque vectoring aids tidier cornering, and buyers can choose between driving modes via a switch on the steering wheel.
A manual handbrake and six-speed manual gearbox help to up the driver involvement, while clever tech such as launch control and rev-matching make for smoother progress.
The i30 Fastback N also features LED headlights and taillights, cruise control, keyless entry and an eight-inch touchscreen infotainment system with Apple CarPlay and Android Auto connectivity.
There’s also N-specific sports seats, performance gauges and a selection of six colours including Shadow Grey, specific to the Fastback N.
Hyundai supplies the Fastback N with the same five-year, unlimited-mileage warranty as all of its cars – and impressively, continues to uphold it even if the car is used on track. Order books open for the i30 Fastback N on January 21.
Kia has announced pricing and specification details for the latest models of its new Ceed hatch – the sportier GT and GT-Line trim levels – as well as the new ProCeed shooting brake.
The ProCeed variant marks a new body style for the Ceed – it replaces the more traditional pro_cee’d hatchback with a Mercedes CLA-style shooting brake estate. It will sit alongside the standard Ceed SW estate, differentiated by its swooping roofline and exclusively high-spec trim levels.
With prices starting from £23,835, the ProCeed is very much the flagship of the Ceed range – available only in high-spec GT-Line, GT-Line S and GT trims.
That starting price nets buyers a 140hp, 1.4-litre petrol engine paired with a six-speed manual gearbox, and GT-Line trim. The range moves up through a 135hp 1.6-litre diesel, starting from £24,685, to the range-topping 204bhp 1.6-litre GT model, which retails for £28,135.
(PA)
All ProCeeds are highly specified, featuring an eight-inch infotainment screen, Apple CarPlay and Android Auto connectivity, lane-keeping assist, black cloth and grey faux leather upholstery, heated front seats, dual-zone climate control, cruise control, auto lights and wipers plus keyless entry.
GT-Line S adds 18-inch alloy wheels, LED headlights, a sunroof, electric driver’s seat, leather and suede upholstery, automatic park assist, premium JBL sound system and radar-guided cruise control.
Range-topping GT adds further sporty styling, red stitching for the interior and a beefier body kit.
Sportier Kia Ceed models also priced up
Meanwhile, GT-Line, GT-Line S and top-spec GT models of the standard Ceed hatchback also debut. The equipment on these mirrors that of the larger ProCeed, as do power outputs for the three available engines.
(PA)
An additional 1.0-litre three-cylinder petrol is also available as an entry into the range – it offers 120hp and is priced from £21,535. The range continues from £22,335 for a 1.4-litre model, £23,185 for a 1.6-litre diesel and £25,535 for the range-topping GT.
All of these models will go on sale later this month, with Kia’s seven-year warranty as standard.
Road tax rates are due to change in April, bringing a series of additional charges to nearly all drivers. It’s categorised into several different ways, with different owners paying different amounts depending on vehicle emissions.
Fortunately, we’ve waded through the figures to tell you just how much could be added to your road tax – officially known as Vehicle Excise Duty (VED).
The Autumn budget from 2018 stated that “from 1 April 2019 VED, rates for cars, vans and motorcycles will increase in line with RPI.” RPI stands for Retail Price Index, a measure of inflation published monthly by the Office for National Statistics.
For most drivers, this will mean an increase of £5 on your current annual road tax bill.
New cars and used cars registered since 2017
Buyers of new cars will be stung the most by the latest changes. For the first year after purchase, cars that emit more than 191-225g/km CO2 will pay £40 more, with cars emitting between 226-255g/km £55 more.
Cars that emit over 255g/km of CO2 will pay £65 more. These days, that sort of emissions level is generally only applicable to high-performance models with large petrol engines.
The fixed rate for the second year onwards will increase by £5 for most cars, or £10 for those with a list price of more than £40,000.
Used cars from 2001 to 2017
In truth, it’s not all doom and gloom for most motorists in terms of taxing your current car. Cars registered between March 2001 and March 2017 will have a maximum of £15 added to their annual rate, based on their specific CO2 emission levels.
Those drivers who use a car registered between these dates which emits below 120g/km will not see any increase in the amount they pay.
Vehicles with CO2 emissions ranging from 121 to 175g/km will find an extra £5 added to the amount they pay.
In the higher brackets, cars with CO2 emissions ranging from 176 to 225g/km will pay an additional £10, while those cars sitting in the highest emissions bracket will have £15 added.
