Government tests vegetable oil as low emissions diesel replacement

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The Government is investigating the benefits of swapping diesel for 'paraffinic fuels', which include vegetable oil and other biofuels

2017-08-04 08:45

Diesel cars in the UK could soon be running on vegetable oil under emissions reduction plans being explored by the Government.

Highways England is investigating the environmental benefits of swapping traditional diesel for ‘paraffinic fuels’, which include natural gas or woodchips converted to liquid and treated vegetable oil. Around 5% of UK diesel is currently made up of biofuels like these but there is potential to increase that.

In its own air quality strategy, the agency said it had carried out “a study to test the emissions from vehicles using a paraffinic fuel, which could be an alternative for all diesel engines”.

• Car buyers experiencing diesel doubt after emissions uproar

Paraffinic fuels are liquid fuels that can be used as direct replacements for diesel while reducing NOx and particulate emissions, which are harmful to health.

Oil company Shell has developed its own gas-to-liquid (GTL) paraffinic fuel, converting natural gas into a diesel alternative that would otherwise be made from crude oil. The firm claims the fuel reduces NOx emissions by up to 37% compared to traditional diesel when used in buses and lorries.

Highways England also said it was exploring the possibility of covering motorways with tunnels to trap car fumes.

• 'Petrol and diesel ban exposes gaping holes in the Government's understanding'

A Highways England spokesperson said: “The best solution to accommodating the extra traffic on our roads, without negatively impacting on air quality, is cleaner low-emission vehicles. In the meantime we are investing £100 million to test new ideas including less-polluting fuels and road barriers which can absorb harmful emissions.”

Tyre company Continental recently revealed its own ‘super clean’ diesel technology capable of reducing real-world emissions by 60 per cent. Engineers developed an electrified after-treatment system capable of cutting NOx emissions by two thirds.

Would you run your diesel car on vegetable oil? Tell us in the comments

Michael Cox

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New Ferrari GTC4 Lusso 2017 UK review

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4 Aug, 2017 9:45am Sean Carson

The substantial new 4-seat Ferrari GTC4 Lusso takes to the road in the UK. We see if it fits

Ferrari is intrinsically linked to the V12 engine. An engine in this configuration powered its first ever road car and an engine in this configuration powers one of its greatest yet: the Ferrari GTC4 Lusso.

Car brands talk a lot about emotion, but much of it is engineered or contrived. Not with this V12. From the moment you thumb the steering wheel-mounted starter button and the GTC4’s 6.3-litre motor fires into life - settling at a busy, flat idle - to the first chance you get to extend the delicate rev counter needle towards a devilish 8,000rpm, this motor will resonate with you. Or it will if you’ve got a even molecule of octane in your system.

• Best luxury cars

But the car is so much more than just an engine. In the transformation from FF (four-seat, four-wheel drive) to GTC4 Lusso, this big Ferrari four-seat GT has gained some clever tech, such as the four-wheel steering that made its debut on the F12 tdf and now has elevated the 812 Superfast to a stratospheric level of ability.

[gallery:2]

The technology is integrated as part of the new 4RM-S and improved 4RM EVO systems, which between them manage the distribution of torque to both axles, that rear-wheel steering system, the fourth-generation of Ferrari’s Side Slip Control (SSC4), the E-Diff and the SCM-E adjustable suspension damping.

The car is also more aerodynamic than the FF, while the V12 now kicks out 681bhp and 697Nm of torque. But just because the motor revs to a heady 8,250rpm, don’t think it means you have to. 80 per cent of that torque figure is available from just 1,750rpm, so the GTC4 pulls with real gusto low down.

It offers the kind of throttle response you only get from a naturally aspirated engine, too. Rev it right the way out and the snorting wail from that motor is one of the most addictive sounds around. Ferrari has actually reprogrammed the exhaust by-pass valve so the GTC4 is even more refined than the FF at motorway speeds, but use plenty of throttle and plenty of revs and the exhaust system – featuring new manifolds – delivers a suitable soundtrack.

Launch control, four-wheel drive and a rapid-fire seven-speed dual-clutch gearbox means the 0-62mph sprint is dispatched in just 3.4 seconds, which is impressive for a car with a kerb weight of 1,920kg.

