Volkswagen has unveiled a major facelift for its best-selling Golf, focusing on new engines, an updated interior and particularly new infotainment technology.
The revisions to the seventh-generation Golf have been revealed during an event at VW’s Wolfsburg, Germany headquarters with three and five-door, estate and GTI variants on show.
Updating a model now four years old, the visual changes are subtle, with reprofiled front and rear bumpers, LED daytime running lights and full headlamps, replacing the previous halogen versions, revised front wings and LED tail lights, alongside new wheel and colour choices.
A new TSI turbo petrol engine joins the range, a 1.5-litre 150hp four-cylinder unit with Active Cylinder Management – already seen in cars from sister brand Audi, this shuts down two cylinders when they are not needed.
A Bluemotion version of this engine with 130hp will follow, while the GTI model will see its power increase by 10hp to 230hp in stock form and 245hp in Performance variants.
VW also intends to replace the current six-speed automatic transmission with a seven-speed version – again, already in cars from Audi.
A GTI version of the new model was included in the unveiling.
The main focus of the new car however will be major increases in technology, particularly connectivity, in a bid to better compete with more recently launched cars from rival brands.
VW states that it is ‘digitising’ the Golf with a completely new generation of infotainment systems. Topping these will be the Discover Pro system which features a larger nine-inch display screen and can be operated by gestures – VW saying that this is a first in the car’s segment. The previous five-inch screens in lower spec models have been replaced by six-inch versions.
Larger infotainment screens dominate the interior.
A larger range of online services and apps will also be available for the Golf, in ‘Connect’, ‘Security & Service’ and ‘Guide & Inform’ categories.
The safety package has also been upgraded with more driver assistance systems added – Golf owners will be able to specify technologies such as City Emergency Braking with new Pedestrian Monitoring function, the new Traffic Jam Assist that allows partially autonomous driving at up to 35mph, and Emergency Assist – also claimed to be a segment first, this will stop the car if it detects the driver is no longer controlling it.
The facelifted Golf will make its public debut at the Los Angeles motor show on 14th November and is due on UK roads in April 2017. Prices are yet to be announced but industry sources suggest they will rise due to more equipment being offered on the cars.
The second-generation version of the five-door four-seater Porsche was launched in 2015 and will now gain a new engine and a longer-wheelbase model, as well as more luxurious versions taking the Panamera range to ten variants.
The 3.0-litre V6 turbo petrol engine, also used by Audi in its S4 and S5 models, will be supplied in the entry-level Panamera. Matched to an eight-speed PDK double-clutch transmission as standard it offers 330hp, 20hp more than the equivalent in the first-generation model. Fuel efficiency is also improved by up to 13%, to between 35.8 and 37.7mpg.
Rear-wheel-drive models with the new engine will cost from £66,386, those with Porsche Traction Management (PTM) all-wheel drive in the Panamera 4 from £69,412, while it will also be offered with the long-wheelbase Panamera 4 Executive models.
Executive variants add 15cm extra between the wheels and a higher specification that includes a large panoramic roof, heated seats with multi-way powered adjustment in the front and rear, a roll-up rear screen sunblind and the Porsche Active Suspension Management (PASM) adaptive air suspension with an electronically-controlled damper system.
Porsche will offer Executive versions with all the Panamera engine options, the V6 turbo model costing from £76,034, the 462hp E-Hybrid £84,838.
The Panamera 4S Executive, costing from £98,672, and the Turbo Executive (£122,480) also add rear-axle steering and soft-close doors.
Executive buyers can also choose an optional large rear centre console, which can be equipped with two integrated folding tables and an antenna connection for an additional smartphone.
Porsche dealers are now taking orders for the new models that are expected on UK roads early in 2017.
“We share the same name, and the same address – and that’s it,” is how Wayne Bruce, global communications director of car manufacturer McLaren Automotive, describes his company’s relationship with the racing team every Formula One fan knows about.
Welcoming The Car Expert to a day experiencing McLaren’s much-desired cars, Bruce explains that McLaren Automotive is physically separate from the F1 team that propelled James Hunt and Lewis Hamilton to their first World Championships, and turned Ayrton Senna into a racing icon.
The supercar maker is just six years old, yet already has set an impressive tally of achievements – and the pace is increasing…
The brand’s history goes back to 1963 when New Zealand-born racing driver Bruce McLaren launched his own team, building cars for Formula One, American IndyCar racing and the Can-Am sportscar series, where initially the team enjoyed its greatest success.
Sadly Bruce McLaren was killed in 1970, testing one of his Can-Am cars at Goodwood, and his number two, American Teddy Mayer, took over as team principal. But it was after 1981 that the team would see its greatest success, when Ron Dennis assumed control.
Dennis became the brand’s driving force through many an F1 World Championship, and in 1991 diversified into road car manufacture – Bruce McLaren having been developing a light sports car at the time he was killed.
Created by race car designer Gordon Murray, the F1 road car became legendary. The supercar with its novel three-seater layout – the driver sitting between and slightly forward of their passengers – sold for £600,000 and in total 106 were built. To buy one of them today you would likely need around £10 million…
The company later collaborated on a road car with its F1 engine supplier Mercedes-Benz. That car was the McLaren-Mercedes SLR, and when the collaboration ended with Mercedes setting up its own Grand Prix team, the brand created its own road car manufacturer, launching McLaren Automotive in 2010.
Where it all began – the iconic McLaren F1.
A different direction
Initially, Ron Dennis played a major role in the road car division – even stepping back from the F1 racing team to focus his energies on the project. And many people think he still runs the show today – at the start of our driving day, news is breaking suggesting that Dennis is about to be replaced as head of the McLaren Technology Group, the umbrella company encompassing most of the brand’s operations, and Bruce is thus fielding questions on the subject.
McLaren Automotive, however, is its own entity, not part of the group, and while Dennis owns 11% of the car maker and has the title of chairman, he plays no day-to-day role. “Ron Dennis doesn’t run McLaren Automotive – he attends quarterly shareholder meetings but has other things to occupy his time these days,” Bruce says.
CEO of McLaren Automotive is Mike Flewitt, described by Bruce as “a real car guy,” with a CV that saw him join Ford at the age of 18, rise through the ranks, spend some time at Rolls-Royce and return to the blue oval to oversee its European production before joining McLaren in 2012.
Bruce McLaren, the founder of the company.Ron Dennis made McLaren a world player and created the car manufacturer.Mike Flewitt is in charge of today’s McLaren Automotive.
It was Flewitt who, at the Geneva motor show in March 2016, unveiled a very ambitious business plan for the company – dubbed ‘Track 22’, it will see McLaren Automotive launch 15 new models over the next six years.
While some might think such volumes would daunt much larger manufacturers, McLaren has already crammed a lot into its six-year history. In 2011 the company opened its factory, the McLaren Production Centre, adjacent to the F1 team and part of the futuristic Woking facility that from outside looks more like an aerospace centre. We are told it is just as different inside but that will have to wait for a future feature…
The start of the story – the McLaren MP4-12C debuts at the 2010 Goodwood Festival of Speed.
McLaren today employs 3200 people at Woking, England, the F1 and road car facilities alongside each other.
McLaren describes its production facility as ‘like no car plant you’ve ever seen.’
There is certainly an F1 influence in the pristine surroundings of the MPC.
Virtually every motor show has seen something new from McLaren, most recently the bold Track 22 business plan.
Six busy years
Also opened in 2011 was the first retailer, in the upmarket surroundings of London’s Knightsbridge, and to fill its showroom the company promised a new car each year. The first was the MP4-12C, the seemingly dull name recalling the F1 team’s most successful line that in the hands of Alain Prost and Ayrton Senna dominated the sport in the late 1980s, winning all but one GP in 1988.
In 2012 the MP4-12 Coupe gained a topless sister, the Spider. And at that year’s Paris show, McLaren showed a concept for a highly exclusive supercar dubbed the P1. “Some 750 people around the world contacted us interested in buying a one million pound McLaren, enough to convince us to show a production version at Geneva in March 2013,” Bruce says.
“They didn’t care so much about how much it was going to cost or how fast it was going to be – they clearly knew it would be very fast. The number they were most interested in was how many we were going to make.
“There’s an old saying in marketing that if two people like popcorn one will change their mind, so we took 750 and divided by two to get 375 – in five months they had all sold out.”
The iconic pioneer – the McLaren F1.
The first car from McLaren Automotive – the MP4-12C.
One year after the Coupe, a Spider version of the 12C was launched.
The P1 – the ‘£1 million McLaren’…
The 650S launched in both Coupe and Spider variants.
A Le Mans special edition of the 650S sold out very quickly…
…As did the 675LT, or ‘Long Tail’
The following year’s Geneva show saw the debut of the 650S, in both coupe and spider form. It was intended to be a faster, more aggressively styled version of the 12C but in the process it killed its inspiration. “Within a few weeks everyone wanted the more expensive, newer car, so we decided to cease production of the 12C.”
However before the news was released, the company wrote to all 2,500 12C owners to explain the decision and to offer them a free software upgrade pack. “It gave them many of the advantages of the 650S at no cost – an example of the different way we do things at McLaren.”
The past year has seen the company launch an incredible eight cars. The 650S Le Mans was a 50-strong special edition and predictably sold out quickly. A production run of 500 for the 675LT – the letters standing for ‘Long Tail’ and recalling Le Mans sports cars – was accompanied by a £259,000 price tag, and all were sold in four months. Bruce says that today the occasional example is advertised for sale, at upwards of £350,000…
Not planned was the P1 GTR, an even faster version of the P1, and produced as a result of customer demand. Each had a £2m price tag and to buy one a customer had to already own the stock P1. Demand eventually pushed the planned 25-strong production run to 50.
Possibly the most important car launched in 2015, however, was the 570S – unveiled at the New York show in April, it was priced at only £146,000 and for the first time pitched McLaren against mainstream rivals such as the Porsche 911 Turbo and Audi R8. Later that year it was joined by an even less expensive sister, the 540C. At £128,000 this car is dubbed by Bruce “as affordable as a McLaren will ever be – we can’t make a true McLaren for any less.”