Owners of zero-emissions vehicles won’t have to pay anything extra.
Pre-March 1, 2001
Cars registered before March 1, 2001 are taxed based on engine size. Those vehicles with an engine under 1,549cc will be accompanied by a £150 a year tax charge (in total), while those over 1,549cc will cost £245 a year to tax.
There has been no information released as yet to state whether or not these rates will rise on April 1.
Lexus will unveil a convertible version of its flagship LC coupe at the North American International Auto Show in Detroit this month.
The LC Convertible is being presented at a concept model, pitched as an indicator of the future direction of Lexus styling.
However, most Lexus concepts evolve into road cars and the Detroit concept includes no elements that would be considered impractical on a production model. Industry observers predict that the drop-top will go on sale in 2020, taking on the Porsche 911 Cabriolet and Ferrari Portofino.
The creators of the LC Convertible describe the car as an aspirational, halo vehicle for the entire Lexus brand.
“This concept takes the unmistakable design of the LC coupe and reimagines it as a future convertible,” says chief designer Tadao Mori. “It blends all the best aspects of the original coupe with the dynamic design of an open-air convertible.”
Currently, few technical details of the car are being released. It is exactly the same size as the coupe, with the same 2+2 seating layout.
Whether the roof will be fabric or metal has not been stated, while there is also no information as to the folding mechanism. However, the car does boast a contoured rear deck, which is clearly designed to accommodate the roof under its deck panel.
Lexus clearly expects the car to be a performance model, with the Detroit concept displayed on 22-inch wheels.
Much attention has been paid to the cabin, which is fitted with seats finished in white leather with yellow accents.
“A production version of this concept would be exhilarating in many different ways,you would see its dynamic lines as you approach, hear its engine when you start it up and feel everything around you once on the road – it would engage the senses in an exciting way, every time you get behind the wheel,” says Mori.
The GTC4Lusso is what happens when Ferrari’s supercar owners complain about having to get in a car made by another brand when taking the family on holiday for the weekend, or going to the shops for anything more than a pint of milk.
Back in 2011 the Italian luxury car maker introduced the FF, a shooting brake supercar with room in the boot, supercar performance, and all-wheel-drive for climbing snowy mountains to ski resorts.
Then in 2016, it overhauled the FF and re-named it GTC4Lusso. The recipe’s the same, with a stonking V12 under the bonnet and plenty of space for things and people, but the underpinnings are modernised.
What’s new about the Ferrari GTC4Lusso?
Most obviously, the simple FF name has been replaced by the all-one-word GTC4Lusso moniker, something that sounds more like your Facebook password than a supercar name.
The ‘GTC’ bit references the fact that it’s a grand touring coupé, the ‘4’ refers to the car’s four-wheel drive and four-wheel steering systems, and ‘Lusso’ is Italian for luxury, while also referencing the famous Ferrari 250 Lusso, a similar sort of luxury GT model from the 1960s.
Ferrari has ensured there have been plenty of updates to make the GTC4Lusso deserving of its complicated new name, with one of the key aspects being the four-wheel-drive system, which is now much more intelligent at shifting power around than before.
It’s also complemented by rear-wheel steering to improve agility, and is predominantly rear-wheel-drive unless grip levels are such that help is required from the fronts.
Aerodynamics have also been improved to reduce drag by 6% and provide better cooling, while the interior has been redesigned so everything is closer to hand and easier to use. The V12 engine more powerful than before, or you can order your Lusso with a new turbocharged V8 if you prefer.
How does it look?
Given that Ferrari is known for building jaw-droppingly pretty supercars, it’s no surprise that its take on a practical shooting brake is incredibly handsome.
Viewed in profile to take in its silhouette, the long bonnet housing the V12 is exaggerated, and as you walk around to the back, the flared, wide arches give the GTC4Lusso a muscular appearance.
With huge quad-exit exhaust tailpipes, prominent Prancing Horse badging and our car’s gorgeous deep blue paint, it oozes appeal in a way only a Ferrari can.
What’s the spec like?
The equipment list is extensive, as even Ferrari couldn’t get away with being stingy with on-board kit when it comes to such a pricey car.
As standard, it gets 20-inch alloy wheels that house carbon-ceramic brakes, plus bi-xenon headlights, front and rear parking sensors with a rear parking camera, and a ten-inch touchscreen with integrated satellite navigation.
