Wednesday, February 28, 2018

New Volkswagen Touareg prototype review

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28 Feb, 2018 11:00pm Sam Naylor

We hit the road in a prototype version of the new advanced Volkswagen Touareg SUV

The new Touareg is a big car in more ways than one; as well as being VW’s flagship SUV, the third-generation model is set to inform the design and technology of the brand’s next series of products. We’ve been behind the wheel of a pre-production car.

Despite the camouflage, you can see it’s not only wider and longer than the previous-generation Touareg, but also lower, to give it a sportier stance. It has a bigger boot, too, at 810 litres as opposed to the present car’s 697 litres.

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The interior was totally uncovered for our test drive, and the tech on display is one of the most impressive things about the new model. A huge 15-inch touchscreen display dominates the dashboard, and it blends into a smaller – but still very high resolution – digital instrument cluster behind the steering wheel. Volkswagen calls this set-up the Innovision Cockpit, and on first impressions it’s a superb system; it’s bright, responsive and looks fantastic.

The Touareg shares its MLB platform with Audi’s Q7, while our pre-production model uses a version of the VW Group’s 3.0-litre V6 developing 282bhp. This is paired with a smooth eight-speed auto. While VW hasn’t yet confirmed torque, it’s clear that the engine produces plenty at low revs, making for easy progress. It’s also very quiet, getting noisier only at high revs. The Touareg’s general refinement is highly impressive.

Along with this comes a very smooth ride; running on the optional air suspension and set to Comfort mode, the Volkswagen rides very smoothly over harsh ground. It uses multi-link suspension all round, with electromechanical, adjustable anti-roll bars to help reduce roll in corners. This means the big SUV feels more nimble than you might expect. The use of the MLB platform also allows the implementation of rear-wheel steering, which boosts the newcomer’s agility.

Key for many owners will be the Touareg’s ability to pull a caravan or trailer – and its 3.5-tonne towing capacity means the big VW is one of the few SUVs with the kind of serious hauling capability usually found only on pick-up trucks.

Even on our early test drive, the Volkswagen Touareg’s superb levels of comfort and refinement were apparent, so we’re looking forward to getting our hands on one in the UK. It’s packed with tech and handles well, too. We just hope VW gets the pricing right when it comes to market.
  • Model: Volkswagen Touareg
  • Price: £50,000 (est)
  • Engine: 3.0-litre V6 turbodiesel
  • Power: 282bhp
  • Transmission: Eight-speed auto, four-wheel drive
  • 0-62mph: 6.5 seconds (est)
  • Top speed: 150mph (est)
  • Economy: 45mpg (est)
  • On sale: Late 2018


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Range Rover Velar P300 2018 review

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28 Feb, 2018 1:45pm Dean Gibson

We try the most powerful four-cylinder petrol version of the Range Rover Velar. Is it as sporty as its power output suggests?

It's fair to say that the new Range Rover Velar was a hit for Land Rover as soon as it arrived in showrooms. With its sharp looks and a cabin bursting with technology, it's one of the hot picks of 2018. But how well does the Velar stack up as a sporty SUV? We’ve tried the most powerful four-cylinder petrol Velar to see.

The Velar uses Land Rover's new naming structure, and this P300 features the firm's four-cylinder Ingenium petrol engine (hence the 'P') with 296bhp – or 300PS in metric horsepower. It's the same engine that appears in the entry-level Jaguar F-Type, and despite the fact this Velar is around 300kg heavier, its performance figures are quite similar. Land Rover quotes a 0-60mph time of 5.7 seconds and a top speed of 145mph.

Best SUVs on the market

On the road, the 2.0-litre model delivers good performance. The Ingenium motor is responsive, thanks to its 400Nm of torque being available from just 1,500rpm. Combine this with the slick-shifting eight-speed auto box, and the Velar has a decent turn of pace even with gentle throttle inputs. That's no bad thing, because if you extend the engine, it doesn't have as sporty the soundtrack you might expect. Thanks to the car's refined cabin, it's not noisy, but the four-cylinder thrum won't have you hunting for the rev limiter if you're shifting gear using the steering wheel paddles.

While the numbers might have you thinking that the Velar P300 is a sporty SUV, the drive will tell you otherwise. The HSE R-Dynamic model we tested had the standard steel springs, and while they do a good job of soaking up bumps - you hear big potholes more than feel them - it's not really designed with cornering in mind. Body roll is well controlled, but there's a softness to the damping that means the Velar tends to lollop around corners in a way that a Jaguar F-Pace or Porsche Macan does not.

Push harder and it feels like the Velar's suite of electronics are putting in a lot of effort to keep the car on the road. A high centre of gravity means it's no sports car in the corners. And while it might be tempting to replicate the wheel-cocking images seen when the Velar debuted at the Goodwood Festival Of Speed last year, the various tugs and jerks as the brakes or drive is transferred to each corner of the car, means it's not very pleasant.

The rotary Terrain Response controller on the centre console allows you to select a sporty R-Dynamic driving mode, but it makes little difference, save for a slightly sharper throttle and heavier steering. It's better to leave the car in Auto and let the electronics take care of things – and as long as you're not pushing the car hard, the Velar is a perfectly hospitable and comfortable SUV.

Our car featured the Velar's trademark double touchscreen centre console, and while it's a magnet for fingerprints (stick a microfibre cloth in your glovebox if you want to keep it clean), they work well and are responsive to the touch. Space inside is good for five, too, while the quiet and refined cabin makes the Velar a comfortable and relaxing cruiser.

However, this HSE R-Dynamic P300 starts from £67,500, which is a bit steep. You wouldn't feel short-changed by choosing the standard car, though, and you could save a couple of grand if you went for the slightly less powerful P240 – or indeed, one of the diesels.

