Mazda has confirmed that the all-new 3 will be unveiled at the Los Angeles Auto Show at the end of November.
A teaser image suggests the fourth-generation 3 – targeting mass-selling family cars such as the Ford Focus and Vauxhall Astra – will be displayed in both hatchback and saloon form, although no further details have been revealed.
Previously, Mazda released a video stating the car would usher in ‘a new era’ for the firm. While it hasn’t said what this means exactly, it’s likely to focus on the debut of new engine technology that the Japanese manufacturer has been developing.
Diesel-like petrol engines
Skyactiv-X petrol engines are claimed to bring the efficiency of a diesel to gasoline fuel. Mazda says it will allow drivetrains to develop around 10-30% more torque than its current Skyactiv-G offerings while improving fuel economy by approximately one-fifth.
The brand has already stated that while all-electric powertrains are planned, its focus will remain on internal combustion engines for the foreseeable future. It predicts that 95% of its vehicles sold in 2030 will use a hybrid system.
The new 3 is also likely to usher in the next phase of the brand’s design language, and is expected to be close in appearance to the Kai concept that appeared at the Tokyo motor show in 2017.
More information about the fourth-generation Mazda3 is expected on 28th November, when the LA show opens to the press. Public days begin on 30th November and run until 9th December.
The new plug-in hybrid version of the Mercedes-Benz E-Class has gone on sale, with prices starting at £47,700.
Unusually for a plug-in hybrid, the E 300 de uses a diesel engine, rather than a petrol unit, combined with an electric motor. Mercedes-Benz has offered this combination for the last six years on the E-Class.
The frugal new model is available as either a saloon or estate. Both are powered by the same 2.0-litre diesel engine used in the E 220 d, producing 194hp and 400Nm of torque. This is linked to a 122hp electric hybrid module, which emits just 41g/km of CO2 and can deliver 166.2mpg on the combined cycle.
Mercedes claims that the E 300 de can go from 0-60mph in just 5.7 seconds (5.8 seconds for the estate), before hitting a top speed of 155mph.
Both are capable of running on electric power alone. The saloon can travel up to 34 miles, while the estate has an all-electric range of 32 miles. The pair can be charged from 10 to 100 per cent in under two hours when using a 7.4kW charger.
Even entry-level SE models get a wide variety of standard equipment, with blind spot assist, active park assist with front and rear parking sensors plus 18-inch alloy wheels included as part of the car’s price.
AMG Line vehicles get a full sports body kit with 18-inch twin-spoke alloy wheels, as well as upgraded interior upholstery and an AMG steering wheel.
A Premium Package, available for an additional £2,395, adds Mercedes’ full online infotainment service, as well as wireless phone charging and a full parking assistance suite, which includes a 360-degree camera.
The Mercedes E 300 de is available to order now, and first deliveries are expected in spring 2019.
The Jaguar I-Pace is not only the brand’s first all-electric production car, but also a car that takes a completely new design direction.
Now as the long-awaited EV starts to appear on UK roads, exactly how new a direction was taken has been revealed to The Car Expert by someone who once would have been a ‘Felt-tip Fairy’. Today, however, Jon Sandys happily accepts the title of ‘Pixel Pansy’.
“Jaguar designers have often by our wonderful colleagues in engineering been referred to as Felt-Tip Fairies,” says Sandys, interior design manager on the I-Pace programme.
“Today there is not a felt-tip in sight in the studio. Everything is now done digitally using Wacom tablets, so we are no longer Felt-tip Fairies – we are Pixel Pansies.”
Sandys has been at Jaguar eight years, and the second car he worked on after arriving was the brand’s first SUV, the F-Pace. He describes this as a learning experience for the design team, as they acclimatised to SUV proportions; “We said ‘how can we still make sure this is a Jaguar? How can it still have all the really important Jaguar elements – sporty, elegant, exotic, fun to drive, all that sort of thing?’”
The F-Pace became Jaguar’s best-selling car, until replaced in that role by its newer sibling the E-Pace. And when it came to thinking about Jaguar’s new electric car, the Pace family was considered where it needed to be, Sandys pointing out that this was still the fastest-growing segment while the proportions of an SUV suit a full battery-electric vehicle.
The mid-engined layout of the Jaguar C-X75 concept supercar inspired the designers creating the I-Pace.
According to Sandys the I-Pace began life pretty much every other Jaguar, as sketches in the design studio. “It was a designer doing some drawings trying to play with the new proportions, how the powertrain, the package would give space back to the customer.”
Styling inspiration came from an earlier concept that Jaguar had created with the Advanced Engineering division of the Williams Formula One racing team – the C-X75. “This was a very exciting car for Jaguar, arguably the most exciting car we have done since the XJ220,” Sandys recalls.
The C-X75 did not become a production model but it did move beyond a concept, with a number of real working versions built and the car even finding its way into the James Bond film Spectre. “It still lives on spiritually and this has remained a pin-up car for all of us – in the studios, there are pictures of it all over the walls.”
This concept also served to develop the body profile that is entirely relevant to the i-Pace; “It has that cab-forward, mid-engine proportion, except that there is no conventional engine.”
From the start, the I-Pace was designed to be a battery-electric vehicle. That gave the design team rather more freedom than they would have had accommodating all types of powertrains.
“We could have electrified the F-Pace and made that a more diverse car but it wouldn’t have been anywhere near as exciting. Get rid of the engine and you remove a 350kg lump of metal from the front of the car – instead, you have a couple of 80kg electric motors, one on each axle taking up so much less space that you have to give back to the occupants.”
As a result, the I-Pace compares to a Jaguar XE saloon in overall length but has the wheelbase of the much larger XJ. “We can create a Tardis car with this, which we wouldn’t have been able to do if we were accommodating mixed powertrains.”
The I-Pace first broke cover in November 2016, as a concept, and as Sandys expected sparked fevered speculation. “When you unveil a concept car, magazines always do drawings trying to predict the production version – they did this with our car and they tried to normalise it. ‘The bonnet scoop will never make production, the 22-inch wheels are a designer’s dream that won’t make it and neither will the flush door handles as they will be too expensive….’
“Every one of those elements made production – as a team of designers at Jaguar we can create fantastic-looking concept cars but then we can put them on the road, with very, very little change. The roofline went up by 1cm, but that was it.”
Pointing out individual styling elements of the I-Pace, Sandys highlights the grille as very important. “One of the most frequently asked questions is why this car has a grille – (electric rivals) the Tesla Model S or Model X do not have a conventional grille.”
Image plays a major part in this. “We want it to still look like a Jaguar – to be recognisable in the mirror when following you, and the trapezoidal grille is part of that family face.
“A grille also helps with the aero, the scoop allows air to kick up over the windscreen and over the roof line, helping to reduce the frontal area and keep the drag coefficient low. And the grille has a function to cool the batteries – an effective way to preserve electric range is to insulate the batteries as they are very susceptible to the thermal environment.”
Again he highlights the cab-forward look of the car. “Note how short the front is – the overhangs are really tight, right to the corners trying to give as much space back to the cabin as possible.
“We’ve also tried to keep that coupe roof line – (company founder) Sir William Lyons said all Jaguars should look fast even when standing still, and we still follow that principle today.”
Describing the rear three-quarter lines gives Sandys an opportunity to go into more detail of the importance of aerodynamics to the I-Pace, and to recall the work of Malcolm Sayer, regarded by many as the original Jaguar designer. “He came from an aircraft background and was renowned for bringing such technology into the cars – he shaped the D-Type and E-Type, cars that had curvaceous, fuselage-like, very slippery bodies.”
It’s a philosophy that still applies today and particularly to the I-Pace. “While these cars are more slab-sided and square, managing airflow is very important with regard to the electric range, helping to deal with the modern issues of range anxiety. You want the car to go as far as it can on a single charge.”
The spoiler mounted at the top of the rear screen aids this airflow. “Designers love wings, we love to draw out the length of our roof just to get the speed of the car in profile. But it also functions to direct air down over the rear window – it acts like a wash effect, you don’t need a rear window wiper because the air does that job for you.”
The spoiler boasts distinctive end-plates, fairing it into the rear side pillar, but Sandys reveals the reason for these is not just cosmetic. “We added the little ‘cat ears’ because while they looked good, without them the car was making a whistling sound, which was fun but not what customers would want.”
He emphasises that all of this work, from the grille to the squared-off back, providing a clean and non drag-inducing detachment point for air travelling along the wide of the car, was carried out in a design studio. “We had CFD (computational fluid dynamics) models on a computer, and wind-tunnel testing, but it all came back to the clay models we had in the studio and making different iterations – in finalising the front grille we must have produced about 20 iterations of that element.”
Sandys is unsurprisingly particularly proud of the car’s interior, having led the team that created it. He describes it as making the most of the package and employing “a few little tricks” to do so.
“An electric car has no traditional transmission tunnel, which frees up a lot of space. You create space under the centre console. There is no manual gearshift or mechanical linkages – you don’t change gear in this car because there are no gears, you just select a drive mode, forwards, neutral or reverse. These are selected by push buttons and these are really slim.”
The general theme of the interior was to create simplicity in the architecture. The car has a head-up display to help the driver keep their eyes on the road, while many of the controls rely on touchscreens. But it is in the smallest elements that Sandys believes the design focus of the I-Pace is firmly demonstrated – such basic elements as a speaker grille.