However, as you’d expect, you can go wild with the options list. A few highlights include £1,056 for Ferrari logos on the fenders, £7,104 for ‘special colours’ and an incredible £15,360 for a triple-layer paint job.
There’s also a panoramic roof for £11,520, leather boot carpet for £1,920, and a carbon-fibre steering wheel for an additional £2,880.
Continued on next page:Interior, drive and our verdict
With the 2018 new car sales figures being reported this week, we can now see which car companies are celebrating and which are drowning their sorrows.
Overall new car registrations for 2018 were down about 7% on the previous year, and we covered the big issues affecting the overall market in a separate report yesterday. In summary: WLTP chaos, diesel unpopularity, over-reliance on car finance, buyers shunning British cars, Brexit.
Navigating these waters was a tough job for the forty-odd car companies who sell enough cars to be ranked on the SMMT charts, and some clearly did a better job than others.
We look at the ten brands who made the greatest improvements compared to their 2017 results, followed by the ten brands who suffered the biggest falls in 2018.
The ten biggest winners of 2018:
1. MG (up 104%)
2018 was a very strong year for the reborn MG, with two SUV models finally giving the British-Chinese brand some traction.
MG was a strong performer right throughout the year, being the most-improved brand in the first half of the year and maintaining that position over the last six months, ending up with double the number of new cars on the road in 2018 compared to 2017.
Mitsubishi had a very good first half of 2018 and an even better second half. After a poor 2017, the brand needed a good result last year – and a 30% year-on-year improvement was just that.
In absolute terms, an extra 5,000+ cars sold was the largest increase of any manufacturer in 2018.
Fiat’s go-fast division continued its steady improvement, with a strong performance throughout 2018 to end up with a 27% increase in registrations over 2017.
The Abarth 124 Spider is a great halo model for both Abarth and Fiat, although that could be made more difficult in 2019 with the Fiat version of the 124 currently pulled from sale (allegedly because of WLTP compliance issues).
Forging your own path can be rewarding, but it’s generally a lot harder than simply following the herd. Therefore, perennial maverick brand Subaru can be justifiably pleased with 17% growth in the last year.
The new XV crossover certainly helped that, and hopefully the momentum will carry through into 2019.
VW’s Spanish sub-brand has been on a path of continued growth for a few years now, with no end in sight as the range fills out with three SUVs to complement the hatchback models.
Not even a WLTP-induced stock shortage in September could stop SEAT posting yet another year of improvement, although it did take a chunk out of sales in the last three or four months.
A good year for McLaren, although its growth was all in the first half of the year and the second half was actually slower than 2017. That’s largely to be expected, as McLaren build small-volume, high-value cars and results will fluctuate wildly.
Mind you, McLaren still managed to outsell Infiniti in the last six months, so it wasn’t too bad…
Volvo must be quietly satisfied with life at the moment. Other than the ageing V40, which is due for replacement soon, every model in the Volvo range is competitive and comfortable.
Its safety reputation remains second to none, while the all-new XC40 crossover is reaching a new, younger demographic of customers who think Volvo is a cool brand.
With all the negative headlines about idling factories in recent months and this week’s announcement of 4,500 job cuts at JLR, it’s something of a surprise to see that Jaguar actually increased its sales by 4% last year.
Even more surprising was that most of that growth came in the last six months, when the Castle Bromwich plant was being shut down due to lack of demand for the Jaguar XJ, XF, XE and F-Type models.
Another solid year for Kia, as it continues to be recognised by buyers as a mainstream manufacturer rather than just a budget brand. A new Kia is now generally considered to be “a good car” without having to add “… for the price.”
An ever-growing model range, exceptional value for money and a seven-year warranty are all proving to be attractive to new car buyers.
At the half-way point of last year, Mazda was running 3% behind its 2017 score. However, the company turned that around in the last six months to end up 1% ahead of 2017, which was a good result.
With an all-new Mazda 3 family hatch arriving in 2019, and a strong range of cars across the board, Mazda continues to impress against much bigger names in the industry.
ES is a nameplate steeped in history for Lexus — but one many here in the UK are unlikely to have heard of before.
Roll the years back to 1989, and to the launch of the Lexus brand globally. The ES was one of two cars tasked with allowing this new Japanese firm to take on traditional premium rivals — and its success has seen it now entering its seventh generation.
