When was the last time you put a Vauxhall on your shopping list? The trials and tribulations of the Luton-based brand have been well documented.
In terms of market size, Vauxhall had been a strong number two to Ford for decades. But last year it slipped to third place behind Volkswagen, with Mercedes-Benz now nipping at its heels.
Vauxhall’s traditional heartland was very much in the fleet market thanks to the phenomenal success of the Cavalier, which became the aspirational company car of choice for those who considered the Ford Sierra too radical.
The brand lost its mojo in the early 1990s when Ford redefined the medium-sized company and family car with the all-conquering Mondeo. The Cavalier was replaced by the unloved (and unlovable) Vectra and by the time that was superseded by the worthy Insignia, the damage had been done.
However, things are changing. In August 2017 General Motors sold the failing brand (along with its German-based Opel twin) to the PSA Group, the French owner of Peugeot, Citroën and DS. And, against all the odds, it returned to profit this year for the first time in long, long time.
So is now the time to put Vauxhall on your shopping list?
What went wrong?
Much of Vauxhall’s misfortunes in recent years have been down to a lack of buyer awareness of just how good some of its cars have been.
The brand was seen as a tad staid and lost out to emergent brands such as Hyundai and Kia, offering cheap and cheerful new cars with extended warranties. Its desirability was not helped by a succession of ill-judged marketing campaigns: remember Griff Rhys Jones in his Y-fronts or the Corsa C’mon puppets?
If you don’t remember Griff Rhys Jones in his Y-fronts, we’ve been kind enough to help you out…
It was a shame because the Astra, now in its seventh generation, has gone from strength to strength against tough competition from Ford’s market-dominating Focus and Volkswagen’s aspirational Golf.
Meanwhile, the Corsa may have helped define the original supermini sector but was eclipsed by a slew of more desirable alternatives. Also, its attempt to get down with the kids in the small car sector failed miserably with the unrefined Viva, an ancient model name not calling out to be resurrected. And the Adam city car, a Fiat 500 and Mini wannabee, but lacking a vital ingredient: coolness.
It was also late to the SUV party, although it has made up for lost time with the Mokka X now joined by the Crossland X and Grandland X.
The current generation Insignia, launched in 2017, punches above its weight in terms of quality, refinement and performance (as reported by The Car Expert in our long-term test reports) but finds itself in a declining sector where buyers tend to favour the flexibility of SUVs instead.
Vauxhall Crossland X
Vauxhall Mokka X
Vauxhall Grandland X
The recovery plan for Vauxhall
Vauxhall’s now under new management. PSA installed its own man to take charge of the business, global marketing boss Stephen Norman, an industry veteran who has previously held senior positions at Renault, Fiat and Volkswagen.
As part of his recovery programme Norman has confirmed he will slim Vauxhall’s wide car range down to just six models: the Corsa, Astra, Crossland X, Mokka X, Grandland X and Insignia.
Built in Britain
As part of its revamp under PSA, Vauxhall has started making much more noise about its British roots with an Astra campaign using the unmissable ‘True Brit’ tag-line. Other campaigns use ‘Drool Britannia’ and ‘Keeps Calm. Carries On’ for Grandland X.
Vauxhall has a rich heritage on which to draw, which should resonate more with buyers. It built its first car in 1903 and takes its name from its original location on the banks of the River Thames.
The brand is also still a major UK manufacturer with its Ellesmere Port facility in Cheshire dedicated to Astra production, while the Vivaro van is built in Luton.
Vauxhall has also taken steps to make its used car proposition more attractive to buyers.
The brand was one of the first manufacturers to launch its own approved used car scheme under the Network Q brand with the service now available from over 300 dealer forecourts across the UK and cars benefitting from inspections and warranty cover.
In a welcome boost to its customer proposition, it has just launched an online tool enabling customers to search for an approved used car and then work out the best monthly finance options offered by Vauxhall.
The tool enables customers to tailor their monthly budget ahead of viewing the car in a move which should help speed up the buying process.
New products
GT X Experimental – not coming to a showroom near you anytime soon
Fundamental to Vauxhall’s revival will be the delivery of desirable new cars. It has already hinted at its future design direction with the recent unveiling of the GT X Experimental electric SUV.
Although this car will never make it into a showroom, it does reveal the new family face of future Vauxhalls with an attractive grille, apparently inspired by the eye slot of a motorbike helmet, stretching the full width of the bonnet and cleverly incorporating daytime running lights and headlights.
The first new car in the pipeline is next year’s all-new Corsa. This will be the key model for the new-look Vauxhall as it’s the brand’s biggest seller, accounting for around one in four of total sales. Also, for the first time, an electric version will be included in the line-up.
2019 will also see the debut of an all-new Mokka X, while a hybrid version of the Grandland X will be added to its SUV line-up in 2020.
From 2024 we can also expect subsequent models to share platforms with Peugeot, Citroen and DS, as Vauxhall begins to reap the cost-saving benefits of being part of PSA.
The future’s looking good, so maybe it’s time to put Vauxhall back on the shopping list.
The latest round of car safety ratings have been released by Euro NCAP, with five-star results for the new Audi A6 and Volkswagen Touareg.
The new Suzuki Jimny, however, only scored a disappointing three stars, while the updated Ford Tourneo Connect scored four stars.
The Jimny’s poor score has come in for criticism from UK safety experts, Thatcham Research. Matthew Avery, Thatcham’s director of research, said: “As a completely new vehicle, [the Jimny] should offer far more protection to drivers in the event of an accident. Its safety technology did not perform optimally either.
“The youthful audience the Suzuki Jimny has been designed for deserve better in terms of passive and active safety.”
Euro NCAP also noted the Jimny’s “underwhelming driver assistance systems.”
The Audi and Volkswagen were praised for their autonomous emergency braking (AEB) systems, which aced the new cyclist-avoidance test introduced for 2018 and showed good protection for vulnerable road users.
By contrast, the Suzuki Jimny’s AEB system “showed weak performance in tests of its pedestrian avoidance in daylight and does not operate in low light.”
Volkswagen Touareg
Ford Tourneo Connect
Suzuki Jimny
Four stars for facelifted Ford
Unlike the other three models tested, the Ford Tourneo Connect is not an all-new model and is an update to a model that has been on the market since 2012. It was awarded a five-star score by Euro NCAP in 2013
Despite the Euro NCAP testing standards having been toughened considerably in the last six years, the updates Ford has made to the Tourneo Connect meant that it still scored a creditable four stars. In particular, adult occupant protection in the front seats was excellent.
Building blocks for a driverless future
Michiel van Ratingen, Secretary General of Euro NCAP said: “Overall, these latest results demonstrate that, as Euro NCAP’s test protocols evolve and become more demanding, a five-star rating remains an achievable although challenging objective for the auto industry.
“It is particularly positive and welcome that manufacturers are performing well in the assessment of vulnerable road user protection systems such as AEB for cyclists. Euro NCAP has now tested six models which feature this life-saving technology.
“These driver assistance systems are the building blocks for potential automation in the future. Importantly they offer tangible safety benefits today.”
And then there were three – the SEAT Tarraco has been unveiled as the brand’s third SUV and its first in the large-size market.
Unveiled in the Spanish city of Tarragona – formerly known as Tarraco – and set to make its public debut at the Paris motor show on 2nd October, the Tarraco will go on sale at the start of 2019.
It will be built in both five and seven-seat variants though only the seven-seat version is likely to be sold in the UK.
The new SUV will become the brand’s flagship model – according to SEAT, the Tarraco debuts design details that will be replicated on future models. Like SEAT’s first SUV, the Ateca, it is aimed to both look and handle in a more sporty manner than typical SUVs, while losing none of the practicality such vehicles are bought for.
“It offers the space and flexibility customers expect from a large SUV – it is the sportiest vehicle in the segment from a design point of view and also thanks to the dynamic chassis control, which allows you to tune it to meet your driving needs,” says SEAT R&D head Matthias Rabe.
The Tarraco is built on the Volkswagen Group’s MQB platform that is also used under the large SUVs from sister brands Volkswagen and Skoda, the Tiguan and Kodiaq. The newcomer measures 4.7 metres long and stands just under 1.7 metres tall, which SEAT says creates a ‘huge interior space’.
As the brand’s top model, the Tarraco will come fitted with a suite of driver-assistance systems including autonomous emergency braking and new technologies such as an emergency call feature and rollover protection.
It will be fitted with SEAT’s ten-inch digital cockpit display, and an eight-inch screen on the centre console offering connectivity and infotainment functions. The Tarraco will be the first SEAT to offer control of the infotainment through making gestures in front of the screen.
Order books will open for the Tarraco in December and two petrol and two diesel versions will be available. The 1.5-litre TSI petrol offers 150hp through a six-speed manual gearbox, while the 2.0-litre version produces 190hp through a seven-speed automatic with all-wheel-drive.
The diesels are both 2.0-litre units, with power outputs of 150 and 190hp respectively. The 150 will be offered in front-wheel drive with six-speed manual or seven-speed auto plus all-wheel drive while the higher power unit is specified only with the auto ‘box and all-wheel-drive.
SEAT also states that the Tarraco will at a later date be offered with ‘alternative powertrain technologies’. This is expected to be a plug-in hybrid model with 210hp and a CO2 emissions output of under 50g/km.
Audi has revealed its first fully electric production car at an event in San Francisco – and the Audi e-tron SUV will be the first of a family of EVs.
The e-tron will arrive on UK roads early in 2019, at a price starting from £70,805. It employs two electric motors, one on the front axle and one on the rear to give it all-wheel drive capability.
Audi quotes a system output of 300kW and 664Nm of torque, the latter available almost instantly and sending the vehicle through 62mph from rest in 5.7 seconds. Top speed is electronically limited at 124mph.
In normal driving, the system is biased to the rear axle. The front motor supplies additional traction as required when more power is needed, such as under hard cornering or in slippery conditions.
The system includes energy recuperation, increasing the car’s range by up to 30%. Audi is still testing the e-tron’s range between charges but says that it will be at least 248 miles under the latest WLTP ‘real world’ testing cycle.
One way of increasing the range will be to specify the optional virtual exterior mirrors. These replace the traditional door mirrors with small rear-facing cameras that display their images on high-contrast displays in the cockpit, improving the car’s aerodynamics in the process by removing the drag-inducing mirror housings.
The battery pack is mounted flat under the floor to keep the car’s centre of gravity low, centrally between the axles helping to produce a perfect 50:50 axle weight distribution.
The driver also has seven driving modes to choose from through Audi’s drive sect system. This acts on the standard-fit air suspension and adaptive dampers, and in some modes can vary the ride height by up to 76mm.
The e-tron is a full-size SUV, measuring 4.9 metres long and with a 2.9-metre wheelbase. Inside it is configured as a five-seater, with a 660-litre boot.
Alongside the e-tron reveal Audi has announced that it will put 12 electric models on sale by 2025 and expects by then that such cars will account for a third of the brand’s sales.
Electric options will be available ‘in every relevant market segment from the compact to the full-size class’, starting with the e-tron and a Sportback estate version, both on sale in 2019.