A speaker grille – more than 900 holes, no two are the same in design.
“The speaker front is in real metal, you would likely give it one glance and move on. But I spent countless hours trying to design it. All it has to do is let sound waves pass through it, but somehow we designed it so that while it looks to be a parallelogram, no two sides are parallel.
“This was all well and good but the design director insisted that all of the holes had to line up on all four sides. Meanwhile, the audio team insisted on a consistent open area for the sounds, while the manufacturing team said there couldn’t be more than 0.8mm of metal between each hole and that had to be consistent.
Sandys believes he designed something like 40 versions of the grille before admitting defeat. “I went to an engineering team in the depths of our Coventry site, they wrote some special computer code called Knowledgeware, and pretty much got it right it right first time.
“The speaker grille is about the size of the palm of a hand with about 900 holes in it – and no two holes are of the same design…” One little triumph of the Pixel Pansies…
The Honda CR-V has been around since 1995, and is now one of the world’s best-selling SUVs. It’s gone on to become sleeker, more efficient and quieter too.
It’s now been updated for 2018, adding a more distinctive look as well as better levels of standard equipment and technology. Comfort is still the name of the game, though, just as it was with the original car back in ’95.
We’re testing it here in range-topping EX trim level.
What’s new?
Being the updated 2018 model, the CR-V gets the latest exterior features applied to many current Honda vehicles. The exterior gets the latest ‘face’ (a large chrome grille framing an even larger Honda badge), which comes alongside a distinctive new headlight design. You’ve also got four distinct trim lines to go from with S, SE SR and top-level EX offering something for all budgets. Even base-spec cars get alloy wheels, LED headlights and climate control.
The CR-V is also available in five- or seven-seater configurations, meaning there’s an option for larger families too.
How does it look?
(PA)
Though it’s battling against some dynamic and interesting looking new rivals, the CR-V can keep its head held high in the styling department. It’s a distinctive looking thing, that’s for sure, with a variety of different cut lines combining with some key chrome elements to aid it in standing out.
It looks particularly striking in shades such as the red our test car was finished in, though darker colours do give it a certain undercover air too.
What’s the spec like?
Standard equipment levels are, funnily enough for this £36,455 EX model, very good. You’ve got 19-inch wheels, heated rear seats, a heads-up display and a fully opening panoramic sunroof all combining with a myriad of extras to create a car which feels fully loaded with kit.
In truth, the middle-ground SE version makes more sense, as it still brings with it a host of goodies but at a lower cost – close to £6,000 less, in fact.
A common issue with all the ranges is the standard-fit infotainment system, which you’ll find in almost all Honda vehicles. It falls a long while behind current rivals, and can’t deliver close to the same level of user-friendliness nor responsiveness. It’s an area we’d gladly change.
What’s it like inside?
The interior of the CR-V is well made for family life (PA)
Family vehicles such as the CR-V need to be robust enough inside to cope with daily life, and you get the sense that this Honda’s interior has been designed with that in mind. That’s not to say it’s basic – certainly not in this EX-spec version, at least – it’s just that all of the plastic trim sections have been solidly placed together while the leather seats feel well-made and up to years of abuse.
Everything is very accessible to the driver too. The gear selector is high-set and immediately next to you, and the steering wheel has plenty of adjustment as well. Many key functions can easily be accessed via the steering wheel too, with volume adjustments and track changes best made via the wheel-mounted controls.
What’s under the bonnet?
Engine choices are simple with the CR-V – there’s just one to choose from. It’s a 1.5-litre turbocharged unit, which sends power to either the front or all four wheels through a six-speed manual or CVT automatic gearbox.
We’ve got the four-wheel-drive CVT version here, and fuel economy is down a touch compared to the manual, while emissions are raised somewhat. It’ll do 39.8mpg, as opposed to the 42.8mpg you’ll get in the manual, while 162g/km emissions contrast the 151g/km you’ll see in the six-speeder. After lower emissions? Then hold fast – Honda is introducing a hybrid version soon.
Though performance isn’t the name of the game here, the CR-V’s 1.5-litre engine produces a respectable 190hp – an interesting 20hp bump over manual cars. This is backed by 243Nm of torque, which will allow the CR-V to hit 60mph in 9.8 seconds before cracking a top speed of 124mph.
What’s it like to drive?
(PA)
If there’s a car looking to set the motoring world alight, then it’s certainly not the CR-V standing in the corner holding a petrol can and a box of matches. It delivers a drive that you’d expect for a car of this type; predictable, refined and relatively uninspiring.
The steering actually has a decent amount of life to it, while the ride is comfortable and does well over the pretty rough road surfaces.
Then there’s the engine. It’s punchy enough, but the gearbox is its downfall. We’ve said this countless times about the CVT, and it’s an issue we’ve found to trouble many different vehicles.
There’s just no middle ground with it; it’s either tips the engine right down at the bottom of the rev range, or has it at the point where you think the valves are going to bounce out of the bonnet. Were it our choice, we’d be ticking the option for the manual ‘box every time.
Summary
With such a wealth of SUVs currently available in the UK, it’s a tough thing to stand out – particularly for any car which has been around for quite some time. However, this newly-refreshed CR-V feels like a genuine competitor, certainly taking its interior robustness, general level of standard equipment and dynamic looks into account.
Drop the CVT gearbox, and this is a decent car to drive with an experience which is neither awful nor write-home exceptional. As far as all-rounders go, this CR-V is pretty well-rounded indeed.
This is the Abarth 695C Rivale, a tiny hot hatchback made up of a baffling set of ingredients. The base is, of course, a Fiat 500, but it’s been not so much breathed upon but vomited out by specialist tuner Abarth.
It’s now a hardcore hot hatchback with a rock-solid ride and impressive performance… so of course what it needs now is a makeover inspired by luxury powerboats, a retractable soft-top roof and a Nappa leather interior. It’s perhaps lucky that the Rivale is limited to just 350 units in the UK – 175 each of hard-top and convertible.
Naturally, a luxury powerboat-themed limited-edition hot hatch doesn’t come cheap. The convertible version with a manual gearbox that we are driving is priced at £25,380 on-road. That’s quite a lot of money for what is ultimately still a worked-over Fiat 500…
How does it look?
(PA)
(PA)
The Fiat 500’s dinky proportions wear the steroidal Abarth makeover remarkably well, as it always has done. Unlike most Abarths, though, this one isn’t covered in decals and painted in bright colours – instead it wears a superb two-tone grey and blue paint scheme with a bright blue pinstripe round its equator.
Thin-spoked silver wheels and gratuitous applications of Abarth’s famed Scorpion badge complete the picture on the outside, while the interior sees a gorgeous blue leather interior colour scheme clash slightly with a choice of two dashboard ambiences – fake carbon fibre ora seriously eye-catching wooden finish. It’s all part of the ‘Riva’ makeover – aiming to give the Rivale some of the style of the famous Italian powerboats.
What’s the spec like?
Given that you’re paying the price of a luxury supermini for this Rivale, you might hope for some serious specification upgrades. You’ll be disappointed, though – this is a 2007 car under the skin, after all, and so it can’t handle sophisticated safety kit like lane departure warnings or autonomous emergency braking.
You will find an upgraded version of Fiat’s Uconnect infotainment system which can now handle Apple CarPlay and Android Auto, plus electric windows and climate control. There’s no cruise control available, though, and its headlights are only halogen units – xenons are a pricey extra.
What’s it like inside?
Choose between carbon fibre or mahogany dashboard finish (PA)
It’s far from roomy in here. Where other city cars succeed in carving out space from every spare inch, the Rivale doesn’t. In terms of cabin storage, there is at least a decent glovebox and four dinky cupholders for your espressos, but that’s about it.
Passenger room? Well, accommodation for the front passengers is good, with comfortable seats and plenty of leg and headroom, though the narrow cabin means you’ll be brushing shoulders. The rear is a totally different story, suitable only for very short people for very short journeys. The boot’s tiny, too.
It’s characterful, though – mainly thanks to the Rivale touches, which include blue leather seats and gorgeous blue leather floor mats. Yep, gorgeous floor mats.
What’s under the bonnet?
Under the tiny bonnet lies a tiny engine – a 1.4-litre turbocharged four-cylinder, which produces an impressive 180hp. Put to the ground through a five-speed manual, it’s capable of 0-60mph in 6.5 seconds and a top speed of 140mph. Those are remarkable figures for something no bigger than a standard city car.
The engine’s not exactly a refined performer. Takeoff is fairly rapid, but keep your foot planted and you’ll be met by lots of turbo lag – followed by a squirming steering wheel as the power kicks in and the front wheels struggle to put it down to the road.
The five-speed gearbox is ideally situated high up on the dash, but its action is a little spongy for our tastes.
Of particular note is the Akrapovic exhaust system. It’s loud enough in standard mode, but flick it into Sport and you won’t believe the racket that comes from this tiny car. It’s made even better in our 695C cabriolet version – you can put the roof down and enjoy the blare.
Again, it’s far from refined, but it’s a really fun touch and makes revving the tiny engine out rather intoxicating. You’ll never be able to leave a gathering discreetly ever again.
What’s it like to drive?