Despite that, this is the first iteration of the executive saloon coming to the UK — replacing the slow-selling GS. Is it enough for Lexus to find success in a segment so traditionally dominated by the Germans?
What’s new about the Lexus ES?
The Lexus ES is both new to the UK, and totally new in this form. It’s set upon the GA-K (Global Architecture-K) platform, which will also see action as host of the latest Toyota Camry further on into 2019.
There are some brand firsts for Lexus here too, with a new 2.5-litre petrol engine featuring as part of an overhauled hybrid system, while new safety assistance technologies back up the forward-thinking approach here.
It’s also the first time Lexus has had a real go at making its trendy F Sport grade distinguishable from the rest of the range here. How? Having got behind the wheel of it, we’ll come to that…
How does it look?
Unmistakably Lexus is the best way to describe the looks of the ES. It manages to be reserved yet bold at the same time, largely thanks to the gargantuan spindle grille sitting at the front of the car.
F Sport variants get a model-specific take on that grille, boasting a honeycomb pattern in favour of the lined unit found on other trims. On top of that, it also boasts 19-inch alloy wheels, jet black exterior highlights, tweaked bumper designs and a subtle boot lid spoiler.
The F Sport package doesn’t make the ES look over-styled to our eyes, but those who want the ‘sporty’ option in the range to stand out might be left wanting for more.
What’s the spec like?
Pricing for the Lexus ES begins at £35,150, with standard-fit equipment including adaptive cruise control, automatic LED headlights, front and rear parking sensors, heated electric seats, a reversing camera, rear privacy glass plus the Lexus Navigation infotainment system displayed on an eight-inch touchscreen (and sadly still linked to a dodgy trackpad).
On top of that, upgrading to F Sport brings with it the previously mentioned styling tweaks and suspension upgrades, plus unique seats and power folding mirrors. The F Sport is available from £38,150.
Those wanting a little more luxury over the standard car can opt for the £45,650 Takumi trim — bringing with it 18-inch alloy wheels, blind spot monitoring, an automatic boot, a 10-inch head-up display and a larger 12-inch infotainment screen.
Continued on next page:Interior, drive and our verdict
A few weeks after unveiling the all-new 911 coupé, Porsche has started rolling out the latest incarnation of its 911 Cabriolet.
Initially available in rear-wheel-drive Carrera S and all-wheel-drive Carrera 4S specifications, the drop-top 911 uses a twin-turbocharged flat-six boxer engine with 450hp and 530Nm of torque.
Porsche claims that the Cabriolet can hit 60mph in just 3.7 seconds before reaching a top speed of 190mph. The all-wheel-drive version shaves the acceleration time – down to 3.6 seconds – but can’t achieve as high a top speed, at 188mph.
Both versions utilise a newly-developed eight-speed PDK dual-clutch automatic gearbox.
As with the coupé, Porsche has given the 911 Cabriolet a wider footprint on the road; the rear-wheel-drive versions now match the width of the all-wheel-drive models, which are usually broader by 4cm.
Large 20-inch wheels sit at the front, complemented by 21-inch versions at the rear.
The folding roof, with its integrated glass rear window, contains a roof structure with magnesium surface elements called ‘bows’, which help to avoid the ballooning of the roof at higher speeds. The roof can be raised or lowered in around 12 seconds at speeds of up to 30mph.
911 Cabriolet
911 Cabriolet
It’s the first time that the 911 Cabriolet has been available with Porsche’s Active Suspension Management (PASM), too. The standard springs are shorter and stiffer too, and when coupled with toughened front and rear anti-roll bars make for a car which offers up a more neutral feeling on the road.
Porsche has included an innovative new ‘wet’ driving mode in the Cabriolet. It can detect water on the road, precondition the car’s safety systems accordingly and warn the driver too who can then adjust the vehicle’s settings to a more safety-bias configuration via a button or a mode switch on the steering wheel.
The new Porsche 911 Cabriolet is available to order now, with prices starting at £102,755 for the Carrera S, and £108,063 for the Carrera 4S.
The wraps have come off the second generation of Mercedes’ compact saloon, the CLA, at the 2019 Consumer Electronics Show in Las Vegas.
Just like the A-Class upon which it’s based, the CLA has grown in size, with the new car being 5cm longer and wider than its predecessor. The car is now longer than a BMW 4 Series Gran Coupe.
An increased wheelbase means that there will be more interior space on offer with larger door apertures and, more leg room. However, boot space capacity is slightly down with 460 litres on offer compared with 470 litres in the previous model.