3
While the Range Rover Velar P300 will look attractive to buyers ready to ditch diesel, it doesn't quite make sense here in the UK. Yes it's quick, but the penalty you pay in terms of fuel economy means the diesel is still the better choice. If you're intent on a petrol Velar, then the P250 will be more than capable, offering just as many toys for less cash. There's no doubt that the Velar is a great showcase for Land Rover's latest tech and it sticks with Range Rover tradition by offering luxury and comfort, just don't expect it to also be a sporty drive.
  • Model: Range Rover Velar P300 HSE R-Dynamic
  • Price: £67,480
  • Engine: 2.0-litre 4cyl turbocharged petrol
  • Power/torque: 296bhp/400Nm
  • Transmission: Eight-speed auto, four-wheel drive
  • 0-60mph: 5.7 seconds
  • Top speed: 145mph
  • Economy/CO2: 36.2mpg/178g/km
  • On sale: Now


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Mercedes X 350 d launched with V6 power

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Richard Ingram 2018-02-28 13:30

Six-cylinder Mercedes X-Class arrives as promised, with 254bhp and permanent all-wheel drive

Mercedes has revealed a V6 version of its X-Class pick-up truck, boasting 254bhp and 550Nm of torque. It’ll go on sale in the UK this summer, priced from around £45,000 inc. VAT. 

As promised when the four-cylinder X-Class launched last year, a V6 version has now joined the range with a seven-speed automatic gearbox and 4MATIC all-wheel drive. It joins the X 220 d and X 250 d, and will be the most expensive X-Class on sale.

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The 3.0-litre V6 diesel engine is lifted from the E-Class saloon, and allows the X 350 d to sprint from 0-62mph in 7.9 seconds. It’ll also come with Merc’s Dynamic Select drive mode switch, allowing owners to switch their truck from Comfort through Eco, Sport, Manual and Offroad. 

In addition, the X-Class gets a low-range reduction gear with three additional drive modes. The 4MAT setting is for on-road driving, while the 4H and 4L setups improve traction in tricky situations. Power distribution is fixed 40:60 front/rear, which Mercedes says ensures “improved vehicle dynamics and higher lateral acceleration on the road” as well as “better traction during acceleration”.

While UK specs are unconfirmed, the X 350 d will come with a choice of two trims in Europe. Progressive models get 17-inch wheels, silver chrome detailing and fabric seats, while the top-spec Power adds bigger rims, LED lights and ARTICO leather. From March, customers will also be able to order a new 19-inch multispoke wheel.

Elsewhere, Mercedes has expanded the range of accessories available for the X-Class pick-up. New items include new covers for the loadbay, anchoring rails and underbody protection. 

We’ll have more details on UK prices and specs, closer to the truck’s on-sale date this summer.

Read our in-depth Mercedes X-Class review right here...



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Jaguar Land Rover to sell its eclectic kids’ pedal car collection

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James Wilson 2018-02-28 13:30

Jaguar Land Rover is selling off its amazing collection of 140 children's pedal cars as its JLR Classic division expands

Pedal cars Bentley

In an effort to create space for the expansion of its Jaguar Land Rover Classic division, JLR is selling its reserve fleet of cars and amongst them are 140 children's pedal cars from its range of vintage toys. This is by no means the extent of the firm’s pedal car collection as the marque is only selling models that don’t feature JLR branding.

Of the 140 vehicles that will all be auctioned without reserve at Bicester Heritage on 21 March, there are representatives from almost every decade of the past 130 years of motoring. Standout cars include a miniature Batmobile, pre-war styled racers and a BMW Z4. Also included in the range is a selection of vintage biplanes (models of course) and a pedal car designed to look like a steam train.

How to choose the best kids' ride on car

What’s more, these are not the kinds of toys you can simply pick up from your local Argos. Many of the vehicles shown come with features you would only expect on full size cars, such as steel bodies, brakes, opening bonnets and boots, fully functioning steering, headlights, adjustable pedals and even leather seats. In some cases, the only thing to split these miniature hommages from the real thing is the lack of an engine.

One of the main reasons the JLR Classic pedal cars will be rolled across the block, is that the department is hoping the sale of these models will create more room for its special projects, such as the Jaguar and land Rover ‘reborn’ models. Cars previously launched Jaguar Land Rover Classic include the Jaguar E-Type Lightweight and the reborn Land Rover Defender with 5.0-litre V8 power.

Best toy cars for boys and girls of all ages

Tim Hannig, Director of Jaguar Land Rover Classic said, “[The sale of the models] will allow us to focus on exciting initiatives including; ‘Reborn’ versions of Range Rover and Jaguar E-type, ‘Works Legends’ cars for sale and the ‘Classic Collection’ - iconic vehicles cared for by a team of specialists at the new ‘Classic Works’ facility in the UK.”

Which car did you yearn to have a miniature version of when you were a kid? Let us know in the comments below...



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Bespoke McLaren Senna Carbon Theme revealed by MSO

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James Brodie 2018-02-28 13:00

MSO adapted version of the 789bhp McLaren Senna will be showcased at the Geneva Motor Show

McLaren Senna bespoke - front

McLaren Special Operations (MSO) - the British supercar brand’s bespoke modification service – will reveal a tweaked version of the new 789bhp Senna supercar at the Geneva Motor Show next week.

Called the McLaren Senna Carbon Theme by McLaren Special Operations, it’s one of five unique visual themes cooked up by MSO for the new Senna, and showcases the car in almost naked carbon-fibre.

Best supercars on sale 2018

This Senna wears very little in the way of paint – the only smatterings of colour on the unpainted carbon-fibre bodywork are found on the sills, rear wing and active aero blades at the front, all finished in bright yellow.