A nice smooth racetrack is probably the best place to experience the uncompromising Abarth 695 (PA)
Big wheels, a tiny wheelbase and rock-solid suspension mean the Rivale isn’t what you’d call comfortable. It tends to skip across bumps in the road rather than absorbing them, though the excellent front seats with their long squabs help alleviate the poor ride and make long journeys bearable.
Of course, this car isn’t intended as a cruiser, but on a back road it’s an absolute hoot. The heavy steering, laggy engine and tendency to get out of shape in faster corners mean it’s nothing like as civilised as a Ford Fiesta ST, though one could argue it’s almost as fun. Keen drivers will swing one of two ways – they’ll either find it dynamically lacking or they’ll forgive its foibles for the sake of excitement.
It’s also worth noting that convertible models aren’t as stiff as the hatchback counterpart, and can suffer with scuttle shake on poor surfaces.
Summary
The Abarth is a purchase you make with your heart as, objectively, it’s pretty rubbish. It’s noisy, cramped, thirsty, and expensive. In fact, to be gentle, it’s as daft as a box of frogs – but that’s the fun of it.
For many, the Abarth’s sheer sense of silly fun will get under their skin, and they’ll find it irresistible. For our money, though, we’d steer clear of the super-pricey Rivale, as there’s just as much fun to be had lower down the Abarth range.
The new Citroën C5 Aircross SUV will go on sale on 3rd December, at prices starting from £23,225.
First unveiled in Shanghai in 2017 and revealed in its European form in May, the C5 Aircross is intended to become Citroën’s flagship SUV.
The brand claims that it will be the most comfortable SUV in its segment, due to the inclusion of the Advanced Comfort programme, Progressive Hydraulic Cushion suspension and Advanced Comfort seat technologies.
The C5 Aircross will also be available with up to 20 different driver assistance systems, while also being pitched as the roomiest SUV in its market, with sliding rear seats and best-in-class boot space.
Petrol and diesel engine options will be available from the car’s launch, while future plans for the model include a plug-in hybrid variant. All are front-wheel drive, but Citroën’s Grip-Control system will be available for the car, adding traction on slippery surfaces.
Trim options for the C5 Aircross will be to Citroën’s familiar Feel, Flair and Flair Plus levels. The £23,225 buys a car with the 130hp petrol engine and a six-speed manual transmission – the cheapest diesel variant, also with 130hp, adds £1500 to the price.
Standard equipment on entry-level cars includes a ‘Safety Pack’ encompassing autonomous emergency braking, blind spot monitoring and lane departure warning, and a direct connection to emergency assistance services.
Climate control is standard, as are parking sensors and 17-inch alloy wheels. In the cabin a 12-inch digital instrument panel and eight-inch touchscreen are standard, the latter accessing DAB radio and Apple CarPlay and Android Auto smartphone connectivity.
First showroom appearance of the C5 Aircross is expected in February 2019.
New car registrations were down by just under 3% in October, as the overall market largely recovered from the supply problems that affected September’s results.
Private new car sales were only down by 1% on the same month last year, with fleet registrations down 5%. There was a late surge on plug-in hybrid vehicles, with buyers rushing to buy a new vehicle ahead of the government grant being cut at the end of the month. In the bigger picture, however, this is still a small percentage of the overall new car market.
As usual, there has been plenty of bluster in press releases this morning about Brexit, diesel, government grants and so on from parties with particular vested interests, but the overall picture is relatively stable despite some topsy-turvy months along the way.
This is not really surprising, as we have pointed out repeatedly, since most new cars are bought or leased on finance agreements that keep the overall market turning over despite individual fluctuations.
October’s results, in fact, lined up pretty closely with the year-to-date averages. Diesel sales were at 32% of the overall market, which is exactly the average result for the first ten months of the year. The growth in alternatively-fuelled vehicles (basically hybrids and electric cars) came at the expense of petrol-powered cars, but not in really significant amounts.
Audi still mired in WLTP woes
Some manufacturers are still struggling to supply vehicles in the wake of new WLTP emissions rules, and their sales are continuing to suffer as a result. Audi is the most notable example, with registrations down 53% for the second month in a row.
In fact, Audi’s sales drop of more than 7,000 cars was greater than the overall market (about 4,500 cars), Arch-rival BMW appears to have benefitted the most from Audi’s woes, and has comprehensively turned the tables on its Bavarian neighbour in total sales for the year to date.
The other Volkswagen volume brands (VW, SEAT and Skoda) all seem to have completely recovered from their own September shortages, although the premium members of the family (Porsche and Bentley) both had slow months.
It was a strong month for Jaguar Land Rover, despite the company shutting down several production lines in recent weeks due to lack of demand. Jaguar registrations were up by 82% on last year, while Land Rover saw a 32% jump.
Top ten – Volkswagen bounces back
There was more shuffling of the best-sellers list in October as WLTP issues continued to affect certain brands and specific models.
After disappearing completely from the top ten list in September, Volkswagen bounced back with a vengeance in October. The Golf rebounded to its previous second place, behind the ever-dominant Ford Fiesta, while the Tiguan jumped up to fourth place and the Polo placed tenth.
The new Mercedes-Benz A-Class continues to sell strongly, finishing in third place for the month. Meanwhile, it wasn’t such a good month for the Vauxhall Corsa. After finishing second in September, the Vauxhall supermini fell out of the top ten altogether in October.
An Aston Martin dealership has revealed a limited-edition DBS Superleggera that pays homage to the iconic vehicle’s legendary 1959 Le Mans triumph.
The DBS 59 was commissioned by Aston Martin Cambridge and built by the manufacturer’s special ‘Q’ division to celebrate the 60th anniversary of the occasion next year.
The 24 Superleggeras feature many interior and exterior design cues from the DBR1, which finished first and second at Le Mans in 1959. It remains Aston Martin’s only win in the legendary race.
Most prominent of the design cues is the paint finish – Aston Martin Racing Green, which featured on the DBR1. Bronze detailing to the exterior and outside also appears – replicated from the brass switchgear on the 1959 car. The grille surround, wheel faces, brake callipers and DBS badges are all finished in gold, too, as a nod to the car’s ‘grandfather’.
Aston Martin Racing Green details also extend to the interior, while the leather headlining has been created from a painting commissioned of the DBR1s on track in 1959. The lucky owners will also get a print of this picture. Subtle DBR1 images, logos and door plaques are placed around the car as well.
Unsurprisingly, this level of bespoke production comes at a price, with the DBS 59 costing £325,000 – substantially more than the standard DBS Superleggera’s £228,000 tag. Ten of the 24 examples had been sold ahead of the car’s unveiling, with all of them expected to be accounted for by the end of the week.
For that price, though, the owners get an unforgettable handover experience. The dealership has organised for all 24 cars to be given to their owners at Le Mans next June, with the super-GTs in the same formation as the 1959 Le Mans grid. The owners will enjoy a VIP experience and have the opportunity to do a parade lap two hours ahead of the start of the famous 24-hour race.
The DBS Superleggera is Aston Martin’s flagship model, which only went on sale earlier this year. It boasts an impressive 5.2-litre V12 producing 725hp, and is capable of a 0-60mph time of 3.2 seconds.
This isn’t the first time Aston Martin Cambridge has commissioned special models. Three previous projects have been organised by the dealership – the most notable being ten Red Arrows-themed cars last year, one of which was raffled for the RAF Benevolent Fund and raised more than £1.5m.
Simon Lane, dealer principal at Aston Martin Cambridge, said: “The 1959 Le Mans race is a really big iconic story for the Aston Martin brand, so I’m really proud that on the back of the previous projects we’ve delivered the factory has entrusted us to be the main celebration for this anniversary.”
Just five DBR1s were made – three of which competed in the 1959 Le Mans race. It’s also the most expensive British car to be sold at auction, with the 1959 Le Mans-winning example going for $22.5m (circa £17.3m) at an RM Sotheby’s auction last year.
The Vauxhall Combo Life is a very practical five- or seven-seater minivan, designed with an active family life in mind. With two sliding side doors, a large tailgate and the option of a short or long wheelbase, this is an ideal option for those with a busy lifestyle and plenty of people to transport.
There’s also the added bonus of three ISOFIX points for children’s car seats and great onboard tech that will keep families happy when on the move.
What’s new?
While this style of car is a first for Vauxhall, it’s also the first car developed across all of the PSA Group – something Vauxhall is very much part of since its acquisition last year. That’s why, if you did a double take when you saw the pictures, it looks a lot like its sister cars the Citroën Berlingo and Peugeot Rifter.
They’re all the same under the skin, but each has been given a different price and style. The Combo Life is on the costlier side compared with its siblings, but for around £20,000 it offers an extremely affordable car for all of the family.
How does it look?
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Well, it definitely looks like a van with windows, but that doesn’t mean it’s unattractive. Vauxhall has done a great job to make it look cute and compact, especially in the standard short wheelbase variation.
It won’t be to everybody’s taste, but for those who like the compact campers or day vans, this will appeal. In standard length, the Combo Life is 4.4m long, but there’s also the option of a 4.75m Combo Life XL. There are sliding doors on both sides of the vehicle for great access and a huge full-height rear hatch for easy access to the boot too.
What’s the spec like?
Prices for the Combo Life start at £19,610, and although that’s a little basic, our test car with only a slightly higher price tag of £22,500 comes with plenty to play with. Vauxhall’s OnStar infotainment system is easy to use on its own, but Apple CarPlay and Android Auto are also available.