Just like the model that went before it, the CLA has a swooping roofline and short boot which differentiates it from a standard A-Class. In terms of engines, there are updated four-cylinder petrol and diesel powerplants, with CLA 35 and CLA 45 models both expected.
New technology will be carried over from the A-Class, such as the Mercedes MBUX operating system, which includes digital instruments and touchscreen infotainment functions.
The new CLA is the fifth Mercedes-Benz to be based on the new MFA2 platform, also found in the A-Class hatch and saloon, long-wheelbase A-Class and new B-Class. Mercedes claims the new platform will support front or four-wheel drive and offers a more focused and engaging driving experience. A lower centre of gravity and wider track should also help matters.
The CLA borrows semi-autonomous driving technology which is the same found in the S-Class luxury saloon, including autonomous emergency braking, lane-keep assist and radar-guided cruise control. Buyers will also have the choice to opt for alloy wheels ranging from 16-inch to 19-inch designs.
If the CLA saloon isn’t practical enough, you will have to wait for the shooting brake (estate) version, which will add more boot space and passenger room. It’s expected to be revealed later this year.
The new CLA will go on sale in June 2019 with prices yet to be confirmed.
With the official new car registration results for 2018 published this week, we can now start to dive into the data and look back at the key issues that shaped the year.As we reported on Monday, the overall new car market was down by just under 7%, with 2,367,147 new cars officially hitting UK roads in 2018.
Comparing the first half of the year with the second, the fall was similar, although private buyers fell away further in the second half of the year compared to fleet buyers.
New fuel economy and emissions laws create chaos
The last few months have seen car companies scrambling to comply with tougher new fuel economy and emissions laws, known as WLTP, that came into effect across the EU in September.
This led to several manufacturers and their dealers being caught out with hardly any cars to sell in September, one of the two busiest months of the year. And the last three months have still seen ups and downs, as well as lengthy delays on certain models.
Hardest hit appeared to be the Volkswagen Group (no sympathy there, then). Audi, in particular, saw its sales plummet by 50% in September and October, recovering only slightly to be still more than 40% off the pace in November and December.
Other Volkswagen brands (VW, SEAT and Skoda) also took a hammering in September but recovered far more quickly than Audi.
Are electric cars stalling?
Growth of electric and hybrid cars has been underwhelming, especially in the last few months, and far below what is needed if we are going to reach the government’s targets of making all new cars hybrid or fully-electric by 2040.
Part of this was as a result of new WLTP fuel economy and emissions laws that came into effect in September. Although introduced as a response to years of car manufacturers gaming lab tests with their diesel cars, the new rules had an unexpected knock-on effect for hybrids.
Several plug-in hybrid models have disappeared from sale as manufacturers have had to re-engineer them to comply with the tougher new laws, and will gradually reappear over the course of teh coming year.
Also not helping in the last few months has been the removal of government grants for plug-in hybrid vehicles, effectively increasing their price by £2,500 overnight. Fully-electric cars also became £1,000 dearer as their grants were reduced.
Diesel stabilises at more realistic level
As you may have noticed from the frantic squealing from various industry mouthpieces over the last couple of years, new car buyers have been shunning diesel cars at a remarkable rate. Less than a third of new cars registered in 2018 were diesels, down from 42% in 2017, 48% in 2016 and 49% in 2015.
It’s worth pointing out that most of this collapse started in the second half of 2017 and continued through the first quarter of 2018. In the last nine months or so, diesel’s market share has pretty much levelled out at just over 30% market share. This seems to be a much more realistic level for a fuel that was never the right choice for most consumers in the first place.
It’s also worth pointing out that, despite the industry’s obsession with blaming Brexit and the UK government for everything, the fall in diesel sales is not a UK phenomenon. It’s a worldwide situation as car buyers all over the globe are deserting new diesel cars in droves.
However, anti-diesel sentiment is being felt most keenly in European countries. This is because we always bought more diesels than American or Asian car buyers, so the fall has been much greater.
Industry reliance on PCP and PCH finance is coming back to bite
About 90% of all privately-purchased new cars are financed at the dealership, usually on a personal contract purchase (PCP) finance agreement. Fleets are increasingly relying on leasing rather than buying their cars outright.