Another special 650S, dubbed the Can-Am and recalling those sports car successes of the 1970s, ran to 50 units and of course sold out quickly, while customers were also pressing the company to make more examples of the Long Tail.
Instead at the winter ball that McLaren holds for its customers in Woking each December, a Spider variant was revealed; “We thought at 500 units costing close to £300,000 it might take three to four months to sell out, so we surprised ourselves when they went within two weeks.”
The newest McLaren, for now, is the 570GT, unveiled at the 2016 Geneva show and described by Bruce as “a different type of car for us, more comfortable, tuned for longer journeys – it’s the most practical car we’ve done yet.”
The race pedigree is obvious in the even faster version of the P1, the GTR.
The 570S is an important car, the almost mainstream McLaren.
The 540C – ‘the most affordable a McLaren ever will be…’
The 650S Can-Am recalls a glorious period of McLaren racing history.
Customers demanded more Long Tails – what they got was a Spider version…
The 570GT – ‘the most practical McLaren.’
From Sport to Ultimate
Today McLaren’s portfolio comprises three strands – the Sports Series is the entry point, comprising the 540C and 570S, the Super Series is the core of the range and encompasses the 650 and 675, while the Ultimate Series currently has no models following the end of the P1 GTR production run. “We are working on a future Ultimate Series car, we can’t say when it’s coming but like the P1 it will be a very limited production and cost more than other cars in the range, and it will be very focused in what it does.”
Also part of the company is MSO – McLaren Special Operations, the ‘bespoke’ division, and itself split into five parts. MSO Ltd produces cars such as the 650 S Can Am; MSO Programmes organises events, usually at F1 GPs, for owners of the P1 GTR. MSO Defined offers a range of accessories fitted on the production line, such as carbon door mirror arms for example.
McLaren Special Operations aims to answer every owner’s bespoke requests…
MSO Bespoke will specify a car to anything the customer desires, “apart from messing with the drivetrain – we feel we know better than our customers on that, but we are not the style police and whatever the customer wants the customer gets.” And finally MSO Heritage cares for the original McLaren F1, and in future will maintain P1s.
So far, it all seems to be going to plan. McLaren has seen record results each year, in 2015 selling 1,654 cars across the globe, through a dealer network that now numbers 80 outlets, six of them in the UK. And the company is particularly proud of recording a third successive year of profitability.
The brand’s sales are expected to double in 2016 to around 3,000 cars and by the end of the decade the company would like to be producing around 4,500-5,000 each year – but no more; “We have no aspirations to make any more cars than that, not least because we are committed to production staying in Surrey – a plaque in each car proudly proclaims that fact. We’ve just introduced a second shift at Woking and hired 250 new people, taking our staff to 1,700 in total.”
So a very positive picture, and one that allows Bruce to deny with conviction the other big rumour of recent times, that the company was about to be taken over by computer giant Apple. “McLaren is most certainly not for sale – we will remain self-funded and fiercely independent. All the components in our cars are unique to ourselves, we don’t borrow from anyone.”
In the early days McLaren highlighted its F1 heritage, here in the first, London outlet.
Today the F1 cars are nowhere to be seen…
McLaren retailers now have their own distinctive look.
Dealerships that are bound to turn heads.
Electrifying plans
What form that planned future product, the 15 new models, will take Bruce is unsurprisingly not saying – though there are some clues.
McLaren puts some 30% of its turnover – £120m in 2015 – into developing future product. “I think a typical manufacturer puts in 3%,” Bruce says, adding; “We will invest a billion pounds in the next six years and at the end of this period at least half of our cars will feature hybrid technology.”
He also points out that the brand is happy not to follow convention; “ We were the first supercar maker to go from a V12 to a twin-turbo V8 engine and the P1 is a hybrid.”
And a full electric vehicle is also in the pipeline; “We have begun work on a pure electric vehicle to sit in our ultimate series – it’s a big challenge for our engineers, not least how to make an EV as exciting to drive as one of our petrol-fuelled cars.”
McLaren already offers an electric car – this is it, and it only costs £375…
And how about following the lead of other premium makers, Bentley, Maserati, Rolls-Royce, and building an SUV? “Don’t wait for a McLaren SUV – it’s not coming for several reasons,” says Bruce.
“We don’t have the space to build one, we don’t have the desire to build one, financially we have no need to make one and finally our customers are not asking us for one – they are very happy with their Range Rovers and Bentaygas.
“McLaren is about supercars – and it will stay that way.”
Renaultwill launch the fourth-generation version of its Scenic MPV onto UK roads in December.
Available like its predecessors in both five-seat Scenic and seven-seat Grand Scenic versions, the car will cost from £21,245.
Renault claims to have invented the compact MPV segment with the launch of the original Scenic in 1996, and the arrival of the latest model completes the renewal of the brand’s entire UK range, the French manufacturer stating that it has the most up-to-date model range on sale in Europe.
Both models are built on the Renault-Nissan Alliance Common Module Family (CMF) platform, which has been employed across the European Renault range including on the Megane, Kadjar, Espace and Talisman.
Engine choices will range across five units. There will be two TCe turbo petrol options, both of 1.2 litres, with either 115 or 130hp and matched a manual transmission. Diesel buyers will have a choice of a 1.5-litre dCi of 110hp with either a manual or EDC dual-clutch auto gearbox, the 1.6-litre 130 in manual form only, or the range-topping 1.5-litre dCi 160 engine with EDC.
Renault also intends to offer a hybrid-assist version of the car, combining the dCi 110 diesel with a 10kW motor that cuts fuel consumption by around 8 to 10 per cent. Models equipped with this engine, which goes on sale in Spring 2017, will have quoted combined cycle fuel economy of 80.7mpg and CO2 emissions of 92g/km.
Both variants will be sold in the four trim levels familiar across other Renault models, Expression+, Dynamique Nav, Dynamique S Nav and Signature Nav. Renault is heavily promoting the safety package that includes an Active Emergency Braking System (AEBS) with Pedestrian Detection as standard on all models – claiming to be the only vehicles in the class with this technology. The Visio active safety system is also standard comprising lane departure warning, traffic sign recognition and auto high/low beam headlamps.
Other standard equipment on entry-level models includes an electronic parking brake, LED daytime running lights, automatic dual-zone climate control, automatic headlights and windscreen wipers, electric heated and folding door mirrors, an integrated fuel filler with the cap a part of the fuel flap, a leather steering wheel, a DAB radio with AUX and Bluetooth connectivity, a seven-inch touchscreen and cruise control. Grand Scenic models also include roof rails.
Renault dealers will open order books for the Scenic on 1st December with first deliveries to customers later that month.
Vauxhall is to add another crossover to its line-up in early 2017 – the Crossland X.
The car will be the first of five new model launches next year, the others being a new C segment crossover and three versions of the latest Insignia.
Currently the brand is giving little away about the Crosswland X, though industry sources expect it to be a replacement for the current Meriva. The head of Vauxhall’s European sister brand Opel, Karl-Thomas Neumann was quoted at the Paris Motor Show in September as saying the newcomer would be a ‘B-CUV’ – a mix of MPV and SUV, and would be part of a joint project with Peugeot–Citroën parent PSA Group, using shared platforms.
Comments by Vauxhall chairman and managing director Rory Harvey suggest that the Crossland X will be similar in size to the current Mokka X, but with a different look, in similar fashion to the way Suzuki markets the similarly-sized S-Cross and Vitara models.
“The Crossland X will sit next to the Mokka X in our range, but their identities will be well-defined, and we anticipate that each will have its own following,” says Harvey.
Vauxhall’s release adds that the Crossland X “will appeal to buyers with families who demand agility and convenience in urban driving, but with enough comfort and performance to cover long distances at the drop of a hat.”
Harvey says more information on the car will be revealed at the start of next year; “We’re excited about the way Vauxhall’s crossover and SUV family is shaping up – and there’s more to come.”
The larger C segment crossover, described by Vauxhall as similar in size to the Astra and Zafira Sports Tourer but with ‘an especially sporty design’, is again expected to be built in conjunction with PSA.
The Insignia Grand Sport will replace the current Insignia as the Vauxhall flagship model and is described as ‘a large and practical five-door hatchback’, with ‘a coupe-like silhouette, huge driver appeal and a class-leading all-wheel-drive system.’
It will spawn an estate version, the Insignia Sports Tourer, which is said to take many of its design cues from the Monza Concept of 2013, and offer greatly increase interior space.
The new Insignia range will be completed by the Country Tourer, an Audi Allroad, Volvo Cross Country style vehicle with all-wheel-drive as standard and off-road styling.
Harvey describes 2017 as a landmark year for Vauxhall. “Our portfolio will grow, for sure, but it’s the quality and innovation which underpins our new products that will surprise customers,” he claims.
“The Insignia Grand Sport will force buyers to reassess how they perceive our brand, and later in the year our two crossover offerings will bring Vauxhall to, in many cases, completely new sets of buyers,” Harvey adds.
What is it? TheInfiniti Q30 is the company’s most mainstream model yet, a fleet-appealing hatchback. Key features: More powerful petrol engine, business-pitched option pack. Our View: Ticks many boxes and offers a viable alternative to the Audi or BMW norm. Review type:Full road test
Infiniti has been trying for some time now to establish itself as an alternative upmarket brand on the UK market, and as Toyota’s equivalent Lexus previously discovered the path has not been easy.
Much of the brand’s hopes now ride on the Infiniti Q30, launched last year as a model to appeal to the mainstream market and especially fleet customers who might want something different to their Audi and BMW-driving colleagues.
The Infiniti Q30 is a hatch that ticks the right boxes for many UK buyers, and also offers an extra element in that while a Japanese car, it’s also a British one, built at the huge plant of parent brand Nissan in Sunderland.
The latest model to join the Q30 range carries a new version of the 1.6 petrol engine, matched to a 7DCT auto/manual transmission and with more power than its manual sister but also offering marginally better economy and emissions.
Styling/Interior
With petrol propulsion seemingly recovering some of its popularity, The Car Expert tried out the newcomer.