The Combo Life benefits from creature comforts such as heated front seats and steering wheel, too. Overall, the quality does feel a little basic, but it’s difficult to complain when even the top-spec Energy models start from a competitive £21,710.
What’s it like inside?
A split glass roof makes the cabin light and airy (PA)
Plenty of interior space means passengers can easily get comfortable (PA)
Both the standard and XL versions are available with either five or seven seats. Despite its small proportions, there’s maximum space inside the Combo Life, and Vauxhall boasts 28 storage bins and pockets. With no bulky centre console between those in the front and the large windscreen, it creates the impression of even more space. A high roofline will keep even tall passengers comfortable in the front and rear, too.
If you’re regularly moving bikes, large musical instruments or sports kits, the five-seater version will give you an 850-litre load area and the rear two seats in the seven-seater can be removed. With a low boot floor and no lip, its van-like credentials give it great family practicality.
What’s under the bonnet?
The car we’re driving today is equipped with a 90hp, 1.5-litre diesel engine, but if you’re looking for more power there’s also a 130hp version. Vauxhall claims the diesel will achieve a very appealing 67.3mpg and emits just 111g/km of CO2.
It’s also available with a 1.2-litre petrol that can achieve 51.4mpg on a combined cycle and emits 125g/km of CO2. Despite its low starting price, there are a number of driver assistance and safety features available too, such as advanced park assist, forward collision alert, automatic cruise control and driver drowsiness alert, which all do what they say on the tin. It’s available with PSA’s IntelliGrip system as well, which is designed to improve handling and stability on any surface.
What’s it like to drive?
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Although Vauxhall explains that this is very much an MPV and not a van, the latter is how it feels. It also looks like a van and has a handy space for your job sheet and clipboard in the dash, which all makes for a compelling van argument. However, that’s not a bad thing at all.
The Combo Life is really comfortable to drive, even long distance. The upright seating position is extremely comfy and, while it’s not the speediest car in the world with a 0-60mph time of 12.7 seconds, it’s got enough grunt to get you places and is quite happy cruising on a motorway.
Summary
The Combo LIfe is really versatile, but with so much space readily available it’s a great option if you’re constantly on the move with little or large people on board. The boot space will be a huge plus point for many owners, especially with no lip to lug cargo over, and the comfort levels are sure to impress for this price.
If your family life is hard-wearing and likely to take a toll on your vehicle, the Vauxhall Combo Life is an ideal runaround.
Up to 25% of fatal car accidents are caused by drivers who have fallen asleep at the wheel, new research suggests.
It comes after one in eight UK motorists admitted they had nodded off while driving, with close to two-fifths saying they’d sometimes been so tired they feared they would fall asleep.
The estimation of the number of fatal car accidents attributed to fatigue was made in a report by the Parliamentary Advisory Council for Transport Safety, correlated against an online poll of 20,561 drivers by the AA.
Edmund King, AA Charitable Trust director, said: “One quarter of fatal crashes are sleep-related, so drowsiness is one of the most underestimated risks on the roads. Tiredness is a fact of life at some point for most of us and it is crucial we know how to manage it in relation to driving.
“Crashes involving a drowsy driver tend to be catastrophic. If a driver has fallen asleep at the wheel they do not brake before an impact and make no attempt to steer away from a collision.
“A driver who nods off for just three or four seconds on a motorway would have covered the length of a football pitch with closed eyes. A 30-second nap while travelling at 60mph covers half a mile – a terrifying thought.”
The research has been announced as part of a new campaign by the AA to alert motorists to the dangers of driving while tired.
It revealed that men are three times as likely as women to admit that they have fallen asleep at the wheel, while motorists aged 18 to 24 are the most likely to say that being tired bears no relevance on their ability to drive.
The main reasons given for driving when tired were a long day at work, the general monotony of the journey, and because it was late at night.
What is it?
The latest Fiat 500X is a mid-life facelift of the brand’s small SUV.
Key features
New engines, more tech, more safety
Our view
The Fiat 500X addresses many of the issues that were leaving the model struggling in the wake of more recent rivals.
New engines are a significant improvement while the extra tech and safety assistance systems are welcome, though lacking autonomous braking as standard.
Purely on specification and quality, the latest 500X still cannot overcome major rivals. But it beats them hands down for style, being a good-looking SUV inside and out.
Similar carsSEAT Arona, Hyundai Kona, Nissan Juke
Fiat’s biggest-selling model, by far, is the 500 small car – when launched it was the first serious challenger to the fashion-favourite Mini. Fiat’s second biggest selling car is this beefed-up 500, the 500X.
When the 500X launched in 2015, it was one of the earlier entrants to the small SUV market, trying to take some of the Nissan Juke’s sales. Now three years on this is the biggest growing market in the UK – everyone wants a small SUV, just about every brand has launched one and 500X sales have plummeted as a result.
So now we have a facelifted version, and it’s quite a significant facelift, across new engines, more technology and more safety. Not that you would guess this from looking at the car, however, as it appears pretty much like the version it’s replacing.
Fiat considers the 500 styling iconic and the 500X is presented as a more muscular version. “We didn’t want to change the styling too much,” they said on the launch event, then putting up pictures of the old and new one to show that, yup, there’s very little to point out. The ‘urban’ version apparently has new front and rear bumpers, the ‘cross’ redesigned skid plates – we’ll take their word for it.
Some major choices of the old car have gone altogether – unlike the first 500X, there is no diesel option this time, and no all-wheel-drive model either. There was no point, really, because buyers just didn’t want them…
Buying and owning a Fiat 500X
The first 500X was offered in two distinctive visual identities. ‘Urban’ and ‘Cross’. This continues post facelift, which is perhaps a surprise as we are told that 90% of buyers prefer the more off-road styled Cross, with its chunkier styling, to the city-pitched Urban.
What has gone is the pizza menu of trim levels – now there are just three, dubbed Urban, CityCross and CrossPlus, reflecting the two visual styles and allied to the engines. Two of the three 500X powerplants are new, examples of Fiat’s latest ‘Firefly’ turbo petrol engine in three-cylinder 1.0-litre and four-cylinder 1.3-litre form.
You will need more money than you used to in order to buy a 500X. Prices start at £16,995, well over a grand more than the old entry-level model. That entry model is the only version you can buy with the more conservative Urban styling, or with the 1.6-litre 110hp engine.
Most buyers will go for the CityCross with the 1.0-litre Firefly unit, and will pay an extra £2,000 as a result. And the symmetrical exercise is completed by the CrossPlus at, you guessed it, £2,000 more than the CityCross.
The hike in prices is explained by a host of extra equipment as standard. For a start, all 500X models now have daytime running lights and LED rear lights, while the CrossPlus also gets LED headlamps. All also have alloy wheels, 16, 17 or 18-inch depending on model.
Also standard across the range is the Uconnect infotainment system, bigger and better than the previous 500X unit. Accessed through a seven-inch touchscreen it offers the usual Bluetooth, DAB, Apple CarPlay and Android Auto smartphone connectivity. Courtesy of an app it can also offer connected functions such as music streaming and navigation, while options include a parking camera.
Perhaps the most significant of the extras added across the range is the safety package. When tested back in 2015 the 500X gained only a four-star Euro NCAP rating, and so every car now includes a wide-ranging suite of assistance technology.
Highlights of the new package are traffic sign recognition, speed assistance to keep inside the limit indicated on the traffic sign, and a warning if you stray out of your lane – not long ago finding such tech on an entry-level car was unheard of.
Unfortunately, that standard specification does not include autonomous emergency braking, or City Brake Control as Fiat calls it. To get that, a blind spot alert and adaptive cruise control, you need to dip into the options list.
Of the simplified range of trims we, like most, would go for the CityCross – compared to the entry-level car you not only get a better engine but also automatic instead of manual air-con, fog lights, bigger wheels and parking sensors, as well as extra detailing.
Inside the Fiat 500X
More work has been done inside the 500X. The environment is still distinctive, thanks chiefly to the big slab of panelling in the same colour as the exterior body, and the cheeky flattened oval of the infotainment screen dominating the centre console.
What we now have is a new design to the instruments with easier-to-read graphics, a new steering wheel and the usual updated fabrics and finishes. The new touchscreen is larger than its predecessor and much easier to use, though not to the standard of some rivals especially those of the VW Group.
Overall, the environment exudes what one greatly expects from an Italian car and least expects from an SUV – style. And the other big plus of the 500X interior is that’s it is roomy – distinctly more spacious than many rivals. This is a car in which four adults could travel a significant distance in comfort.
Driving the Fiat 500X
Here’s the thing – while the 500X is pitched as the big, chunky SUV version of the 500 (remember the TV ad for the first model, where the Viagra pill fell into its fuel tank and it gained more muscular panels?) it’s not really.
Nope, the 500X chassis is actually basically that used in the Renegade made by sister brand Jeep – so it’s a proper SUV, albeit a front-wheel-drive one only.
On the launch event we didn’t bother with the entry-level 1.6-litre engine – because few buyers will – and instead drove cars with the new Firefly units. Bald figures suggest that they might not be quite as efficient, or eco-friendly, as some rivals but that does not necessarily tell the full story. These boast particulate filters and the quoted figures are to the latest Euro 6D Temp emission standards which they meet.