These financing arrangements have been powering the growth in the car industry for the last decade, as buyers sign up for contracts that essentially force them to keep replacing their car on a regular schedule rather than waiting until they actually need a new car.
However, the same finance arrangements are also largely the reason that the new car market has been slowing down in the last two years. Finance companies and dealers are pushing customers into longer terms (usually four years instead of three) in order to keep monthly payments down, which means a slowdown in repeat business and therefore a slide in new car sales.
We’re buying more imports and fewer British new cars
Full-year figures won’t be published until the end of January, but based on the first 11 months of the year it’s clear that fewer new car buyers are choosing a car built in Britain than ever before.
Up to November, UK car production had fallen by 8% compared to the previous year. But production for the local market fell by nearly 17%.
Vauxhall Astra has been built at Ellesmere Port since the 1980s.
Only about 12% of new cars sold in the UK were built here in 2018, down from closer to 14% in 2017, and it has been trending downwards for a while now.
With considerable concern about the export market after Brexit, the British car industry needs new car buyers to place more importance on supporting our local factories.
How much of a factor is Brexit?
The big issue dominating in the media is, of course, Brexit. It’s been blamed for pretty much every negative piece of news in the last two years, but the monthly registration and finance statistics can’t explain why people make their car buying decisions.
There is so much change going on in the car industry that it’s difficult to know if or how Brexit is affecting new car sales.
There may have been fewer new car buyers in 2018 than 2017, but they have certainly not been afraid of taking on ever-increasing debt to fund their new cars.
“Trust me, everything will be fine!”
We won’t see the full-year results until sometime next month, but all indications are that 2018 will have been another record year for car finance borrowing. If people were genuinely concerned about Brexit, you’d expect them to be taking on less debt rather than buying ever-more expensive cars on PCPs.
The average amount borrowed on a new car has been increasing steadily all decade long, and now sits at around £20,000. This equates to about 39 weeks of average weekly earnings, whereas five years ago the average lending of £15,000 was only about 32 weeks of average weekly earnings.
Despite a decade of austerity and three years of doom-mongering about Brexit, borrowing on both new and used cars has been accelerating much faster than growth in wages (let alone real earnings). Finance companies seem happy to keep lending more and more money to car buyers despite warnings of mass unemployment, recessions and locust plagues.
Regardless of what happens to our economy after Brexit, this is a bubble that will eventually burst.
But it’s not only styling touches which have been applied to the TCR. New 18-inch forged alloy wheels sit on all four corners, which house perforated brake discs. It also benefits from a front-axle locking differential for better cornering performance.
A series of additional packages are also available with the TCR. The first includes larger 19-inch wheels, as well as the upgraded top speed. It also benefits from a sports version of the car’s rear damping system and traction control.
The second includes 19-inch alloys in a different style, though this time shod in semi-slick sports tyres. Additional wheel locks with expanded anti-theft protection are also fitted as part of this pack.
UK prices and specifications for the Volkswagen Golf GTI TCR have yet to be revealed, though it is reported to cost €38,950 (£34,500) in the car’s native Germany.
In addition to the new engine, Dacia’s revised its trim levels for the two models. The Sandero and Logan MCV ranges kick off with Access trim, available exclusively with the basic SCe 75 petrol engine and equipped with LED daytime running lights, manual windows, black plastic bumpers and trim pieces and basic ventilation.
Essential trim can be specified with the TCe 90 or new Blue dCi 95 and comes with most of the essentials – Bluetooth connectivity, electric front windows, body-coloured trim and air-conditioning.
Finally, range-topping Comfort trim brings new wheel trims, electrically operated door mirrors, remote central locking, a seven-inch MediaNav touchscreen infotainment system, cruise control, rear parking sensors and electric rear windows.
Pricing kicks off at £6,995 for the Sandero Access model. Essential trim commands an £800 premium and Comfort a further £1,000. The Logan MCV is priced at £1,500 over the equivalent Sandero, and is equipped identically.
Inside, the 60 Years Edition features emblems on the steering wheel and front seats, with the latter also upholstered in Mini Yours ‘Dark Cacao’ leather. Contrasting stitching and piping match the exterior look as well.
Standard equipment includes LED front and rear automatic lights, a rear-view camera, power folding mirrors plus a nine-inch infotainment system that supports Bluetooth connectivity in addition to Android Auto and Apple CarPlay.
Thanks to its Cooper S underpinnings, the Mini 60 Years Edition features a 2.0-litre turbocharged four-cylinder engine, sending 190hp and 300Nm of torque to the front wheels via a seven-speed automatic gearbox.