[gallery:4]

Despite a near 3.0-metre wheelbase the GTC4’s rear-wheel steering means it’s agile. In fact, on crowned and rutted UK roads it’s agility can even feel a little artificial, but once you get used to the rate of response from the fast and fairly light steering, and the speed with which the Ferrari turns in, it becomes natural to throw such a big car at fairly tight corners and lean on the marvellous level of grip.

In the UK, you’re always best selecting ‘bumpy road mode’ for the suspension as soon as you get in. It gives the chassis more compliance and even on 20-inch wheels the Ferrari filters out nasty surfaces fairly well in this setting. Of course, you’ll still feel ridges in the road, but the car isn’t as upset by them as you’d think – and even on a bumpy road, traction is brilliant. You get that sense of rear-wheel drive balance shining through with the manettino control dial set to Sport mode, and with such power and torque the GTC4’s rear axle will inevitably start to slide if you’re over zealous with the throttle. But as the back tyres start to spin up the Ferrari’s four-wheel drive system cuts in to help out.

This is unlike a conventional four-wheel drive system, as the front axle takes its power off the front of the engine through a separate gearbox, while the torque vectoring and the reassuring hand of the Side Slip Control system mean the GTC4 Lusso feels fluid and fast.

[gallery:13]

But this is a GT car, so it has to offer more than just cross-country pace. The comfort is there thanks to the switchable mode for the dampers, but so is the quality. The cabin is beautifully trimmed and there’s genuine space for four, even if the roofline is more shooting brake than SUV.

It’s not without its flaws, mind. Apple CarPlay is a £2,400 extra, which seems stingy on a £230,000 car when it comes fitted as standard on an Audi Q2 that costs a tenth of the price, but it does add to the fairly sophisticated infotainment system.

Ferraris have been lacking in this area compared to rivals in the past, but not the GTC4. The 10.25-inch screen is large and the display can be split to show more than one aspect of the system at once.

It’s fairly simple to use as well, and combined with the Lusso’s refined and relatively practical nature (don’t forget the 450-litre boot, hatchback tailgate, claimed 18.8mpg and 91-litre tank to help the cruising range) it makes this a genuinely usable four-seater if you’ve got the budget to afford it.

Let’s face it, not many have a £230k car budget, but for the lucky few who can climb into what is a niche market even for Ferrari, the GTC4 is fantastic. It has connectivity and infotainment tech to back up the innovations under its sleek but sizable body. It’d embarrass some seriously capable sports cars but offers plenty of comfort, and while Ferrari has improved all the little areas that elevate a car from good to great - not to mention the big strides it’s made with its chassis technology over recent years - when it comes down to it, this is still a V12-engined Ferrari, and it’s the connection with that engine that makes the experience.

5

The GTC4 Lusso’s breadth of ability is nothing short of fantastic. Forget the price, because at this level of the market most buyers do and this car nails its brief brilliantly. It’s as agile, as involving and as startlingly rapid as some of the best drivers’ cars on sale today, but it also offers comfort, refinement and surprising usability even by big GT car standards. The V12 is a shining beacon of why large, naturally aspirated motors make cars like these great.

• Price: £231,310
• Engine: 6.3-litre V12 petrol
• Power/torque: 681bhp/697Nm
• Transmission: Seven-speed dual-clutch auto, four-wheel drive

• 0-62mph: 3.4 seconds
• Top speed: 208mph
• Economy/CO2: 18.8mpg/350g/km
• On sale: Now

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Mercedes design boss teases surprise new concept car

Number of drink driving casualties reaches highest level since 2012

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According to new Government figures, 1,370 people were killed or seriously injured in crashes involving a drink driver in 2015

2017-08-03 17:10

The number of drink driving casualties in Britain has reached its highest level in three years, according to new figures.

Estimates published by the Department for Transport (DfT) show that in 2015, 1,370 people were killed or seriously injured in crashes involving a driver under the influence of alcohol. This is up from 1,310 incidents in 2014 and is the highest estimate since 2012.

The figures also show that 200 people were killed in accidents that involved at least one driver over the legal limit in 2015, down from an estimated 240 fatalities from the year before. However, this still represents around 12 per cent of all road fatalities in the UK. The estimated total number of accidents where at least one driver was over the alcohol limit rose by two per cent to 5,730 in 2015.