Fiat’s product man described the Firefly units as offering “diesel-like torque, available all the time”. And it is clear within just a couple of miles of driving that the three-cylinder 1.0-litre unit is a much better engine than the TwinAirs that used to power the 500X.
The Firefly unit is smoother and quieter, with none of the very obvious audio note of its predecessor. At 10.9 seconds to 62mph it’s not the fastest powerplant in this market, but it feels like it could be – acceleration is enthusiastic while never coarse. And for those who want some extra pace, the 150hp four-cylinder version slices nearly two seconds off the 62mph sprint.
All of this makes the 500X an enjoyable and easy car to drive, especially on more urban streets. Out in the country, on faster-flowing routes, it’s not quite so impressive, the chassis too softly sprung and liable to be unsettled by potholes and the like. And very light steering does not help, with very little feedback through the wheel.
Summary
Fiat has done what it needs to with the 500X – addressed areas in which the car has fallen behind its newer rivals. This is a significant facelift, particularly in the engine department where the Firefly units are a big improvement over their predecessors.
The result is still not the best in its market but it does score major points in one area so many of its rivals don’t – in style. The Fiat 500X looks good, feels good to be in and for anyone considering a small SUV should certainly be on a test drive list.
BMW has revealed the inevitable convertible version of the new 8 Series ahead of the car’s launch next spring.
The 8 Series Convertible uses a soft-top roof that can be opened and closed in 15 seconds at speeds of up to 31mph.
The flagship drop-top model will initially be available with a choice of two engines. A turbocharged six-cylinder diesel with 320hp will feature in the 840d, while the range-topping M850i will be powered by a turbocharged 4.4-litre petrol V8 producing 530hp.
Both 8 Series Convertible models share the same eight-speed ZF automatic gearbox and drive all four wheels. As a result, performance figures for both cars are brisk. The sprint from 0-60mph is claimed to take 5.0 seconds in the diesel-powered 840d, dropping to 3.7 seconds in the M850i. Both cars have a top speed limited to 155mph.
Each benefits from adaptive sports suspension as standard, although the M850i gets an electronically-controlled locking differential included from the outset – it’s an optional extra on the 840d, though.
The 840d and M850i are set to be joined by a halo M8 convertible later next year, which is likely to use an upgraded and more powerful version of the M850i’s V8 engine.
Boot space is claimed to be 350 litres, which is respectable for a convertible GT model. The load area matches that offered by the Mercedes-Benz S-Class convertible – one of the 8 Series Convertible’s key rivals.
A pop-up wind deflector is fitted to the 8 Series Convertible as standard, while those looking for added roof-down comfort can choose to have neck warmers in the front headrests.
No prices for the 8 Series Convertible have been revealed, although more details are likely to be released closer to the car’s launch.
Mercedes-AMG has announced prices for its latest hot hatch A-Class – the A 35, which will challenge the likes of the Audi S3 Sportback and BMW M140i.
As a precursor to a full-fat AMG A 45 that will arrive next year, the A 35 packs a 2.0-litre four-cylinder turbocharged petrol engine that produces 306hp and 400Nm of torque. It’s paired exclusively with all-wheel drive and a seven-speed automatic gearbox.
With launch control enabled, the A 35 is good for a 0-60mph time of 4.5 seconds and an electronically limited 155mph top speed. Fuel economy is pegged at 38.7mpg with CO2 emissions of 167g/km.
Standard equipment includes the new Mercedes-Benz MBUX infotainment system, spread across two seven-inch displays and featuring voice commands activated by saying ‘Hey Mercedes’. Other standard kit includes satnav, lane keeping and speed limit assist, 18-inch alloy wheels, reversing camera, keyless starting and dual-zone climate control.
Giving an AMG flavour to the proceedings are a specific radiator grille, performance steering wheel, exhaust system and high-performance brakes with AMG lettering.
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Customers can then spec several packages. The Executive pack costs £1,395 and adds a larger media display, heated front seats, additional leather and parking assist, while the Premium pack brings keyless entry, an upgraded sound system, ambient lighting and a rear armrest.
Premium Plus builds on those with a top-end Burmester sound system, electric front seats, LED headlights and panoramic roof for its £3,895 price tag.
On the safety front, customers can spec a Driving Assistance package for £1,695 in conjunction with one of the other packs – it adds blind spot assist, autonomous emergency braking, lane-change assist and radar-guided cruise control.
The A 35’s starting price of £35,580 undercuts the Audi S3’s £36,230 and BMW M140i’s £35,790. Order books are open now, with first deliveries due in the spring.
Vauxhall is recalling 47,000 more of its Zafira models because of a fire hazard, following similar action three years ago after it was found almost 235,000 others could burst into flames.
In December 2015, the British manufacturer – now owned by Groupe PSA – launched a recall for 234,948 Zafira B models to fix air conditioning-related issues that could see the MPV catching fire.
Now nearly 50,000 more examples of the car have been included in the alert – specifically those with electronic climate control, which had previously been deemed safe.
A Vauxhall statement said: “Vauxhall Motors considers the safety of its customers very seriously. Through continual testing, we are launching a recall of some Vauxhall Zafira models to replace the heater blower motor and regulator. These are the second-generation models – Zafira B – built between 2005 and 2014, that were fitted with electronic climate control (ECC). There are 47,000 such cars in the UK.
“In agreement with the DVSA (Driver and Vehicle Standards Agency), we will write to owners using the keeper address data from the DVLA (Driver and Vehicle Licensing Agency) advising them to contact a Vauxhall retailer to arrange to have the work carried out free of charge. Letters will start to be sent out from the end of this week.”
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DVSA investigating Zafira fires
Earlier this year, the DVSA confirmed it had launched a criminal investigation into Zafira fires in conjunction with trading standards officers at Luton Borough Council.
Andy Rice, DVSA head of counter-fraud and investigations, said DVSA’s priority was to protect people from unsafe drivers and vehicles.
The agency has a code of practice outlining how vehicle manufacturers must deal with potential safety defects in their products, and Rice said: “We have made it clear to manufacturers that to protect consumers they should swiftly rectify problems and meet their obligations under the code of practice.
“DVSA will take the necessary action against any manufacturers who fail to comply with their obligations.”
If you own a Vauxhall Zafira and are not sure whether your car is affected by the recall, get in touch with your local Vauxhall dealership.
Just when you thought Audi couldn’t stretch its range any further, along comes the Q8, an answer to a question no one really was asking. Like spilt water spreading to fill every crevice, Audi is working its way towards critical mass by taking a rolling pin to its line-up and spreading it wafer thin.
The German firm says the Q8 is a car for buyers who want the elegance of a luxury coupé and the convenience of a large SUV, but quite how many of those buyers exist remains to be seen.
Based on the firm’s range-topping Q7 SUV, the Q8 is shorter both in height and length, but wider, and debuts the new ‘face of the Q family’ with a bold and imposing grille.
What’s new?
Audi is targeting buyers of the BMW X6 and Mercedes Benz GLE here, so that means the Q8 has to stand out from the crowd. With looks dominated by that new nose and swooping body lines, it cuts a fine figure in the tough SUV-coupé class.
How does it look?
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Unless you’re in the market for a large coupé SUV, chances are something like the Q8 won’t appeal. However, Audi has done a great job of making a sloping roofed off-roader look handsome.
It’s far more attractive than the awkward BMW X6 and that’s likely to ultimately win it attention.
What’s the spec like?
The S line specification includes LED headlights, 21-inch alloy wheels and adaptive sport air suspension as standard. A reversing camera, phone charging box, ambient lighting, powered tailgate and keyless go are some of the other highlights also included.
A high-end Vorsprung specification will be made available shortly after launch, which adds huge 22-inch alloys, sportier (and heated) seats, a head-up display, more leather, panoramic glass sunroof, and power door closure, among many other niceties.
What’s it like inside?
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Inside, the smart twin-screen set-up first seen on the A8 has been implemented. It splits heating and car controls to the lower display and entertainment to the top. It’s minutely adjustable and a real joy to use. Haptic feedback, that makes it feel like you’re pressing a physical button rather than a touchscreen, makes it easy to work with on the move, and the controls are intuitive.
Especially clever is the latest natural language voice control which lets you say things like ‘I’m hungry’ or ‘I need fuel’ and the system will pull up nearby restaurants or petrol stations. The satnav can learn your regular routes too – even if you haven’t added them to the system – and will warn you of unusual traffic issues on your commute.
The dash swoops around the driver and passenger in coupe-car style and the multi-adjustable seats are very comfy. The interior materials look and feel luxurious too, but our test car’s centre console did squeak a little too much for a brand new car.
What’s under the bonnet?
Audi has employed some clever technical tricks under the bonnet to increase efficiency. A mild hybrid system (MHEV) uses a large battery to increase the amount of time the engine can use its start-stop system and even allows it to completely shut down and coast at speeds between 34mph and 99mph.
At launch, just one engine will be available, a 3.0-litre diesel badged 50 TDI. This offers 290hp and 600Nm of torque and is able to propel the Q8 to 60mph in 6.3 seconds and on to a top speed of 144mph. Fuel economy and emissions have yet to be revealed.
A less powerful 3.0-litre diesel and a 3.0-litre petrol will join the range later this year.