Audi intends to unveil an e-tron GT concept car at the Los Angeles Auto Show later this year, the coupé developed in conjunction with Porsche.
In total four new vehicle platforms are being developed for these models – some will use the Volkswagen Group’s new bespoke MEB electric platform, unveiled 24 hours ahead of the e-tron.
The cult classic returns – it’s the all-new Suzuki Jimny. The previous (and third) generation was built for ten years, and gained a momentous reputation for being brilliant off-road, incredibly reliable and cheap to buy as well. Now, there’s a new one.
It may follow a similar platform – its chassis is still a ladder frame design, for instance – but a variety of tweaks and touches have been implemented to make this Jimny just a little more grown-up, but no less bullet-proof. We headed out to Frankfurt in Germany to see if it can match its predecessor’s form.
The fundamentals remain delightfully simple. There’s still – as we mentioned – a ladder chassis underneath the whole operation, which gives the Jimny excellent capability off-road and an excellent level of robustness. And while other small off-roaders choose electronics to help when the terrain gets sticky, the Jimny still offers a proper four-wheel-drive system with transfer gear and three-link rigid axle suspension.
There’s a new powertrain – though we’ll come to this shortly – and while the new Jimny is actually shorter than the car it replaces, it’s able to offer up better interior space and passenger legroom thanks to an increase in the front and rear seat hip points. All of these features mean that while the new Jimny is no less capable off-road, it’s a little easier to live with.
What’s the spec like?
Just two specifications will be available from launch – SZ4 and SZ5. Lower-grade cars still benefit from air conditioning, cruise control, Bluetooth connectivity and DAB digital radio. Of course, the full suite of off-road kit is included as standard too, with features such as hill descent control and dual sensor brake support fitted to SZ4 models.
Go up a grade, and you’ll find features such as 15-inch alloy wheels, climate control and a full satellite navigation system bundled in. We’ve yet to find out how much the Jimny will cost from launch, however, so we’ll have to wait and see how much value these specifications offer.
Unfortunately, the Suzuki Jimny doesn’t have a safety score to match its junior tough-guy image. Euro NCAP rated it only three stars when tested recently, and the UK safety experts at Thatcham Research were critical of a lack of the latest safety kit compared to other cars on the market.
How does it look?
Part Mercedes G-Wagen, part Japanese Kei-car, the Jimny manages to look both imposing and cutesy all at the same time. The square proportions make it stand out against ordinary traffic, while the chunky wheel arches and bumpers give it an appearance of a car that really is ready for any adventure.
Our test car, finished in ‘Kinetic Yellow’ (designed to be bright enough to stand out in poor weather), certainly turned heads as we ambled through small German villages.
It’s a fitting evolution on the Jimny appearance, and though some throwback design touches remain – the round headlamps with independent indicators being just two – it feels thoroughly fresh and modern, and all the better for it.
What’s it like inside?
The Jimny has been designed to be robust and hard-wearing, and as such we can forgive it for the amount of harder plastics used throughout the cabin. Everything feels rock-solid, however; the grab handle in front of the forward passenger, for instance, has been rubberised and feels as though it’s been built for chilly days out in the fields.
It’s a strange extra, therefore, that given that Suzuki impressed upon us that the cabin controls had been designed ‘to be simple to use with gloves’ that a touchscreen audio volume controller had been fitted – something we’d be certain would have been accessed via a rotary dial.
The standard boot space remains pretty woeful, just as it did in the previous car. With all seats in place, there’s little more than a space for the boot door to fit. At least with the rear seats laid flat, there are 377 litres to play with – 53 litres more than its predecessor.
What’s under the bonnet?
Underneath the Jimny’s short, snub nose beats a 1.5-litre four-cylinder petrol engine with 101bhp. In regular modes it runs in rear-wheel-drive, sending power to the wheels through a five-speed manual (an automatic will be available from launch, too), and though Suzuki hasn’t quoted any official 0-60mph figures, we’d estimate it’s somewhere just over the ten-second mark.
The whole drivetrain can be switched into four-wheel-drive with a separate shift lever underneath the conventional gear stick. This allows you to pick between two-wheel-drive, four-wheel-drive high gear, and four-wheel-drive low gear – for when the going gets really tough.
In terms of economy, Suzuki claims 35.8mpg on the combined cycle (tested under new WLTP regulations) and emissions of 178g/km CO2. Top speed for the manual gearbox-driven car is a dizzying 90mph, but in truth this is a car which isn’t about all-out performance.
What’s it like to drive?
Quite a lot of the issues we had with the old Jimny have been suitably rectified. When on the motorway the Jimny now feels far quieter and relaxing than its predecessor, for instance.
There’s still quite a large amount of wind noise generated by the close to vertical windscreen, but the engine noise is isolated well and it sits at just under 3,000rpm when travelling at 75mph (while travelling on a de-restricted German autobahn, we’ll add). A sixth cog in the gearbox would help the whole affair feel a little more settled, but the Jimny feels more than happy travelling at higher speeds.
Then there’s the way it goes off-road. Thanks to its low weight and impressive approach and departure angles, the Jimny still manages to tackle terrain that would leave other so-called off-roaders floundering in the mud. It’s very impressive indeed.
Summary
Right off the bat, the Jimny has managed to encapsulate all that was loved about the previous car while adding better refinement and build quality. It still, as you’d hope, is an utter triumph off-road, shaking off even the most difficult of surfaces and inclines.
Our only real sticking point is the price, or rather the lack of it; if Suzuki pitches this at just a slight premium over the starting price of the older car (around £16,000), then it’ll have a success on its hands. Too much more than that, and the limitations of the Jimny (lack of boot space, being one), could make this a less appealing prospect.
We just hope Suzuki gets it right.
Volkswagen Group has unveiled the ‘modular electric drive matrix’ – an investment said to be worth €6 billion and that will create the platforms for an eventual 10 million electric vehicles.
The MEB, as the platform is commonly known, spearheads the VW Group’s new ‘Electric for All’ campaign that aims to produce ‘attractive models at affordable prices’ across all the group’s mainstream car brands – Audi, SEAT, Skoda and Volkswagen – paving the way for widespread adoption of electric vehicles (EVs) by consumers.
VW adds that the MEB has from the start been designed solely as an electric vehicle platform, and not one for combustion engines that has been modified to accept an electric drivetrain.
The centrepiece of the MEB is the rolling chassis, without the body shell or interior, that will be used on future electric vehicles. Typical benefits include the ability to install larger battery packs, which will increase the range of the electric cars, and to mount the battery packs flat in the floorpan.
The flat mounting both aids handling, by lowering the car’s centre of gravity, and increases the space available to design the interior to best suit the car’s occupants.
The first vehicle to use the new platform will be the Volkswagen ID, which goes into production at the end of 2019. By the end of 2022, the four brands should be offering up to 27 MEB-based models worldwide, from small cars to the lifestyle-pitched Bulli, a people-carrier retro styled to recall the iconic Type 2, better known as the VW Camper.
Volkswagen adds that some 10 million EVs will eventually use the first-generation MEB platform.
All ID models will be designed for fast charging. Using a new battery system developed in-house, Volkswagen claims charging to 80% capacity will be possible in 30 minutes. The group has also unveiled what it describes as an affordable home charging system dubbed the ‘Volks-Wallbox.’
Thomas Ulbrich, Volkswagen’s board member in charge of electric development, claims that the MEB will transform electric vehicles from niche products to best sellers.
“We will make electric vehicles popular and get as many people as possible excited about electric cars,” Ulbrich says.
“The MEB is one of the most important projects in the history of Volkswagen – a technological milestone, similar to the transition from the Beetle to the Golf.”
The newly launched Kia Ceed will gain a performance-pitched GT version at the end of 2019.
Developed exclusively for European buyers and set to be unveiled at the Paris motor show in October, the second-generation GT follows from the original cee’d GT launched in 2013, and which was the first performance hatch from the Korean brand.
The car will make use of the 1.6-litre T-GDi turbocharged petrol engine, producing 204hp and 265Nm of torque, and as an alternative to the standard-fit six-speed manual gearbox a seven-speed double-clutch auto will be available for the first time in the Ceed.
Kia says that the GT has undergone six months of additional testing compared to the standard Ceed range, with the aim of developing the chassis for more agility and stability in corners, as well as increased traction, while retaining everyday usability.
The car retains the same suspension geometry as the standard Ceed but with more bespoke tuning. Ride height is reduced by 5mm, springs stiffened and anti-roll bars softened to maintain tyre-to-road contact under heavy cornering.
The standard Electronic Stability Control (ESC) system is retuned while Kia’s Vehicle Stability Management (VSM) system is fitted as standard, along with Torque Vectoring by Braking, the electronic aid braking the inside wheels to reduce understeer around corners
Larger front brakes are fitted, the 320mm vented discs being 32mm larger in diameter and 3mm thicker than the standard Ceed’s. They sit inside 18-inch standard-fit alloy wheels to a design specific to the model.
Visual differences to emphasise the car’s performance credentials include a bespoke front bumper with large pair intakes and gloss black trim, more substantial side sills in gloss black and red, a rear bumper with gloss black diffuser and a small roof spoiler.
Inside sports front seats in leather and suede and with red stitching are fitted, along with a D-shaped steering wheel and aluminium pedals. Cars with the double clutch transmission also gain alloy shaft paddles on the steering wheel, while the standard car’s grey cloth roofliner makes way for a black version.
As a top-level model the Ceed GT will be fitted with an extensive equipment specification. Full details, as well as performance figures and prices, will be announced closer to the car’s launch.
Kia will also unveiled the five-door coupe-styled ‘shooting brake’ version of the Ceed, the ProCeed, at the Paris show.
The new Kia ProCeed will be unveiled at the Paris motor show next month, but in contrast to the previous three-door hatch the car will be a coupe-styled ‘shooting brake.’
According to Kia the five-door car, evolved from the Proceed concept shown at the Frankfurt show in 2017, ‘merges stunning design with the space and versatility of a tourer in a five-door shooting brake body.’
Kia adds that the car has been completely developed in Europe for European buyers. It will be built at Kia’s plant in Zilina, Slovakia.
The Proceed measures up 5mm longer than the traditional estate version of the Ceed range, the Sportswagon, but a longer 89cm front overhang means slightly less boot space compared to the estate’s 625 litres. However the 594 litres is 50% larger capacity than the five-door hatch version of the Ceed.
A 4cm lower roofline and a ride height dropped by 5mm compared to the Sportswagon gives the Proceed a much more purposeful profile to match its coupe styling.
The Proceed will be sold in two trim levels, GT-Line and GT, the latter matching the five-door hatch GT that is also debuting at Paris (story here).
GT-Line variants will be offered with either the 1.0-litre 120hp or 1.4-litre 140hp turbocharged direct injection petrol units, or a 1.6-litre diesel with 136hp. Six-speed manual transmissions will be standard but the 1.4 and 1.6 will also be available with Kia’s new seven-speed dual-clutch auto unit.
The ProCeed GT gets the same 1.6-litre T-GDi engine as the five-door GT, with 204hp and 265Nm. Again six-speed manual or seven-speed auto transmission options will be available.
