New BMW X4 2018 review

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30 Jun, 2018 11:00pm Paul Bailey

The new BMW X4 coupé-SUV is a very good car, but is it a better bet than X3 it’s based on?

The new BMW X4 is an odd-looking thing. It’s not the first model to fuse coupé and SUV shapes – even the first-generation car was preceded by the bigger X6 – but for some, it’s a niche that’s tough to come to terms with.

The combination of a bluff front end and huge grilles with a sleek, receding roofline gives the impression its face is too big for its body. Styling is a subjective thing, of course, but could this new car ever be described as pretty?

• BMW X3 M40i 2018 review

To many, that won’t be a problem. The X4’s appeal will come from the fact that the ‘sport’ part of Sports Utility Vehicle (SUV) is more influential than it is for the car on which it’s based: the X3. Thanks to firmer suspension and a wider rear track, BMW reckons the X4 will out-handle the class-leading Porsche Macan.

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There are two engines to choose from at launch in the UK. Both are diesels and get BMW’s xDrive all-wheel-drive system. The entry-level xDrive20d has a 187bhp 2.0-litre four-cylinder engine, while the M40d uses a 3.0-litre straight-six that produces 355bhp and 500Nm of torque.  Both 30d and M40i models (already available in the X3) will arrive later; until then, officially the X3 is the faster car.

The four-cylinder version comes in three trim levels. Sport models get 18-inch alloy wheels, LED headlights and leather upholstery, while M Sport cars add 19-inch wheels, a bodykit and front sports seats. Range-topping M Sport X variants get a panoramic roof and extra bits of fake 4x4 trim.

The M40d is a standalone model. It has 20-inch forged wheels, uprated brakes and fully digital instruments. Regardless of spec, the cabin is a lovely place to be. The dash design is lifted from the excellently appointed X3. It’s beautifully put together, easy to figure out, and, when equipped with the larger 10.25-inch touchscreen (M Sport trim and above), has arguably the best infotainment system in the business. It’s so good that the lack of Android Auto is only a mild inconvenience.

The sloping roofline does compromise interior space. Six-footers sat in the back will be brushing their heads against the rooflining, although legroom is still plentiful even for the tallest adults. The 520-litre boot is smaller than the X3’s and the opening is tighter and higher.

But all is forgiven out on the road. The suspension changes take the X3’s already strong starting point and add an extra dimension of body control. Only when you hit a severe mid-corner bump while really pressing on does it seem anything other than completely unflappable. It’s remarkable for a high-riding SUV.

Adaptive dampers are a £460 option, and they’re worth ordering for the extra smoothness they bring in Comfort mode. That said, the ride quality never comes close to feeling harsh.

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It’s the 2.0-litre diesel unit that will undoubtedly prove the biggest seller. In the X3 it performs strongly when matched to a brilliant eight-speed automatic transmission.

The engine itself isn’t as refined as the equivalent Audi diesel, but there’s not much in it. At a cruise, the most audible sound is from the big wheels and low-profile tyres, with a little wind whistle making its presence felt around the door mirrors, too.

It all helps to put the X4 in very good stead against its rivals. Prices start from £42,900 for the xDrive20d, which is a little less than the Mercedes GLC 250 d Coupé. Although M Sport and M Sport X models are more expensive than the Mercedes, the BMW is faster and much better to drive, without feeling significantly stiffer. Alfa Romeo’s Stelvio runs it close in terms of fun, although it can’t compete for interior quality.

The main concern for the X4 comes from within BMW’s own stable. The xDrive20d M Sport is £2,980 more expensive than the equivalent X3, which is a lot of money for a car that isn’t as practical and, crucially, is predicted to hold around five per cent less of its list price over three years.

3

In isolation, the all-new BMW X4 is a very good car. It offers what is arguably the best compromise between ride and handling of any mid-size SUV on sale – and it’s got one of the finest interiors and infotainment systems in the business. The trouble is, those things also apply to the existing X3; a car that is more spacious, less contrived to look at and much better value for money. Unless you really want to be different, it’s tricky to recommend this new X4 over BMW’s already brilliant X3 SUV.

• Model: BMW X4 xDrive20d M Sport X
• Price: £45,700
• Engine: 2.0-litre 4cyl diesel
• Power/torque: 187bhp/400Nm
• Transmission: Eight-speed automatic, four-wheel drive

• 0-62mph: 8.0 seconds
• Top speed: 132mph
• Economy: 52.3mpg
• CO2: 146g/km
• On sale: Now

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‘To free up our roads, we should drive less or drive smaller’

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Mike Rutherford 2018-06-30 10:00

With 50 per cent more cars on our roads than in 1997, Mike Rutherford thinks we should all drive smaller models like the Audi A1…

Cast your mind back six months to the first week of January. These were the desperately dark days when a down-in-the-dumps Society of Motor Manufacturers and Traders (SMMT) admitted that new car sales in 2017 were way lower than in 2016.

Many people in the automotive industry lost out, as did HM Treasury. Never forget that for every £25,000 new car not sold, the Government loses £5,000 in VAT.

• Best-selling cars in the UK 2018

But a year-on-year downturn in new car sales, coupled with huge quantities of old vehicles being scrapped, at least means fewer cars, vans and trucks on the road, and a bit more space, right? Er, wrong. There have never been more vehicles in front of and behind you.

Astonishingly, there are around 50 per cent more in use in Britain today than in 1997. According to just-published Department for Transport data, at the end of 2017/start of 2018, 37.7 million were on UK roads. The SMMT claims it’s 39.7m. They’re both wrong, because the true number is comfortably north of 40 million after factoring in often-ignored (and illegal) unregistered/unlicensed vehicles on the road, plus legal ones on foreign plates.

When I was a kid, road vehicles in Britain collectively travelled tens of billions of miles per annum. Now they annually do 300-400 billion miles on UK roads. The network feels slower and more cramped than ever because, er, it is. And it’s inevitable that it’ll become even more overcrowded as the current number of licence holders grows from 48m to more than 50m, in line with official forecasts that the UK population will hit 70 million by the 2020s.

Yet the length of the network seems almost static as far as I can tell. Honestly, although I see many road closures, plus new pedestrianisation schemes and cycling/bus/taxi lanes, I can’t remember the last time I spotted a genuinely new highway for cars, vans and trucks. Know the feeling?

• Potholes cost drivers £1 million per month

No doubt about it: every year we have fewer miles of usable road per motorised vehicle. In view of the fact that the network will not be expanded as it should be, we have two options in order to free up much-needed space: drive less or drive smaller (four metres long or less) vehicles. I prefer option two. Audi has proven with its A1 and Q2 that small models can have a big-car feel, while retaining their premium credentials and credibility.