The findings come after it was reported that the number of full-time traffic police has fallen by a third in the last decade, raising questions over road safety. The drink-drive limit in England and Wales is currently at 80 milligrammes of alcohol per 100ml of blood. Scotland lowered the limit in December 2014 to 50mg per 100ml, bringing it in line with most European countries. 

• What is the drink-drive limit? UK laws explained

Jason Wakeford, director of campaigns for road safety charity Brake said: "Selfish drink-drivers destroy lives and inflict appalling suffering on families up and down the country. 

"The drink-drive limit in England and Wales is the second highest in Europe and must be lowered urgently. In addition, savage cuts to road traffic policing must be reversed and enforcement increased to crack down on dangerous drink-drivers." 

Should the drink-drive limit in England and Wales be reduced to the same level as in Scotland? Tell us in the comments below...

Martin Saarinen

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Long-term test review: Citroen C3

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Image 1 of 12

Image 1 of 12

3 Aug, 2017 1:00pm Martin Saarinen

First report: Citroen C3 supermini is the talk of the town as it joins our fleet

Mileage: 5,703
Economy: 40.8mpg

The word ‘funky’ perfectly describes the new Citroen C3. From the overall design right down to the smallest touches, this car does things differently. The styling is far from derivative, which means the Citroen looks at home in trendy city centres and urban areas – exactly the places this latest addition to the Auto Express fleet has spent most of its time since we got the keys.

I’ve used the car mainly in and around London, which has given me an idea of how well the supermini works as a city runabout.

• Best superminis on sale right now

The C3 certainly stands out from the crowd; the £260 optional Polar White paint, red roof and black Airbumps ensure there’s no losing our Flair-spec example in a car park full of more dull and dreary models. But that’s not all that’s impressed me.

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Image 2 of 12

Citroen enlarged the C3 with this third-generation version, which means it’s really practical. Climb inside and there’s plenty of room, and I reckon I could just about fit my mountain bike in the 922-litre load bay with the seats folded down. More on that in later reports, but I’ve been really surprised by how spacious the new C3 is.

The 1.2-litre turbocharged three-cylinder petrol is ideal for urban driving, too. With the 1.2 PureTech 110 engine’s maximum torque of 205Nm produced low down, it’s peppy and good fun as well.

The emphasis is on comfort rather than performance, though, according to Citroen. The seats are soft and snug and the suspension set-up is ideal for London’s badly surfaced roads. Although bigger potholes or speed bumps can still thud into the cabin, the C3 feels softer than most of its supermini rivals. How the car will cope with a set of faster and twistier roads will be something for later in the summer, but for now the set-up is impressing around town.

One thing I have been less wowed by is the five-speed manual box. Second gear is a bit too long, and initially I found myself shifting up into third too soon, only for the revs to drop too low, which required another change back down to second.

On top of that, the shift action is decidedly spongy and vague, which means I’ve struggled to engage the gear I need on a few occasions. I’ve had to give the gearlever a few good pushes before it shifts from neutral into first, which can quickly become frustrating when you’re under pressure at traffic lights in London.

However, this is a minor criticism of the Flair model I’m running. This gets Citroen’s new seven-inch touchscreen, which is a highlight, especially with the £500 optional sat-nav in our car. As our Driver Power 2017 satisfaction survey showed, cars that otherwise did well were often let down by a poor infotainment system.

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Image 6 of 12

The C3 was too new to feature in our latest survey, but I suspect 2018’s study will show owners to be more than impressed with the set-up, thanks to standard features such as Apple CarPlay and a reversing camera. I’ve also found the system responsive, which is great in the cut and thrust of city traffic if you need to make a detour. The sharp graphics ensure it’s easy to follow your route when you do.

A feature I’ve yet to explore is the built-in dash cam. Citroen is the first manufacturer to offer this technology as standard and given their growing popularity, it’s unlikely to be the last. We rate plenty of dash cams throughout the year at Auto Express, and I’m keen to see how the Citroen’s own device stands up. 