Kia Proceed models will reach UK customers in the first quarter of 2019 – Kia plans to release full specifications and pricing closer to the car’s showroom launch.
What is it?
The latest Ford Focus is the fourth-generation version of the third most popular UK car.
Key features
More space, lots of new technology, lower starting prices
Our view
Ford wants the Focus back at the top of the UK sales charts and the new version may just achieve it.
More technology, greater space, improved quality and an impressive on-the-road performance result in a car that ticks all the boxes.
Similar cars
Vauxhall Astra, Volkswagen Golf, Kia Ceed
The Ford Focus is a very important car in the UK market, basically because so many of you out there buy them. Ford’s family hatch has consistently sat at around number three in the UK best-seller charts, in 2017 beaten only by the Volkswagen Golf and the table-topper, smaller sister the Ford Fiesta.
According to the suits showing off the new Focus at its UK launch this month, this new Focus has the ability to reclaim that top spot, which it held for some time after its debut some two decades ago. This, we are told, is the “most innovative, dynamic and exciting Ford ever”.
And it has to be. The Focus has always scored on the way it does everything well enough and drives exceptionally well. But the competition is getting ever tougher, and coming from new challengers, such as the very good Kia Ceed we drove recently. Meanwhile, tempting finance packages have even brought premium contenders from the likes of Audi and BMW onto customer radar. So a new Focus cannot merely be ‘good enough’.
This is a car designed from a clean sheet of paper, on a new platform, and without the need to suit a global audience that resulted in a level of blandness on its predecessor – the new Focus is focused firmly on European buyers. Ford says it is the first model to follow a new ‘human-centric’ design philosophy, and at the same time to deliver class-beating aerodynamics.
Generally, the car offers a satisfying visual presence. The bonnet is longer than the previous version, which with a wheelbase extended by 5cm and a lower roofline adds purposeful looks, while also extending interior space. Apart perhaps from the bluff flanks behind the rear wheels, the curves are generally in the right places.
It’s not in looks where the new Focus will score most points, however. Ford is pitching the new model’s bid for top honours primarily on its interior space and particularly on a host of new technology, some of it not previously seen on any model from the brand.
We know, too, that while we are testing the five-door hatch, there will as in previous models be a Focus family. An estate launches with the hatch, the upmarket Vignale model is on the way, while a new member will be the Active with its jacked-up crossover style. And while Ford won’t currently confirm anything, you can bet that we will see potent ST and RS versions of the new Focus before too long.
Buying and owning a Ford Focus
The Focus is based around a seven-strong line-up, and notable straight away is the starting price. The entry-level Style, from £17,930, is £2,300 cheaper than the outgoing base model, while the popular Zetec and ST-Line variants, which take 55% of Focus sales, have had their prices cut by £850 and £250 respectively.
Admittedly equipment is not exactly extensive on the style, though it does get 16-inch alloy wheels, air conditioning, DAB digital radio with Bluetooth and Emergency Assist, an electronic parking brake, tyre pressure monitoring, and hill-start and lane-keeping aids.
It also gets autonomous emergency braking as standard. Safety is a strong suit on the new Focus, earning it a five-star Euro NCAP rating. The system will detect pedestrians and cyclists too, while other safety tech available depending on model includes a slow-speed evasive steering system, blind spot and cross-traffic alerts and a rear camera that shows a 180-degree view of the entire back of the car.
Technology is a core theme of the new car, with the most attention focused on a new embedded modem dubbed FordPass Connect. This allows various car functions to be accessed from a mobile phone app, from checking fuel levels and such like, through finding where you left it parked and whether it’s locked, to starting the engine before you get in the car so it’s toasty and defrosted ready for your drive.
It’s good, though it does replicate functions already provided by other cars, such as tyre pressure levels, and features such as parked car location which are a standard function of the average smartphone app.
Other new tech available includes a new more advanced auto parking system, adaptive cruise control that can stop and go in traffic jams, and headlights that see around corners before you get to them – as well as reading road signs and adjusting the beam accordingly, for example widening it at junctions. Clever…
Inside the Ford Focus
The interior of the previous Focus was always well put together but the new one moves matters significantly forward. Immediately noticeable is the marked effort to remove clutter, which results in clean lines, in turn, making everything feel rather upmarket.
This is particularly the case around the driver where the number of buttons and switches has been significantly reduced. However, the important switches remain, while those resigned to menus on the touchscreen (six or eight inches, depending on model) are easy to access as the screen is placed high atop the centre console within easy reach of the driver.
Typical of the decluttering is around the gear lever. Automatic models don’t have a lever any more, replaced by a rotary dial, and all versions lose the handbrake lever in favour of an electric switched version, in the process creating room for cupholders.
One oddity is the main instrument panel, which appears almost to be sloping towards you – in fact it’s virtually upright, instead of the industry norm that actually slopes away from the driver. And this is not the only way of gaining info – certain models can specify a head-up display, the first on a European Ford, right in the driver’s eye-line at the base of the windscreen. This displays such info as speed and navigation instructions, and works very well.
The other big plus is space. This is a much more roomy Focus than its predecessor, particularly in the rear. Knee room goes up more than 5cm, shoulder space by almost 6cm, and three adults can be carried in the back in comfort.
The rear is also a brighter place to be. Where alongside passenger heads used to be the metal of the rear screen pillar, now there are small windows, so they can better enjoy the view outside. Add to this a boot of 375 litres, rising to 1,354 litres with the rear seats folded, and the Focus just beats the VW Golf for practicality.
Driving the Ford Focus
Engine choices for the new Focus currently range across 1.0-litre and 1.5-litre three-cylinder petrol units, both of which include cylinder deactivation technology to save fuel, and 1.5-litre and 2.0-litre diesels. Both diesels are new units and Ford still expects significant sales with them, while also predicting the 41% diesel mix of the previous model will drop to 29% in the current environment.
Also new to the range is an eight-speed auto transmission, as mentioned controlled by a rotary knob on the centre console. And we are told a mild hybrid Focus is on the way.
There’s more – depending on which trim level one chooses decides which rear suspension you get. Lower spec versions use an industry-standard torsion beam, the more upmarket versions an independent system and with the option of adaptive dampers, and a lower ride height on sporty ST-Line models.
On the launch event, The Car Expert got to try out the 125hp 1.0-litre petrol unit and the 120hp 1.5 diesel, and we were not in the least surprised to find that both offered all the refinement one would expect. The petrol engine did not feel over powerful, while never actually appearing sluggish, while the diesel was easy to love with its torquey yet smooth acceleration.
Ford models, particularly the Focus, are traditionally renowned for their on-the-road dynamics – the performance all the rivals have to beat. Some feel the previous generation Focus dropped the ball slightly, but if that was the case the new one restores the balance.
While the launch test route was not that challenging, the Focus delivered a combination of excellent ride comfort and assured cornering, with plenty of feedback through the well-weighted steering. Overall this is an impressive car on the road.
Summary
The new Ford Focus is the complete deal, in its design, its quality, its technology and its performance. Ford appears to have taken the somewhat ‘meh’ impression of the previous version to heart – the new car ticks all the boxes and in style.
If there are criticisms of the new Focus they are mere niggles, almost pedantic. This is one very good new car that should be checked out by anyone wanting a family hatch. Will it regain that UK best-seller spot? Very possibly…
DS Automobiles has revealed its second bespoke model, the DS 3 Crossback.
Pitched as a direct rival to the likes of the Audi Q2 in the currently mushrooming small crossover segment, the DS 3 Crossback will debut at the Paris motor show in October and go on UK sale by the summer of 2019. It is expected to effectively replace the current Citroën C3-based DS 3.
The DS 3 Crossback will be offered with petrol, diesel and full electric power – all future models from the brand are expected to include full electric versions. The electric DS 3 Crossback will arrive in showrooms in mid-2019, using a 100kW/136hp single electric motor with regenerative braking.
According to DS, the electric variant will be capable of 0 to 62mph in 8.7 seconds and promises a range of up to 186 miles on the new WLTP measuring cycle. Battery charging to 80% will be possible in 30 minutes using a 100kW fast charger.
Petrol versions will include the latest 155hp engine mated to an eight-speed auto transmission, as well as 130hp and 100hp units. A 1.5-litre diesel will complete the powertrain line-up.
The DS 3 Crossback is the first car to employ the new CMP (Common Modular Platform), which will eventually be used by the entire next generation of smaller cars across the PSA Group, including the next Peugeot 208 and Vauxhall Corsa.
Exterior styling details include flush-fitting door handles and invisible weather seal rubber between the windows and the body shell, while the interior is dominated by a fully digital driving display.
DS Automobiles had already stated its intention to launch six standalone new models by 2023, and the DS 3 Crossback will join the DS 7 Crossback in showrooms.
DS hopes that the bold styling of the DS 3 Crossback, directly evolved from that of the DS 7 Crossback, will make it stand out in a now-crowded market that has recently seen the arrival of several major new contenders. As well as the Audi, prime rivals include the Volvo XC40, named European Car of the Year for 2018.
Technical details have been released of the Aston Martin Rapide E – the UK brand’s first all-electric production car.
The Battery-Electric Vehicle (BEV) is under development with Aston Martin’s partner Williams Advanced Engineering, a technology sub-division of the Williams Formula One team.
It will make use of twin electric motors to produce more than 610hp and 950Nm of torque, making it the most powerful version of the Rapide yet offered.
Aston Martin predicts a sub-four-second 0-62mph time for the car and an electronically limited 155mph top speed – with 50 to 70mph taking just 1.5 seconds. And the brand adds that these figures will be achievable whatever the charging level of the car’s batteries, not just when fully charged.
Technical challenges
Williams Advanced Engineering’s leadership in electric vehicle technology is being used to enable Aston Martin’s first foray into such powertrain technologies. A particular focus has been overcoming the technical challenges of packaging the battery system and motors within the space available in the sports car shell.
Other challenges have included effective cooling of the batteries and motor at all times and keeping the car’s weight within acceptable limits.
The 800V battery electrical architecture offers 65kWh capacity from more than 5,600 lithium-ion cells, mounted in a pack in the space normally occupied by the Rapide’s 6.0-litre V12 engine, gearbox and fuel tank.
Aston Martin is aiming for a range of around 200 miles between charges, with charging possible at a rate of 185 miles range per hour using a typical 400V 50kW charger. Using the car’s own 800V system, charging rates will jump to 310 miles per hour.
Equally important to the car’s designers is ensuring that it continues to drive like any other Rapide model. The rear-wheel drive Rapide E’s twin electric motors will drive through a limited-slip differential, and the spring and damper rates have been revised to replicate the response of other Rapides.
The Rapide E will be built as a 155-vehicle production run, in a dedicated part of Aston Martin’s new St Athan plant in south Wales, which the brand says will become the home of its electrification plans. First deliveries are expected in late 2019.
You’ve likely heard of the Porsche 911 GT3, right? The stripped-out, ultra-focused version of Porsche’s already capable 911? Accompanied by a price in excess of £100,000 (as well as waiting list stretching far into the future), it’s a car few will ever be able to purchase.
So Porsche has applied the same measures to its base 911 Carrera to create this – the Carrera T. It’s lighter and more exclusive than Porsche’s entry-level 911, but costs close to £25,000 less than the range-topping GT3.