In addition to the 1,000 hours it takes to produce the Senna’s carbon body, MSO says these small patches of colour take 250 hours to complete. They join up with vibrant ‘Laurel Green’ brake calipers, which McLaren says is a nod to the helmet colours of the legendary three time Formula 1 world champion the car is named in honour of.

Inside, more Laurel Green detailing is found on the door strut. Contrasting stitching and a steering wheel centre-line use the same Solar Yellow hue applied to the car’s exterior, injecting colour into the black Alcantara and carbon-fibre clad cabin. Both seats feature the Senna ‘S’ logo on the headrest.

McLaren is pitching the Senna as a car for the circuit first and foremost, rather than a road-based supercar. Its 789bhp twin-turbo 4.0-litre V8 unlocks a claimed 0-62mph time of 2.8 seconds and a top speed of 211mph, thanks to a sub 1.2-tonne kerbweight. All 500 examples earmarked for production have already been sold, each with a price tag of at least £750,000.

Now read full details about the new McLaren Senna



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New Renault Master ZE electric van revealed

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Dean Gibson 2018-02-28 13:00

Renault adds electric drive to its big-selling Master panel van to promote zero-emissions urban deliveries

Renault has electrified the Master large van to create the Master ZE, an all-electric delivery van that's designed with zero-emissions urban delivery in mind. It joins the Renault ZE electric commercial vehicle range alongside the Kangoo ZE and Twizy Cargo, although it's far larger than both. As well as offering exhaust emission-free driving, Renault is also introducing a host of telematics and connectivity options with the Master ZE to keep fleet managers up to date with the status of their vans.

• Can an electric van work for your business?

The Master ZE features the latest lithium-ion battery technology, with a 33kWh battery pack that's been developed to improve energy density. The battery is mounted underneath the standard Master's load floor, and the way it's packaged means that the Master ZE has the same access height as the Master dCi, while the load volume in the delivery van version is unchanged.

Power comes from Renault's R75 electric motor. This 74bhp unit is offered in the ZOE in some European markets, so it should prove to be reliable for fleet users. It gives the Master ZE a top speed of 62mph, underlining Renault's belief that this is a delivery van for the city rather than long distance work. A special Eco mode limits the van's top speed to 50mph to help conserve energy, while Renault claims that the 33kWh battery is good for a real-world driving range of around 74 miles. However, that will very much depend on the payload, weather and driving style.

A full charge of the battery takes six hours when using a 32 Amp/7.4kW wallbox, so it's feasible for fleet users to have a fully charged fleet of vans ready to go overnight. It's even possible to have vans on charge during the day while others are out on delivery.

Renault will offer six versions of the Master ZE - four panel vans with two roof heights, as well as a pair of platform cab variants - and they will offer a payload of up to 1.1 tonnes, which will be suitable for the needs of urban delivery fleets. The platform cabs will be suitable for bespoke bodywork, including chilled distribution, and Renault will offer conversions directly to customers through its 30-strong Pro+ commercial vehicle network in the UK.

Renault EasyConnect

As well as offering zero-emissions deliveries, the Master ZE introduces Renault's next generation of fleet management. On-board telematics will allow fleet managers to monitor all vehicles via Renault's EasyConnect software and check on vehicle location, mileage, range and nearby charging points. Any technical issues that may arise, such as flat tyres or when servicing is due, can be relayed back to the fleet manager, too. In an effort to streamline fleet maintenance, the EasyConnect system can send direct messages to a Renault Pro+ dealer if a van is due a service.

The Master ZE joins Renault's existing electric CV line-up of Kangoo ZE and Twizy Cargo, and is part of the firm's plan to offer an entire fleet of zero-emissions commercial vehicles. While the addition of a mid-sized Trafic ZE would seem like a logical step, this is currently still under evaluation by Renault.

Check out the best big panel vans you can buy today…



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New Lexus RC 300h F Sport Black Edition arrives for Geneva

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James Brodie 2018-02-28 12:15

Special edition version of range-topping hybrid Lexus RC goes on sale in Britain in May

Lexus RC 300h F Sport Black Edition

Lexus will introduce a new special edition RC at the Geneva Motor Show next week, which will hit the UK market in early May.

Called the RC 300h F Sport Black Edition, a number of stealthy styling additions single it out from the regular RC coupe, while it’s based on the range-topping F Sport Premier specification model.

Best hybrid cars on sale 2018

At the front, the spindle grille takes on a darker chrome tint, as do the LED fog lights. It rides on 19-inch alloy wheels with a contrasting matt black and bright machined finish, while the window moulding trims are black too. Graphite Black metallic paintwork completes the look.

Inside, the same dark makeover continues. F Sport grade seats are upholstered in black leather, as is the sports steering wheel. It’s not all dark in there, however, as the cabin is lifted with contrasting orange stitching. New deep black wood trim inserts round off the changes.

Given that the Black Edition is based on the range-topping Premier model, standard equipment includes a 17-speaker Mark Levinson surround sound system, plus a 10.3-inch infotainment screen complete with built-in navigation. Driver assistance highlights include a reversing camera, blind spot assist, rear cross traffic alert, rain-sensing wipers and full LED headlights.

Things are unchanged under the bonnet, and the regular 300h hybrid powertrain is present and accounted for. That means a 2.5-litre inline four-cylinder petrol mated to an electric motor, developing a round total of 220bhp. Lexus claims the system is capable of returning 56.5mpg and 116g/km. 

The RC 300h F Sport Black Edition goes on sale in Britain on 1 May, priced from £45,165.

Read our full 2018 Geneva Motor Show preview here...



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‘Porsche ditching diesel is bad news for the car industry’

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Graham Hope 2018-02-28 11:00

Car manufacturers are facing an uphill battle to convince customers that diesel has a future, says Graham Hope

“There is no truth. There is only perception.” A famous quote from the acclaimed French novelist Gustave Flaubert, and one I was reminded of again last week, when Porsche confirmed it would no longer sell diesel cars in its current line-up.