With this in mind we urgently need a Jaguar A-Pace, Range Rover Evoque Lite, Mk2 Aston Martin Cygnet... or even a Mcmini from McLaren, Britain’s second fastest-growing brand after MG – which, incidentally, should do an all-new Metro that could and should be the cheapest car on the UK market.

Read: new car sales have risen for the second consecutive month in 2018…

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New Mercedes C-Class Estate facelift 2018 review

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29 Jun, 2018 3:15pm James Brodie

Has a recent update lifted the Mercedes C-Class Estate above the Audi A4 Avant and BMW 3 Series Touring?

The facelift for the new Mercedes C-Class must have been a fairly comprehensive project, given the firm has refreshed the entire line-up and all four bodystyles in one fell swoop. 

Though it plays second fiddle to the saloon from a popularity perspective, the Estate is still a hugely important member of the C-Class team, and a reason why the C-Class found its way into the top 10 best selling cars in the UK in 2017.

• Best estate cars on sale

Merc’s focus with this recent facelift isn’t all cosmetic, either. Design changes are few and far between, in fact, with the recognisable updates limited to a set of new headlights and subtly restyled bumpers. Instead, new tech and infotainment grab the headlines, alongside a host of new and improved engines.

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We’ve already sampled the all-new 1.5-litre 48-volt mild-hybrid petrol unit in the C 200 saloon – but that’s not the only fresh engine in the C-Class range. A new diesel arrives too, with the firm’s latest 2.0-litre motor transferred straight from the E-Class. 

It’s an engine we’ve long been waiting for. The C 220 d has been the best selling C-Class model for some time, but the old 2.1-litre motor was far from perfect. It was always a little gruff, and its limited torque reserves felt stretched on the motorway. The newer engine (codenamed OM 654) has largely addressed these problems in the E-Class, so now it’s time to test it in the smaller C-Class.

Performance is improved, for sure. The 0-62mph sprint takes seven seconds, while the sizeable slug of torque (400Nm) is probably all you’ll even need in every day driving. It’s delivered in a smooth, linear fashion too, with the nine-speed automatic gearbox feeding power to the rear wheels and shifting through its cogs with minimal fuss. As ever, selectable driving modes allow you to change how responsive the car feels.

It’s more refined, too – though not by as much as you might hope. Its impact doesn’t feel as great as it does in the E-Class, seeming less hushed in the smaller C-Class. It’s an improvement, but the C 220 d still doesn’t quite feel as quiet as it could be.

Claimed fuel economy of 58.9mpg is decent, meaning this is the pick of the C-Class range for drivers intent on racking up the miles. Be careful of your choice of wheels, though; the 19-inch wheels on our test car push CO2 up to 132g/km – adding an extra £310 to your first tax bill over the same car on 18-inch rims. Of course, the tax cost thereafter is identical, whichever car you go for.

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From behind the wheel, there’s little tangible difference between the saloon and the slightly heavier estate when it comes to dynamics. The C-Class is a safe, solid and direct car to drive with good body control, but it’s not exactly exciting. Ride quality is good on the optional Airmatic suspension, with only the worst cracks and pockmarks enough to unsettle things. With this option ticked, you can firm things up for a sportier ride, too.

From a practicality perspective the C-Class Estate is still competitive, but the facelift doesn’t do anything to elevate it above and beyond its rivals. The 460-litre load bay is accessed through a wide-opening estate tailgate, and folding the rear seats flat opens up a generous 1,480-litre cargo bay. 

Elsewhere, the cabin has been mildly updated with new infotainment technology. The standard 10.25-inch central display is a big improvement on the pre-facelift car’s system with much sharper graphics. The availability of digital dials for the first time means that the C-Class’s cabin has both the quality and modernity to match and possibly surpass the Audi A4, too.

4

Small tweaks ensure the Mercedes C-Class Estate stays competitive alongside the BMW 3 Series Touring and Audi A4 Avant. Tech updates keep this car right at the sharpest end of the sector, but while the new 2.0-litre diesel in the C 220 d ups the game from a performance and fuel economy perspective, it doesn’t quite push the bar far enough on refinement.

• Model: Mercedes C 220 d Estate SE
• Price: £35,970
• Engine: 2.0-litre 4cyl diesel
• Power/torque: 191bhp/400Nm
• Transmission: Nine-speed automatic, rear-wheel drive

• 0-62mph: 7.0 seconds
• Top speed: 145mph
• Economy/CO2: 58.9mpg/132g/km
• On sale: Now

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Long-term test review: Audi A7

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29 Jun, 2018 1:30pm Sean Carson

First report: our new Audi A7 Sportback impresses with its exec credentials and cutting-edge tech

Mileage: 5,053
Economy: 40.2

How do you say hello to one of the most technologically advanced cars on sale today? Well, to welcome Audi’s new A7 to the Auto Express fleet and to fully understand all of the advanced kit on board, I went to my local Audi dealer to pick up ‘my’ new car and get a thorough briefing on how it all works.

That local garage is Watford Audi, where I was greeted on arrival by sales executive Gareth King. Although Audi hasn’t always performed that well in our Driver Power dealer survey (the German firm’s franchises finished 15th out of 26 brands in our most recent rundown), Gareth operated with all of the slick professionalism you’d expect from an Audi sales person – even when I had a little tech hiccup.

• Audi A7 Sportback 2018 review

We went through the example digital specification process, adding the options and extras that would bring our car’s £58,155 list price up to the £77,045 total as tested. All fine there. However, when setting up the myAudi smartphone app that grants access to your car and some of its functions via your mobile, there was a slight snag with my device.

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After some head-scratching, I was sent away with a code that – once my phone had been refreshed – thankfully worked. The Audi MMI Connect system is yet another app you can use, allowing you to send sat-nav destinations to your car remotely, check remaining range and even lock or unlock the vehicle. It’s all really clever stuff.

There was more to take in following a full rundown of the A7’s features in the handover bay, though. The 12.3-inch Virtual Cockpit is familiar from other models, but like the new A8 flagship limousine, it’s a higher resolution here and works beautifully. It’s one of the biggest advances in infotainment we’ve seen and works well with the other twin-screen set-up.

Both are HD touchscreens and get haptic feedback. The first is 10.1 inches and controls the multimedia; it’s easy to use and conveniently placed. The second is 8.6 inches and features the climate controls. It isn’t as well located, forcing you to drop your eyeline from the road to operate it, but I’m finding that with familiarity it’s becoming more intuitive. The fingerprints and glare the glossy displays attract aren’t improving, though.

Other options include an upgraded Bang & Olufsen stereo as part of the £1,895 Comfort and Sound Pack that produces a great, powerful sound, helped by the car’s refinement (optional acoustic glazing improves this, too).