What’s new?
The Carrera T boasts no additional power nor torque over the regular Carrera, but what it does offer is lightness. The rear seats have been removed, for one – while the glass used for the windows and windscreen is thinner. There’s less in the way of sound deadening, too.
Interestingly enough, though the rear seats have been removed along with the air conditioning and infotainment system, these can be added back in for no extra cost. Only a few kilos have been dropped compared to the standard 911, though Porsche says it’s a 20kg weight saving over a similarly equipped model.
And yet, though many things have been removed, the T costs over £7,500 more than the regular Carrera, despite no discernable boost in power. As is the Porsche tradition, you’re being charged more for, well, less.
How does it look?
(PA)
The current-generation (991) 911 has been around for seven years and is about to be replaced by the all-new 992 version, set to be unveiled in at the Los Angeles motor show in November.
It’s a rock-solid guarantee that the new one will look a lot like this current incarnation, which in turn looks a lot like the previous one, and the one before that – but you can’t fault it for the way it turns heads without being overly flash. Many have criticised Porsche for its slow evolution of the 911’s styling, but we think it just gets better with each new generation.
The Carrera T gains additional badging down the flanks, and it gets the electrical rear spoiler for added drama. It may not have the wings, flared arches and huge intakes of its RS stablemates but it’s still a supremely classy-looking package.
What’s the spec like?
There’s plenty of kit included for the Carrera T’s base £85,576 price, including heated front sports seats with four-way electric adjustment and Porsche’s own infotainment system which houses satellite navigation and media functions, along with Apple CarPlay – which works brilliantly well in this case.
Full LED headlights are an optional extra on our test car but provide excellent visibility at night, while the high-definition 4.6-inch screen housed in the right instrument binnacle ahead of the driver makes viewing certain functions such as the mapping or engine readouts a breeze when on the move.
What’s it like inside?
(PA)
(PA)
You won’t find all that much ‘new’ tech when inside the cabin of the Carrera T; Porsche’s infotainment system is present and correct, but save for that there’s very little to prod, nor buttons to press. But here’s the kicker – it’s all the better for it.
You see, the whole point of the Carrera – or indeed any Porsche for that matter – is to be driven, and the lack of any additional tech makes for a driver-focused cabin and one which you feel at home in almost immediately.
The spot-on driving position makes damn sure that you’re in the perfect place to pilot the car, while the steering wheel has plenty of adjustment in it too. The fabric seats are supportive without being over-firm, while everything inside the cabin is so brilliantly solid that you feel it’ll outlast other similarly-priced cars by some margin.
What’s under the bonnet?
The Carrera T gets the same turbocharged flat-six as you’ll find in the base car, and, just as it does in that car, it produces 370hp and 450Nm of torque. Hitting 60mph takes a respectable 4.3 seconds, while all-in you’ll be doing 182mph.
Power is sent to the rear wheels through a seven-speed manual gearbox, and Porsche claims decent economy figures too – it’ll return a claimed 29.7mpg combined, while emissions of 215g/km of CO2 are reasonable enough for a car of this type.
Our test car had its performance repertoire bolstered with the addition of Porsche’s Ceramic Composite Brakes (a £6,018 option), while active suspension management with a ride height dropped by 2cm over the regular Carrera featured as standard. A sports exhaust comes as part of the Carrera T’s basic price too, and this does add to the car’s overall character a great deal.
What’s it like to drive?
(PA)
The regular Carrera is a well-sorted, impeccably balanced sports car, and to elevate this without radically changing the mechanicals or the power output is a tricky task indeed. It’s why the Carrera T feels, in truth, pretty much the same as the base car.
That’s no bad thing at all; it’s still effortlessly engaging, capable on a day-to-day basis and so beautifully damped for UK roads it feels at home on almost any surface. The steering has been expertly judged, and it sounds good for a turbocharged motor – even if it lacks the distinct character of the old naturally-aspirated unit.
The removal of the rear seats and extra sound deadening does mean that the Carrera T isn’t as relaxing to drive on the motorway – it’s downright loud, in fact – which may be something worth considering if you’re planning on taking your 911 on longer jaunts.
Summary
The Carrera T makes for a rather compelling package. It’s quick, good to look at and feels special too. Is it different enough to a normal Carrera to warrant a close to £7,700 premium over the regular car? Just.
The lack of rear seats and general lightweight nature of the car do make it feel special, though the reduction in the amount of soundproofing does make it less adept at long-distance driving.
We’d argue that the Carrera T is best specced with as few optional extras as possible though; this is meant to be a stripped-back driving experience after all.
The Mercedes-Benz EQC has been revealed, the first of 10 electric cars promised by the German brand.
Set to go on UK sale in the third quarter of 2019, EQC prices are predicted to start at around £68,000.
The EQC is evolved from a concept first shown at the Paris motor show in 2016 and the first production all-electric Mercedes.
It is expected to take on the Model X from EV standard bearer Tesla, and also new electric models from more mainstream brands such as the Jaguar I-Pace and Audi e-tron.
The basis of the EQC is the GLC SUV’s platform, but significantly modified. While the wheelbase is retained, the new car is some 10cm longer and 30cm lower than the conventional GLC, with a more aerodynamic shape.
Electric range
According to its makers, EQ stands for ‘Electric Intelligence’ and both the drivetrain and the visual appearance, dubbed ‘Progressive luxury’ will be replicated on a forthcoming range of EQ models.
A major visual signature is a black panel on the front that encompasses the grille and headlamps – these are connected by an optical fibre across the top of the panels hat provides an almost continuous light signature at night.
The interior design is predicted to be replicated in a facelift version of the GLC due on sale in 2019.
Using a compact electric drivetrain will also free up significant extra practicality in the EQC, taking advantage of the space liberated by removing the conventional engine and transmission. The 500-litre boot space is almost 80 litres more than in the GLC.
Two electric motors are employed in the car, one on each axle to provide an all-wheel-drive powertrain. Total output is 300kW, equivalent to 408hp and with 765Nm of peak torque, sending the EQC from rest to 62mph in 5.1 seconds and onto a 112mph limited top speed.
Mercedes also promises a range of more than 450km, which equates to plus 279 miles with a zero CO2 emissions figure. However, this is on the current NEDC cycle – in ‘real world’ driving the range between charges is likely to be closer to 200 miles.
EQC variants will be equipped as standard with a 7.4kW onboard charger for home charging or at public charging stations. The car will also be able to be charged at stations with outputs of up to 110kW, boosting capacity form 10 to 80 per cent in around 40 minutes.
Revamps to the Abarth 595 range see changes to the four-strong model line-up.
The car, the performance sub-brand’s version of the Fiat 500, will continue to be offered in both hatch and convertible formats, and in four trim levels – 595, Trofeo, Turismo and Competizione. All employ a 1.4-litre petrol engine with power outputs ranging from 145 to 180hp.
Changes include the introduction of an Active Exhaust as standard on Trofeo and Competizione models. This includes a Sport button that when pressed by the driver opens an exhaust valve, producing a more obvious, deeper engine note.
The two models can also now be specified in a new Adrenaline Green exterior colour option while the Turismo can be purchased in Asphalt Grey.
The entry-level 595 remains available – compared to a standard Fiat 500 it gains a flat-bottom steering wheel with a satin chrome centre stripe, a Sport button to adjust maximum torque output, the power steering and accelerator pedal settings, and a bespoke Abarth braking system with ventilated 284mm discs on the front and 240mm discs on the rear. Exterior and interior are also individually customised to each Abarth trim level.
A facelifted version of the Nissan Juke SUV has gone on sale following its debut at the Geneva motor show back in March.
Changes to Nissan’s big-selling compact crossover focus on styling updates and extra equipment.
Most significant exterior work is to the front end which now includes darker styling elements to the grille, headlamps and door mirrors. All versions from the second of the four trim levels, Acenta, now include LED fog lamps as standard.
There are also two new 16-inch alloy wheel design options on Acenta and Bose Personal Edition level models while those choosing the range-topping Tekna grade can specify optional 18-inch alloy wheels with a range of coloured inserts.
Coloured body parts available include front and rear bumper finishers, doors side sills and wing mirror caps – they are standard on Bose models and an option on Tekna versions. There also two new exterior body colours.
Inside the Bose Personal Edition model includes a bespoke to Nissan BOSE personal audio system with six speakers, two built into the driver’s headrest.
Two new interior personalisation options are offered on Bose Personal Edition and Tekna models, Energy Orange and Power Blue. The colour is applied to the central console, air vents, door inserts and seat upholstery while gloss black interior personalisation remains available.
Other changes include higher-quality leather on the steering wheel and easier-to-read dash information thanks to a new white-on-black information display.
According to Nissan’s European marketing head, Ken Ramirez, the changes will extend customer choice on the Juke. “The Nissan Juke is the pioneer of the B-segment crossover and is today one of our most established and much-loved models,” he says.
Last month’s new car registration numbers were the best ever recorded for the month of August since the current registration system was introduced in 2001. Whilst this is obviously good news, it’s probably not time to break out the bunting and cake just yet.
August and February are the two slowest months of the year for new car sales, but this year there has been added incentive for manufacturers and dealers to clear out their stock due to new fuel economy rules that made a lot of cars unable to be sold after 31 August. Like any supermarket faced with stock approaching its use-by date, that has meant heavy discounting by dealers to get cars out the door at all costs.
More than 90,000 new cars were registered in August 2018 compared to about 76,000 in the same month last year, which is an enormous 23% increase. That sounds great, and it’s definitely welcome news, but bear in mind that September’s numbers should be around 200,000 cars, so it’s not massively important in the overall scheme of things. Some manufacturers have been warning of stock shortages as they scramble to build enough cars that comply with the new WLTP economy and emissions rules, which means September is not likely to see another month of records being broken.
Within the sales numbers, it looks like a good month for AFVs (basically electric and hybrid cars), whose market share hit an all-time high of 8% in August – an 89% increase on the same month last year. Hopefully this rate of improvement will continue, but it’s more likely to settle back towards the year-long 27% rate of improvement in coming months.
Diesel sales were down again, although an 8% fall on last year is actually the best result in a long time, compared to falls of 20-30% that we have become accustomed to seeing on a monthly basis. However, diesel’s overall market share still fell to a new low of less than 30%.
Interest rate rise appears to have had no effect
Just like last November, the strong results for August show that the Bank of England’s minor increase in official interest rates has had no visible effect on new car sales.
It will take a few more months to see if the latest rate rise will impact the rest of this year, but it certainly didn’t appear to hurt sales in the immediate aftermath and media coverage of the rise. The Bank of England will presumably be watching closely.
Topsy-turvy top ten
The level of market chaos in August is represented quite clearly in the top ten best-seller list. While all carried on as normal for the Ford Fiesta and Volkswagens Golf and Polo in the top three, there was considerable movement below. The Ford Kuga jumped from eighth to fourth, while the BMW 3 Series, SEAT Leon, Honda Jazz and Suzuki Swift all jumped into the top ten to fill positions five to eight.