The German brand, part of the wider VW Group empire implicated in the Dieselgate scandal, has already launched its new Cayenne SUV with no diesel engine. There will be no more oil-burning Panameras, either, and the final Macan S diesel has now rolled off the production line.

Porsche Cayenne review

It would appear that removing the latter from the line-up is linked to an “ongoing consultation with the authorities in relation to another software update”. This suggests that Porsche has opted to axe the model rather than re-engineer it for assessment under new Worldwide Harmonised Light Vehicles Test Procedure (WLTP) emissions rules.

Does this all matter? Porsche issued an official statement that seemed to try hard to convince us that this is not a big deal. “Diesel engines traditionally play a subordinate role at Porsche. Porsche does not develop or build diesel engines itself. Currently, the demand for diesel models is falling, whereas interest in hybrid and petrol models is increasing significantly,” we were told.

The brand then subsequently clarified its position by telling us that a diesel Cayenne would be offered in future, although tellingly it declined to say when. For Porsche in isolation, this probably all makes sense given the tightening restrictions on diesel and declining demand. That’s the truth of the situation.

But for the wider car industry, I think it’s bad news. As companies battle to try to convince customers diesel has a role to play, it’s another negative headline to add to the fuel’s ongoing toxification. And shifting that perception in the eyes of the public will be very hard indeed.

Now read about the UK’s plan to ban petrol and diesel engines from 2040…



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Jaguar XF Sportbrake 3.0 diesel S 2018 review

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Jaguar XF Sportbrake 3.0 diesel S - front
28 Feb, 2018 10:15am

The flagship 3.0-litre V6 diesel version of the Jaguar XF Sportbrake estate costs north of £50k. We see if it's worth the money...

You only have to flick through the pages of Auto Express and familiarise yourself with the latest car manufacturer product plans to get a hint that the big diesel estate might not be the current height of automotive fashion.

The rise of the SUV and diesel’s well-documented demise would appear to to have conspired against cars like the Jaguar XF Sportbrake and its 3.0-litre V6 engine, but the gap between perception and reality can be a big one.

Best estate cars on sale

This Jaguar XF launched in 2015, but buyers needing extra practicality had to wait until late last year for the Sportbrake estate version to arrive. Here we’re testing the V6 diesel model in range-topping S specification, which adds various sporty styling components including a subtle body kit and roof spoiler. 

It’s rear-wheel drive – the Sportbrake’s AWD tech isn’t available with this flagship diesel unit – and all models get self-leveling air suspension at the back. If you’re expecting a pillowy, bump-obliterating ride, however, think again. This S model also has sports suspension and optional 20-inch alloy wheels – and the result is firm progress. It isn’t uncomfortable, but it comes close with the adaptive dampers in Dynamic mode. 

The flipside is impressive body control for a 1,855kg executive estate, and a planted, reassuring feel through the corners. The steering doesn’t exactly come alive in your hands, but it is accurate and the overall effect is fun.

And so to the engine, which has more than enough about it to deliver the goods. The 6.1-second 0-60mph time might not sound blistering by modern standards, but the whopping 700Nm of torque from just 2,000rpm speaks volumes. The flexibility and effortless in-gear urge of a big diesel will be a big loss if the legislators get their way – and this one has that in abundance. It’ll do 49.6mpg and emit 149g/km of CO2, as well as boasting full Euro 6 compliance. 

Engine refinement is impressive, too, and you’ll need to flip the eight-speed automatic down a couple ratios to hear the 3.0-litre turbo unit over the wind and the stereo. When you do, the gearbox responds swiftly and smoothly, even in its Sport setting. But the engine’s torque is such that gear selection is almost secondary in normal driving, meaning most will leave the paddles well alone. 

The XF Sportbrake looks the part both inside and out, but the interior design isn’t the tech fest you get in a Mercedes E-Class and the infotainment system can be awkward to use. There’s still no Apple CarPlay or Android Auto, either, which is frustrating in a car costing this much. The grained leather sports seats in the S model are quite narrow and the offset pedals mean your right leg can rest uncomfortably against the side bolster on the base, too. 

In terms of practicality, there’s a 565-litre boot that grows to 1,700 litres with the rear seats dropped. It’s not quite up to E-Class dimensions, but it’s not far off a BMW 5 Series Touring. The flat floor makes it easy to slide items in, while a 2,000kg maximum towing weight means it’s unlikely you’ll want for carrying capacity.

4
There’s plenty to like about the Jaguar XF Sportbrake in S trim with its muscle-bound V6 diesel engine. SUVs may be clouding the eyes of buyers to cars of this ilk, but the blend of sleek looks, enjoyable handling, surging performance and decent practicality, really does take some beating. You can find a slightly sharper drive and better integration of the latest technology elsewhere, but the Sportbrake is a fine and hugely desirable all-rounder.
  • Model: Jaguar XF 3.0d 300PS S Auto Sportbrake
  • Price: £52,400
  • Engine: 3.0 V6 turbo diesel
  • Power/torque: 296bhp/700Nm
  • Transmission: 8-speed automatic, rear-wheel drive
  • 0-60mph: 6.1 seconds
  • Top speed: 155mph
  • Economy/CO2: 49.6mpg/149g/km
  • On sale: Now


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UK needs "seamless" Brexit trade deal with EU, says SMMT

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Martin Saarinen 2018-02-28 09:45

SMMT cites January figures showing UK exported 119,252 vehicles abroad, the highest number on record

Nissan Sunderland

The UK must achieve a "seamless" long-term trade deal with Europe, the Society of Motor Manufacturers and Traders has warned, following record numbers of cars built in the UK exported abroad.