One of the most frequent criticisms levelled at the Infiniti Q30 is that it is rather too close to the Mercedes-Benz A-Class on whose architecture it is built around. Visually this is less than obvious, in fact this reviewer considers the exterior profile quite distinctive when compared to rivals, but was somewhat bemused when his son kept mistakenly heading for Nissan Jukes thinking they were the Q30!
While quite high in profile, the car also looks muscular, with a bold, purposeful front end and a rising belt line to a small rear window, in the process producing a pleasing coupe-like stance. The car does stand quite prominently, almost crossover-like, which is curious considering it has since gained a crossover sister in the QX30.
The stance translates to a very good view once one slips behind the wheel, visibility definitely superior to more normal rivals. Ahead the dash layout is fairly conventional though also functional. Our version had the optional Business Pack fitted which includes navigation, and this is placed high on the centre console for easy viewing, though we found the screen a bit garish in colours for what is aimed at an upmarket audience.
Fit and finish is very well done – the soft touch surfaces are of high quality, as is the stitching of the leather trim, all adding to a sense of something above the norm.
Sadly interior space does not live up to this impression. The high stance does not translate to generous headroom, while rear-seat space is on the cosy side. The boot is distinctly larger than rivals, however, at 430 litres, though accessing it is through a somewhat heavy tailgate.
Engine/transmission
The Infiniti Q30 is available with 1.5 109hp and 2.2-litre 170hp diesel engines which will likely attract most fleet buyers, while the petrol line-up includes a 2-litre range-topper with 211hp. However the majority of petrol buyers, on the comeback trail if you believe some reports, could well be swayed by this new variant of the 1.6-litre engine. Matched to a 7 DCT auto-manual transmission with steering-wheel paddles, it offers 156hp, which is 34 horses more than its manual-transmission sister unit.
As a result, 62mph comes up in 8.9 seconds, half a second faster than the manual version, but paradoxically economy and emissions are also ever so slightly improved, by an extra 1.5 miles per gallon and 2g/km.
The engine is a highly refined unit, very quiet in operation and smoothly accelerating, while the auto shifts are slick with no hunting. It all makes for fairly effortless progress.
On the road
The Infiniti Q30 chassis is inherited from the Mercedes-Benz A-Class, which attracted some criticism for its ride quality, but with much work apparently carried out the car handles normal road surfaces with confidence and an unexpected long motorway trawl during our test week was completed without fuss. Road noise can be quite loud, particularly on less than agreeable surfaces such as the Surrey section of the M25 motorway, but generally the car offers enough comfort to appeal.
Pushed on through a challenging series of bends, it won’t match up to the levels of perceived rivals such as Audi’s A3 or the BMW 1 Series, but it remains confident and poised. As a long-distance cruiser, the Q30 ticks all the boxes.
Specification/Equipment
Our Q30 was finished to the base of three major trim levels, SE, Premium and Sport, though the latter two also offer sub levels dubbed InTouch with navigation fitted.
There’s a useful amount of equipment supplied with SE models, highlights including LED daytime running lights, auto headlamps, rear parking sensors and a touchscreen infotainment system with voice recognition and Bluetooth.
Also fitted to our test car was the Business Pack – this is a £2,270 option but adds a whole lot of extras, including dual-zone climate control, heated electric mirrors and front seats, LED front fog lamps, rain-sensing wipers, cruise control, a lane departure warning and the In Touch navigation system that includes DAB digital radio and traffic sign recognition.
Summary
There are compromises to buying an Infiniti Q30 that keep it from seriously challenging the premium players in this market, the BMW 1 Series or Audi A3 Sportback. It’s not spacious enough in the back and it can’t match them for handling prowess. But at the same time the Q30 offers enough to lift it above more mainstream contenders from the likes of Ford or Volkswagen.
The car is well finished and an excellent choice particularly for those expecting to take plentiful long-distance journeys. And it is distinctive enough not to get lost in the car park amongst its more plentiful and more samey rivals.
Audi has unveiled the Cabriolet version of its latest A5 model, ahead of the car’s public debut at the Los Angeles motor show next week.
The second-generation four-seater is 40% more torsionally rigid than its predecessor, according to its makers making it best-in-class. It has also been reduced in weight by up to 40kg.
Styling changes centre on making the car look sleeker – the body, which is 5cm longer than the Mk1, has a long wraparound bonnet and short overhangs, the rear window is flatter and the front grille is much flatter and wider while other styling markers include a wave-shaper shoulder line and flared tops to the wheel arches.
Inside there is more space, courtesy of a slightly longer wheelbase and more compact seats.
The soft-top is operated by flicking a switch, opening in 15 seconds, closing in 18 at speeds up to 30mph. Maximum luggage capacity, with the hood up, is 380 litres.
Initially three engine options will be available, a 2.0-litre diesel of 190hp, a 3.0-litre version with 218hp, and a 2.0-litre petrol unit with 252hp. They will soon be joined, however, by a 190hp version of the 2.0-litre petrol engine and a 286hp variant of the 3.0-litre diesel.
Audi says all the engines are improved over predecessors, producing up to 17% more power while returning fuel economy improved by up to 22%.
Transmission options will range across six-speed manual, seven-speed S tronic or eight-speed tiptronic auto units. Front-wheel drive will be standard though two versions of the quattro all-wheel-drive will be available, including a fuel- saving ultra format.
Launching at the same time as the A5 Cabriolet is the new version of the S5 performance model – like the Coupe and Sportback powered by a V6 turbo petrol engine with 354hp, 21hp more than its predecessor and matched to an eight-speed tiptronic transmission and quattro all-wheel-drive.
Like its hard-top sisters the new Cabriolet will be able to be fitted with Audi’s latest technology options such as the Virtual Cockpit and the MMI Navigation plus with MMI Touch infotainment system, with access to Audi’s Connect online services.
However the car offers new technology of its own, including microphones in the seat belts which will help with voice-operated controls when the hood is open. These will be standard on every car.
The UK car market continued to grow in October – but only just, registrations up 1.4% on the same month in 2015.
A total of 180,168 new cars were registered in the month, taking the 2016 total to 2,330,663. This is 2.5% up on 2015 as figures appear to be slipping back in line with the start-of-year growth forecasts from the Society of Motor Manufacturers & Traders (SMMT), that compiles the figures.
Fleet demand is continuing to drive the market, up 4.2% in October while private registrations slipped by 1.1%.
The SMMT describes this as market stabilisation after hitting an all-time high. “September’s number plate change is always a hard act to follow so the market’s growth in October, albeit moderate, is welcome news,” says SMMT CEO Mike Hawes.
“Low interest rates, affordable finance packages and a range of exciting new models helped attract buyers into showrooms and we now look to government to ensure consumer and business confidence remains buoyant,” he adds.
Meanwhile registrations of alternatively fuelled cars, which includes hybrids and electric vehicles, are continuing to grow faster than the market. October’s figure was 12.4%, with 6,025 registered, while the year-to-date figure of 75,987 is 23.3% up on 2015.
The new car top ten retains its familiar look, with the Ford Fiesta dominating both the monthly table with 7,806 registrations, and the year-to-date with 103,945.
Usually the Ford’s closest rival, the Vauxhall Corsa slipped back to seventh place in October with only 3,906 registrations, but still maintains runner-up status in the year-to-date table with a figure of 68,831. Notably climbing the table is the Audi A3, up from ninth place in September to fifth with 4,281 registrations – a strong performance as premium cars do not tend to feature highly amongst mainstream rivals.
This week’s high court ruling that the government’s air pollution policies are inadequate and need to be improved could have major ramifications for the UK automotive landscape, especially surrounding the use of diesel fuel in our cars, vans and trucks.
Environmental group ClientEarth won its High Court battle with the Department for Environment, Food and Rural Affairs (DEFRA) over levels of air pollution. It is the second time ClientEarth has defeated the government in court over air quality, with a separate Supreme Court ruling in its favour in April 2015.
In the latest ruling, the High Court said that the 2015 Air Quality Plan failed to comply with the previous Supreme Court judgment and EU directives on air pollution. DEFRA told the BBC that it accepted the court’s judgment.
The ruling means that the government will have to go back to the drawing board on its plans to improve air quality, which are claimed to contribute to as many as 40,000 early deaths each year. Given that the government’s plan was described in the ruling as “woefully inadequate”, it seems obvious that drastic action will need to be taken.
Inevitably, this will mean a renewed assault on the automotive industry and the likely target will be diesel vehicles. Environmental groups have been pushing for diesel cars to be further taxed or even banned from cities for some time, and these calls are only going to get louder as DEFRA considers its options.
Expect a range of carrots and sticks
The Mayor of London has already openly talked about bringing forward the planned introduction of London’s Ultra Low Emissions Zone (ULEZ) to 2019, which will penalise diesel cars older than approximately 2008 and diesel heavy vehicles (buses and trucks) older than even a few years. The plan has been to charge these vehicles a daily fee to enter the London ULEZ, but it is entirely possible that the measures to stop these vehicles could become more severe. This may mean a much heftier fee, or even a total ban. It may also lead to the zone area being widened to cover larger areas of the greater London area.
Other large cities are also likely to get their own ULEZs. This had previously been expected to roll out sometime in the next decade, but it is likely that these plans will be accelerated from theory to reality much sooner.
The requirement to toughen up air quality measures may also give the government an excuse to revisit road tax, fuel levies, company car taxation rates and other financial means to dissuade Britons from buying new or used diesel cars (and possibly petrol cars as well). One of the first casualties will almost certainly be the freeze on fuel duty which has been in place for several years; expect duty to increase in the next Budget and keep on going up.
There may well be a move to introduce a new scrappage scheme for older diesel cars which do not meet latest emissions standards. Certainly, any moves to increase taxes on diesel fuel will devalue used diesel car prices, which may naturally hasten older diesel cars towards the scrapheap without a need for the government to buy them up and scrap them.
On the flipside, it is likely that the government will have to significantly improve its efforts to support alternative automotive fuel sources. This is potentially good news for the Plug-In Car Grant, which currently gives buyers of new electric cars up to £4,500 rebate, as well as increased funding for charging infrastructure. The same could potentially apply to hydrogen fuel cell infrastructure, which is currently nearly non-existent and will need to increase dramatically before fuel cell vehicle sales can take a significant step.