The 282bhp 3.0-litre V6 50 TDI unit is smooth and strong, and uses 48-volt mild-hybrid technology in a bid to boost efficiency as well. After a few long runs I’m achieving a strong 40.2mpg so far.

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Less convincing than the engine is the eight-speed box. It’s a match for the motor for refinement, thanks to smooth shifts, but on the motorway it’s either sluggish to kick down or with a prod of the throttle drops two or three gears and then takes off. I hope it’ll learn my driving style over time, or vice-versa, and things will start to improve.

I’m still in the throws of acquainting myself with the Audi, though, so many of its advanced features are novel and many are already proving to melt into the background when you don’t need them, delivering exactly what you want when you want it. Take the £1,900 dynamic all-wheel steering. That’s a lot of money, but given the A7 is nearly five metres long, it makes manoeuvring in tight spaces no harder than in a family hatch, plus it boosts agility at low speed.

I’ve got plenty of long trips planned over the summer, so I expect the car’s refinement and comfort to come to the fore. For now, I’m dazzled by the tech, backed up with an easy-to-use interface.

*Insurance quote from AA (0800 107 0680) for a 42-year-old living in Banbury, Oxfordshire, with three penalty points.

4.5

The A7 might be more niche than the A6 saloon that’s coming soon, but the big Audi’s style is backed up by substance. It does everything you’d expect a luxury car to do, although it blends these attributes with advanced technology as well.

• Model: Audi A7 Sportback 50 TDI quattro S line
• On fleet since: May 2018
• Price new: £58,155
• Engine: 3.0-litre V6 turbodiesel, 282bhp
• CO2/tax: 150g/km/£450

• Options: Metallic paint (£685), Sport differential (£1,500), City Assist Pack (£1,375), Tour Pack (£1,950), all-wheel steering (£1,900), Audi laser light (£1,100), Comfort & Sound Pack (£1,895), adaptive suspension (£2,000), panoramic roof (£1,600)
• Insurance*: Group: 45, Quote: £672
• Mileage/economy: 5,053/40.2mpg
• Any problems?: None so far

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One-off 700bhp Ford Mustang Eagle Squadron revealed

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Alex Ingram 2018-06-29 13:20

Supercharged Ford Mustang pays tribute to US fighter pilots that served the RAF during the Second World War

This is the Eagle Squadron Ford Mustang - a unique model that pays tribute to American fighter pilots who served in the RAF during World War II.

The car is the work of both Ford Performance and world drifting champion Vaughn Gittin Jr’s RTR Vehicles tuning company. Starting life as a standard Ford Mustang GT, the Eagle Squadron gains a wide-body kit that’s crafted from carbon fibre. It’s finished off with a striking paint finish, which bears the serial number EN 783: a designation applied to a Spitfire piloted by, among others, the US Airforce 334th Fighter Squadron during the war.

• Ford Mustang in-depth review

Under the bonnet, the Mustang’s 5.0-litre V8 gains a supercharger, which helps to lift output from the standard car’s 444bhp up to 700bhp. The power is kept in check by RTR’s ‘Tactical Performance’ adjustable suspension pack.

The car will make its world debut at this year’s Goodwood Festival of Speed. It’ll be shown to the public for the first time on Thursday 12 July, when Gittin will take it up the Duke of Richmond’s 1.16-mile long driveway. Festival goers will be able to view the car as a static display for the rest of the weekend.

The Eagle Squadron’s Goodwood debut is appropriate: many US Airforce squadrons were based at RAF Westhampnett - a war time airfield that today sits within the grounds of the Goodwood Motor Circuit.

After Goodwood, the Eagle Squadron will be taken to the Experimental Aircraft Association’s AirVenture event in Oshkosh, Wisconsin, where the car will be sold at a charity auction.

Click here for our 2018 Goodwood Festival of Speed preview...

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Ford Focus review

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For 

Agile, involving chassis, comfortable ride quality, efficient petrol and diesel engines

Our Rating 

4.5

Against 

Smaller infotainment screen on lower models, automatic gearbox can get confused, some hard plastics in the cabin

2018

The Ford Focus is a great-handling family hatchback that also matches is rivals on interior quality and cabin space

The Ford Focus is one of the mainstays of the British car market, and it’s easy to see why. The well-judged chassis delivers a composed, comfortable and enjoyable drive, with excellent body control and responsive steering. The engines - particularly the 1.0-litre EcoBoost in 125PS (123bhp) guise – are punchy enough, but refined with it. And the latest Mk4 Focus has better cabin space than its predecessors, plus quality that’s pretty much a match for the best in class. Keen pricing and finance offers seal the deal.

29 Jun, 2018

4

Ford has played things a bit safe on the Focus’s styling; it’s clearly an evolution of the old car’s but it also incorporates some styling cues that we know from its little brother, the Fiesta - especially around the front end.

The view along the sides is dominated by the longer wheelbase - the gap between the front and rear axles - which is the longest it’s ever been on a Focus.

Inside, the Focus’s dashboard is simple and relatively uncluttered by switches - although it’s good to see that the heating and ventilation controls are still present as physical dials and buttons, instead of being hidden in the depths of some menu on the infotainment system.

Speaking of infotainment, the Focus has a couple of display sizes - 6.5 inches or eight inches - and the screen is mounted in a prominent position, right at the top of the centre of the facia. Its ‘floating tablet’ style may not be to everyone’s taste but the location means that you don’t have to divert your eyes too far from the road ahead to see key information or switch channels on the radio.

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The interior quality is good enough to rival the best in class - without delivering a knockout blow on the VW Golf, perhaps. There are soft-touch padded materials up high, mixed with metallic finishes depending on which trim level you go for, and while there are harder plastics (notably on the centre console between the front seats), they’re generally in areas that you’re not likely to touch all that often anyway. It’s good to see padded door liners and flock-lined storage areas, too; they give the cabin a bit more of an air of luxury and help to cut down vibrations and rattles. 

Sat-nav, stereo and infotainment

Go for a Style edition of the Focus and there’s not much to discuss on the infotainment front; you get a DAB radio with a small screen, and that’s your lot.

Fortunately, every other edition of the car comes with Ford’s SYNC 3 system, which is snappy, quick to respond to inputs and blessed with a reasonably simple interface with big buttons that are easy to stab with a finger when you’re on the move.

Crucially, the system also features Android Auto and Apple CarPlay - so even if your spec of Focus doesn’t have navigation, you can hook up your phone’s system via the USB port at the bottom of the centre console and get better live traffic updates than Ford’s offering anyway, plus your own music streaming services.

 

4.5

The first thing to know is that the Focus gets a couple of different suspension configurations, depending on which engine you choose. Opt for the 1.0-litre EcoBoost petrol or the 1.5-litre EcoBlue diesel and you’ll get relatively simple twist-beam rear suspension. Go for the 1.5-litre petrol or the 2.0 diesel and your car will feature a multi-link set-up. Picking ST-Line or ST-Line X lowers the set-up by 10mm, incidentally, regardless of what the layout is at the back.