January 2018 saw 147,481 vehicles built in the UK, just 72 fewer than in January last year. But while overall production fell by just 0.05 per cent, exports grew by 1.5 per cent to 119,252 - the highest number on record.

Car industry faces 13% rise in costs after Brexit

Over 80 per cent of all cars built in the UK are now shipped abroad, with the European Union the biggest buyer.

Conversely, domestic demand for British-built cars fell by six per cent. The SMMT blames falling business and consumer confidence, as well as confusion over future Government policies on diesel taxation and air quality plans.

The SMMT has also previously warned that “around 10 per cent of our exports could be threatened overnight” if the UK fails to maintain all of the current trade benefits it has with the EU.

SMMT chief executive Mike Hawes said: “While it is good to see global appetite for British-built cars reach record levels in January, this only reinforces the industry’s increasing reliance on overseas demand. Future growth will therefore depend on maintaining our current open trade links not just with Europe but with key international markets.

"A transitional deal will be an important first step but, in the long term, a seamless relationship between the UK and Europe must be maintained. The EU remains the third largest new car market in the world and, given it is on our doorstep, it is not surprising it accounts for more than half of our global exports.”

Could Brexit force Japanese carmakers out of Britain? Their ambassador seems to think it could... 



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New 2018 Honda CR-V arrives in Europe with hybrid tech

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Jonathan Burn 2018-02-28 08:00

The all-new Honda CR-V is already on sale in the US, but now the European spec model has been revealed

Honda CR-V - front

This is the all-new Honda CR-V. And if you think its look familiar you’d be right – the model has been on sale in America for almost 12 months and we’ve already been behind the wheel. 

However, this is the production version of the European model that we’ll be able to get our hands on in the autumn. It comes with a new hybrid engine option and seven seats for the first time.

Best 4x4s and SUVs on sale 

Honda calls the new hybrid system Intelligent Multi Mode Drive (i-MMD), and it comprises a 2.0-litre four-cylinder petrol engine and two electric motors. 

Rather than feed its power via a conventional gearbox, the i-MMD system makes use of a compact single fixed gear ratio in a bid to reduce cost, weight and complexity. 

Auto Express drove a prototype version of the powertrain last year and engineers have promised almost diesel levels of fuel economy from the petrol-electric powertrain. 

As well as the hybrid system, the 1.5 VTEC turbo petrol engine from the Civic will be available. It can be paired with a six-speed manual gearbox or the option of a CVT automatic transmission. Both versions of the SUV are front-wheel drive as standard, but customers will be able to spec the CR-V with four-wheel drive as an option. 

The cabin also features a lot of technology and design from the latest Civic. A centrally mounted seven-inch display sits above simplified controls. Honda also says that because the wheelbase has been stretched, the new CR-V is now more practical than before, while the optional third row of seats is hidden beneath the boot floor.

Read our new Honda CR-V prototype review right here...



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Tuesday, February 27, 2018

New Aston Martin Vantage prototype review

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28 Feb, 2018 (All day) Sean Carson

Ice drive shows the new 503bhp Aston Martin Vantage is a real star

The Aston Martin DB11 brought the British marque’s GT cars bang up to date – but arguably this new Vantage is even more important.

In the sports car class that the Porsche 911 has had sewn up for so long, the new Vantage could blow the market wide open, and we’ve already had a chance to sample its firepower.

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With the continuing tie-up between Aston and Daimler, the Vantage uses a 503bhp 4.0-litre twin-turbo V8 usually found in potent AMGs – only here it’s hooked up to a regular eight-speed auto compared with the seven-speed dual-clutch used in most Mercedes.

On hand to explain why is Aston’s chief engineer – vehicle engineering, Matt Becker. “With a dual-clutch you sacrifice low-speed driveability,” he says. “This is a sports car, but it’s still an Aston and it still has to be refined.”

The Vantage shares the same basic structure as the DB11, but 70 per cent of the components are new, which saves 20kg over its predecessor. The brake system has been tailored to the Vantage’s size and weight, and the calibration of the dampers is bespoke. There’s an E-Diff electronically controlled limited-slip differential, too, which is a first for any Aston Martin.

With all that power and 685Nm of torque spread wide between 2,000 and 5,000rpm, the Vantage slews sideways on the snowy, icy test route our drive is limited to. But even in these low-grip conditions, there’s a sense of balance and connection here. The throttle map feels progressive and, coupled to the predictability of the way the E-Diff locks up, there’s clearly a precision to the way the Aston responds.

It’s difficult to get a sense of true steering feel or weight on snow, but with a linear-rate set-up the Vantage turns quickly and, yes, predictably. It sounds great, too, thanks to a wickedly bassy soundtrack when the sports exhaust is in Track mode. While a snow drive can’t give us a definitive verdict on where the Vantage stands in relation to the 911, on first impressions, Aston’s new baby could have what it takes.

The new Aston Martin Vantage is a huge leap on from its predecessor; even on snow, this much is clear. The engine is explosively potent, and even in low-grip conditions Aston’s work on the chassis and the balance it brings is palpable. We’ll have to wait until a drive on tarmac to give a definitive verdict, but the signs are extremely positive.
  • Model: Aston Martin Vantage
  • Price: £120,900
  • Engine: 4.0-litre twin-turbo V8
  • Power/torque: 503bhp/685Nm
  • Transmission: Eight-speed auto, rear-wheel drive
  • 0-62mph: 3.5 seconds
  • Top speed: 195mph
  • Economy/CO2: 28.8mpg/245g/km
  • On sale: Now


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Citroen ditches Picasso badge

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Richard Ingram 2018-02-27 15:15

French firm will use SpaceTourer badge for current and future MPV models, ditching the popular Picasso nameplate

Citroen will ditch the popular Picasso nameplate later this year in favour of the newer SpaceTourer badge. As a result, the Citroen C4 Picasso will be renamed C4 SpaceTourer, while future MPV models are expected to also use the new name.