Manufacturers of battery electric vehicles, hybrid vehicles and fuel cell vehicles will all be hoping that a combination of incentives for their cars and penalties for diesel cars will help boost their sales.
Why are diesel cars such a target?
Any time we burn a fossil fuel to create energy, we produce environmental emissions. And with about 40 million cars on our roads, we are burning a lot of petrol and diesel fuel every day. Even discounting the global warming issues, there has been an undeniable effect on air quality – especially in urban areas.
Diesel and petrol engines work in similar ways, but burning them produces differences. Petrol produces higher levels of CO2, which is bad for global warming. For this reason, governments in the UK and across Europe started promoting diesel in the 1990s. However, while burning diesel generates less CO2 than petrol, it produces higher levels of NOx emissions, which are directly harmful to anyone who enjoys breathing air. And as more and more diesel cars have flooded our increasingly crowded roads over the last 20 years, local air pollution has become a pressing problem.
Recent vehicle emissions standards have required complicated and expensive systems to minimise NOx emissions from diesel vehicles, but it’s not a complete solution. Plus, as we now know from Volkswagen’s ongoing ‘dieselgate’ scandal, the tests measuring emissions are cheatable, as well as being gamed by every manufacturer to produce cars which do well in lab testing but less so out in the real world. In essence, the fancy pollution control systems have had minimal impact in actually controlling pollution levels. Tougher lab testing protocols are a definite possibility, potentially even more so than the proposed European real-world tests.
The public backlash towards Volkswagen in particular, and diesel cars in general, has abated somewhat in recent months, but the long-term prediction for diesel car sales is one of continued decline. Any government attempts to manipulate taxation against diesel cars will almost certainly hasten this decline.
By comparison, electric vehicles (whether powered by a battery or a hydrogen fuel cell) do not produce emissions ‘at the tailpipe’. So swapping a million old diesel cars for a million new electric cars in a particular zone would be expected to produce a noticeable benefit to air quality in that location. Electricity for these vehicles is generated by power stations in a completely different location, so even if the station is burning coal or gas out in the countryside somewhere, it is not contributing to pollution in cities. It’s certainly not a perfect solution as it’s partially spreading pollution around the country rather than concentrating it in our cities, but it is a step towards improving air quality.
What about other vehicles?
Both light and heavy commercial vehicles are also likely to feel more of a squeeze as the government looks for targets to reduce pollution. Heavy CVs have been adopting their own Euro-VI emissions standards in recent years, which provide a dramatic reduction of local air pollution – backed up by more stringent emissions tests than those used for passenger cars. However, there are still a huge number of older trucks and buses which do not comply with the latest standards, and these vehicles are likely to suffer.
Light CVs (vans, pick-ups, etc.) have also adopted Euro-6 emissions standards this year, so are some way behind cars and trucks. According to the latest London ULEZ proposals, the vast majority of vans will not be allowed into London without paying a £12.50 daily charge in just over two years’ time.
The taxi industry is finally getting an emissions shake-up as well. It has always seemed ludicrous that the single most common vehicle throughout London is also the dirtiest, as taxis have long been exempt from the emissions requirements for passenger cars. Now, however, modernisation is finally coming to the taxi industry. From 1 January 2018, all taxis licensed for the first time must be zero-emission capable, while new diesel taxis will not be allowed in London. Of course, this means that many of the current filthy old taxis can still happily clog up our arteries until they hit their 15-year limit, but it is possible that this loophole will also be tightened up to get these pollution monsters off the streets sooner.
Immediate action requires substantial changes to status quo
The big issue with this week’s ruling is that it means the government has to start making real improvements to air quality immediately – not in 2020 or 2025. And that means working with the existing vehicle base around the country. We can’t rely on super-efficient solar-powered electric cars to save us as they won’t be here for many years. That essentially means the government is limited to working with what is available now. And that, in turn, is likely to lead to more punitive measures for diesel cars (especially vehicles older than about ten years) as well as all cars, buses, vans, trucks and motorbikes in general.
Meanwhile, of course, the government is more than happy to have an ever-increasing number of massively polluting jet airliners flying low over London and other cities all day, every day. Unfortunately, motorists have always been a softer target than the aviation industry…
Vauxhall has confirmed that a second model has been recalled over a threat of the car catching fire.
The statement comes as BBC TV consumer programme Watchdog reports an investigation into a fire in a Vauxhall Corsa supermini, and follows Vauxhall’s major recall of Zafira MPVs earlier in 2016 for a fire-related fault.
In April 2016 a recall notice was issued for 2767 examples of the Vauxhall Corsa D, all fitted with the 1.4 turbo petrol engine. The Corsa D is the previous-generation model to the current Corsa, with 700,000 sold in the UK between 2006 and 2014.
Reports suggest the fire risk is due to a short circuit in the vacuum pump relay box and is caused if water is present.It is completely separate to the issue resulting in the Zafira recall, which was blamed on improper repairs to blower motor resistors and thermal fuses.
According to Vauxhall it received nine reports of problems with the Corsa, two of them resulting in a fire. The company emphasises that customer safety is of the utmost importance and it takes any report of fire very seriously.
Vauxhall adds that fire can happen in a vehicle for a number of reasons and according to data from the UK Fire & Rescue Service, there are on average 18,000 vehicle fires across all manufacturers each year. It is now calling for manufacturers to have better access to fire data.
“When customers report a fire to us we explain that an inspection may be necessary but that we need the permission of their insurance company before we can proceed – this avoids the risk of the customer’s insurance policy being invalidated,” the Vauxhall statement says.
“Our preference is to conduct a joint investigation with the customer’s insurer but for a variety of reasons this is not always possible. For example, in some cases the insurance company has already conducted an investigation. In other cases the vehicle may have already been scrapped.”
Vauxhall adds that following the fire issue in its Zafira B model – which saw almost 235,000 cars recalled – its processes were strengthened. However it is still not always possible to arrange an inspection and the destructive nature of fire can make the process of identifying a pattern of fires with a common root cause very challenging.
“It’s also worth bearing in mind that manufacturers frequently do not get to hear about fires in their vehicles. We found with Zafira B, for example, that many cases only emerged after media reports in October 2015. Some of these dated back several years.”
As a result Vauxhall says it is working through the industry to try and gain better access to vehicle fire data, which could help manufacturers with early detection of safety issues.
The brand emphasises that only specific models of the Corsa D with the 1.4 turbo petrol engine are affected by the issue but adds that concerned customers can visit www.vauxhall.co.uk/watchdog for more information.
Audi claims to be inventing a new segment with its Q2 small premium crossover, the first examples of which will hit UK roads in November.
Described as a new design direction for the brand, the Q2 is likely the most lifestyle-pitched model yet seen from Audi. Amongst its options will be many personalisation choices, including the ability to individually specify the colour of the wide C pillar.
Audi personnel say that interest in the car has been extremely high, and they are expecting it to be a major success.
Initially Q2 models will cost from £22,380, but this will drop to £20,230 before the end of 2016 when the 1.0 TFSI three-cylinder version joins the range to assume the role of entry-level model.
Engines at launch range across the 150hp 1.4 TFSI, with manual and S tronic gearboxes, the 116hp 1.6 TDI, in manual form with an S tronic to follow in late 2016, and the 150hp 2.0 TDI. Initially this will only be on sale with a quattro all-wheel-drive transmission and S tronic gearbox but a front-wheel drive version will join the range in 2017.
The familiar SE, Sport and S line trim levels will be offered, along with an ‘Edition 1’ trim presented as the range-topper and including Quantum grey paint, LED lights, Amaretto brown interior highlights, illuminated inlays, contrasting Manhattan grey lower body parts and other detailing.
Standard equipment on all models will include progressive steering, Audi’s smartphone interface, the pre-sense front with pedestrian recognition radar-based crash-avoidance system, on S-Line models LED lights front and rear, and alloy wheels ranging in size from 16-inch on SE models to 19-inch on the Edition 1.
Audi is also emphasizing the range of technology that is cascading down from its larger cars to the Q2. Technology available includes the virtual cockpit, Audi Phone Box wireless charging, connected services and a head-up display.
Meanwhile driver aids that can specified for the car range across Adaptive cruise control with Stop&Go and Traffic Jam Assist, Audi Active Lane Assist, cross-traffic assist rear and emergency assist and the Side Assist blind-spot aid.
Q2 includes ability to specify colour of C-pillar.
Renault has revealed prices for a revised version of its Zoe electric car, which now offers a longer range.
The quoted official range of the supermini is now 250 miles, equivalent to a ‘real-world’ distance of 186 miles in typical conditions and 124 miles in extreme cold. Renault states that this is the longest range of any mainstream electric vehicle on sale.
The improvements come courtesy of a new battery, the Z.E.40, which offers 41kWh of energy, almost double that of the previous 22kW unit. It has been developed with LG Chem and employs high-energy density lithium-ion technology.
Storage capacity has been increased without making the battery any larger or significantly heavier, by improving the energy density of each cell rather than the common solution of stacking on additional modules.
All versions of the Zoe will now be fitted with the Z.E.40 except the entry-level Expression model. This retains the previous 22kW unit, offering an official range of 149 miles and a charging time to 80% of three to four hours. Renault’s option to lease the battery for a monthly fee, based on mileage, remains, while the car can also be bought outright.
Trim designations have also been changed to reflect the rest of the Renault range, the car now available in Expression Nav, Dynamique Nav and Signature Nav – the last a new range-topping variant that includes leather upholstery, heated front seats, a seven speaker Bose audio system, rear parking camera, 16-inch ‘Grey Shadow’ alloy wheels and driver’s seat lumbar adjustment.
Dynamique and Signature models are also available in Q versions that come with a quick charger to cut charging times. All retail Zoe buyers are supplied 7kW fast-charging wall-box with free home installation, charging the car from flat to 100 per cent full in three to four hours, depending on version.