What’s it like to drive?
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Our test route was thousands of metres above sea level in the Atacama mountains in Chile, where we struggled to breathe, and so too did the Audi engines. That said, despite some wheezing, the high-powered 3.0-litre diesel model we tested performed well, albeit with some unusual audible rattling.
The steering felt weightier than you’d expect in an Audi SUV, and on the smaller wheeled option with air-suspension cranked up to comfort, it coped well with the rutted roads that crossed the South American deserts.
Its dynamic ability was hard to fathom on these arrow-straight highways, but on the few bends we did tackle there was little body roll.
Summary
In a market of frankly quite ugly large SUV coupés, the Audi Q8 stands out as a bit of a looker. The whopping new grille takes some getting used to, but it helps it cut a dramatic figure on the road.
Although it’ll appeal to limited numbers of buyers, the Q8 is a compelling package that’s enjoyable to drive, comfortable and packed with usable and useful technology.
Audi might be spreading its range rather thinly these days, but this could well be yet another niche it’s filled rather successfully indeed.
Morgan Motor Company – creator of the iconic 3-Wheeler alongside other classic sports cars – is set to reinvent itself with a modern sports car to rival the likes of Aston Martin.
The new flagship vehicle will arrive before 2024 on a new front-engined, rear-wheel-drive platform. Although Morgans tend to use traditional manufacturing processes, including wooden chassis components, the new car will use the latest in chassis and powertrain engineering with a bonded and riveted aluminium box-section chassis.
Current top-end Morgans use an aluminium chassis but are based on a platform first seen in 2000 and have been highly modified since to meet manufacturing legislation. Morgan believes the new chassis will provide the right platform for its next wave of models, and can be modified for use into the next decade.
First look next year
The platform will first be seen in 2019 – on a new model internally named ‘Wide body’. This sports car, the company confirmed, will use a powertrain ‘never before seen in a Morgan’ – pointing the way for an all-electric or hybrid model. The new flagship model will then follow before 2024.
Initially, the car is likely to be produced as a hand-built two-door coupe, fitted with a six-cylinder engine producing around 350bhp. Performance will likely be close to the brand’s late flagship the Plus 8 – meaning a 0-60mph time of around 4.5 seconds and a top speed of more than 150mph. It’s likely to be priced around the same level as the Aston Martin V8 Vantage – approximately £120,000.
The new chassis is similar in weight and dimensions to the current one but is twice as rigid, aiding handling and comfort. Morgan says it’s also suitable for a wider variety in driver size – a boon for any particularly tall, short or wide enthusiasts.
Crucially, the platform can also handle forthcoming electrification demands – providing space for batteries and electric motors if necessary.
The 109-year-old brand recently celebrated its best-performing year in history, with special anniversary models of its Aero GT and V8 selling out. The Malvern-based company now employs 30 people in-house to design and engineer its models.
Chancellor Philip Hammond has announced a £30 billion investment package for England’s roads in his Budget – to be paid for by road tax (vehicle excise duty).
It will include an immediate £420 million of funding for repairing potholes and damaged local roads as well as bridge maintenance – on top of £300 million already available – while £28.8 billion will be earmarked for motorways and major trunk roads. A further £150 million is to be made available to tackle hotspots in local congestion.
It marks the first time that vehicle excise duty (VED) will be ring-fenced for use exclusively on roads, and confirms a pledge first made by former Tory chancellor George Osborne back in 2015.
Hammond has pledged that all VED paid from 2020 to 2025 will go to Highways England, the government-owned company responsible for the country’s motorways and major trunk roads.
However, motoring organisations have criticised the funding, suggesting it’s a drop in the ocean compared with the amount of money actually needed to repair the damaged roads.
Edmund King, president of motoring organisation and breakdown recovery provider the AA said: “The new £420 million for potholes is an immediate ‘treat’, which has to be spent by the end of April. However, the ‘trick’ is the pothole backlog of £9 billion, therefore the treat is a drop in the ocean.
“The race is on to get working on UK roads before winter sets in. We hope councils will be able to treat roads before they get dangerously tricky.”
Alex Buttle, of car-buying comparison website Motorway.co.uk, agreed, saying: “It sounds like a big number, but a recent report suggested councils already have a shortfall of £556 million just to fix the issue in 2017/18, so this won’t even cover this year’s deficit.”
Labour’s shadow transport secretary, Andy McDonald, disagreed with the funding altogether, calling major spending on motorways ‘unsustainable’. He said: “With car dependency rising, public transport in decline and local roads in a state of disrepair, ramping up spending on major roads is the wrong decision.”
The chancellor also announced that fuel duty would be frozen – the ninth consecutive year that it has stayed the same – as would the insurance premium tax.
Prices have been revealed for the SEAT Cupra Ateca, the first model from the Spanish manufacturer’s new performance sub-brand.
When it goes on sale before the end of 2018, the Cupra Ateca will cost from £35,900.
As revealed when the sub-brand was unveiled at the Geneva motor show in March, Cupra models will be sold with their own badge and no SEAT branding, in a bid to establish what has previously been a performance trim level as a standalone brand.
Throughout 2018, Leon cars have competed in the WTCR international touring car race series as Cupras.
300hp and 4WD
The Cupra Ateca is powered by a turbocharged, direct-injection, four-cylinder 2-litre petrol engine with 300hp and 400Nm of torque. This is put through a seven-speed sequential auto transmission and all-wheel drive system.
Also boasting an upgraded chassis, the Cupra Ateca produces a 5.2-second 0-62mph time and 154mph top speed. Fuel economy is quoted between 31 and 38mpg and CO2 emissions between 168 and 201g/km depending on specification.
Cupra models will carry bespoke styling including a honeycomb mesh upper grille, a specific bumper and roof rails, wing mirrors, window frames, side mouldings, wheels, front grille and front and rear diffusers in gloss black.
The 19-inch alloy wheels are also specific to Cupra, while black brake callipers and quad exhaust pipes also feature.
The interior gains Alcantara and carbon-fibre trim and the cars include an extensive specification ranging across keyless entry and start, a wireless charger, 360º top view camera, eight-inch touchscreen navigation system, digital instrument panel, and parking assistance.
Seat expects big sales for the Cupra Ateca. “SUVs are still growing massively in popularity, but there is no car like the Cupra Ateca on the market,” says sales & marketing head Wayne Griffiths.
“That is why we are confident that it is going to be a success and a great first pillar of the brand, expressing perfectly the Cupra key brand values of sophistication, uniqueness and performance.”
This is the Stelvio Quadrifoglio – the range-topping SUV from Alfa Romeo designed to take on rivals such as Porsche and Mercedes-Benz at the performance four-wheel-drive game.
It’s fast, loud and elegant to look at – just as any true Alfa should be – but it’s packing a host of on-board tech to help it stay as capable on the road too. We’ve headed to Scotland to see how this performance SUV can handle proper, craggy British B-roads.
What’s new?
There’s a lot going on underneath this Alfa. Firstly, there’s a 2.9-litre bi-turbo V6 under the bonnet – and we’ll cover this in more detail later – but there’s a more to talk about than brute force alone. Alfa has fitted the Quadrifoglio (or QV, for short) with its Q4 all-wheel-drive system, which transfers 100% of torque to the rear wheels during regular conditions.
If it senses that the car’s limitations are being approached, then it can transfer 50% of that power to the front axle to aid with traction. This is aided further by the inclusion of Alfa’s chassis domain control and active torque vectoring, both of which help to give the car as much grip as possible through corners.
How does it look?
We’d argue that the Stelvio is one of the best-looking ‘regular’ SUVs on sale today – and the added QV treatment only works to enhance these excellent visuals. Flared wheel arches, huge 20-inch alloy wheels and a variety of different air inlets give the car a lot of presence out of the road, and this is before you’ve even turned the key.
The rear of the car is close to as strong as the in-your-face front end in terms of design, with four aggressive exhaust pipes poking out from either side of a central diffuser section.
In our opinion, we’d opt for bolder shades – reds and blues work well on this car, with whites tending to wash out the whole look of the vehicle.
What’s the spec like?
Standard equipment levels on the Stelvio are good, as you’d expect for a range-topping model. Features such as dual-zone climate control and bi-xenon headlights come as part of the overall price, along with a full sports exhaust system and a complete sports bodykit.
There’s also Alfa’s standard-fit nine-inch infotainment system, the same as you’ll find on all of the brand’s cars. Although relatively clear, it’s lagging some way behind rival offerings in terms of usability. Even zooming in and out of the satellite navigation is a hassle.
What’s it like inside?
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The Stelvio QV’s interior is a mixture of good and bad impressions. The carbon-shell sports seats fitted to our test car looked beautiful and were immensely supportive — but then you’d want them to be, considering they’re £3,250 extra. The leather steering wheel feels good in the hands and the stitching on the dashboard is impeccably neat.
It’s just a shame that this is contrasted by hard plastics surrounding the switchgear, while the gearstick itself feels flimsy and has sharp edges along the back of it. It’s annoying, considering it’s a part of the car with you interact with each and every time you use the vehicle, and even more annoying when you remember the car’s near-£80,000 price tag.
What’s under the bonnet?