From 1 May 2018, all new C4 Picasso and Grand C4 Picasso models will be rebadged C4 SpaceTourer and Grand C4 SpaceTourer respectively. The news comes ahead of the brand’s appearance at the Geneva Motor Show, where it’ll debut the recently revealed Citroen Berlingo.

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The Citroen C4 SpaceTourer joins the full-size nine-seat SpaceTourer to complete the brand’s newly badged MPV range. Alongside these, Citroen will reveal the SpaceTourer Rip Curl Concept – a 4x4 camper can focused on outdoor sports. This is joined by special edition Rip Curl versions of the C4 SpaceTourer and Grand C4 SpaceTourer.

Citroen’s Geneva show stand will also feature the new C3 Aircross and C4 Cactus, as well as the C3 supermini, which has now sold more than 300,000 units worldwide.

We’ll have more information, news and images direct from the show floor at Geneva next week.

Get the latest news ahead of the 2018 Geneva Motor Show



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New Audi R8 RWS 2018 review

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Audi R8 RWS - front
27 Feb, 2018 3:15pm Sean Carson

Audi Sport removes R8’s front drive shafts for RWS model, but is it a sweeter, more rewarding driver’s car as a result?

The R8 RWS marks a significant step for Audi, for this mid-engined model is the firm’s first rear-wheel drive series production car. RWS stands for Rear Wheel Series, denoting the two-wheel-drive setup, a development path inspired by the brand’s successful R8 GT3 racer and one Audi Sport says it’s followed in a quest for a purer, more rewarding driving experience.

A quick glance at the vital statistics says it should be a positive step. The RWS uses the standard R8 as its base, so the 533bhp naturally aspirated 5.2-litre V10 remains, sending drive through a seven-speed dual-clutch automatic transmission. 

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Losing the centre differential and front driveshafts from the four-wheel-drive car, among other components, means the RWS is also 50kg lighter. There’s also been a commensurate adjustment in the car’s chassis setup, with an RWS-specific sport suspension tune that incorporates a 10 per cent stiffer front anti-roll bar and a new steering calibration. There are some very minor tweaks to the dampers (not stiffer, we’re assured), while the spring rates remain the same. 

Unless you’re pushing quite hard it’s difficult to sense these subtle alterations, as the RWS feels very much like the standard car. The damping is still just as good on a flowing road, controlling the body well but providing a supple platform; the steering is fast and accurate but doesn’t offer the feel you get from a 911, while the aluminium spaceframe construction gives the car plenty of rigidity. 

Like the R8 quattro, it’ll push into understeer (maybe earlier than you might think), but unlike the all-wheel drive car it’s more difficult to neutralise with the throttle – as the front wheels can’t pull you out.

This means you have to commit to bringing the car’s rear axle into play, at which point the RWS’s window of playfulness opens wide and its level of delicious adjustability becomes apparent. It sounds obvious, but it feels very much like an R8 without a pair driven front wheels.

There’s a nice balance to be found; the removal of the quattro setup means the RWS’s weight distribution is now more rear-biased at 41:59 front to rear – compared with 44:56 on the standard car. You can just about sense this in normal driving, while pushing harder on a track reveals the Audi’s more amusing side. Purity though? We’re not so sure. 

The engine is a constant, however. Despite the lack of four-wheel drive (traction is still surprisingly good), with launch control, the RWS still sprints from 0-62mph in 3.7 seconds – and the Coupe will hit 198mph flat-out.

It’s the way it delivers this kick that makes it. The R8 is one of the few performance cars left with a big, naturally aspirated engine, and it’s this, along with its driven rear axle, that defines the RWS. The engine wails to its 8,700rpm rev limiter, spewing out a rich and rounded but aggressive note that turbocharged rivals simply match.

The gearbox is equally as impressive, slotting home ratios at full throttle with not so much as a hint of shunt, while downshifts are just as smooth and announced by a flare of revs and a volley of pops and bangs. The R8 RWS’s powertrain, at least, isn’t short of personality. 

Just 999 examples of the rear-drive R8 will be built. With the Coupe priced from £112,450, it’s the most affordable R8 yet. For that, you get a plaque inside to highlight its limited-run status, an optional decal that runs the length of the body, and some other black styling details outside.

There’s a good level of kit, too. Audi’s advanced 12.3-inch Virtual Cockpit takes care of infotainment and is easy to use once you’ve got your head around the system. LED headlights, leather and Alcantara sports seats, and all connectivity tech you’d expect are all standard, too.

If it matters to you, Audi claims the RWS will return 22.8mpg and emit 283g/km CO2, but what might be of more interest is the car’s usability. Despite the lack of front differential, there’s no more luggage space, so you’re still limited to a miserly 112 litres in the nose. It’s enough for a couple of squashy bags, though, while there’s an extra 226 litres behind the seats, which makes it even more useful.

4
We can’t help feeling Audi could have nudged the performance envelope further to help differentiate the R8 RWS from its quattro sibling. It feels very much like the standard car (no bad thing) in normal driving, and only when you’re fully committed does it reveal its true traits. It’d be nicer to engage the R8 RWS at slightly lower speeds, which together with more adjustability would have made it the purer driver’s car that Audi was after. But that engine and sweet damping mean it’s still a great performance car, and no doubt the 999 owners will be thrilled.
  • Model: Audi R8 RWS Coupe
  • Price: £112,450
  • Engine: 5.2-litre V10 petrol
  • Power/torque: 533bhp/540Nm
  • Transmission: Seven-speed dual-clutch auto, rear-wheel drive
  • 0-62mph: 3.7 seconds
  • Top speed: 198mph
  • Economy/CO2: 22.8mpg/283g/km
  • On sale: Now


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Toyota engines and gearboxes revealed for TNGA platform

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Lawrence Allan 2018-02-27 15:00

New petrol and hybrid powertrains and innovative new CVT gearbox aim to boost efficiency and performance

Toyota has released details of a new range of engines and transmissions for future models based on the brand's new TNGA platform, prior to revealing the cars themselves.