Zoe prices now start at £18,995 outright, for the 22kW model, after the government’s plug-in car grant is taken into account. Leasing the battery cuts £5,000 or more off the price of the car, the battery fees ranging from £49 to £110 depending on mileage. First deliveries of the new versions will be in January 2017.
Mitsubishi has given its ASX small crossover a facelift, centring on styling and equipment changes.
On sale from November at prices starting from £15,999, the 2017 model-year ASX will be available with one petrol or two diesel engine options, front or all-wheel-drive. The engines remain as previously, a 1.6-litre 117hp petrol unit offered in front-wheel-drive five-speed manual form only, the 1.6-litre 114hp diesel with a six-speed manual gearbox and FWD or 4WD, and the 2.2-litre diesel of 150hp which is supplied as standard in 4WD form with a six-speed auto transmission.
The main styling changes see the car adopt Mitsubishi’s latest ‘Dynamic Shield’ visual identity, already seen on its larger Outlander sister. Its major element consists of bold chrome lines running either side of the grille.
Other changes include the addition of a shark-fin antenna on the roof, new seat upholstery and cushions and a new colour choice dubbed Lightning Blue.
The model also reverts to a simple ASX 2 to 5 trim designation with changes in specification at each level. Standard equipment on entry-level ASX 2 models includes 16-inch alloy wheels, front fog lamps, air conditioning, Bluetooth phone connectivity, a USB port with iPhone compatibility, a leather-trimmed steering wheel, multifunction colour instrument display, electric windows, rear privacy glass and arm rests for front and rear occupants.
ASX 2 models also include a safety package with the Mitsubishi Active Stability and Traction Control (M-ASTC), Hill Start Assist and seven airbags as standard. Models range up to the ASX 5, highlights of its specification including Nappa leather seats in a choice of three colours, heated rear seats and a power driver’s seat.
When Suzuki replaced its previous SX4 with the S-Cross in 2013, the new model was described as the brand’s first C-segment crossover and was clearly aimed at capitalising on a mushrooming market. Its styling was deliberately aimed at a more road-friendly look, distinguishing it from the similarly-sized but more off-road pitched Vitara.
Three years on, the S-Cross is getting a significant makeover, the most prominent part of which is the replacement of its previous 1.6-litre petrol engine with a choice of new and more efficient Boosterjet units, of either 1.0 or 1.4 litres.
The 1.6-litre diesel also remains available, meanwhile, and all three engines can be specified with either front or all-wheel-drive, the petrol units with manual or auto transmissions.
Other changes on the new model include revisions to the styling, especially at the front, a 15mm addition to the ground clearance and a redesigned interior.
Design – a more distinctive, SUV look
The major changes to the S-Cross styling are at the front end, which gets a more upright look with a significantly more prominent grille – the curved horizontal slats are gone, replaced by vertical versions with chrome detailing and surround. The lamps both front and rear are redesigned, the fronts sitting under the clam-shell design bonnet.
The aim is clearly to give the car a more distinctive, more SUV look – one of the reasons for modest S-Cross sales figures in the past three years is believed to have been the innocuous visual profile it presents. It’s still not as distinguishable amongst the crossover masses as is the Vitara, but it is an improvement on the previous version.
The S-Cross interior has always been practical and reasonably well appointed, and subtle updates serve to improve it. The instruments are big and clear, the satellite navigation screen, standard on the top two models SZ-T and SZ-5, of particularly good quality and easy to use.
There is plenty of adjustability in the driver’s seat and steering wheel, making it easy to get comfortable, and fit and finish is generally of acceptable quality, though uneven road surfaces did encourage the odd rattle from the top of the dash in our test vehicle.
Interior space, as one expects in a crossover, is plentiful, the S-Cross easily able to accommodate five adults in comfort. The driving position is high and with an excellent view all around, and the only area of criticism is the rear-seat headroom, which is slightly compromised by the sloping roofline. The 430-litre boot is bigger than many rivals and extends to 875 litres with the rear seats folded down. It also includes a useful two-level floor to hide valuables out of sight.
Engines and drivetrains – impressive efficiency
The new engines are the headline change to the S-Cross – the previous 1.6-litre petrol units making way for a pair using Suzuki’s Boosterjet direct injection turbo technology, promising power and torque of much larger-capacity units alongside significant fuel economy and emissions savings.
Our test car came supplied with the three-cylinder 1.0-litre Boosterjet, first seen in the much smaller Baleno hatch. Now an engine of just one litre capacity might sound anathema in the much heavier surroundings of a crossover, and at 111hp it is seven horses less powerful than the 1.6-litre. Yet it offers nine per cent more torque with 170Nm, while fuel economy is improved by 10%, CO2 emissions cut by 11%. This puts the Suzuki ahead of many of its mainstream rivals.
The 1.4 is even more impressive – 17% more powerful, with 41% more torque, than the 1.6, yet still 4% more economical.
While both engines are compact, lightweight units, the major clue to their efficiency is the use of a small displacement, high torque turbocharger. Its wastegate valve closes to create higher boost pressure under load but stays open during normal driving, reducing pumping losses and achieving better power and fuel efficiency.
On the road – well-behaved and comfortable
The engine does rattle a bit into life on first pressing the start button but soon settles down to a smooth idle. And this refinement remains as one accelerates to motorway cruise levels, the three-cylinder unit’s audio note virtually unnoticeable even at high speed.
The little unit will take a two-wheel-drive S-Cross through 62mph from rest in 11 seconds, our 4WD test model following a second behind. While this is not exactly rapid, it’s perfectly adequate and certainly feels eager enough. The diesel-like torque delivery, its 170Nm maximum served up between 2,000 and 3,500rpm, makes for great flexibility, particularly in busy town traffic.
The only significant change to the S-Cross chassis has been to raise the ride height by 15mm to 180mm, to give it more of the look of an SUV. Thankfully this does not make any difference to the car’s very creditable on-the-road performance.
The steering is well weighted, making it easy to place the car in corners, with the extra grip of the all-wheel-drive system helping to pull through bends when pushing on.
Ride comfort is good on smooth surfaces, though less perfect roads easily unsettle the car, with bumps and dips felt in the cabin. All in all, though, the S-Cross behaves very well on the road.
Equipment – the S-Cross scores
The S-Cross certainly scores on its specification. There are three trim levels, SZ4, SZ-T and SZ-5, and even entry-level models come fitted with such niceties as seven airbags, ESP, Bluetooth connectivity, a DAB digital radio, air conditioning, Daytime Running Lights, 16-inch alloy wheels, cruise control with a speed limiter, air conditioning and heated door mirrors.
At a price that buys little above entry-level on some rivals, our mid-range SZ-T version included satellite navigation, front and rear parking sensors with a rear camera, dual zone air con, LED projector headlamps, 17-inch polished alloys, front fog lamps and privacy glass. Suzuki expects this version to appeal particularly to fleet buyers.
Finally, go for the range-topping SZ-5 and the standard equipment includes one of the largest sunroofs in the segment, made in two glass sections and opening across both front and rear seats. Leather heated front seats are included too, as is radar-assisted brake control.
The Suzuki S-Cross summary
The S-Cross has never sold as well as its highly-successful Vitara sister, possibly due to its ‘normal’ looks that don’t stand out from the crossover masses. The latest package of changes will certainly help its cause topped by the new engine that is a definite significant impovement. But the basic premise of the S-Cross remains – for pure driving enjoyment it doesn’t quite come up to rivals such as the Skoda Yeti, but in terms of value, what you get for your money, it leaves many rivals behind.
Amid ongoing publicity about the poor safety standards provided by car manufacturers for vehicles sold in Latin America and other developing countries, Nissan has announced it will cease production of its “zero-star” Tsuru model in six months’ time.
Global NCAP, along with Latin NCAP and supported by Euro NCAP and other safety organisations, has repeatedly criticised global car manufacturers for selling cars in Latin America which do not include even offer basic safety equipment.
The safety bodies organised a car-to-car crash test this week, in which two Nissans – both built in Mexico – were crashed into one another. One car was a Nissan Versa, built for export to the USA, which scored the equivalent of five stars in its crash test rating. The second car was a Nissan Tsuru, also built in Mexico but for developing markets, which was rated zero stars in its Latin NCAP crash tests. The purpose of the test was to highlight the difference in crash performance between what is considered acceptable for cars sold in developed markets and what is still sold in other parts of the world.
The Versa has been on sale for the last five years, and is one of the cheapest new cars on sale in the USA. Like most modern cars, it has six airbags and is also fitted as standard with an electronic stability program to help prevent or mitigate crashes. It is built in several factories around the world and sold in many markets under different models names.
The Tsuru is based on a 1991 Nissan Sunny model, predecessor to today’s Versa. It was replaced in the USA in 1994 but has continued in production for the last 22 years in Mexico for sale in parts of Asia, Africa, Central America and South America. It cannot be sold in the USA or Europe as it does not meet modern safety standards – and hasn’t for the last decade or so.
Global NCAP ran a Versa and a Tsuru at one another, each travelling at 40mph. The results were entirely predictable, as shown below. Bear in mind that these were left-hand drive vehicles, so the impacts were on the driver’s side for each car.
If you are not in a position to watch the video, the Versa performed exactly as you would expect a modern family car in this test. Airbags deployed, crash structures deformed correctly and the driver was as well protected as could be reasonably expected. The Tsuru was a different story. The dummy is clearly shown violently impacting the steering wheel, the dashboard and the A-pillar.
The post-crash report summed up the Tsuru’s performance as follows:
“The results graphically highlighted the urgent need for the Nissan Tsuru to be taken out of production. A driver in the Tsuru would have had high probability of suffering life-threatening injuries; it is likely that the crash would have been fatal. There were no airbags, and the main structures all failed, fatally compromising the survival space.”
On the eve of the widely-promoted test, Nissan announced that it would end production of the Tsuru in May 2017. Although welcoming the decision, Latin NCAP questioned why it had to take so long.
Alejandro Furas, Latin NCAP Secretary General said: “I believe that Nissan made this announcement as a reaction to our campaign to stop the production of zero-star cars in Mexico and across Latin America.