The Nissan Qashqai dropped from fifth place in July to ninth and the Kia Sportage held onto tenth place. The Vauxhall Corsa, Audi A3, Mercedes-Benz A-Class and Volkswagen Tiguan all dropped out of the top ten altogether.
Looking beyond the top ten models, it was a strong month for MG, Jaguar, Suzuki, Subaru and Bentley, who all recorded registration numbers vastly greater than last year. On the other side of the ledger, things were not so sunny for Infiniti, DS Automobiles, Nissan, Fiat or Citroën, who all saw significant falls in a growing market.
However, as mentioned, different manufacturers have had varying requirements to clear out old stock, so this may swing significantly again in the coming months.
What to expect in September
September is usually the second-biggest month of year for new car sales, following the slowest month of the year in August. However, it’s highly likely that the extra 14,000+ new car registrations for August will almost entirely come out of September’s figures as dealers encouraged buyers to take an 18-plate car with a sweet deal in August instead of holding out for a 68-plate car in September.
Coupled with this, we may see that stock shortages reduce the ability of dealers to get new cars on the road, with customers having to wait longer for their new cars to arrive. This could mean that September fails to hit the 200,000 new car registration mark for the first time since 2012 – although that, in turn, could provide a bit of a boost for numbers in October and November.
What is it?
The Suzuki Baleno is the larger of two superminis available from the Japanese brand, sitting alongside the much better-known Swift.
Key features
Lots of interior space, light weight, strong general equipment levels
Our view
The Suzuki Baleno is designed to appeal to a different market to its sister the Swift. This is a car for those who value practicality and space over personality. The car has very little of the latter, and while its on-the-road performance is adequate and general equipment levels good, it is let down by cheap interior quality, bland styling and an unimpressive safety package.
Similar cars
Ford Fiesta, Skoda Fabia, Kia Rio
The Suzuki Swift is a popular and charismatic supermini and the brand’s best seller. But did you know that Suzuki also makes another supermini?
Possibly not – the Suzuki Baleno is not a car that particularly hogs the limelight. So is it forgotten, or forgettable?
The Baleno launched in 2016, and Suzuki admitted straight away that it was designed to be a ‘more rational choice’ for those who wanted more space than offered by the Swift, but not to the extent of moving up a class to a full-blown family hatch.
Made in India (where it is very popular), the Baleno measures almost exactly four metres in length – almost 16cm longer than the Swift, and a lot longer too than most supermini rivals. In fact, this model won’t be dwarfed by some cars in the next sector up.
Despite this, the Baleno is no heavyweight – it was the first to use a new Suzuki platform that employs lots of modern high-strength steels. As a result, the car’s shell is the first in its sector to dip under 200kg – once thought impossible – and that means good things for both handling and economy.
So, much effort was expended in the structure – and apparently that money was claimed back from the styling department. This is one of the most conservative-looking small (ish) cars you will set eyes on.
Suzuki tells us all about its ‘Liquid Flow’ design language, which results in the most aerodynamic car the brand has yet built, but visually the Baleno is dull, a step back to the bland appearances we used to expect from the budget badges.
Buying and owning a Suzuki Baleno
Those attracted to the Baleno are offered a reasonably simple line-up – two engine options and three trim levels.
The powerplants are a four-cylinder 1.2-litre of 90hp, or the 1.0-litre three-cylinder unit offering 111hp – this uses Suzuki’s latest Boosterjet technology, promising the power and torque of a much larger engine but with better efficiency.
Best efficiency of all, however, comes from the 1.2-litre when specified with Suzuki’s SHVS mild hybrid system. This acts as both a generator and starter motor, its assistance producing class-beating figures – emissions of 93g/km and combined cycle fuel consumption of 70.6mpg.
The three trim levels are dubbed SZ3, SZ-T and SZ5, but if one goes for the base SZ3 level, starting from £12,999, the only propulsion option is the 1.2. Still, the standard equipment level is good, with six airbags, front electric windows, air conditioning, and a DAB Radio/CD player (remember them?) with USB and Bluetooth connectivity.
Our test car is to mid-level SZ-T specification, starting at £14,999 and adding high-intensity headlamps, rear privacy glass, satellite navigation, a reversing camera, front fog lamps and leather steering wheel. It also comes with the seven-inch touchscreen centre console infotainment system – a very efficient and quality unit that includes Apple CarPlay and Android Auto smartphone compatibility.
Top-level SZ5 versions start from £15,999. Notable on this level is a significant safety upgrade, encompassing Radar Brake Support (autonomous emergency braking) and adaptive cruise control. You also get automatic climate control, rear electric windows, a four-inch central colour trip display between the dials and LED rear lights.
With the SZ5’s ‘Safety Pack’ the Baleno was rated at four stars by crash testers Euro NCAP. Lower-spec versions scored only three stars, not impressive when compared to today’s rivals.
Inside the Suzuki Baleno
Buyers will not choose the Baleno for its plush interior. The dash layout is conventional but well laid out, with the controls sensibly placed and easy to use.
In appearance, however, it is a generation behind – dominated by cheap-looking grey plastic with particularly nasty (and over-used) silver detailing. At a time when supermini rivals are adopting interiors from their larger sisters, and even Suzuki doing interiors much better in the likes of the more recent Ignis small SUV, the Baleno lets the brand down.
Where it does recover its poise is in space – this is one very roomy supermini. There is plenty of room to get comfortable whether in front or back, and the boot offers 320 litres of space, which is big for the class – 28 litres more than the best-selling Ford Fiesta and practically-shaped.
Driving the Suzuki Baleno
Yes, the 1.2 engine in hybrid form offers the best economy and emissions, but we would recommend going for the rather newer technology of the 1.0-litre Boosterjet unit – after all, every supermini is going the three-cylinder route these days.
The official figures of 62.8mpg and 105g/km are still reasonably impressive for a petrol engine, and Boosterjet-fitted cars when accelerating feel a lot more enthusiastic than the quoted 11.4-second 0-62mph time would suggest.
Sitting at the lights this engine will remind you of its three pots courtesy of a slightly chuggy note, but once underway it soon evens out to reasonably, if not totally, refined progress.
That word reasonable comes to mind again when discussing ride comfort. The car is quite softly suspended, and does its best to smother lumps and bumps in the road surface, but only partially succeeds.
In the corners reasonable becomes merely adequate. The Baleno won’t write any headlines for its handling, with little directness when changing direction.
Summary
The Baleno is a competent supermini, but a thoroughly forgettable one. It scores on its space and generally its equipment, but is marked down on its interior quality and safety score.
Bland styling and a soggy chassis is a disappointment when compared to the Baleno’s sister, the Swift, which is such a good-looking and fine-handling little car. But then again, those who want a fine-handling car will buy a Swift. Those for whom a car only needs to be reliable and easy to live without making any statements could well be swayed by a Baleno.
I’ve just finished a three-month trial of Redex fuel system additives in my Mazda MX-5 to see if I could feel any increase in my car’s performance or measure any significant difference in its fuel economy.
Since May, I’ve been recording my fuel economy every time I fill up the tank – manually noting down the litres added and mileage covered, rather than relying on the car’s trip computer – and adding a dose of Redex to the tank.
As I outlined in previous reports, the type of fuel additive that I’ve been using is a fuel system cleaner rather than an octane booster. The goal isn’t to turn regular unleaded into premium unleaded by increasing the car’s octane number, but simply to give all the tiny pipes and injectors a thorough clean so they can do their thing without being clogged up.
Given that your engine creates dozens of explosions every single second, there’s a lot of combustion going on under your bonnet. With any burning of fuel, there will be deposits and debris that forms. Sometimes it’s obvious, like the ash that forms when you burn a log in a fireplace. Other times, like in your car’s engine, these deposits are microscopic, but the principle is the same. Over time, these deposits build up and affect your ability to keep burning the fuel properly.
The purpose of the Redex fuel system cleaners is to remove this build-up of deposits and keep the fuel injection system clean. By doing so, the fuel will burn more cleanly and therefore give you better performance and fuel economy as the engine is working more efficiently.
As I’ve made clear previously, this isn’t a laboratory test in controlled conditions but rather a real-world trial that gives a decent indication of what any driver can expect in everyday life.
My car is a 2013 Mazda MX-5 2.0-litre manual. Unless it’s raining, the roof is always down (and thankfully, we’ve enjoyed a cracking summer) and the vast majority of my driving is a 25-mile round trip to and from the office each day. My car only has about 30,000 miles on the clock with a full Mazda service history, so it’s in pretty good nick.
Below is a table of my last recording before starting with the Redex products, followed by one tank of the heavy-duty Redex Advanced 5-in-1 system cleaner and then six tanks using the regular Redex petrol system cleaner.
MPG reading
Fuelling notes
Driving
Traffic
1
30.2
Initial baseline – no Redex products
Commuting
Moderate
2
33.9
Advanced 5-in-1 system cleaner
Mixed motorway and commuting
Varied
3
29.6
90ml petrol system cleaner
Commuting
Moderate
4
27.4
90ml petrol system cleaner
Commuting
Heavy
5
29.9
90ml petrol system cleaner
Commuting
Heavy
6
31.5
90ml petrol system cleaner
Commuting
Varied
7
33.2
90ml petrol system cleaner
Mixed motorway and commuting
Light
8
32.7
90ml petrol system cleaner
Commuting
Light
The initial baseline figure of 30mpg is pretty indicative of my usual fuel economy result, although usually that’s relying on the car’s trip computer reading rather than direct measurement.
Over about 2,000 miles of mainly commuting in three months, my average fuel consumption using the Redex fuel system cleaners was 31.1mpg. My driving circumstances in that time have been a pretty representative example of my usual activities, so superficially it looks like a 1mpg improvement since using Redex.
In reality, the most obvious conclusion from the fuel economy results is that they largely followed the driving conditions more than anything else. With lighter traffic conditions during August, my fuel economy improved by more than 10% compared to the same journeys in heavier traffic. The best results were, unsurprisingly, achieved at times when my regular commute was combined with longer A-road and motorway driving.
Driving observations
Given that the additives I’ve been using are not performance boosters as such, I wasn’t expecting to feel any noticeable differences to my car’s accelerative qualities. If that was the point, Redex has products like its Petrol Power Booster. Alternatively, I could just fill my tank with premium unleaded fuel, which has a higher octane level than regular unleaded and provides extra power.
The principle with the fuel system cleaner additives is that a clean fuel system will perform more efficiently than a clogged fuel system, much like your heart being able to pump blood more freely through clear arteries than clogged ones. Clogged arteries also mean your heart has to work harder and is at greater risk of heart damage, and your engine is no different. Over time, clogged fuel injectors can potentially lead to expensive engine damage.
There has been no noticeable difference in performance, and I suspect you’d need a laboratory to really show any improvement. In the variable nature of the real world, and in a well-maintained modern car, I couldn’t detect any difference.
I mentioned in my last report that I’d previously noticed a slight cough or misfire from the Mazda on a couple of occasions prior to using the Redex products, but hadn’t noticed anything since using the fuel system cleaners. I can report that the engine has still been running cleanly over the last six weeks, so the stuff appears to be doing its job in that respect.