This sounds like one half of the range could be the poor relation, but it’s worth remembering that some of the Focus’s main rivals (notably the Golf) have a similar split in the technical line-up.

It shouldn’t bother you much anyway because, regardless of suspension layout, the Focus is the best-handling family car among its peers. Start your journey in town, as so many of us do, and you’ll find the car quick to respond when you turn the wheel to cut through traffic. But this doesn’t mean it’s nervous at speed; there’s just about enough play off-centre for the car to remain composed on motorways. It’s comfortable, too, the primary and secondary rides working nicely to soften all but the very sharpest of jolts from the road below.

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And then you find a twistier bit of road, and the Focus trots out its party piece. Don’t expect the steering to chat away to you all the time, but the electrically powered set-up goes down as one of the best we’ve experienced in a family hatch. Suffice it to say that you will very quickly learn to lean on the Focus’s front end.

Of course, none of this front-end bite would matter if the rest of the package felt like it wasn’t playing its part in proceedings. There’s the faintest, fleeting feeling of weight transfer if you ask the Focus to change direction in a hurry, but it passes so quickly that it’s unlikely to ever be an issue. As a handling package, it’s extremely well-judged.

Step up to a 1.5-litre ST Line on the more expensive suspension and there isn’t a giant leap forward in terms of agility; that’s testament to the regular set-up, more than it is any explicit criticism of the multi-link arrangement. You do feel the extra complexity when you start trying to change direction quickly over poorer surfaces; the faster Focus remains just that little bit more composed than its less powerful stablemate. But if you think the 1.0 is going to be fast enough for you (and it should be fast enough for plenty), you shouldn’t feel uncomfortable about settling for the simpler chassis set-up.

We’ve also tried the most modest of the Focus diesels - the 120PS EcoBlue 1.5 - and it’s a decent option if you know you’re going to rack up big mileages. It’s not quite as sweet and hushed as the EcoBoost when cruising along, but there’s bags of torque in the low revs, allowing you to really exploit the car’s ability to hang on in corners and keep up swift progress.

The standard six-speed manual gearbox is slick enough, although it does prefer a positive throw instead of tentative shifts. The eight-speed automatic, meanwhile, is not without the occasional glitch but in general it’s a smooth enough performer. We still think that the VW Group’s dual-clutch DSG units are ever so slightly more polished, though.

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Some Focus trim levels can be chosen with continuously variable dampers, although we haven’t had the opportunity to try the technology just yet. 

Engines

The Focus has a mix of petrol and diesel engines. The core of the petrol range, badged EcoBoost, is a 1.0-litre three-cylinder engine that’s offered in three states of tune. There’s a 84bhp version, then 99bhp and 123bhp editions that are likely to be more comfortable with life in a car of the Focus’s size.

The 123bhp 1.0 is not earth-shatteringly rapid, but keep it spinning somewhere just north of about 2,250rpm and it’ll reward you with quick enough progress for most requirements. It’s at its best pootling around town or cruising along on the motorway, where it fades nicely into the background.

There is also a three-cylinder 1.5-litre engine, offered with either 148bhp or 180bhp - and the more powerful of those two motors actually has enough shove to take the Focus halfway towards being a warm hatchback instead of a regular family car.

The diesel options are a 1.5-litre unit, called EcoBlue and offered with either 94bhp or 118bhp, and a 2.0 with a punchy 148bhp. The Focus doesn’t have any ‘hot’ diesel options like some of its VW Group rivals, incidentally.

Ford has plans to launch a mild-hybrid Focus - using 48-volt technology instead of plug-in compatibility - but we’re unlikely to see it before 2020.

4

The Focus is built on an all-new C2 platform, although we’re led to believe it shares knowledge and some technology with the underpinnings that have proven such a hit under the Fiesta in recent years. Even so, the new architecture does bring some risks on reliability - but at least the majority of the engines in the line-up are reasonably well-proven EcoBoost petrols. The EcoBlue diesels are fresh, though, so the jury’s out on their dependability.

Although the Mk4 Focus is all new, it’s worth noting that its immediate predecessor did finish in the top half of our Driver Power ‘Best Cars to Own’ poll.

Ford didn’t exactly cover itself in glory in our most recent Driver Power Car Manufacturer poll, though; its 16th position put it firmly in the lower half of the table, and it was behind some of the brands who build the Focus’s key rivals - VW, SEAT and Kia.

The new Focus hasn’t been tested by EuroNCAP’s crash-test team, but Ford is piling on the kit in the bid for a maximum five-star rating. You’ll be able to order Co-Pilot360, which brings adaptive cruise control with stop & go, traffic sign recognition and lane centring. Other kit on offer includes evasive steering assist, blind spot monitoring with cross traffic alert, inflatable seatbelts and pre-collision assist with pedestrian and cyclist detection.

Warranty

The Focus comes with Ford’s standard warranty, which is over an industry standard of three years but does stretch to 60,000 miles during that period, which is on the generous side. Ford also offers the chance to extend cover to four years/80,000 miles and five years/100,000 miles.

Servicing

Ford hasn’t announced full details on servicing prices and plans for the Focus, but we’d expect the model to slot into the line-up somewhere between the Fiesta and Mondeo. That should mean a price of around £550 for three years of cover, including two services.

One of the Mk3 Focus’s biggest problems was a shortage of interior space, so Ford went back to the drawing board for the Mk4 Focus and extended the wheelbase (the gap between the front and rear axles) by more than five centimetres.

All of that extension has been handed over to the cabin occupants - particularly those in the rear seats. And the result is accommodation that is perfectly comfortable for four six-footers, even on a long journey. There’s even room for a third occupant in the middle of the rear seats - and with no big transmission tunnel in the floor, they should have somewhere to put their feet, too.

Up front there’s good shoulder and headroom, and small touches there have improved the overall feeling of space; there’s a switch-operated electric parking brake across the range now, instead of a bulky handbrake lever.

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The boot isn’t the largest in the class but it’s more than respectable - and only a few litres off the capacity of a VW Golf when the rear seats are in place. Lower them and the Focus actually trumps some of its main rivals on out-and-out load-lugging space.

Size

The Ford Focus is 4,378mm long, 1,979mm wide (including mirrors), and 1,471mm tall. Those figures make it a full 12cm longer than a VW Golf, although the Ford is only a few millimetres longer than another of its main rivals, the Vauxhall Astra.

It’s wider than both of those competitors, too, and you may want to take advantage of Ford’s optional door protectors. They extend around the edge of the door as you open it, protecting the metal from scrapes against walls and plaster.