“Our car-to-car crash test demonstrates why these zero-star cars should be removed from the market immediately. In April this year we published a report showing that the Nissan Tsuru had been involved in more than 4,000 deaths on Mexico’s roads between 2007 and 2012.
“Even though we welcome Nissan’s announcement, why should at least 15,000 more units of this potentially life-threatening model be sold between now and May? Why has it taken Nissan three years since we first crash-tested and gave the Tsuru a zero-star rating to take this unsafe car out of production?”
Given that the Tsuru runs the structure of a popular 1990s Nissan model sold around the world, the test also highlighted the level of safety development in the last 25 years. With the number of 1980s and 1990s models still used on a daily basis in the UK and other markets (particularly those with warmer and drier climates like Australia), it graphically illustrated the poor level of occupant protection provided relative to modern vehicles. And obviously a car which has covered 100,000-plus miles over 25 years is going to have lost a substantial amount of its original rigidity over that time.
Fortunately, issues like rust and simple depreciation have accounted for the vast majority of these vehicles in the UK, helped along by the scrappage scheme back in 2009 which saw thousands of older cars removed from the nation’s roads.
Nissan has today committed to its car manufacturing operation in the UK, announcing that the next-generation Qashqai and X-Trail models will be built at its Sunderland factory.
Over 7,000 workers are currently employed at the plant, with a further 28,000 British automotive supply chain jobs reliant on the factory, and today’s news will be cause for celebration after recent uncertainty regarding the factory’s post-Brexit future. Nissan will now increase its investment in Sunderland, securing and sustaining their jobs for the foreseeable future.
The factory currently builds Nissan Qashqai, Note, Juke and Leaf models. The plant opened in 1986 and has produced almost nine million cars since. One in three British cars are produced in Sunderland, which is the UK’s largest car plant of all time. In addition, 80% of production from Sunderland is exported to more than 130 markets.
The brand’s decision follows “a commitment from the UK government to ensure the Sunderland plant remains competitive”. The exact nature of this government commitment has not been disclosed by either Nissan or Downing Street.
“I am pleased to announce that Nissan will continue to invest in Sunderland. Our employees there continue to make the plant a globally competitive powerhouse, producing high-quality, high-value products every day,” said Carlos Ghosn, Chairman and CEO of Nissan.
“The support and assurances of the UK government enabled us to decide that the next-generation Qashqai and X-Trail will be produced at Sunderland. I welcome British Prime Minister Theresa May’s commitment to the automotive industry in Britain and to the development of an overall industrial strategy.”
Mercedes-AMG has revealed its take on the new E-Class with the E 63 and E 63 S models, which will be offered with all-wheel drive in right-hand drive markets for the first time when it goes on sale in early 2017.
The E 63 will make its first public appearance at the 2016 Los Angeles Auto Show in November. UK order books will open in January, with the first cars set to arrive here in May 2017.
Like other new models in the Mercedes-AMG line-up, the E 63 has replaced the old 5.5-litre twin-turbo V8 engine for a slightly more eco-friendly 4.0-litre version. however, fewer cubic inches does not mean less power. In standard output, it delivers 571hp and 750Nm, which you would consider to be more than enough. But the E 63 S ups this to 612hp and 850Nm, shaving a tenth of a second off the 0-62mph sprint time (3.4 seconds vs 3.5 seconds). The engine has also been fitted with twin-scroll turbochargers for the first time, to improve throttle response and overall performance.
The new engine also features cylinder deactivation, so the V8 can become a V4 under light loads. Fuel consumption is a claimed 31.7mpg on the combined cycle, although few owners are likely to ever see that if they drive it with any enthusiasm.
Visually, the E 63 models follow the usual AMG template of big wheels, deep bumpers and many exhaust pipes. Inside, the usual chunky flat-bottom steering wheel is present, along with an analogue clock designed by F1 partner IWC and lashings of aluminium trim (carbon fibre optional).
The E 63 will be available with all the luxury equipment found in the normal E-Class models, such as a semi-autonomous driving mode, booming stereo systems and huge 12.3-inch dashboard display screens.
Mercedes-AMG E 63 S 4MATIC+
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Mercedes-AMG promises that the move from rear-wheel drive to all-wheel drive for the E 63 does not mean an end to the traditional tyre-shredding oversteer for which the brand is famous. The driver can engage a Drift mode to disconnect drive to the front wheels and return the E 63 to its rear-drive roots. The transmission is Mercedes’ latest nine-speed multi-clutch unit, claimed to deliver rapid shifts both up and down the gearbox despite the enormous torque being channeled through the driveline.
As usual, the AMG engineers have re-worked the standard E-Class suspension to turn the executive limo into a serious sports saloon. Running a three-chamber air suspension system, the E 63 is claimed to offer very high stability when cornering while maintaining ride comfort. Geometry of the multi-link rear suspension has also been altered to improve traction under high load. The standard E 63 has a mechanical rear differential lock, while the E 63 S gets an electronic version to provide increased sensitivity and control.
The electronic assistance systems have also been retuned, with a three-stage ESP system offering progressively less interference. Even if the system is switched off, it will reactivate temporarily under heavy braking.
To slow the big saloons down from the warp speeds it will easily attain, Mercedes-AMG has fitted the E 63 with 360mm diameter discs front and rear, which are vented and perforated. The E 63 S bumps the front discs up further to 397mm, and is also available with 402mm front (360mm rear) carbon ceramic brake discs.
Mercedes-AMG will offer a launch specification model called Edition 1, which will feature a matte black paint finish, racing stripes, 20-inch forged alloy wheels and the Night package (blacked-out trim and tinted windows).
UK pricing and specifications are yet to be announced.
UK safety research experts at Thatcham Research have described the Fiat Tipo’s three-star performance in recent Euro NCAP crash tests as “disappointing”.
The standard version of the new Fiat Tipo was awarded a three-star rating, with models featuring an optional safety pack achieving four stars.
The areas of concern in the Tipo’s crash test results were marginal levels of head and chest protection for both front and rear occupants, and a marginal level of whiplash protection for rear-seat passengers. However, the Tipo did score maximum points in the side barrier and side pole impact tests.
The main area of concern for Thatcham is the omission of autonomous emergency braking (AEB) as standard on the Tipo. The optional safety pack does add low- and high-speed AEB, but still does not include pedestrian recognition – unlike the latest versions of its chief rivals.
“Consumers shouldn’t be asked to make a choice when it comes to safety,” said Thatcham Research Chief Executive, Peter Shaw. “The problem is that when safety systems are not standard, consumers simply do not specify the option. Our data shows that uptake rates of optional safety packs are extremely low – in the region of 2.5%. That’s why we believe vehicle manufacturers need to prioritise AEB as standard on all new cars.”
The Tipo in standard form scores just 25% in the Euro NCAP safety assist category. The safety pack adds city and inter-urban autonomous emergency braking, but even then it only raises the Tipo to a four-star level. This is off the pace of other new rivals launched in recent years.
“Vehicle manufacturers should be targeting a five-star Euro NCAP rating for all new models and to achieve this they need to score highly in every assessment category, including Safety Assist,” commented Thatcham Research Director of Research, Matthew Avery.
“The scores give consumers a clear indication of which cars they should be considering and just as importantly the ones that fall short of expectations. With most small family cars such as the Vauxhall Astra, Renault Megane and Volkswagen Golf all achieving five stars, it’s disappointing that Fiat can’t follow suit.”
Recent changes to the Euro NCAP testing protocol allow cars to be tested under a new dual rating scheme. The base rating indicates the safety standard of the car fitted only with standard safety equipment, and, if the manufacturer wishes, a second rating for the car fitted with an optional ‘safety pack’. The safety pack must be offered on all versions, be available in all markets and sold in ‘significant’ numbers. The dual rating lets consumers see the improvement in safety which can be achieved by the additional crash avoidance equipment.
The Mini is getting even bigger – and gaining an electric member of the family.
While the modern generation of the Mini has always outstretched its 1950s inspiration in all areas, the latest version of its largest model – the Countryman SUV – will be even bigger.
The all-new Countryman is expected on UK roads in February, and will be joined later in 2017 by a plug-in hybrid version, the first Mini with an all-electric mode.
The size increase of the new model is significant – 200mm extra length and a 75mm longer wheelbase. This, says MINI has freed up extra interior space to allow the fitting of five full-sized seats and allow 50mm of extra knee room.
The new car also boasts improved head and shoulder room in the front and larger rear door openings, while the rear seats can be slid forward or back by up to 130mm. Dropping the rear seats extends the 450-litre boot space to 1309 litres, which is 220 litres more than in the previous Countryman.
Both the exterior and interior designs follow the look established with the latest-generation MINI range that debuted with the Hatch in 2014, but the Countryman treatment includes such details as matching the silver roof-rails to similarly finished sill tops to emphasise the car’s height.
The engine line-up generally follows that established with other recently launched MINIs, both the two petrol and two diesel options described as new units.
Petrol buyers will have a choice of TwinPower Turbo units – a three-cylinder 1.5-litre of 136hp in the Countryman Cooper produces 0-62mph times of 9.6 seconds, combined cycle fuel economy of 51.4mpg and CO2 emissions of 126g/km.
The 2-litre four cylinder of 192hp, meanwhile, will send the Countryman Cooper S model through 62mph from rest in 7.5 seconds, with efficiency figures of 45.6mpg and 141g/km.
Both the diesels are 2-litre units, the Cooper D offering 150hp, which sees it take 8.9 seconds to 62mph – a whole two seconds quicker than its predecessor. Combined cycle fuel economy is 64.2mpg with CO2 emissions of 113g/km.
The Cooper SD, meanwhile, has 190hp on tap, good enough for a 7.7-second 0-62mph time, 61.4mpg and 121g/km.
Much interest will surround the launch later in 2017 of the new plug-in hybrid variant. It combines the three-cylinder 1.5-litre petrol unit of 136hp with an electric motor – housed under the boot floor with its battery under the rear seat – adding another 88hp. The engine drives the front wheels, the motor the rears for all-wheel-drive capability.