Summary
My fuel economy figures haven’t shown any changes that could really be attributed to the Redex products. The variation of 3-4mpg above or below the average based on driving conditions and traffic outweighs any potential gain from the products. Again, if you were running a laboratory experiment that directly measured fuel consumption and removed all other variables then you may be able to show an improvement, but it’s nothing really noticeable.
So why would you consider using fuel additive products like these ones I’ve been testing?
Firstly, if you have an older or higher-mileage car, you are far more likely to see noticeable improvements in performance and fuel economy compared to a newer, lower-mileage vehicle. Given that fuel deposits and debris build up in your engine over time, it makes sense that you’ll notice a greater improvement in an older engine that has seen a few million more fuel explosions than a newer engine. If I’d been running the same test on an older car I am sure I would have seen some more noticeable results, but unfortunately I don’t have an older car to call upon for such a purpose (and buying an old banger to drive for three months didn’t really appeal!)
Secondly, I felt a definite sense of confidence that I was taking positive steps to keep my engine clean and operating at peak efficiency. Every litre of petrol has to make a long and tortuous journey to get from a fuel refinery into a tanker truck, then out of the truck and into a giant storage tank under a service station, then into a fuel bowser and finally into your car’s petrol tank. There are plenty of opportunities for the fuel to collect debris and impurities anywhere along that journey that can clog up your fuel system, so adding a system cleaner every now and again seems like a worthwhile investment in preventative maintenance to protect my engine against future damage.
After the initial 500mL dose of Redex Advanced 5-in-1 system cleaner, I have been adding a small 90mL bottle of Redex petrol system cleaner every time I have filled up my fuel tank for three months. In my situation, I don’t think I really need to keep using the additives at that rate in my car. I am likely to add a 90mL bottle every month or so and probably use the concentrated cleaner every six months to keep the Mazda’s fuel system sparkling clean. If I had an older car (or when this one starts getting older and higher-mileage), I’d keep using it every tank or at least every other tank.
Everyone’s circumstances are different, so your mileage may vary (both literally and figuratively!). The single-shot 90mL bottles are about £3 each, or you can buy a larger reusable bottle that will save a bit of money and reduce plastic waste, so it’s certainly worth giving it a go to see for yourself. The big bottle of concentrated cleaner is about £17, but if you use that every six months then it’s still less than £3 per month, which seems like a sensible measure to keep your engine operating at its best.
If you have any questions or comments about this trial, fire away in the comments section below and I’ll answer them as quickly as I can.
The Skoda Vision RS concept will be unveiled at the Paris motor show in October, strongly hinting at the replacement for the current Rapid hatchback.
Skoda describes design sketches released of the Vision RS as ‘a first glimpse of a future compact car while ringing in the next design phase for its sporting RS model range.’ The brand is more heavily pushing its competition history, which stretches back 117 years, and promoting the RS range of sporting models.
However, industry sources believe the concept also points towards a mainstream model line. The production car evolved from it, predicted to launch in 2019, is expected to replace the current Rapid, but not directly, and to not continue the Rapid name. It would compete squarely against big-selling rivals such as the Ford Focus, Vauxhall Astra and Volkswagen Golf.
The Vision RS measures up at a bit over 4.3m long, but with a low height of only 1.4m. This makes it longer and lower than the current Rapid, and the use of the RS description on the concept also suggests a more performance-pitched production model is planned – possibly a Skoda rival to the Golf GTI. Skoda says that the concept incorporates ‘clear motor racing references.’
The replacement for the Rapid is expected to use the Volkswagen Group’s platform for smaller cars already employed on the Volkswagen Polo and SEAT Arona and Ibiza models.
Skoda is yet to release any mechanical details of the Vision RS concept ahead of the Paris show.
A petrol-engined model has joined the powertrain options for the Mitsubishi Outlander SUV range.
Priced from £27,680, the new seven-seat Outlander option becomes the first purely petrol version in the range as the brand reacts to a growing customer shift from diesel. The diesel version remains in the range, alongside the highly popular plug-in hybrid models.
The 2.0-litre petrol engine produces 150hp and 195Nm of torque, and is matched to a CVT automatic transmission. Steering wheel paddles are included for manual shifts.
All Mitsubishi Outlander variants are supplied with electronically-controlled four-wheel drive as standard. A cockpit-selected Drive Mode Selector offers three settings – 4WD Eco mode for maximum economy, 4WD Auto for normal driving conditions or 4WD Lock for rough terrain or low-grip conditions.
The standard-fit seven seats on petrol models include a ‘fold & stow’ operation allowing the rearmost two seats to be independently folded into the boot floor. The second-row seats are fitted with a tilting backrest and offer a sliding function to adjust rear passenger leg room as required.
With all five rear seats folded, up to 1,608 litres of boot space is available.
Mitsubishi has also updated its ‘Dynamic Shield’ design language on all 2019 versions of the Outlander. Changes include a new honeycomb mesh front grille, front lower extension and new headlamp design, revised rear bumper and new two-tone 18-inch alloy wheels.
Interior updates range across reduced engine noise, more supportive front seats, one-touch electric operation on all four windows, a heated windscreen and Mitsubishi’s new SDA (Smartphone Link Display Audio) system. This includes Apple CarPlay and Android Auto compatibility with DAB and Bluetooth connectivity.
Mitsubishi also claims improved driving dynamics on the Outlander, accomplished by increased structural rigidity with additional structural adhesive welding applied between the body panels. The front strut and rear dampers have also been modified to increase the damping force at low speed to provide a smoother low-speed ride.
Two new petrol engines and additional safety systems lead a package of updates to the Fiat 500X crossover.
The 500X becomes the first Fiat to employ turbo petrol unit that are all compliant with the latest Euro 6D emissions regulations and fitted with Gasoline Particle Filters. The engines comprise a three-cylinder 1.0-litre unit with 120hp and 190Nm of torque, paired with a six-speed manual gearbox, and a four-cylinder 1.3-litre of 150hp and 270Nm, combined with a six-speed dual-clutch automatic transmission.
The new engines are made entirely from aluminium alloy, the three-cylinder version weighing just 93kg. They also include several technical advances, such as continual control of intake valve opening and timing, to improve both performance fuel efficiency.
Also available is an entry-level 1.6-litre unit with 110hp and a manual transmission. This has been updated to meet the Euro 6D emissions regulations, and now comes with stop-and-start technology.
New driving assistance technology now available for the 500X includes Traffic Sign Recognition, Speed Advisor (which matches the speed of the car to the speed limit identified by the Traffic Sign Recognition) and Lane Assist, all now included as standard on all versions of the car.
Blind Spot Alert, Adaptive Cruise Control and City Brake Control (autonomous emergency braking) are on the options list.
All versions of the 500X are now supplied with Fiat’s Uconnect infotainment system, accessed through a seven-inch touchscreen and including Apple CarPlay and Android Auto compatibility.
Revisions to the exterior include new LED daytime running lights, LED headlights and rear lights. The three trim levels – Urban, City Cross and Cross – are given bespoke treatments. Urban gains a new front and rear bumper design, while the new Cross look adds protective skid plates.
Fiat dealers are taking orders for the new 500X now, at prices starting from £16,995.
The Toyota Corolla badge is to make a comeback, 13 years after being killed off in the UK in favour of the Auris.
The next generation of Toyota’s family hatchbacks, saloons and estates, rivalling the likes of the Ford Focus and Vauxhall Astra and set to launch in early 2019, will be called the Corolla.
The change will take place across all of Toyota’s global markets, the Auris nameplate being completely killed off.
Common underpinnings
Toyota will also follow the lead of other manufacturers in adopting a common platform for all versions of the new Corolla. The Toyota New Global Architecture (TNGA) platform will replace the three different platforms currently used in the range.
According to Dr Johan van Zyl, President and CEO of Toyota Motor Europe, using the TNGA engineering and design philosophy will bring a whole new dimension to the brand’s next-generation Corolla models. “Adding to Corolla’s renowned quality, desirability and reliability, it delivers the more emotional values that our customers aspire to, such as a distinctive design, interior refinement, rewarding driving dynamics and powerful yet efficient hybrid electric powertrains,” he says.
“There is no better moment than the launch of the upcoming new generation model to reintroduce the Corolla name to our C-segment hatchback and wagon,” van Zyl adds.
The estate version of the new Corolla will be unveiled at the Paris motor show on 2nd October. Also on the stand will be the hatch version which was revealed at the Geneva show in March, at that time still wearing an Auris badge. Both will be built at Toyota’s UK factory in Burnaston, Derbyshire – the plant currently produces the slow-selling Auris.
Both show cars will be hybrid electric versions. The new Corolla range will also be offered with petrol engines but will follow the current trend of dropping diesel options from its line-up.
What is it?
The Peugeot 308 GTi is the performance version of the brand’s family hatchback.
Key features
Potent small-capacity engine, limited-slip differential, quality interior
Our view
The Peugeot 308 GTi may be overlooked for a visual appearance rather too close to the standard 308 that it is based on. But this conceals a strong mechanical specification that combines a powerful if more economical smaller-capacity engine with a significantly uprated chassis.
The 308 GTi is as potent as better-known rivals while not so extreme as to be an uncomfortable everyday car. It is also great fun to drive, and any hot hatch enthusiast should try it out.
Similar cars
Volkswagen Golf GTI, Ford Focus RS, Hyundai i30 N
All very subtle unless you opt for the ‘distinctive’ two-tone paintwork
Full review
Introduction
UK motorists may be having the green message forced on them ever more heavily these days, but plenty still desire a proper hot hatch – a car with performance and handling to excite when one takes the wheel.
As a result, Volkswagen still sells plenty of the Golf GTI that created the hot hatch market, Ford finds a market for equally potent versions of its Focus under the RS badge, and both now face competition from impressive newcomers such as the Hyundai i30 N.
Also very much fighting for a slice of this market is a car easily overlooked but perhaps unworthy of being ignored – the Peugeot 308 GTi. Or to give this car its full and tortuous moniker, the 308 GTi by Peugeot Sport.
One possible reason the Peugeot doesn’t excite that much is its visual appearance – basically, it doesn’t look all that special. Yes, it is dropped lower to the ground by a single centimetre compared to a typical 308, furnished with bolder alloy wheels of 19 inches in diameter, and given ‘more aggressive design elements’ front and rear. But it still appears too close to a stock 308.
That visual appearance, by the way, is aided by six exterior paint options, but the two-tone ‘Coupe Franche’ variant is a mis-step in our opinion. Emphasising the sportiness by painting the rear in a contrasting black to the main colour (either blue or red), with a sharp separation line down the rear doors that ignores the car’s natural contours, is a bit odd…
Buying and owning a Peugeot 308 GTi
So as that incredibly long official name suggests, the 308 GTi has been ‘breathed upon’ by the French brand’s motorsport department.
In fact, it’s the fourth Peugeot model to receive such treatment, its most recent predecessor being the 208 GTi by Peugeot Sport. That car had the task of maintaining a famous line – the Peugeot 205 GTi was as much responsible for creating the hot hatch market as its Volkswagen rival. With no such heritage to worry about, the Peugeot Sport treatment to the 308 is less radical.