Leg room, head room & passenger space

The Mk4 Focus is definitely the most practical version of the car to date; there’s room in the cabin for four six-footers to travel a long distance in comfort, and a fifth person could squeeze into the middle seat in the rear for a shorter trip. There are ISOfix points for child seats in both of the outer rear seats. 

Boot

The Focus is now one of the longest cars in the class, but Ford has clearly used that extra length to prioritise cabin space over boot capacity, because while the load bay of the car is up there with those of its rivals, it’s not exactly cavernous.

At 375 litres with the rear seats in place, the Focus gives away five litres to the capacity of the Golf. But fold the back row down and the positions are reversed; the Ford’s 1,354 comfortably exceeds the VW’s 1,270 litres. But of course, neither of these cars can get anywhere near the load-lugging ability of the Skoda Octavia, the undisputed family-car king of boot capacity.

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Image 15 of 15

There are a few side hooks in the Focus’s boot but it’s a little disappointing that Ford hasn’t seen fit to offer some more tricks in the boot floor itself - such as sticky ‘dividers’ that could stop your shopping from rolling around.

4

Ford’s EcoBoost engine has won plenty of awards for its combination of performance, refinement and practicality - and it doesn’t let the side down on the Focus.

CO2 emissions fluctuate a little depending on which trim level you go for (varying wheel sizes are to blame) but the most powerful of the 1.0 EcoBoosts dips below 110g/km on a quite a few versions. That’s considerably cleaner than the comparable Golf (1.4 125PS).

Image 8 of 15

Image 8 of 15

You’ll pay a penalty for the automatic transmission in the Ford, though - in contrast to the Golf, in which the DSG dual-clutch is often cleaner than the manual. You should factor in around 10-15g/km of extra CO2 emissions in petrol models - but this deficit is reduced to zero on some of the diesels.

Insurance groups

Ford has yet to confirm comprehensive insurance groups for the Focus - but given the amount of safety kit on board, as standard and available on the options list, we’d expect the numbers to be at least on a par with the likes of the Vauxhall Astra and VW Golf.

Depreciation

It’s too early to say if the Mk4 Focus will hold its value any better than, say, the Vauxhall Astra - but we’d already wager that the ever-steady Golf will still hand a few percent more of its purchase price back to you after three years of motoring.

The key will be discounting - and whether Ford’s dealers can resist the temptation to push up the volumes at the end of every sales period. The fact that the car is all new may give them renewed confidence to hold fire on the biggest deals - for now, at least.

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New Mercedes X-Class X 350 d review

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Image 1 of 19

29 Jun, 2018 (All day) Dean Gibson

The Mercedes X-Class is the most powerful pick-up in the class, courtesy of its punchy 6-cylinder diesel engine

When the Mercedes X-Class pick-up was launched last year, it hit the ground running thanks to the fact it was developed from the Nissan Navara. It came with a pair of potent four-cylinder diesel engine options, but now the X-Class has been given more power to pull ahead of the pick-up truck pack, courtesy of a V6 diesel motor.

Engineers have taken the 3.0-litre single-turbo diesel normally found in the E-Class and fitted it to the X 350 d. They’ve also added a seven-speed auto box, permanent four-wheel drive, and selectable drive modes to help put the power down. The truck gets a Volkswagen Amarok-matching 254bhp (as well as 550Nm of torque), which means it’s capable of 0-62mph in 7.2 seconds and a top speed of 127mph.

• Best pick-ups on sale in 2018

Permanent four-wheel drive is a first for the X-Class, because other models in the range use a selectable system. There are three modes on offer; 4MAT for tarmac use, 4H for off-roading, and the low-range 4L mode for seriously rough terrain. In 4MAT mode, power is split 40:60 front to rear, while a rear diff lock is also included with hill descent control for improved off-road responses. The 350 d also gets Dynamic Select drive modes, with Comfort, Eco, Sport, Manual and Off-Road settings that can be selected on the fly, although the Off-Road setting only works in 4H or 4L modes.

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Image 2 of 19

The X-Class V6 doesn’t get substantial visual changes over its four-cylinder counterparts – the only clues to the new engine is the ‘V6 Turbo’ lettering emblazoned on the front wings and the X 350 d badge on the tailgate. But the mild tweaks are no bad thing, because the X-Class is a handsome looking truck, with more in common with the Mercedes passenger car range than the Navara on which it’s based.

It’s the same story inside, as Merc’s tablet-style infotainment screen sits in the middle of the dash. As usual, the COMAND control wheel is placed on the centre console, while the rotary air vents all give the X-Class an upmarket feel. The quality of the cabin is a step ahead of every other pick-up truck in the class – and with the V6 model offered exclusively in Power trim in the UK, buyers won’t be left wanting for kit, either.

On the road, the V6 packs real punch. Floor the throttle, and the seven-speed gearbox kicks down a cog and the big V6 roars into life. The soft suspension makes the nose lift and rear end squat at the same time, giving the X-Class the feel of an old-school grand tourer. Mercedes also allows you to use the 7G-Tronic box in manual mode via shifters on the steering wheel – and it’s a proper manual, too, because it holds the gear you’ve selected and won’t kick down, no matter how hard you stamp the throttle.

So the X-Class V6 is a lot of fun, but don’t expect it to back this up with sports car handling. The steering is very light for such a big machine, and there’s not much feedback through the controls, either. The soft suspension means it pitches, rolls and wallows in corners if you try to push the limits, too.

This means you need to slow the X-Class down to conventional pick-up truck speeds for the corners, which results in you working the brakes pretty hard in preparation. And with a long pedal and a lack of bite, they feel like they’re struggling to bring this huge machine to a halt particularly quickly.

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Image 10 of 19

Where the X 350 d really makes sense is on longer journeys. With the gearbox in auto and the Dynamic Select system in Comfort, the X-Class turns into a fast, refined machine that eats up miles with ease. Just like the rest of the X-Class range, this V6 version is easily the most comfortable pick-up on sale.

Mercedes’ engineers have given it the kind of ride comfort that rival trucks can only dream of, and there’s none of the rear-end ‘bounce’ that they suffer from when the X-Class is unladen. Combine this with the engine’s instant response and the lack of road or wind noise, and the X-Class is a capable long-distance cruiser.

There are a couple of issues with the X 350 d, though. Firstly, it doesn’t have the required one-tonne payload needed for a double cab pick-up truck to qualify for light commercial vehicle company car tax in the UK, so it will be more expensive for business users to run than a four-cylinder X-Class. Secondly, there’s the price. This has yet to be confirmed by Mercedes, but with the current top-spec four-cylinder diesel costing £40,920, it’s going to be steep. That puts the X-Class on a similar footing to the Mercedes GLC 350 d, and even when you consider the potential VAT savings, it might take some convincing to get buyers to opt for this truck instead.