Two new 2.0-litre petrol powertrains - one conventional and one hybrid - have been announced, with the former dubbed a Dynamic Force Engine. Toyota claims world-leading thermal efficiency and increased torque across the rev range, while it will comply with future emissions legislation ahead of time.

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The new petrol-electric hybrid is adapted from the powertrain seen in the latest Prius, and will be used across much of the brand's larger car range. It reduces the engine revs needed for maximum power and draws more energy from the battery pack than before.

Alongside this, Toyota has also developed a new type of CVT gearbox. It's said to be six per cent more efficient than before thanks to reduced mechanical losses. A new 'launch gear' mechanical gear drive is now used at lower speeds; it's said to remove the typically slow initial response of a CVT and boost performance. 20 per cent faster shift speeds also contribute to better acceleration.

A new six-speed manual 'box has also been developed, which is smaller and 7kg lighter than before, further increasing efficiency. Engine revs are also automatically adjusted when changing gear, in theory making selecting cogs smoother.

Finally, two new four-wheel drive systems will be making their debut. Petrol-powered models will use a new Dynamic Torque Vectoring AWD system, using a more efficient ratchet-type dog clutch system to disconnect power to the rear wheels. An electric all-wheel drive system is used on hybrid vehicles, sending 30 per cent more torque to the rear wheels than the old system.

Now read about the best hybrid cars money can buy in 2018…



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Removing safety railings cuts pedestrian deaths

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Hugo Griffiths 2018-02-27 14:50

Research finds 56 per cent drop in incidents of pedestrians being killed or seriously injured following removal of safety railings

Removing safety railings at pedestrian crossings has been linked to a significant reduction in pedestrian deaths and injuries, a new study has found.

The report’s authors cite a shift in driver attitudes following the removal of barriers as the likely reason for the decline.

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Researchers from Transport for London (TfL) analysed accident data from 70 locations across the capital where safety railings had been removed. Their findings reveal the number of pedestrians killed or seriously injured (KSI) fell by 56 per cent at these locations.

That drop contrasts sharply with pedestrian KSI accident rates across TfL’s entire road network, which declined by just 14 over the same three-year period investigated by the report.

KSI incidents for all road users, not just pedestrians, fell by 48 per cent at junctions where barriers had been removed, compared to similar incidents across TfL’s entire road network over the same period, which fell by 19 per cent.

Sam Wright, the TfL engineer tasked with removing the capital’s railings, said a shift in driver perception was likely to be behind the reduction in accidents: “Railings can sometimes give drivers ‘tunnel vision’ and a feeling that pedestrians are safely tucked behind them.

“Without the railings people tend to cross in more locations on an ‘ad hoc’ basis. Rather than this being more dangerous, the feeling that pedestrians could step out from anywhere appears to make drivers slow down and pay more care and attention.

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“In addition the railings caused some pedestrians to become trapped in the road, taking longer to reach the safety of the footway. Removing them means they now actually spend less time in the road. As a result, junctions and crossings are safer without railings.”

Pedestrian barriers have been removed by several local authorities across the country in recent years, including TfL since 2011. The intention is to make towns safer and more pedestrian friendly, removing street clutter and reducing the dominance of vehicles in urban areas.

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Cities allowed to ban diesel cars in Germany

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Martin Saarinen 2018-02-27 13:30

Landmark ruling allows Dusseldorf and Stuttgart to ban older, heavily polluting cars from its streets

Diesel smog, haze, pollution

Dusseldorf and Stuttgart will be allowed to ban heavily polluting vehicles from its city centres, following a landmark ruling by the German courts.

The two cities are the most polluted in Germany, with Stuttgart home to manufacturer Mercedes. The ruling is likely to have a wider impact in Germany, though, as over 70 cities have recorded pollution levels above the European Union thresholds.

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This is the first ruling of its kind, in that a city has been given the right to ban vehicles from its jurisdiction. How the ban will be implemented is still to be worked out.

The ban will likely affect older diesel cars the most, with critics questioning the impact it will have on used diesel values, too. The German Government, alongside its automotive industry, has been vocally opposed to the ban, fearing the impact it will have on diesel car owners.

Though the ruling has no immediate relevance to the UK, clean air lawyer for ClientEarth Ugo Taddei, one of the companies that brought the case, said: “The win is a tremendous result for people’s health in Germany and may have an impact even further afield. This ruling gives long-awaited legal clarity that diesel restrictions are legally permissible and will unavoidably start a domino effect across the country, with implications for our other legal cases.”

Now read about the UK’s plan to ban petrol and diesel engines from 2040…



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New Giugiaro Sibylla concept is Tesla-rivalling EV saloon

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Lawrence Allan 2018-02-27 11:15

GFG Style and Chinese firm Envision to debut Sibylla concept EV at this year's Geneva show

Giorgetto Giugiaro concept - front

GFG Style, a new company founded by legendary designer Giorgetto Giugiaro, is set to debut an all-electric luxury saloon concept at this year's Geneva Motor Show

Called the Sibylla, the Tesla-bating concept features a dramatic look with a one-piece glasshouse, coupe-like roofline and boomerang rear lights. It's designed as a modern interpretation of the cars Giugiaro designed in the 1960s. 