Initially offered in two formats, the 308 GTi is now only available with a 270hp engine, the 250hp version having been dropped. As such, it lines up alongside the most powerful variants of the Golf GTI and Hyundai i30 N.
With an on-road price of £29,050, the Peugeot also sits where one would expect it to in the hot hatch market. One can buy a Golf GTI for less than £28,000 but that is with only 220hp, whereas the Clubsport variant with 265hp, much closer to the Peugeot, pushes the price over £31K.
The Hyundai i30 N is a more serious contender, however. Much praised by road testers, us included, it costs only £28K in its most potent (though not quite as fast as the Peugeot) 275hp version.
Even hot hatches usually also have to serve as everyday cars, especially those based on family hatches rather than superminis. And the 308 GTi is only available as a five-door hatch variant, not in the extended SW format nor as a three-door model.
The GTi is regarded as a range-topper in the Peugeot line-up and so comes with a hefty garnish of equipment. However, while the 308 scored a five-star safety rating from Euro NCAP when tested back in 2013, driver aids such lane-keeping assistance require spending on the options list.
Surprisingly autonomous emergency braking, an option on other 308s, is not offered on the GTi. One does get Peugeot’s Connect system, however, which automatically alerts emergency services to the car’s position if the airbags are activated, and can be operated manually too.
Inside the Peugeot 308 GTi
Looks and feels good, but lack of buttons and unusual instrument layout can be offputting
The 308 GTi scores with the general quality of its interior, which feels more upmarket than rivals. The standard-fit sports seats are comfortable while the leather and Alcantara, contrasting stitching and aluminium detailing all add to the effect.
The dash layout will divide drivers. The speed and rev counter dials, vital to performance motorists, are placed high in a pod atop the dashboard, so in theory much closer to the driver’s eye line. However, they are combined with a small-diameter, sporty steering wheel, which creates an issue in that to see the dials adequately, one has to set the wheel lower than usual, which some owners may find very odd and slightly uncomfortable.
Neat detail touches include the chequered background on the pod display, and the red centring mark at the top of the leather steering wheel – all reminders that this is a hot hatch.
The centre console is dominated by the ten-inch touchscreen. This controls just about everything, from navigation to smartphone compatibility (Apple CarPlay and Android Auto) and, crucially, the climate control. While this makes for a smooth, buttonless centre console design, navigating screens can be a bit of a pain, especially on the move.
At just over 4.2 metres long, this is one of the smallest cars in its market. But despite this, it’s generally roomy inside for front-seat occupants – those in the back may find space a little tight, however.
In terms of boot space the, Peugeot wins hands down – 470 litres is around 90 more than both the Golf and Hyundai. It’s not a totally user-friendly space, however, with a high loading lip and odd-shaped sides.
Driving the Peugeot 308 GTi
Traction out of corners is impressive, but you need to keep the revs up for best performance
The meat of any performance hatch is its powertrain. Initially, the 308 GTi may not excite with its turbo 1.6-litre petrol engine compared to the 2.0-litre versions of its rivals. But this unit, first seen in the 208 GTi, is impressive.
Peugeot Sport has worked on the internals to make this engine just as powerful as those rivals. This and the car’s compact dimensions will see the 308 GTi hit 62mph from a standing start ahead – achieving it in six seconds, which is plenty fast enough for most.
The engine is combined with a six-speed manual gearbox (there is no auto option), while other upgrades over the standard 308 models include a limited-slip differential, larger vented brakes, and a ‘Driver Sport’ pack. Operated from the cockpit, this pack sharpens the response of the engine and gearbox, while also changing the dash graphics from white to a more potent red and ensuring more of the engine note from the twin exhaust reaches the cabin.
It is on the road where the 308 GTi comes into its own. While ticking the boxes for performance, it also scores in terms of its fun factor too.
In everyday use the powertrain is well behaved, the ride firm but not overly so. Tackle a challenging route of bends and the car comes alive, though one needs to keep the revs high to get the best out of it. Traction out of corners is particularly impressive, the limited slip differential playing its part here.
Despite the fun factor, the 308 GTi is quoted with both fuel economy and emissions levels significantly better than its rivals – an advantage of that smaller capacity engine.
Summary
Back when this reporter started out on a modified car magazine many years ago, we would have referred to the 308 GTi as a ‘street sleeper’. From the outside it doesn’t look that impressive, but it makes up for this where it really matters – on the road.
The 308 GTi is a very good hot hatch – one that is not so outlandish as to be unsuitable as an everyday car, but also with enough performance, handling and grin factor to please the most enthusiastic of drivers.
Need a dashcam for your car? Apparently, you do.
The AA says on its website: “In the heat of the moment, even when you think you had a full view of the road, there are still times when we miss what really happened in an accident. A dashcam could be the answer in settling insurance disputes and claims, and may help you to improve the way you drive.”
There is little doubt that dashcams are an increasingly popular automotive gadget and we thought we would have a look at two recently-launched models, the Mio MiVue 766 WiFi and the Garmin Dash Cam 55 Plus, along with a number of others we’ve tried over the course of this year.
Before we look at individual models, let’s deal with the negatives and get them out of the way.
The instructions/user manuals for both, and their associated websites, are not helpful or particularly clear. If you are an electrical engineer with a side-line in coding or similar you will find them a breeze. Most people are not, and won’t.
Second, to supply the devices with power you need to plug them into the car wherever it has a power outlet. This leaves loose wires on which handbags, briefcases and similar will snag, as will feet and hands. And if you want to charge your phone… in other words, they are not the most convenient in use.
Which leads to the third issue: with more and more cars coming with surround cameras as standard, it is only a matter of time before manufacturers add a recording function and these will start down the slow road to obsolescence.
If you believe the AA and want a dashcam, any of these will certainly do the job. The real question, though, is do you need one?
Mio MiVue 766 WiFi
Mio MiVue 766 WiFi
This is, excuse the pun, a middle-of-the-road model that includes the functions most users will want and leaves out the unnecessary. One very useful addition is that it includes WiFi, so you can connect to your phone and download pictures of your most recent RTA (Road Transport Accident) either as evidence to your insurer or a police person.
Social etiquette point here: other than those folk, people who were there saw it; people who weren’t don’t care. Just like other peoples’ golf stories.
The Mio has a 1080p Full HD sensor which is all that is required, so long as the lens is clean.
Mio’s 2.7-inch screen is also a touchscreen, which is better for initial setup.
It also has GPS, so your location data is saved with your footage and you can prove where you were, or at least where your car was, at a particular time.
It’s a caring device and alerts you when senses that you are drifting out of your lane or anticipates a forward collision.
It’s a good, solid and dependable piece of kit.
Garmin Dash Cam 55 Plus
Garmin Dash Cam 55 Plus
This is a well-designed and attractive unit, with endless functions including speed camera warnings (illegal in some countries), GPS and Wi-Fi. There is voice control, which is handy if you have no-one to talk to, though you can also command it to save and ensure what’s just happened isn’t recorded over when the memory card is full.
This version is an update on an earlier model, now with polariser and lifetime safety camera updates (seriously; be careful, especially in France where your whole car can be confiscated if you use a camera detector).
The Garmin is one of the smallest dash cams around and has a two-inch screen plus a small magnetic mount, which stops it annoying an easily annoyed passenger who insists on an unobstructed view of the road ahead.
It’s really simple to remove when you park because all that’s left on the screen is a stuck- on magnet.
It uses buttons which are placed for left-hand drive cars. New muscle memory needs to be formed if you lob it behind your rear-view mirror.
The menu system follows the theme of the manual though, to be fair, if you think like a primary school child, and at the same speed, you’ll be fine.
The supplied memory card is 8GB which is sufficient for around one hour of footage. It supports cards of up to 64GB.
The power cable is very long so that you can tuck it behind trim panels where it will probably rattle. You can buy a hard-wiring kit which is better on many counts, though clocks in at just under £30.
It has a lane-departure and forward collision warning and a useful ‘Go’ alert which tells you that traffic has moved away in front you and you haven’t noticed. Why haven’t you noticed? Are you on your phone?
There is a safety camera database you can access for free via the Garmin Express app.
Voice recognition is also included, which will save video and even take pictures.
It’s only available from Halfords
The Car Expert has tested a number of other dashboard cameras over the course of this year. Here’s our take on them, from Cat Dow:
Ring RBGDC15 Onboard cam
Ring RBGDC15
This Ring camera is incredibly small. If you’re looking for something that will sit neatly behind the rear-view mirror, this is the one. At around £30, Ring RBGDC15 is the cheapest dashcam we’ve tested. It comes with a suction mount and, surprisingly, a rear screen. Some users might struggle with this 1.5-inch display, which hasn’t the greatest playback—and perhaps the menu buttons.
Yet, for the price point, the footage, obtained by connecting the camera directly to your computer, is pretty impressive. You’ll need to buy a micro SD card, however, since one isn’t supplied.
Transcend DrivePro 230
Transcend DrivePro 230
Transcend’s 230 dashcam is great value at around £100. Not only does it come with a 16GB memory card, but it records in full high definition (HD), has enhanced night view—great for dusk and after-dark recording—and additional features include traffic sign recognition, lane keep assist and speed camera assist.
The size of the device itself is modest, but it’s big enough to have a well-sized rear display. If you’re looking to view and share footage more easily, the companion app is available to download on iOS and Android handsets.
Nextbase 312GW
Nextbase 312GW
Nextbase’s plug-and-play approach, using top-of-the-range polarised lenses—to mitigate against glare—has made it one of the most popular manufacturers for good quality, reliable dashcams in the UK. Its partnership with Halfords means its good value if you’re looking to hard wire a dashcam in.
Pitched under £100, the 312G has a wide 140-degree angle of vision, easy-to-use companion app and large rear display. Disappointingly, it doesn’t come with a memory card and the recording quality isn’t as good as others we’ve tested.
Silent Witness SW224
Silent Witness SW224
The SW224 is THE luxury dashcam. Pricey at almost £200, this unusually-shaped device has the benefit of looking nothing like a dashcam (if you wanted something a little more subtle). There’s no rear display, but image capture is excellent, with great definition and good recording in low light conditions.
The SW224 also features GPS tracking, driver behaviour monitoring and a companion app, which is the only way to view footage. Thoughtfully, the practical 12-volt plug has a dual-USB adaptor, so the camera isn’t hogging the power supply. The magnetic mount is fitted with a sticker and a memory card is included.
Ring RBGDC200
Ring RBGDC200
Ring’s RBGDC200 is a slightly larger dashcam, with buttons that would suit drivers with less dexterity. The rear screen is adequate and there’s a certain familiarity with the RBGDC200. Buttons are located in a similar place to a personal camera and menus are very easy to navigate.
What the RBGDC200 lacks in style, it makes up for in functionality. It has a start/stop feature, which means as soon as the ignition is turned over, it starts recording. For under £100, the integrated GPS and 1080p resolution make this dash cam a great choice for those looking for a simple vehicle incident recorder.
Thinkware F770
Thinkware F770
Thinkware’s F770 is a bit of a fiddle to attach to the windscreen, since it uses 3M stickers. The plastic backing was troublesome and once it’s on, it’s there forever (unless you have a pickaxe to get it back off again).