3.5

The X 350 d is all about the brawn, and there’s no doubt that the power it packs is appealing. It’s also a great cruiser, and maintains the X-Class’s position as the most refined and comfortable pick-up currently on sale. But the sub-one tonne payload means it loses out with commercial vehicle drivers, while the price tag has the potential to keep private buyers away, too.

• Model: Mercedes X 350 d 4MATIC Power
• Price: £47,000 (est)
• Engine: 3.0-litre V6 diesel
• Power/torque: 254bhp/550Nm
• Transmission: Seven-speed automatic, permanent four-wheel drive

• 0-62mph: 7.5 seconds
• Top speed: 127mph
• Economy/CO2: 31.4mpg/237g/km
• On sale: Mid July

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Mercedes A-Class vs Volkswagen Golf vs Audi A3

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2018-06-29 12:50

The new Mercedes A-Class redefines the premium hatch, but can it beat the VW Golf and Audi A3? We find out...

Over the years the Mercedes A-Class has morphed from what was an innovative rethink on the small MPV to a gawky also-ran, before a total redesign in 2012 turned it into a thoroughly competitive premium family hatchback. Now Mercedes has had another innovative rethink with the fourth-generation A-Class.

The latest version takes its design inspiration from the firm’s new, high-end models such as the CLS, while the interior promises to offer a level of tech and quality pretty much unseen before in this sector.

• Best hatchbacks on sale

But this area of the market is packed with premium rivals that have proven their ability time and again. First up is the Volkswagen Golf, which has become the benchmark in this class over decades of evolution.

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Image 2 of 43

In its current Mk7.5 form it delivers space, economy, quality and a great level of technology. Mercedes does battle across the board with Audi, and on paper that brand’s A3 Sportback is a package with which the A-Class is closely aligned and will have to beat. Solid driving dynamics and cool tech mean the Audi provides a stern test.

However, our winner will have to blend a long list of attributes, while the financial factor will also come into it. So let’s find out which car is the strongest offering. 

Mercedes A-Class

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Image 3 of 43

Model:	Mercedes A 200 AMG Line
Price:	£28,700
Engine:	1.3-litre 4cyl turbo, 161bhp
0-60mph:	7.4 seconds
Test economy:	41.2mpg/9.1mpl
CO2:	123g/km
Annual road tax:	£140

As is the way with the latest car in any class, there’s lots of new tech for this 2018 Mercedes A-Class. We’re testing the A 200 petrol in AMG Line trim, which starts at a fairly pricey £28,700 – but its rivals cost similar money, too, so can it beat them?

The A-Class’s downsized engine boasts more power than its VW Group rivals, and on test it asserted its authority, taking the car from 0-60mph in 7.4 seconds, which was four tenths faster than the Volkswagen and the Audi.

However, the seven-speed dual-clutch gearbox isn’t as snappy in manual mode and holds on to ratios longer than its DSG competitors in auto, so despite its extra power the Mercedes was only as fast as the Golf through the ratios from 30 to 70mph (6.8 seconds) and two tenths slower than the lighter Audi.

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Image 7 of 43

The power advantage came to the fore once more during our in-gear assessments, where the A 200 just shaded its competitors in most of the tests. However, it was not by a such a margin that the A-Class had a discernable advantage on the road.

But the engine does feel more strained than the 1.5 turbo units in its rivals, which is partly due to the drone it makes under load. The power delivery has a few noticeable steps lower down in the rev range, too, and isn’t as smooth as either the VW or Audi.

That is also true of the ride. It’s not the most forgiving at low speed and despite that more sophisticated multi-link rear axle, the A-Class struggles to cope with faster, harsher imperfections, jiggling the body and, consequently, the occupants around inside.

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Image 9 of 43

Things smooth out at higher speed and the Mercedes deals with rolling road surfaces well, but a big, jagged bump will still clatter up through the suspension.

There’s a good degree of composure, though, and while the car feels benign it does inspire enough confidence thanks to its stability.

Testers’ notes: All A-Classes have lowered sports suspension, so if you’re after more ride comfort than dynamic handling, think about the trim you choose. Sport spec gets 17-inch wheels; this AMG Line has 18s. 

Volkswagen Golf

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Image 4 of 43

Model:	Volkswagen Golf 1.5 TSI EVO DSG R-Line 5dr
Price:	£26,980
Engine:	1.5-litre 4cyl turbo, 148bhp
0-60mph:	7.8 seconds
Test economy:	38.6mpg/8.5mpl
CO2:	114g/km
Annual road tax:	£140

In every sense the Volkswagen Golf is the car the A-Class has to beat. It’s our current favourite family hatchback and blends premium appeal with practicality and technology. At £26,980, this 1.5 TSI EVO DSG model in R-Line trim is the cheapest here.

The powertrain is a known quantity, and at our test track it performed well, with a smooth swell of torque low down (250Nm to match the Mercedes, but produced lower down from 1,500rpm) that delivered decent acceleration.

As we’ve already seen, it wasn’t quite as quick as the A 200, but this 1.5 TSI EVO Golf pulls well and is crucially smoother, so while it might lack the last few tenths in straight- line acceleration, it’s not so critical out on the road.

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Image 22 of 43

The transmission makes up for a slight lack of performance, too. With the powertrain shared with the A3, the VW and Audi’s dual-clutch boxes are more accomplished than the Mercedes’. They shift quicker in manual mode and are slightly smoother in auto, too.

Thanks to our car’s £850 Dynamic Chassis Control adaptive dampers, the Golf’s damping is as pliant and plush as ever, even on £500 optional 18-inch alloys. The larger wheels mean it thumps over potholes a little more, but the damping is still more forgiving at low speed than in the A-Class.

At higher speeds on country roads those larger wheels and lower-profile tyres help, because the Golf delivers all the agility you could realistically want from a family hatch. But this doesn’t compromise ride quality or refinement, either. There’s a good level of grip to match the Mercedes, while the steering is similarly lifeless, but slightly more precise.

Along with the ride, it’s a little more refined, too. The engine doesn’t sound particularly pleasant, but it doesn’t have the A-Class’s strained note, either, while wind and road noise are well suppressed.

Testers’ notes: While the interior isn’t as modern as the A-Class’s, the Golf’s ergonomics are sound and everything is constructed from high-quality materials that easily match the Mercedes’. 

Audi A3

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Image 5 of 43

Model:	Audi A3 Sportback 1.5 TFSI S tronic S line
Price:	£28,835
Engine:	1.5-litre 4cyl turbo, 148bhp
0-60mph:	7.8 seconds
Test economy:	39.0mpg/8.6mpl
CO2:	114g/km
Annual road tax:	£140

With a similar mechanical make-up to the VW, the Audi A3 is another premium hatch. It appeared before the Mk7 Golf, showcasing some clever tech. It’s had some revisions over its six-year life, too, but is it still competitive in this class? To find out, we test a £28,835 1.5 TFSI S tronic in S line trim.