As mentioned, the Stelvio QV makes use of a 2.9-litre bi-turbo V6 engine producing 510hp and 600Nm of torque. Designed and built by Ferrari, it’s the same unit as the one you’ll find in the Giulia QV saloon – though despite the increase in weight the Stelvio is no less potent. Reaching 60mph from a dead stop takes just 3.6 seconds, and flat-out you’ll be doing 176mph.
Power is sent to all four wheels through an eight-speed automatic transmission, and you get adjustable dampers too – a godsend on UK roads, as it allows you to soften the car off when the surface gets rough.
As you’d expect for an engine of this size and performance, economy figures aren’t the best – Alfa claims 24mpg on the combined cycle, though emissions of 227g/km actually aren’t too bad for this segment.
What’s it like to drive?
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Start off slowly in the Stelvio QV, and there’s little to tell you that this is a performance SUV. It’s relatively quiet, and the V6 under the bonnet makes little of its presence felt. Press on, however, and it soon becomes clear that this is no ‘ordinary’ four-wheel-drive.
That engine is impressively flexible; after an initial pause there’s low-down torque in spades but it’s just as happy to rev right the way up to its 6,500rpm redline. Gearshifts are fast and immediate, and the whip-crack action of the beautifully engineered one-piece aluminium paddle shifters is a delight each and every time.
It’s only let down a little by the ride. In regular modes, there’s a decent amount of pliancy but this is counteracted by a little too much roll; stiffen the dampers to their most aggressive setting and the car can quickly become unsettled by mid-corner bumps and road imperfections.
The steering is the stand-out star of the show, though. Direct, quick and full of life, it gives you the confidence to properly attack the bends – something you don’t often get the opportunity to do in cars of this size.
Summary
Sharp handling, a wonderfully responsive engine and a razor-sharp gearbox combine with excellent balance to help make the Stelvio QV an exciting drive on UK roads.
A rather harsh ride in firmer settings slightly spoils the overall effect, and the cabin quality does let it down somewhat.
However, if you’re after a performance SUV – or maybe fancy moving up a size from a quick saloon – then the Alfa Romeo Stelvio Quadrifoglio is easily one of the most dynamic performance SUVs on sale today.
More than seven million UK adults suffer from some form of travel sickness in the car, according to a new RAC survey.
The motoring organisation quizzed 1,990 people and found that nearly one in five of them suffered from the problem – usually associated with youngsters – either as drivers or passengers.
That figure equates to 7.3 million UK adults, based on there being more than 40 million full driving licence holders.
Other findings of the survey will be familiar to anybody who’s ever had to deal with car sickness – either in themselves or a passenger. Of those affected, 75% said they felt the worst nausea when in the back seat, while 12% found the front seat to be the worst place. 7% said it made no difference.
It’s not just seating position within the car that affects sickness levels either. 61% said that reading in the car made them feel the most nauseous, followed by 50% who felt a mobile phone or tablet affected them worse.
More than a third (37%) blamed the sensation of a twisting country road for unsettling their stomach, while 32% said it was a lack of ventilation.
Luckily, drivers appear to be an understanding bunch – whether that’s for the comfort of their passengers or the preservation of their upholstery. 37% of drivers have taken a break to help a passenger alleviate their car sickness, and 2% have abandoned or avoided journeys altogether.
Despite travel sickness being rather common, almost half (48%) have never had medical help. 13% have resorted to over-the-counter medication or alternative remedies such as eating ginger, while only a desperate 2% have sought the help of their doctor.
However, almost a quarter (24%) say they simply have their own ways of coping with travel sickness. Suggested remedies involved closing their eyes, trying to sleep or focusing intently on the horizon.
RAC spokesman Rod Dennis said: “While car sickness is often associated with younger children, our research suggests it still remains a problem for a substantial number of older drivers and passengers.
“While people suffer from sickness to different degrees, there is a lot that passengers in particular can do to reduce the chances of feeling unwell while on the move.”
He suggested putting down any books or tablets, focusing on the horizon and winding down a window for a flow of fresh air.
“A smoother driving style can also pay dividends. Even if a driver doesn’t suffer sickness themselves, they could suffer some unfortunate consequences if they cause any of their passengers to become unwell simply because they are accelerating or braking too sharply,” he added.
Britain loves a hot hatch. Ever since the original Volkswagen Golf GTI landed on these shores back in the 1970s, a nation of petrolheads fell in love with the notion of a car that could offer bags of performance while also being able to ferry the kids to school.
Since then, every manufacturer under the sun seems to have had a crack at the much-loved formula — with some pulling it off better than others. The result is a market flooded with practical, but seriously punchy, machinery.
We’ve picked out some of the best hot hatches you can find on the used market for less than £10K. Before any arguments kick off, they’re listed in alphabetical order rather than in any kind of ranking…
Abarth 500 (2008 – 2015)
It may have the looks of a regular Fiat 500, but the Abarth 500 is a totally different beast altogether.
This playful little thing will happily carve up any tight road you throw at it and keep up with cars that may well look more the part in the process. Matching its performance is a real “look at me, I’m really a Ferrari” exhaust note, too.
Within our £10k budget, you can cast your Abarth net far and wide, with both hatchback and convertible versions available. But for best performance, keep an eye out for the desirable and rare Abarth 500 Essesse models from early in the car’s production run — which get more power and improved chassis components from the factory.
After months of teaser images and a continual drip-feed of information from Woking, one of the most highly-anticipated cars of 2018 has finally been unveiled – the new McLaren Speedtail.
The Speedtail is a spiritual successor to McLaren’s iconic 90s road car, the F1, which for a long time was the fastest car in the world.
Limited to just 106 examples to preserve exclusivity, the price of the McLaren Speedtail will start from £1.75 million, plus taxes – but an extensive options list and limitless scope for personalisation should mean almost every car breaks the £2 million barrier.
The car McLaren has pictured in its official release has options worth £475,000 fitted to it.
The Speedtail packs a 4.0-litre twin-turbocharged V8 engine bolstered by an electric motor, which boosts power up to a remarkable 1,050hp. It’s able to reach a top speed of 250mph, and although McLaren hasn’t revealed a 0-60mph time, it will sprint from 0-300km/h (186mph) in just 12.8 seconds.
The hybrid system is exclusively used to boost performance, and the Speedtail won’t be capable of electric-only running.
On the surface, one of the Speedtail’s biggest talking points is its interior with its bold, three-seat layout. That’s another homage to the F1, which had a similar set-up – allowing the driver to sit centrally for the best and most natural view out. Unlike the F1, though, the Speedtail doesn’t have a gearshift or physical handbrake to accommodate, so the driver can get in from either side of the car.
The Speedtail’s sweeping bodywork is an evolution of standard McLaren design cues, but stretched out across a huge, 5.2-metre long body. There’s an incredibly clean silhouette, thanks to a lack of side mirrors – the Speedtail uses cameras instead – and there are no hinges to interfere with the workings of the active aerodynamics.
Instead, McLaren has taken advantage of the natural flexibility of carbon-fibre to shape the bodywork for aerodynamic manipulation under load.
Other eye-catching aerodynamic features are the covers for the front wheels, which McLaren says help air pass seamlessly along the car’s flanks – but can be removed if the owner wishes.
The Speedtail is designed to be the ultimate road car rather than a track weapon, hence the ‘hyper-GT’ moniker, so the interior is considerably more plush than the likes of the brand’s own Senna hypercar.
Its super-long tail even incorporates plenty of luggage space for its three occupants.
Clearly, with all 106 examples of the McLaren Speedtail being spoken for, you’re unlikely to see it on your local dealer forecourt anytime soon.
The McLaren Speedtain will be built in Britain.
The Volkswagen T-Cross has been revealed, as the brand predicts that by 2025 half of all the cars it makes will be SUVs.
Globally, the T-Cross is considered a vitally important model for Volkswagen, emphasised by three separate unveiling events on the same day in Amsterdam in Holland, Shanghai in China and Sao Paulo, Brazil.
The T-Cross takes over the mantle of smallest VW SUV from the recently launched T-Roc and completes the now five-strong model range. It will target big-selling small crossovers such as the Nissan Juke and Renault Captur.
Like its sister SUV the SEAT Arona, launched last year, the T-Cross is based on the platform of the Volkswagen Polo supermini. It makes use of much of that car’s mechanical specification including the powertrains, the significant difference being the body styling.
Volkswagen describes the T-Cross as ‘an urban crossover with masculine design’. It measures up at 4.1 metres long, 5cm longer than the Polo on the same 2.6-metre wheelbase. It is also 13cm shorter than a T-Roc.
Volkswagen quotes luggage space of between 385 and 455 litres for the T-Cross, thanks to a rear seat that can be slid back and forth by 14cm. With the rear seats folded cargo capacity goes up to 1,281 litres.
When the T-Cross goes on sale in January 2019 it will be offered with a four-strong engine range, three petrol and one diesel. All are familiar VW Group turbo units and compliant with the latest Euro 6d-Temp emissions standard.
Two of the petrol engines are of 1.0-litre capacity, with either 95 or 115hp. Most powerful is the 150hp petrol and there is also a 1.6 diesel with 95hp.
Volkswagen is promising a strong safety specification on the car. Driver assistance systems included as standard include the Front assist autonomous emergency braking, lane-keeping and hill-start aids, blind-spot detection and a rear traffic alert.