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The glasshouse eliminates the need for an A-pillar, which is said to make it easier to get in and out off. The glass itself is photosensitive and tints in direct sunlight, while the dome can slide forwards and backwards on structural glides. 

The concept uses a four-motor electric powertrain and platform engineered by Chinese green energy company Envision. No power output is given, but the car is likely to use a 75kWh battery, which is said to store enough energy to power the average European home for a week. It can become part of a renewable energy ecosystem, called EnOS, acting as an intelligent energy source. 

Inside, the Sibylla features a completely flat floor with four individual seats that can recline and slide. An aircraft-inspired steering wheel features, and the dash is said to be laid out in a half-moon shape with several displays for infotainment functions. 

Does the Sibylla signal a return of the legendary Giugiaro name? 



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Low profile tyres: everything you need to know

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Dean Gibson 2018-02-27 10:20

Ever wondered what low-profile tyres are? Well wonder no longer, as we explain tyre profiles and what they mean for your car

Ferrari Portofino - wheel

If you've been looking at used cars for sale, or you want to buy new tyres for your car, then you might have come across the phrase 'low profile tyre'. But what does it mean? Well, obviously it relates to your car's tyres, and it refers to the size of the tyre sidewalls in relation to the tread that comes into contact with the road. 

If a tyre has a low profile, it means that the sidewall of the tyre is shallower than normal, and it usually means that the tyre is fitted to a larger diameter wheel. Low-profile tyres with big wheels are usually the preserve of higher performance models in a new car range, although there's nothing stopping owners from fitting bigger wheels with low-profile tyres to a standard model.

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But why would you want to add low-profile tyres to your car? Well, it's a cost-effective way of giving an ordinary model a sharper look. A set of shiny, larger diameter alloys fitted with low-profile tyres can perk up the appearance of any car, especially if it originally came with steel wheels and cheap plastic trims. Another benefit of low-profile tyres is an improvement in a car's handling. 

Of course the opposite of a low profile tyre is a high profile one, and the difference is visually obvious when the two are compared, because there's a lot more tyre sidewall before you get to the wheel. You'll normally find these on basic cars and 4x4s that need the extra height to protect the wheels from damage on rough terrain. You'll also find higher tyre profiles on Formula One cars, as the tyre and wheel dimensions are fixed by the rules.

The size of a tyre sidewall is recorded on the sidewall itself, as part of the string of numbers that signifies the overall size of the tyre. This code shows the width of the tyre tread, the height of the sidewall and the diameter of wheel the tyre is designed to be fitted to. While the tyre width is in millimetres and the wheel size is in inches, the sidewall size is expressed as a percentage of the tyre's width. These percentages are set at five per cent increments, so the lower the number (down to about 30 per cent for the lowest of profiles), the shorter the sidewalls.

Low profile tyre pros and cons

One benefit of low-profile tyres is the fact they usually look smarter than standard tyre set-ups. That's because if you're going to fit low-profile tyres, you must put them on larger wheels so that the overall rolling diameter of your car's tyres and wheels stays the same. 

This is important, because if you just go ahead and fit lower profile tyres to your existing wheels, the smaller rolling diameter will play havoc with your car's systems.

A smaller overall diameter of wheel and tyre will rotate faster than a standard one, so your car's odometer will click over faster, and show a higher mileage than you have actually travelled. It will also affect the reading of your car's speedometer, as you are likely to be travelling at a different speed to the one being shown. It will probably be a lower speed, but it's still inaccurate. 

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Your car's gearing will also be affected, while modern safety electronics rely on a car's tyre diameter to function correctly in the event of an incident. Your car will also likely sit a little lower, so if it already has trouble scraping over speed bumps, this will only be made worse.

As well as adding a sportier look to a car, low-profile tyres can boost a car's handling. The shorter sidewalls aren't as flexible as the taller ones on high profile tyres, which means the car doesn't roll and bounce about quite as much. This boosts grip and the effectiveness of the suspension at keeping the car stable in corners.

This can have beneficial effects for a car's performance, as extra grip means a car can go around a corner faster, but the downside to this will be a firmer ride over bumps. The tyre sidewall acts as part of the car's suspension, and if there is less sidewall and a smaller cushion of air to absorb bumps, these shocks will transmit through the wheels and suspension to the cabin, making for a more uncomfortable ride for passengers. In recent years, some car makers have designed their cars to be more comfortable on large diameter wheels as standard, although that is unlikely to be the case when fitting aftermarket wheels and tyres to a vehicle.

The question is whether you can put up with this extra firmness for the added grip and roadholding the tyres will provide. If you're increasing tyre size by an inch, it might not have a big effect on soaking up bumps, but if you're increasing size by two or three inches, then you're likely to notice the difference. And if the bumps are severe - especially crashing into potholes - then there's a greater risk of either the tyre or wheel suffering damage as a result, as a low-profile tyre doesn't have as much ability to absorb the impact as a standard tyre.

You’ll need to be more careful when parking too because low profile tyres put your alloy wheels close to the road and its various low level obstacles. Small kerbs and ridges that normal tyres would happily bump over can come into contact with your alloys and cause ‘kerbing’ damage when you have less protective rubber as a safety net.

Another negative of low-profile tyres is their higher cost. While the lower profile means there's less rubber to start with, these tyres tend to be designed with performance in mind, so they usually have more advanced construction so that they perform at their best. Of course, low-profile tyres need larger diameter wheels, and simply buying a set of these to fit them on will add to the expense.

Fitting low profile tyres: summary

For

  • • Improved looks
  • • Better handling
  • • More grip for extra performance

Against

  • • Reduced ride quality
  • • Increased cost
  • • Less protection for wheels and suspension

What do you think of low profile tyres? Do the pros outweigh the cons? Let us know in the comments section below...



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