Unlike the Golf, our A3 didn’t have adaptive dampers, and on £325 18-inch alloys the ride feels crashier than the VW’s. It suffers from a similar problem as the Mercedes at lower speeds, but doesn’t feel quite as busy over broken roads or fidget as much in town. Once you get out on to more open, flowing roads the A3’s chassis set-up makes more sense, because it’s direct and responsive with plenty of stability.

Due to the MQB underpinnings the steering feels similar to the VW’s. But it doesn’t have a dynamic edge over the Golf and can’t match it for comfort.

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Image 35 of 43

The A3’s 1.5 TFSI unit did deliver performance to match the VW, though, with the low-down torque morphing into a keen top end that, for a regular engine, encourages you to exploit the performance. It’s matched by a DSG box that delivers smooth and quick changes in manual mode, while in auto it’s mostly unobtrusive, with only the jerky clutch engagement when manoeuvring (a problem the Golf suffers from, too) taking the shine off an otherwise sweet engine and gearbox combination.

Testers’ notes: It’s a shame that you have to spec the £1,395 Technology Pack on S line trim to get the Virtual Cockpit. It’s not available as a standalone feature, as it is with the Golf. 

Verdict 

First place: Volkswagen Golf

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Image 19 of 43

The Golf asserts its authority again thanks to its all-round ability. It’s the most affordable and comfortable choice, but also the sweetest to drive, while it’ll be cost-effective to run, too. Factor in great standard infotainment, more practicality and plenty of quality, matched by a good level of usability, and the VW is still the undisputed king of the family hatchback sector.

Second place: Mercedes A-Class

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Image 6 of 43

Mercedes’ latest A-Class has taken a big leap forward. It feels more upmarket thanks to its advanced but optional infotainment, yet while the packaging is improved, it’s still not as practical as the Golf. It doesn’t drive as well, either, mainly due to a lack of comfort over the VW, and while it’s slightly quicker, it’ll be pricier to buy and more expensive to run than the Golf.  

Third place: Audi A3

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Image 32 of 43

While it uses similar hardware to the Golf, the A3 trails a little on execution, and six years after launch it’s starting to lag behind the best in the class. It’s fast, fun to drive and composed, while it offers relatively strong usability. Despite impressive economy and lovely quality, the Audi is the priciest car here, but doesn’t feel as advanced in standard form inside. 

Other options in this category...

BMW 1 Series

Model: BMW 120i M Sport Auto 5dr
Price: £29,320
Engine: 2.0-litre 4cyl, 181bhp

BMW’s 1 Series is one of the more dynamic premium hatchbacks on offer. It has the measure of the A-Class for enjoyment behind the wheel, but even after a facelift, it doesn’t feel as modern as the Mercedes.

Infiniti Q30

Model: Infiniti Q30 1.6t Luxe Tech DCT
Price: £30,610
Engine: 1.6-litre 4cyl, 154bhp

The Infiniti Q30 is based on the previous-generation A-Class, but lines up as a premium hatch to rival this crop. Yet the cabin is cramped, the 1.6 engine feels strained and it’s pricey, even compared with these models.

Figures

	Volkswagen Golf 1.5 TSI Evo DSG R-Line 5dr	Mercedes A 200 AMG Line	Audi A3 Sportback 1.5 TFSI S tronic S line
On the road price/total as tested	£26,980/£34,370	£28,700/£31,710	£28,835/£30,335
Residual value (after 3yrs/36,000)	£10,301/38.2%	£11,999/41.8%	£11,926/41.4%
Depreciation	£16,679	£16,701	£16,909
Annual tax liability std/higher rate	£1,231/£2,462	£1,424/£2,848	£1,316/£2,363
Annual fuel cost (12k/20k miles)	£1,829/£3,048	£1,713/£2,856	£1,810/£3,017
Insurance group/quote/VED	19/£353/£140	TBC/£676/£140	26/£476/£140
Cost of 1st/2nd/3rd service	£16.50pm (2yrs)	£28 per month	£170/£338/£170
Length/wheelbase	4,258/2,620mm	4,531/2,729mm	4,313/2,637mm
Height/width	1,429/1,799mm	1,440/1,796mm	1,426/1,785mm
Engine	4cyl in-line/1,498cc	4cyl in-line/1,332cc	4cyl in-line/1,498cc
Peak power/revs	148/5,000 bhp/rpm	161/5,500 bhp/rpm	148/5,000 bhp/rpm
Peak torque/revs	250/1,500 Nm/rpm	250/1,620 Nm/rpm	250/1,500 Nm/rpm
Transmission	7-speed DSG/fwd	7-speed DCT/fwd	7-speed DSG/fwd
Fuel tank capacity/spare wheel	50 litres/space saver	43 litres/repair kit	50 litres/space saver
Boot capacity (seats up/down)	380/1,270 litres	370/1,210 litres	380/1,220 litres
Kerbweight/payload/towing weight	1,317/568/1,500kg	1,375/510/1,600kg	1,240/560/1,700kg
Turning circle	10.9 metres	11.0 metres	10.9 metres
Basic warranty (miles)/recovery	3yrs (60,000)/3yrs	3yrs (60,000)/3yrs	3yrs (60,000)/3yrs
Driver Power manufacturer/dealer pos.	5th/20th*	20th/12th*	18th/15th*
NCAP: Adult/child/ped./assist/stars	94/89/65/71/5 (2012)	N/A	95/87/74/86/5 (2012)
0-60/30-70mph	7.8/6.8 secs	7.4/6.8 secs	7.8/6.6 secs
30-50mph in 3rd/4th	3.2/4.2 secs	3.1/4.4 secs	3.2/4.1 secs
50-70mph in 5th/6th/7th	6.4/8.5/11.0 secs	5.9/8.0/10.5 secs	6.3/8.0/10.4 secs
Top speed/rpm at 70mph	134mph/2,000rpm	139mph/2,000rpm	136mph/2,000rpm
Braking 70-0/60-0/30-0mph	48.3/38.0/11.5m	49.0/37.7/11.1m	42.9/33.0/9.8m
Noise outside/idle/30/70mph	70/44/63/72dB	71/43/62/71dB	70/44/63/72dB
Auto Express econ. (mpg/mpl)/range	38.6/8.5/425 miles	41.2/9.1/390 miles	39.0/8.6/429 miles
Govt urban/extra-urban/combined	45.6/65.7/56.5mpg	41.5/62.8/53.3mpg	45.6/65.7/56.5mpg
Govt urban/extra-urban/combined	10.0/14.5/12.4mpl	9.1/13.8/11.7mpl	10.0/14.5/12.4mpl
Actual/claimed CO2/tax bracket	169/114g/km/23%	158/123g/km/25%	167/114g/km/23%
Airbags/Isofix/park sensors/camera	Seven/yes/yes/£265	Nine/y/£1,395*/y	Six/yes/yes/£375
Auto box/lane keep/blindspot/AEB	Yes/£550*/£550*/yes	Yes/yes/no/yes	Y/£1,550*/£500/£475
Climate ctrl/cruise/leather/heat seats	£425/adpt/£1,900/£400	Yes/y/Artico/£1,395*	Yes/yes/£1,220/£300
Met paint/LEDs/keyless go/pwr tailgate	£575/£995/£375/no	£595/y/£2,395*/no	£550/yes/£400/no
Nav/digi dash/DAB/connected services	Yes/£495/yes/yes	Yes/yes/yes/yes	Yes/£1,395*/yes/yes
Wireless charge/CarPlay/Android Auto	No/yes/yes	£495*/£495*/£495*	£1,395*/yes/yes