The brand’s bold SUV expansion began only two years ago with the launch of the latest Tiguan large model. In 2020 the I.D.Crozz will joint the range as Volkswagen’s first completely electric SUV.
Say the words ‘BMW 8 Series’ to any car enthusiast and you’ll probably get wet shoes as they melt into a puddle, babbling about V12 engines and pop-up headlights.
Now, the contemporary 8 Series isn’t quite as instantly iconic or quirky as the original, but it’s an important step for BMW. This is a car that can challenge ultra-luxury offerings such as the Mercedes-Benz S-Class Coupe, but in true BMW fashion, it places driving dynamics and passenger enjoyment ahead of comfort at the top of the list of priorities.
What’s new?
The BMW 8 Series is an all-new car, so while it shares plenty with other BMW models, under the skin the overall package is like nothing else in the range. Initially, it’s exclusively available as a two-door coupe, but BMW will also introduce convertible and four-door ‘Gran Coupe’ variants to the line-up. All will share the same trio of engines, too.
It also occupies a new market sector for BMW, sitting between truly focused sports cars such as the Porsche 911 and genuine luxury models such as the S-Class Coupe. Forthcoming four-door models will also rival the Porsche Panamera.
How does it look?
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The 8 Series has seriously elegant proportions – a long bonnet and rear deck, flowing lines and a compact passenger cabin.
A few styling details don’t sit too happily on this frame, though – the traditional ‘kidney’ grilles look a little too stylised and don’t play totally naturally with the super-slim LED headlights, while the rear’s complex interplay of surfacing, shut lines and aerodynamic controls is a little messy from some angles. Yet the overall shape and a few features such as the double-bubble roof are just wonderful.
It’s worth mentioning the car is extremely spec-dependent, too. The vehicles we drove were all covered in black detailing on the window line and front grille as well as having black alloys. Models that feature chrome detailing look totally different – less sporting and a little classier.
What’s the spec like?
As expected for a car costing well over £70,000 (almost £100,000 in 850i form) there’s a good level of spec on offer. Clearly, climate control, cruise control, electric seats, adaptive LED headlights, a whole suite of safety aids and a wireless charging pad all come as standard, but the options list has a few things to offer.
We’re big fans of the M-striped seatbelts, front seat ventilation and soft-close doors, and it’s also possible to option an exterior carbon-fibre package for an even racier look.
What’s it like inside?
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Inside, it’s classic BMW – which is a good and a bad thing. The driver-focused cabin is simplicity itself to use – all the controls are well situated and the iDrive infotainment system is one of the best in the business. There are some intricate touches just for the 8 Series as well, such as a cut-glass gear knob and infotainment selector. The driving position is also perfect, and infinitely adjustable.
If we’re being critical, though, there’s little of the ‘wow’ factor that you get with some rivals. This cabin would be equally at home in a 5 Series or even 3 Series, and we’d quite like a little more than just a shiny gear selector to mark it out as the brand’s flagship.
In practicality terms, a big coupe has never been the most spacious of things – but we’d have liked a little more legroom in the rear of the 8 Series. Thankfully, the forthcoming Gran Coupe should solve that and bring an extra pair of doors into the equation, too.
What’s under the bonnet?
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Although there will be a 40d diesel model available, we drove the M850i – a step down from a full-fat M8 model but still packing a 4.4-litre V8 with 530hp. It’s paired with an eight-speed torque converter automatic gearbox, and the combination is simply brilliant.
Power – as you’d expect from such hefty numbers – is ample, and the 8 Series always feels like it has more to give. The gearbox is silky smooth when you’re just ambling around at low speeds, but put your foot down (and whack it into ‘Sport’ mode) and changes are ferociously quick. That’s backed up by the figures – 0-60mph arrives in 3.5 seconds and top speed is limited to 155mph.
Despite being turbocharged, the V8 gives plenty of punch right through the rev range, and in the upper echelons it roars like a tiger – though how much of this is artificially generated, we’re not sure. Regardless, it’s an impressive powertrain and one we wouldn’t hesitate to recommend, despite the obvious cost and economy penalties over the diesel.
What’s it like to drive?
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BMW’s sporting heritage is clear to note as soon as you begin to press on. The 8 Series isn’t a darty, quick sports car like a Porsche 911, but the fluidity of its handling, the ease with which it grips in fast corners and the way it simply gobbles up a twisting road means it’s incredibly satisfying to drive.
Two aspects of the 8 Series help it in the corners – four-wheel drive and four-wheel steering. The former is BMW’s well-known xDrive system, which in the 8 Series is rear-biased for greater poise but can push all the power to the front wheels if necessary.
The latter works as most systems do, turning the rear wheels in the opposite direction for faster and tighter cornering at slow speeds, or in the same direction for greater motorway stability. It really works, too – this feels like a far smaller car than its 4.9-metre length would suggest, although the sensation of the rear shifting by itself does take some getting used to.
Meanwhile, ride comfort is a good middle ground between the pillowy softness of an S-Class and the hardened sports suspension of a Porsche 911.
Summary
The 8 Series is a seriously impressive coupe and one that shows BMW’s ability to blend the luxurious with the sporting is still alive and well.
It doesn’t feel quite as special as some rivals, however – a Porsche 911 is still far better to drive, while a Mercedes S-Class Coupe trumps it on luxury. So the appeal of the 8 Series will depend on whether you see it as the best of both worlds or an uncomfortable middle ground. We’re leaning towards the former.
The Skoda Fabia is one of the Czech brand’s most popular cars, outsold in Europe only by its larger sister the Octavia. Perhaps that’s why this mid-life revamp, applied across both hatchback and estate versions of the supermini, is not exactly wide-ranging.
What’s new?
The updates centre on subtle exterior changes, some engine updates and more equipment. Underneath, however, the basic structure remains just as when the third-generation Fabia was launched in 2014.
How does it look?
Not that much different… The major exterior changes are a new design to the grille, which is wider with vertical slats, a redesigned shape of the head and tail lamps and the front and rear bumpers.
Skoda says the headlamp detail is intended to celebrate Czech expertise in crystal glass. Both head and tail lamps can also now be had with LED bulbs – but they are on the options list, as is an 18-inch variant in the new alloy wheel range.
What’s the spec like?
Skoda has added a reasonable amount of standard equipment to the Fabia, boosting specifications on all versions. All models now include LED daytime running lights and a trip computer, and all get a touchscreen entertainment system with Bluetooth connectivity.
On entry-level S models the screen is increased in size from five to six inches, but go for the second-level SE and the system includes Smartphone compatibility, allowing apps from your iPhone or similar to be accessed on the touchscreen.
SE-L and top-level Monte Carlo variants, meanwhile use an Admunsen system that also includes voice control, a second Bluetooth connection, plus various online services such as traffic and weather info.
A big safety plus is the inclusion of ‘Front Assist’ – basically autonomous emergency braking – as standard across the line-up. And extra aids including adaptive cruise control and blind-spot detection are now on the options list.
What’s it like inside?
The Fabia has always been a roomy supermini – but it doesn’t lead the field these days, overtaken by newer rivals such as its sister Volkswagen Polo with modern, space-freeing modular platforms.
It’s still a comfortable environment, helped by a functional, sensible dash layout, and an upgrade to the interior style. Bolder fabrics, brushed aluminium surfacing and contrasting stitching make for a high quality impression.
And of course, being a Skoda, the Fabia still boasts those neat ‘Simply Clever’ touches such as an umbrella under the seat and an ice scraper in the fuel filler hatch, the latter now with a tyre pressure gauge incorporated.
What’s under the bonnet?
It’s a completely petrol line-up for the Fabia. The trio of choices are all three-cylinder units, all of 1.0-litre capacity and with either 75, 95 or 110hp.
Those familiar with the Fabia will say ‘but it had those before’. Yes it did, but Skoda insists they’ve all been breathed upon to improve their efficiency. The management system has been recalibrated and a second catalytic convertor added, as has a particulate filter, something more common to diesel engines.
Most efficient is the 95hp engine, with fuel economy cresting 61mpg and emissions of 106g/km. It and its 110hp sister are TSI direct injection units, the 75hp entry-level version an older MPI variant.
What’s it like to drive?
With no significant mechanical changes we did not expect the Fabia’s on-road dynamics to surprise us, and they didn’t. This is a car built for comfort, to be an easy-to-live-with companion.
We took the 95hp engine out for a spin. It is a refined unit, with not a lot of the characteristic audio note produced by many three-cylinder engines. Hitting 60mph in around 10 seconds will be enough for most typical Fabia buyers, which is a good thing as the engine doesn’t really respond to being overworked.
The Fabia won’t write any headlines for its handling – good or bad. It’s innocuous really, which again will perfectly suit most owners.
Summary
With this facelift to the Fabia Skoda is definitely following the line of “don’t fix what isn’t broke”. This is a very basic update which makes not a lot of difference to what has long been a thoroughly competent supermini.
Mind you the Fabia doesn’t have the advantages over its rivals – space and quality at a competitive price – that it used to. The all-new versions of its sisters the Polo and the SEAT Ibiza are every bit as good, in some areas better, as are other equally newer rivals.
As for price – the new Fabia range starts from £12,840 but the anticipated best-seller, the 95hp SE variant, is £14,845, only around £350 less than an equivalent Ibiza.
The Skoda Fabia remains a competitive buy in the small car market – but its rivals have caught up.