As a result, 0-60mph is covered in 6.5 seconds with a 143mph top speed achievable. Mini claims the car can return 39.8mpg on the combined cycle while emitting 129g/km of CO2.
Just 500 examples of the Mini 60 Years Edition are destined for the UK and will retail from £29,990 when it reaches dealers from March.
The original Mini was launched in 1959 and went on to become one of the most iconic cars produced – in 1999 it was even voted the second-most influential car of the 20th century by a jury of professionals appointed by the Global Automotive Elections Foundation.
The Mini Cooper S is built in Britain.
Subtle changes to the interior include higher quality materials. The rear-seat entertainment system comprises two ten-inch full-HD displays with a Blu-ray player while the car also giant the latest version of the BMW Touch Command unit.
The Touch Command removable tablet with a seven-inch screen can be used from any seat and even outside the vehicle. Occupants can use it to operate comfort functions such as seat adjustment, interior lighting and climate control, as well as the infotainment, navigation and communication systems.
The standard and long-wheelbase options remain, but both have been extended by 2cm over the previous car. The long wheelbase variant offers an extra 14cm over the standard car.
Powertrain options range across six, eight or 12 cylinders. The entry-level petrol engine is the 740i with 340hp, while the 4.4-litre V8 in the 750i produces 530hp. Above it sits the range-topping M760i, offered only as a long-wheelbase model and powered by a 6.6-litre V12 with 585hp, capable of sending the 7 Series to 60mph from 0 in under four seconds.
Diesel choices use the same 3.0-litre six-cylinder engine, with either 265 or 320hp, while there is also an updated plug-in hybrid version is also available, with a 3.0-litre six-cylinder petrol linked to an electric motor to produce a combined 394hp.
Other new technology includes an updated version of the Parking Assistant, along with a new Reversing Assistant. This can remember where the car has driven at slow speeds and reverse it up to 50 metres along that route.
The new 7 Series is expected to arrive in the UK this April at prices yet to be announced.
Powering the Swift Attitude is Suzuki’s naturally-aspirated 1.2-litre four-cylinder petrol engine. It produces 90hp and 120Nm, with that power sent to the front wheels via a five-speed manual gearbox.
As a result, the 0-60mph sprint is covered in 11.7 seconds with a top speed of 112mph possible. Suzuki claims it can return 61.4mpg on the combined cycle, while emitting 106g/km of CO2.
The standard no-cost colour option is Fervent Red, while you can choose from Pure White, Premium Silver, Super Black, Mineral Grey or Burning Red for an additional £485.
Now on sale, the Suzuki Swift Attitude is available from £13,499. The firm is also offering a 0% PCP finance deal on the hatch to support the new model, which includes a £500 manufacturer contribution.
The move by most car manufacturers towards touchscreen infotainments systems is a real issue for distracted driving, as touchscreens require significantly more attention from the user to use. This is largely because the buttons are not in one fixed place and there is no real haptic feedback to know if you have successfully pressed the right button.
You need to look carefully to see where you need to be touching the screen and then take your hand off the wheel for quite some time to touch the screen and input a command. Because the car is moving and the button positions are not consistent, it requires considerable cognitive effort compared to pushing physical buttons.
Obviously, not every distraction is going to result in a fiery car crash. But it’s also impossible to argue with the fact that you can’t be prioritising your attention on your driving if you are attending to something else at the same time.
If something happens in front of you while your focus is elsewhere, at best it will give you less time to react once you return your focus to your driving. At worst, an accident can happen in a flash and you will never know what happened.
A manual handbrake and six-speed manual gearbox help to up the driver involvement, while clever tech such as launch control and rev-matching make for smoother progress.
The i30 Fastback N also features LED headlights and taillights, cruise control, keyless entry and an eight-inch touchscreen infotainment system with Apple CarPlay and Android Auto connectivity.
There’s also N-specific sports seats, performance gauges and a selection of six colours including Shadow Grey, specific to the Fastback N.
Hyundai supplies the Fastback N with the same five-year, unlimited-mileage warranty as all of its cars – and impressively, continues to uphold it even if the car is used on track. Order books open for the i30 Fastback N on January 21.
Whether the roof will be fabric or metal has not been stated, while there is also no information as to the folding mechanism. However, the car does boast a contoured rear deck, which is clearly designed to accommodate the roof under its deck panel.