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Training the car mechanics of tomorrow

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Hugo Griffiths 2018-06-29 12:43

We visit an automotive college to meet the trainee mechanics who will keep UK wheels turning for years to come

Few of us think twice about garages and the role of the mechanic. Without them, however, our cars would quite literally grind to a halt. 

But the automotive sector has been undergoing something of a staffing shortfall in recent years, with as many as 5,000 empty roles across the industry, and a 61 per cent drop in apprenticeships since a new levy was introduced in May 2017. By 2020, the skills gap could be as big as 50,000 in the industry, according to the Society of Motor Manufacturers and Traders (SMMT). 

• Essential workshop tools and garage equipment

Training facilities for the mechanics of tomorrow, like the one run by Buckinghamshire College Group at its campus in Aylesbury, are therefore vital if Britain is to keep moving in the future. So Auto Express has gone back to school, heading to Aylesbury to get first-hand experience of how mechanics are made, what motivates them and what hopes they have for years to come. 

Steve Bicker, the centre coordinator, tells us the course offers a clear path to employment and a career. “Students need to be keen, and have to have an ambition to work in the trade,” he tells us. “Most of them go off to apprenticeships, some into main dealer workshops. We actually had one student going to work for British Airways as an aircraft engineer.”

The college offers Level 1 Diplomas in Transport Maintenance, and Level 2 and 3 Diplomas in Vehicle Maintenance and Repair. Students typically start with either the Level 1 or 2 qualifications, which are both a year long, but can jump straight into the Level 3 course if they have four A to C grade GCSEs – although because this course is three years long, Bicker admits it requires a “big commitment”.

But what about the students? How committed are they to a career in the workshop? After chatting to Khalid Zaman, who is nearing the end of his Level 2 Diploma, we’d say the answer is very. 

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Image 4 of 14

“When you fix something, there’s a joy to it,” he tells us. Khalid is removing the head from a 1.9-litre Volkswagen TDI on a ‘rig’ – a mobile stand that allows the engine to be turned and rotated for easy access. 

“Modern engines are so well engineered they’re a pleasure to work on, and this is a really good one,” he adds enthusiastically. “It’s an old unit, but there is absolutely no pitting or scoring inside the cylinders.” Khalid speaks like a born mechanic, telling us he spent his childhood taking things apart and putting them back together. 

While most of the students we speak to have their eyes on apprenticeships, that’s not the case for all of them. One tells us he’s taking the course to learn skills for his own personal use, while another, Andrew Medhurst, wants to become a mechanic in the Royal Marines. “Most of the skills I learn here will be transferable,” Andrew says. “It’ll be on a bigger scale in the military, but the principles will be the same.”

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Image 7 of 14

And although the majority of the learners we meet are young lads, there are a couple of female students taking Diplomas, too. Rachel Swain, for example, races go-karts in her spare time, and also works as an apprentice mechanic for a local Classic Sports Car Club (CSCC) racing team, which runs a Lancia Delta Integrale and a Holden V8. She tells us she has a lot of the knowledge already, but will get the qualifications to prove that at college. “I can apply the things I learn in the garage to the track workshop, and use the skills I learn in the garage to help me in the classroom,” Rachel explains.

We also speak to Kayleigh Sinsbury, who wanted to be a mechanic from a young age. “Everyone told me no garage would want to take on a female mechanic,” she says. That all changed when Kayleigh had a conversation with a local garage boss. “He said it didn’t matter whether I was male or female, he would hire me if my skills were good enough.” Kayleigh tells us college has been empowering. “I didn’t know anything about mechanics when I started this course, but now I feel like I could do anything.”

For the industry to survive and thrive in the long run, it has to attract talent like Kayleigh. As such, Buckinghamshire College Group has recently also opened up a new facility at its Wycombe Campus that offers additional courses for budding technicians. The hope is that with more courses and locations, more young people consider a career in the automotive industry. 

Stuart Carter, a course workshop technician, tells us the safety of his students is always paramount. “The most dangerous thing in the workshop environment is crushing,” he says. “If someone gets stuck under a car, they’re probably not going to make it. So we start doing ramp, jack and axle stand training before we let students near a car.”

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Image 10 of 14

Steve Haines, a motor vehicle lecturer at the college, explains some of the advantages college training has over starting in a workshop. “In a garage, you’d be changing bulbs and wipers, making tea and sweeping up,” he says. “Here, we start from the inside out, starting with taking the wheels off, then moving on to brakes, understanding ABS.”

There are six cars in the workshop in various stages of mechanical undress, and students can even bring in their own cars to work and train on. A VW Golf is one such car, and students are learning how to perform a four-wheel alignment check, which it sorely needs after having new track rod ends fitted. But we can’t help noticing all the cars in the college’s workshops are relatively old, and have conventional petrol and diesel engines. 

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“We priced up a hybrid rig,” Steve Bicker tells us, “but at £48,000, it’s a big investment. We’re hoping to spend less on a £10,000 used hybrid car, probably a Toyota Prius.” Bicker says the college is hoping to partner up with a manufacturer or garage to get hold of a hybrid or EV, but he adds that Level 3 students get hybrid experience when they’re in their work placements. This is vital because figures obtained by Auto Express in the past showed just over one per cent of the UK’s technicians are qualified to work on electric and hybrid vehicles. 

Steve Haines is under no illusions that working life will mirror college, and he prepares his students for that. “I try to drum into the students that customer relations are very important,” Haines says. “If you give poor service, that customer will go away and tell several of their friends; but if you give good service, people will come back to your business for years.”

There’s another significant advantage of learning the trade at the college, too, as Steve Bicker explains: “We have heating here; lots of workshops don’t!”

It isn't just technicians which have EVs in their future motorists do too. Read our feature where we find out if plug-in cars can still be fun.  

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