Combined power is 224hp which makes the hybrid the most potent of the mainstream Countryman range, passing 62mph from rest in 6.9 seconds. Official combined cycle fuel economy is 134.5mpg, with emissions of 49g/km.
MINI adds that the plug-in hybrid can travel up to 25 miles on electric power alone, while charging from a wallbox takes 2.15 hours, from a domestic socket an hour longer.
Dealers are now taking orders for the new Countryman models, at prices ranging from £22,465 to £29,565. Prices for the plug-in hybrid variant are still to be revealed.
Ford is continuing to roll out its luxury Vignale specification models across the range, with the Edge and Kuga SUVs being the latest vehicles to receive the upmarket treatment.
The two crossover vehicles join the Mondeo Vignale and S-Max Vignale models which are already on sale. The models are available to order from any Ford dealer, but only the latest FordStore dealers feature dedicated Vignale Lounges for the benefit of Vignale customers.
Ford describes Vignale as an “upscale product and ownership experience” – which basically means your car gets more leather and you get treated better than a regular Ford customer when visiting the dealership. There is also a smartphone app and an online magazine, as well as a “lifestyle service” which “helps Vignale customers across Europe efficiently arrange travel, event and lifestyle activities”.
Ford Kuga Vignale
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The Kuga Vignale and Edge Vignale models come loaded up with standard equipment which is generally available at extra cost on lower-spec versions. However, they also offer specific styling differentation, unique colour options and a higher standard of interior trim which is not available on lower-class Kuga and Edge models.
All Ford Vignale models feature a hexagonal-pattern grille insert and unique alloy wheel designs to set them apart, and corresponding hexagonal-quilted Windsor leather upholstery with tuxedo stitching inside. The cashmere or ebony (Edge only) leather also extends across more surfaces than on regular models, covering the central armrest (Edge only) and instrument panel.
The Kuga Vignale is available in an exclusive pearl grey colour called Milano Grigio, while the Edge Vignale can be ordered in a unique metallic brown called Ametista Scura.
Ford Edge Vignale
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The company sees the Vignale sub-brand as a means to up-sell to its customers. “Our customers have high aspirations, and they want more from Ford,” said Jim Farley, Chairman and CEO of Ford of Europe.
“On some vehicles, our top-of-the-line Titanium specifications make up 70 per cent of all sales. With Ford Vignale, we can offer them the absolute best of Ford in terms of luxury and personal service.”
It’s not the first time that Ford has tried to apply a bit of Italian pizzazz to its top-of-the-range models, with the Ghia nameplate being used to designate the highest specification level on many models for nearly 40 years after Ford purchased the famous Italian design house back in 1970.
Mercedes-Benz has unveiled a pair of X-Class pick-up concepts, showcasing big ambitions for the brand in both commercial vehicle and retail car showrooms.
The decision to enter the pick-up market is perhaps no surprise as Mercedes seeks to expand its influence in the LCV sector. But with the X-Class, that will launch in late 2017, the brand is not just targeting the business users, building contractors and such like more likely to be browsing our sister site The Van Expert.
Mercedes-Benz X-Class ‘Powerful Adventurer’ (left) and ‘Stylish Explorer’ (right) concepts are targeting two different segments of the pick-up market
Just as important to the brand’s aims are more lifestyle-orientated buyers, such as off-roaders and adventurers, and the creators of the new vehicle are missing no opportunity to dub it the world’s first premium pick-up.
As such the two concepts unveiled boast very different looks – the Concept X ‘Stylish Explorer’ previews a production model that will be seeking car buyers with its SUV-related visuals, more heavily sculpted body, flared wheelarches and a power dome on the bonnet.
The ‘Powerful Explorer’, in contrast, offers a higher ground clearance, all-wheel-drive, extra cladding and scuff plates and off-road wheels and tyres.
The production versions will both, however, be full-house pick-ups, Mercedes-Benz having ensured this by entering into an agreement with the Renault-Nissan Alliance. As a result the X-Class will be one of three sister models, the others being Renault’s equally new Alaskan and the latest version of the Nissan Navara, which has a long and jealously-guarded reputation in the pick-up market to maintain.
Therefore the three models are modelled around a traditional ladder-frame design including a five-link rear axle and coil springs, with a payload capacity of up to 1.1 tonnes and a towing capacity to 3.5 tonnes.
Powertrains are yet to be specified, Mercedes only stating that range-topping versions will use a V6 engine with permanent all-wheel-drive and lockable differentials.
Currently it appears only a double-cab version of the X-Class will be offered, with four doors and a five-seat capacity, the rear passengers sitting on a bench seat. And the Mercedes aim to attract premium SUV buyers is indicated by the interior trim of the Stylish Explorer, which includes brown and white leather alongside oak wood and brushed aluminium, and a smartphone-style multifunctional touchpad. controlling all the vehicle’s telematics.
“We want to offer customers vehicles matching their specific needs – the X-Class will set new standards in a growing segment,” said Daimler chairman Mercedes-Benz Cars head Dr Dieter Zetsche.
And the brand is investing heavily in its new direction – to “the high nine figures” in Euros by the time of the market launch. The first version on sale is expected to be the production version of the Stylish Explorer in late 2017.
Key markets for the new model will be Argentina, Brazil, South Africa, Australia, and Europe. In Australia pick-ups have the biggest slice of the car market, at more than 14 per cent.
Ford has given its Kuga crossover model a significant update, with new styling, engine changes, enhanced active safety systems and an upgraded infotainment unit among the major changes.
The new Kuga is not a brand new vehicle, so retains the dimensions and structure of the existing model, which has been on sale since 2012. But Ford has given each aspect of the car a thorough going-over to keep the Kuga competitive against the likes of the new Volkswagen Tiguan, Renault Kadjar, Skoda Kodiaq and an ever-increasing number of rivals in the booming small SUV sector.
A fresher look, inside and out
Exterior styling has been brought up to date and into line with the rest of the Ford SUV family. A new grille and new headlamps with LED daytime running lights make a noticeable difference, while tail lights and alloy wheels have also been redesigned. Two new colours (Copper Pulse and Guard Grey) have also been added to the palette.
The interior has also been tidied up, although the Kuga still lacks the clean dashboard layout of many of its rivals. There are now fewer and more easily-distinguished buttons and switches to make knob-twiddling easier on the move. Moving to an electronic parking brake has also freed up some centre console space for more storage and a new USB socket.
Ford’s latest SYNC 3 infotainment unit is now available, which brings significant improvements to voice recognition and overall system performance. Ford claims you will be able to tell the car “I need a coffee” or “I need petrol” and it will be able to bring up the nearest café or petrol station in the navigation system. The eight-inch touchscreen now also allows swiping and pinching gestures.
Safety gets an upgrade
Active safety systems also get a boost, with assisted parking systems for both parallel and perpendicular parking and a cross traffic alert for reversing out of a parking space. The new Kuga also gets an improved version of Ford’s autonomous emergency braking system, which now operates at up to 31mph instead of the old model’s 19mph.
The previous model Kuga scored a five-star rating in the 2012 Euro NCAP crash tests, although standards have improved since then and is no guarantee the new Kuga will score five stars if and when it is put through the latest tests.
The variable all-wheel drive system fitted to top-level models uses electronic controls to direct or restrict drive to each wheel, including curve control and torque vectoring to maintain traction and stability.
Parental control for car keys
The owner can also programme a key to inhibit incoming phone calls, restrict top speed, prevent disabling the car’s safety systems, reduce audio system volume and even disable the stereo altogether if occupants are not wearing seat belts. It is marketed at parents concerned about letting their offspring drive the car, and shows how connected onboard systems can dictate how the vehicle functions.
The new Kuga has ditched the old 2.0-litre 120hp diesel in favour of a new 1.5-litre engine with the same power output – but with improved fuel consumption and emissions (at least in the lab). The 120hp and 150hp petrol and diesel models are front-wheel drive only, while the 2.0-litre 180hp diesel and 1.5-litre 182hp petrol models are all-wheel drive.
New Kuga ST-Line and Kuga Vignale specifications
As well as the above model updates, Ford is adding new ST-Line and Vignale specifications to the range. ST-Line models will have a sporty emphasis, with ‘optimised’ (stiffer) suspension and unique styling elements. Luxury-spec Vignale models will feature even more styling differentiation, quilted Windsor leather and prominent stitching, along with a unique pearlescent grey paint option.
The updated Kuga range is on sale now, with first cars expected to arrive before Christmas.
What is it? The Fiat Tipo is the Italian brand’s new rival to the Astra and Focus. Key features: Lots of space, lots of equipment for the money. Our View: The Fiat Tipo scores on value, but it’s just not that exciting or noticeable in a hugely competitive market. If you want something that offers plenty for your money, however, the Tipo is worth a look. Type of review: First UK drive
Most of the headlines regarding Fiat in the last few weeks have surrounded the launch of the well-received rival to the Mazda MX-5, the 124 Spider.
Arriving at the same time as the roadster, however, has been a car with the potential for significant mass-market sales. Returning Fiat to the huge C segment to take on such heavyweight contenders as the Ford Focus, Vauxhall Astra and Volkswagen Golf is a car that revives a name not seen since 1995 – the Fiat Tipo.
The name is the only link one can make between the 1990s car and the larger, bang up-to-date version now arriving in showrooms. And the new car has to be good to give Fiat any hope of success – the three rivals mentioned are all top-ten sellers on the UK market, and that’s before one considers other C-segment contenders such as Renault’s Megane and the Peugeot 308, Korean entrants such as the Kia cee’d and Hyundai i30, the Japanese…
Like many C-segment cars the new Tipo is available in both five-door hatch and estate-style Station Wagon formats. There is also a saloon version, but that won’t be coming to a UK market that refuses to accept boots on mainstream cars.
Fiat claims today that it is “one brand with two souls”, the aspirational side comprising cars such as the 124 Spider and the rational side typified by the Tipo. Practicality and value are two of this car’s strongest weapons.
For a start it is very spacious within. The hatch measures up at 4.4m long, 1.8m wide and 1.5m high, while the Station Wagon adds 20cm of length and an extra cm of height thanks to its standard-fit roof bars.