Once attached, this sleek dashcam sports a low, less conspicuous profile and a lens that can swivel to suit your windshield angle. There’s no rear display, so playback is only available via the companion app.
The 1080p high-definition resolution was top performing and the super night vision feature made easy work of footage captured at night. Packed with expensive components, the £200+ price tag is sort of understandable, but really only justified if aesthetics are really important to you.
Additional reporting by Cat Dow.
The Vauxhall GT X Experimental concept has been unveiled and described as ‘a vision of the future’ for the brand.
According to its creators, the sporty-pitched concept shows off design cues that will feature across future Vauxhall (and Opel) models, suggesting the brand will follow a much bolder design path following its recent acquisition by PSA Group.
These include the ‘Vauxhall Compass’ and ‘Vauxhall Visor’ – front and rear-end treatments that will become the signature of cars wearing Vauxhall’s Griffin badge.
The GT X Experimental is a five-door electric SUV – the SUV sector is now by far the biggest growth area in the car industry with Vauxhall and sister brand Opel expecting such vehicles to account for 40% of all their sales within the next three years.
As a result, the GT X Experimental represents efforts to make Vauxhall/Opel SUVs more efficient – it is very compact, built on a new, lightweight architecture and measuring only four metres in length and 1.8 metres wide.
The car’s electric motor is powered by a 50kWh, compact next generation lithium-ion battery with inductive charging. Vauxhall adds that the GT-X Experimental does not offer fully autonomous driving, because the brand’s efforts are focused on innovation that will be accessible in the near future. However, it does have Level 3 autonomous driving functions – this means it can handle all aspects of driving, but the driver must be able to respond to a request to intervene.
The design team, lead by design had Mark Adams, are also promising a spacious and bright interior. The front doors open to 90 degrees while those in the back are rear-hinged, and a combined panoramic windscreen and roof stretches right back to the rear seats.
Clever styling touches include smoothing out the exterior by hiding many of the panel lines of a traditional car, such as for the bonnet and door openings, and removing exterior furniture such as the door handles and mirrors. A yellow graphic along each side of the car both houses small camera for rear vision and conceals the top lines of the doors, while the vertical line of the rear doors is combined with that of the boot.
According to Mark Adams, the concept signals a very exciting future for Vauxhall. “The Vauxhall GT X Experimental embodies the spirit of our core brand values,” he says. “It’s an approachable concept that people can identify with – it confidently combines a pure and bold design execution with progressive technology that makes life easier.”
As the brand’s top model, the Tarraco will come fitted with a suite of driver-assistance systems including autonomous emergency braking and new technologies such as an emergency call feature and rollover protection.
It will be fitted with SEAT’s ten-inch digital cockpit display, and an eight-inch screen on the centre console offering connectivity and infotainment functions. The Tarraco will be the first SEAT to offer control of the infotainment through making gestures in front of the screen.
Order books will open for the Tarraco in December and two petrol and two diesel versions will be available. The 1.5-litre TSI petrol offers 150hp through a six-speed manual gearbox, while the 2.0-litre version produces 190hp through a seven-speed automatic with all-wheel-drive.
The diesels are both 2.0-litre units, with power outputs of 150 and 190hp respectively. The 150 will be offered in front-wheel drive with six-speed manual or seven-speed auto plus all-wheel drive while the higher power unit is specified only with the auto ‘box and all-wheel-drive.
SEAT also states that the Tarraco will at a later date be offered with ‘alternative powertrain technologies’. This is expected to be a plug-in hybrid model with 210hp and a CO2 emissions output of under 50g/km.
One way of increasing the range will be to specify the optional virtual exterior mirrors. These replace the traditional door mirrors with small rear-facing cameras that display their images on high-contrast displays in the cockpit, improving the car’s aerodynamics in the process by removing the drag-inducing mirror housings.
The battery pack is mounted flat under the floor to keep the car’s centre of gravity low, centrally between the axles helping to produce a perfect 50:50 axle weight distribution.
The driver also has seven driving modes to choose from through Audi’s drive sect system. This acts on the standard-fit air suspension and adaptive dampers, and in some modes can vary the ride height by up to 76mm.
The e-tron is a full-size SUV, measuring 4.9 metres long and with a 2.9-metre wheelbase. Inside it is configured as a five-seater, with a 660-litre boot.
Alongside the e-tron reveal Audi has announced that it will put 12 electric models on sale by 2025 and expects by then that such cars will account for a third of the brand’s sales.
Electric options will be available ‘in every relevant market segment from the compact to the full-size class’, starting with the e-tron and a Sportback estate version, both on sale in 2019.
Audi intends to unveil an e-tron GT concept car at the Los Angeles Auto Show later this year, the coupé developed in conjunction with Porsche.
In total four new vehicle platforms are being developed for these models – some will use the Volkswagen Group’s new 
The flat mounting both aids handling, by lowering the car’s centre of gravity, and increases the space available to design the interior to best suit the car’s occupants.
The first vehicle to use the new platform will be the Volkswagen ID, which goes into production at the end of 2019. By the end of 2022, the four brands should be offering up to 27 MEB-based models worldwide, from small cars to the lifestyle-pitched Bulli, a people-carrier retro styled to recall the iconic Type 2, better known as the VW Camper.
Volkswagen adds that some 10 million EVs will eventually use the first-generation MEB platform.
All ID models will be designed for fast charging. Using a new battery system developed in-house, Volkswagen claims charging to 80% capacity will be possible in 30 minutes. The group has also unveiled what it describes as an affordable home charging system dubbed the ‘Volks-Wallbox.’
Thomas Ulbrich, Volkswagen’s board member in charge of electric development, claims that the MEB will transform electric vehicles from niche products to best sellers.
“We will make electric vehicles popular and get as many people as possible excited about electric cars,” Ulbrich says.
“The MEB is one of the most important projects in the history of Volkswagen – a technological milestone, similar to the transition from the Beetle to the Golf.”
The standard Electronic Stability Control (ESC) system is retuned while Kia’s Vehicle Stability Management (VSM) system is fitted as standard, along with Torque Vectoring by Braking, the electronic aid braking the inside wheels to reduce understeer around corners
Larger front brakes are fitted, the 320mm vented discs being 32mm larger in diameter and 3mm thicker than the standard Ceed’s. They sit inside 18-inch standard-fit alloy wheels to a design specific to the model.
Visual differences to emphasise the car’s performance credentials include a bespoke front bumper with large pair intakes and gloss black trim, more substantial side sills in gloss black and red, a rear bumper with gloss black diffuser and a small roof spoiler.
Inside sports front seats in leather and suede and with red stitching are fitted, along with a D-shaped steering wheel and aluminium pedals. Cars with the double clutch transmission also gain alloy shaft paddles on the steering wheel, while the standard car’s grey cloth roofliner makes way for a black version.
As a top-level model the Ceed GT will be fitted with an extensive equipment specification. Full details, as well as performance figures and prices, will be announced closer to the car’s launch.
Kia will also unveiled the five-door coupe-styled ‘shooting brake’ version of the Ceed, the ProCeed, at the Paris show.
The Proceed will be sold in two trim levels, GT-Line and GT, the latter matching the five-door hatch GT that is also debuting at Paris (story here).
GT-Line variants will be offered with either the 1.0-litre 120hp or 1.4-litre 140hp turbocharged direct injection petrol units, or a 1.6-litre diesel with 136hp. Six-speed manual transmissions will be standard but the 1.4 and 1.6 will also be available with Kia’s new seven-speed dual-clutch auto unit.
The ProCeed GT gets the same 1.6-litre T-GDi engine as the five-door GT, with 204hp and 265Nm. Again six-speed manual or seven-speed auto transmission options will be available.
Kia Proceed models will reach UK customers in the first quarter of 2019 – Kia plans to release full specifications and pricing closer to the car’s showroom launch.
Petrol versions will include the latest 155hp engine mated to an eight-speed auto transmission, as well as 130hp and 100hp units. A 1.5-litre diesel will complete the powertrain line-up.
The DS 3 Crossback is the first car to employ the new CMP (Common Modular Platform), which will eventually be used by the entire next generation of smaller cars across the PSA Group, including the next 
Using a compact electric drivetrain will also free up significant extra practicality in the EQC, taking advantage of the space liberated by removing the conventional engine and transmission. The 500-litre boot space is almost 80 litres more than in the GLC.
Two electric motors are employed in the car, one on each axle to provide an all-wheel-drive powertrain. Total output is 300kW, equivalent to 408hp and with 765Nm of peak torque, sending the EQC from rest to 62mph in 5.1 seconds and onto a 112mph limited top speed.
Mercedes also promises a range of more than 450km, which equates to plus 279 miles with a zero CO2 emissions figure. However, this is on the current NEDC cycle – in ‘real world’ driving the range between charges is likely to be closer to 200 miles.
EQC variants will be equipped as standard with a 7.4kW onboard charger for home charging or at public charging stations. The car will also be able to be charged at stations with outputs of up to 110kW, boosting capacity form 10 to 80 per cent in around 40 minutes.
With all five rear seats folded, up to 1,608 litres of boot space is available.
Mitsubishi has also updated its ‘Dynamic Shield’ design language on all 2019 versions of the Outlander. Changes include a new honeycomb mesh front grille, front lower extension and new headlamp design, revised rear bumper and new two-tone 18-inch alloy wheels.
Interior updates range across reduced engine noise, more supportive front seats, one-touch electric operation on all four windows, a heated windscreen and Mitsubishi’s new SDA (Smartphone Link Display Audio) system. This includes 
New driving assistance technology now available for the 500X includes Traffic Sign Recognition, Speed Advisor (which matches the speed of the car to the speed limit identified by the Traffic Sign Recognition) and Lane Assist, all now included as standard on all versions of the car.
Blind Spot Alert, Adaptive Cruise Control and City Brake Control (autonomous emergency braking) are on the options list.
All versions of the 500X are now supplied with Fiat’s Uconnect infotainment system, accessed through a seven-inch touchscreen and including 
The car’s electric motor is powered by a 50kWh, compact next generation lithium-ion battery with inductive charging. Vauxhall adds that the GT-X Experimental does not offer fully autonomous driving, because the brand’s efforts are focused on innovation that will be accessible in the near future. However, it does have Level 3 autonomous driving functions – this means it can handle all aspects of driving, but the driver must be able to respond to a request to intervene.
The design team, lead by design had Mark Adams, are also promising a spacious and bright interior. The front doors open to 90 degrees while those in the back are rear-hinged, and a combined panoramic windscreen and roof stretches right back to the rear seats.
Clever styling touches include smoothing out the exterior by hiding many of the panel lines of a traditional car, such as for the bonnet and door openings, and removing exterior furniture such as the door handles and mirrors. A yellow graphic along each side of the car both houses small camera for rear vision and conceals the top lines of the doors, while the vertical line of the rear doors is combined with that of the boot.
According to Mark Adams, the concept signals a very exciting future for Vauxhall. “The Vauxhall GT X Experimental embodies the spirit of our core brand values,” he says. “It’s an approachable concept that people can identify with – it confidently combines a pure and bold design execution with progressive technology that makes life easier.”