Lexus clearly expects the car to be a performance model, with the Detroit concept displayed on 22-inch wheels.
Much attention has been paid to the cabin, which is fitted with seats finished in white leather with yellow accents.
“A production version of this concept would be exhilarating in many different ways,you would see its dynamic lines as you approach, hear its engine when you start it up and feel everything around you once on the road – it would engage the senses in an exciting way, every time you get behind the wheel,” says Mori.
MG was a strong performer right throughout the year, being the most-improved brand in the first half of the year and maintaining that position over the last six months, ending up with double the number of new cars on the road in 2018 compared to 2017.
In absolute terms, an extra 5,000+ cars sold was the largest increase of any manufacturer in 2018.
The Abarth 124 Spider is a great halo model for both Abarth and Fiat, although that could be made more difficult in 2019 with the Fiat version of the 124 currently pulled from sale (allegedly because of WLTP compliance issues).
The new XV crossover certainly helped that, and hopefully the momentum will carry through into 2019.
Not even a WLTP-induced stock shortage in September could stop SEAT posting yet another year of improvement, although it did take a chunk out of sales in the last three or four months.
Mind you, McLaren still managed to outsell Infiniti in the last six months, so it wasn’t too bad…
Its safety reputation remains second to none, while the all-new XC40 crossover is reaching a new, younger demographic of customers who think Volvo is a cool brand.
Even more surprising was that most of that growth came in the last six months, when the Castle Bromwich plant was being shut down due to lack of demand for the Jaguar XJ, XF, XE and F-Type models.
An ever-growing model range, exceptional value for money and a seven-year warranty are all proving to be attractive to new car buyers.
With an all-new Mazda 3 family hatch arriving in 2019, and a strong range of cars across the board, Mazda continues to impress against much bigger names in the industry.
Continued on next page: The ten biggest losers of 2018 
The new CLA is the fifth Mercedes-Benz to be based on the new MFA2 platform, also found in the A-Class hatch and saloon, long-wheelbase A-Class and new B-Class. Mercedes claims the new platform will support front or four-wheel drive and offers a more focused and engaging driving experience. A lower centre of gravity and wider track should also help matters.
The CLA borrows semi-autonomous driving technology which is the same found in the S-Class luxury saloon, including autonomous emergency braking, lane-keep assist and radar-guided cruise control. Buyers will also have the choice to opt for alloy wheels ranging from 16-inch to 19-inch designs.
If the CLA saloon isn’t practical enough, you will have to wait for the shooting brake (estate) version, which will add more boot space and passenger room. It’s expected to be revealed later this year.
The new CLA will go on sale in June 2019 with prices yet to be confirmed.
Part of this was as a result of new WLTP fuel economy and emissions laws that came into effect in September. Although introduced as a response to years of car manufacturers gaming lab tests with their diesel cars, the new rules had an unexpected knock-on effect for hybrids.
Several plug-in hybrid models have disappeared from sale as manufacturers have had to re-engineer them to comply with the tougher new laws, and will gradually reappear over the course of teh coming year.
Also not helping in the last few months has been the removal of government grants for plug-in hybrid vehicles, effectively increasing their price by £2,500 overnight. Fully-electric cars also became £1,000 dearer as their grants were reduced.
It’s worth pointing out that most of this collapse started in the second half of 2017 and continued through the first quarter of 2018. In the last nine months or so, diesel’s market share has pretty much levelled out at just over 30% market share. This seems to be a much more realistic level for a fuel that was never the right choice for most consumers in the first place.
It’s also worth pointing out that, despite the industry’s obsession with blaming Brexit and the UK government for everything, the fall in diesel sales is not a UK phenomenon. It’s a worldwide situation as car buyers all over the globe are deserting new diesel cars in droves.
However, anti-diesel sentiment is being felt most keenly in European countries. This is because we always bought more diesels than American or Asian car buyers, so the fall has been much greater.
These financing arrangements have been powering the growth in the car industry for the last decade, as buyers sign up for contracts that essentially force them to keep replacing their car on a regular schedule rather than waiting until they actually need a new car.
However, the same finance arrangements are also largely the reason that the new car market has been slowing down in the last two years. Finance companies and dealers are pushing customers into longer terms (usually four years instead of three) in order to keep monthly payments down, which means a slowdown in repeat business and therefore a slide in new car sales.