All of which means the cabin offers a roomy ambience while the boot space knocks rivals for six – the 440 litres in the hatch is some 124 litres better than the Focus, outstretches the Astra by 70 litres and the Golf by 60 litres.
The Station Wagon adds an extra 110 litres of space, and once the flip-and-fold rear seats are dropped one has a generally flat load floor accessed by a low rear sill, and able to accommodate loads up to 1.8 metres in length.
In terms of design, however, perhaps Fiat has taken that rational mantra a little too far. The exterior is quite innocuous and unmemorable, and the interior dash layout equally so, though it is generally well put together. It won’t come close to certain rivals on style – the dash layout looks like it would have been equally at home 10 years ago and the touchscreen atop the centre console is miniscule.
Tipo buyers are being offered a five-way engine choice. Petrol options include a pair of 1.4-litre units with either 95 or 120hp and combined as standard with a six-speed manual gearbox, and a 1.6-litre ‘e-TorQ’ version of 110hp and that can only be had with a six-speed automatic transmission.
Diesel buyers get to choose between a 1.3-litre of 95hp and a 1.6-litre of 120hp, and the latter, expected to produce the majority of sales, was the car we drove at the UK launch event.
Generally it’s a smooth unit, unless you rev it hard in which case it becomes a little audibly intrusive, and it bowls the car along at reasonable pace without fuss. It’s competent, without standing out.
The same can be said for the chassis performance. It’s a very relaxed, cosseting car to drive normally, but if you need to push on for any reason it becomes vague and hardly confidence-inducing, with noticeable body roll in bends and little feedback through the steering.
Fiat does expect to win brownie points on value – the £12,995 starting price for the entry-level Tipo Easy Plus is impressive, and the specification includes air conditioning, remote central locking, front electric windows, electric door mirrors, six airbags, DAB digital radio, USB and Bluetooth connectivity with steering wheel remote controls. Station Wagons add electric rear windows as well as those roof bars.
However Fiat reckons most buyers will be going neither for Easy or the mid-spec Easy Plus, but the top-level Lounge, which is only £2,000 more expensive. While bringing the Tipo closer to its big-selling rivals in terms of price, it does also add significant amounts of extras.
As well as the Easy Plus upgrades – that tiny five-inch touchscreen with Uconnect Live app-based services (varying from music streaming to checking Facebook), leather on the steering wheel and gear knob, LED daytime running lights, 16-inch alloy wheels, front fog lights, parking sensors and cruise control, Lounge buyers will also gain such niceties as TomTom Live navigation with traffic updates, climate control, an extra inch on the alloys, auto lights and wipers and a rear view camera.
Verdict
So the Fiat Tipo scores on value – it’s just that it’s not that exciting, that noticeable in today’s hugely competitive C segment. Those big-name rivals will remain more tempting, but if you want something that isn’t them and offers plenty for your money, the Fiat is worth a look.
Lynk & Co promises to be a new and very different car-buying option for UK customers within the next couple of years.
The new brand is being launched by Chinese giant Geely Auto Group, owner of Volvo, and its creators promise to “challenge the conventions of the automobile industry.”
The first model, an SUV called simply the Lynk & Co 01, will launch in China in 2017, followed by Europe and the US. It will not be sold through traditional car dealers but online and in ‘stores’ in retail centres, along similar lines to those opened recently by Hyundai and JaguarLand Rover in major shopping centres such as Bluewater.
This, according to Lynk & Co is part of a new business model that will see the brand interacting directly with its customers. Prices will be fixed and transparent, options to drive the cars will range from traditional ownership and leasing to subscription and sharing-membership, and cars will be delivered, and picked up for service, directly at the door of the customer.
Lynk & Co management say that as distribution typically reflects some 25 per cent of the cost of a car, its business model will enable highly competitive pricing.
There will be no traditional trim levels either – cars will be sold with ‘collections’ of options that the makers say will offer far greater value. “(We have) abandoned the traditional concept of meagre base models and long option lists that create infinite build configurations and costs in manufacturing,” a company spokesman said.
The 01 is Lynk & Co’s launch model.
“Inspired by the fashion and technology sectors, Lynk & Co has replaced ‘trim levels and option lists’ with a simple selection of fully equipped, fixed-price collections themed to meet customer preferences.”
The 01 (which will be followed by the 02, 03 and so on in another example of simplifying conventional industry practice) uses the benefit of Geely’s ownership of Volvo to the full. It has been fully engineered in Sweden and sits on the CMA (Compact Modular Architecture) platform that the Swedish manufacturer developed for its latest models.
Use of the CMA enables the car to accommodate many varieties of powertrains and Lynk & Co intends to offer electric versions of all of its models.
The design benchmark for the 01 is said to be premium and popular compact SUVs across the globe. Its exterior look has been created by Geely’s Swedish design studio with input from further studios in Shanghai, Barcelona and Los Angeles, led by design director Peter Horbury, who formerly headed Volvo’s design team.
“The design brief for Lynk & Co was simple: the cars should stand out from the crowd and appeal to a truly global audience,” said Andreas Nilsson, head of Geely Design Sweden.
“From a distance, we have a European design approach – get closer, and you see more and more detail, such as the intricate lights, and the type of grain on the interior leather. A strong wide grille completes the distinctive ‘face’ of the car.”
Lynk & Co is also describing itself as “born digital” – connected services will be central to every model and all cars will come with a large central touchscreen and telematics systems that are always connected to the internet and the car’s own cloud.
Novel aspects include a button that will allow owners to provide other people with access to the car using a shareable digital key. An app will allow control, monitoring and sharing of the car from a smartphone.
Lynk & Co cars will also benefit from Volvo’s renowned safety technology, and company personnel expect their cars to top safety tests across the globe.
Lynk & Co head Alain Visser is confident that his company can change the way cars are built, sold and lived with. “Our industry has been refining design and engineering successfully for decades – but not so much the distribution and ownership model,” he said.
“Our customers’ values and preferences have evolved dramatically. It is time for us to step into the future and reinvent the model to become a comprehensive solution for mobility and lifestyle.
“Our aim is to enrich and simplify car ownership by redefining how they are bought, owned, connected, serviced and used.”
More than half of British drivers are not comfortable with the idea of autonomous cars, according to new research by the London School of Economics. The findings were presented at the Goodyear Future of Mobility conference in London last week.
It is important to differentiate fully autonomous vehicles discussed here from the semi-autonomous technology found on a current Tesla, which has limited self-driving ability under very specific circumstances.
The survey results show that 55% of drivers would feel uncomfortable being either in or around a self-driving car. Only 28% responded that they would feel comfortable, with the balance undecided. However, the survey did find that people did at least warm to the idea as they thought about it over the course of a 20-minute interview, with slightly more favourable responses to the same questions at the end of the survey compared to the beginning.
Perhaps not surprising, given the lack of enthusiasm for self-driving cars, is that nearly 80 per cent of those surveyed thought that autonomous vehicles should retain a steering wheel to allow a human driver to override the car if necessary.
Despite the level of concern about autonomous vehicles, the survey participants tended to agree that they could potentially be safer than human-driven cars. In response to the statement “Most accidents are caused by human error, so autonomous vehicles would be safer,” 43% agreed and only 19% disagreed, with the rest unsure. The counter to this was a strong feeling (73%) that autonomous vehicles could malfunction.
The road is a social space
A panel of experts at the conference also discussed how autonomous vehicles would interact with human drivers on our roads. Describing roads as a ‘social space’, LSE’s Chris Tennant questioned whether drivers would be more or less likely to assist an autonomous vehicle into gaps, and how an autonomous vehicle (AV) would be able to co-operate with human drivers to negotiate merging around blockages.
The report concludes: “This research identifies a number of deep-seated reservations – to the willingness to give up control, to the reliability of AV technology and to AVs’ ability to integrate in the ‘social space’ that is the road. It is necessary to understand these reservations, rather than just assume that the public needs more information if AVs are to negotiate a place for themselves on the road.
“Arguments that focus simply on promoting greater safety, lifestyle enhancements or economic efficiencies will not gain traction if AVs do not fit comfortably into the public’s picture of what the road should look like for them to drive on.”
Tech-savvy drivers more likely to accept autonomous cars
The report suggests that familiarity is likely to improve the perception of autonomous vehicles in the eyes of the general public. Very few people have ever sat in one, or even seen one of the test vehicles on the road, so there is an understandable caution in embracing this technology.
Unsurprisingly, those who were early adopters of other automotive technologies were more likely to be open to the idea of using a self-driving car. Conversely, people who are still confused by how cruise control works are less inclined to trust a car to make its own decisions.
Using autonomous technology to plough new fields (literally)
Farmers will soon be able to purchase a fully-autonomous tractor to plough fields while the farmer does other work. Case New Holland recently showed a concept called NHDrive that can perform a wide range of tasks, day and night, without supervision. Although a tractor on a farm doesn’t have to deal with roads and other road users, it still marks a step towards autonomous vehicles being brought to market and integrating into our lives.
David Smith, chief executive of Global Futures and Foresight, explained that new technology – like autonomous driving – typically enters our lives through doing things differently, and then accelerates as it is used to do different things.
In the case of self-driving vehicles, cars will be initially able to drive us to work while we sit and read or watch a movie, but then we will start using vehicles differently. A car could be sent across town to collect your kids from school, rather than you having to physically be present. The car will take itself off to for servicing or maintenance, and be able to charge itself during downtime. People will start to make their cars useful when they are otherwise not needed, such as renting your boot space out to transport groceries while you’re at your desk.
Autonomous tech could slash number of cars on the road
Smith pointed out that a third of the urban area of Los Angeles is devoted to the automobile. Autonomous driving and other mobility services such as car sharing models have the potential to radically alter this, with enormous impact on the very makeup of LA.
Various studies have estimated that the number of cars on the road could be reduced by as much as 90% with autonomous technology. Through connectivity between different cars and with local infrastructure, car sharing and multi-tasking, each car would get to its destination more quickly and efficiently, and then go off to pick up someone else or undertake a different task.