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

4

The spacious interior and relatively soothing ride have reinforced why we like the C3 so much. It’s easy and fun to drive around town and has seamlessly slipped into my life. I’ve only experienced a few minor niggles so far, so I’m keen to see how the C3 progresses.

• Model: Citroen C3 PureTech 110 S&S Flair
• On fleet since: April 2017
• Price new: £16,685
• Engine: 1.2-litre 3cyl petrol, 108bhp
• CO2/tax: 103g/km/£140

• Options: Polar white paint (£260), Sport red roof (£0), Urban red ambiance interior (£150), blind spot monitoring (£100), Citroen Connect Nav (£500), Keyless entry and start (£250), 17-inch alloys (£200)
• Insurance*: Group: 16/Quote: £690
• Mileage: 5,703
• Economy: 40.8mpg
• Any problems?: None so far

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UK motorways could be covered with pollution tunnels to trap fumes

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Highways England is investigating 'tunnel-like' canopies designed to contain vehicle emissions

2017-08-03 11:00

Motorways could be covered with tunnels to protect nearby residents from vehicle emissions under a Government plan. Highways England said it was exploring the possibility of building cantilever barriers or canopies that would soak up harmful fumes from passing traffic.

In its latest air quality strategy, the agency said it was “investigating if we can reduce the costs to construct a canopy, which is a tunnel-like structure designed to prevent vehicle emissions reaching our neighbours, to make this a viable solution”. It is working with the Dutch Roads Authority to measure the benefits of a pollution tunnel already in place in the Netherlands.

The agency has also trialled a six-metre high wooden barrier on a 100m stretch of the M62 and a three-metre fence coated in a mineral polymer material which absorbs nitrogen dioxide produced by diesel engines, effectively cleaning the air.

• Diesel ban? Clean Air Zone expansion could see diesel cars charged to enter UK cities

But the RAC said emissions tunnels risked making air quality worse for drivers.

Nick Lyes, roads policy spokesman at RAC, said: “We question whether constructing tunnel-like canopies, even if they are made from a material that can partially clean the air, is the right way to deal with the problem. All this will do is concentrate potentially toxic air over the road which will have an impact on those inside their vehicles who breathe in the trapped pollution.

“The solution should be about reducing levels of pollution by accelerating the transition to ultra-low and zero emission vehicles and encouraging better traffic flow through variable speed limits – something Highways England has started doing on smart motorways.”

• Smart motorway refuges painted orange to help drivers

A Highways England spokesperson said: “The best solution to accommodating the extra traffic on our roads, without negatively impacting on air quality, is cleaner low-emission vehicles. In the meantime we are investing £100 million to test new ideas including less-polluting fuels and road barriers which can absorb harmful emissions.”

Do you think 'pollution tunnels' would be an effective way to protect people from harmful emissions? Let us know in the comments

Michael Cox

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Mercedes-AMG E 63 S vs Audi RS7 Performance

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The wild Mercedes-AMG E 63 S meets the Audi RS7 Performance in a mega 600bhp 4WD saloon fight

2017-08-03 11:15

Performance saloons have taken yet another step towards supercar territory, and it’s the new Mercedes-AMG E 63 S that’s arrived looking to upset the apple cart. This twin-turbo V8 four-door has more power than a Lamborghini Huracan, highlighting just how much potential Mercedes and rival Audi are packing into their family cars these days.

To harness all that force, the new E63 S is now four-wheel drive. This is a controversial step for some, but it’s in an attempt to maximise acceleration and security, allowing the driver to access more of that power more of the time.

• Best performance cars on sale

One consequence of this move is that the AMG now falls in the firing line of one of the best high-performance four-wheel-drive cars on sale: the Audi RS7 Performance. It, too, boasts a turbo V8 with nearly 600bhp and all-wheel drive, but with enough comfort, space and tech to make any journey easy. Which will be victorious in our battle of ultra-fast family cars? 

Mercedes-AMG E 63 S

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Image 7 of 34

Model:	Mercedes-AMG E 63 S 4Matic+
Price:	£88,490
Engine:	4.0-litre twin-turbo V8, 604bhp
0-60mph:	3.3 seconds
Test economy:	20.7mpg/4.6mpl
CO2:	207g/km
Annual road tax:	£450

Mercedes’ in-house tuning division AMG is known for packing an incredible level of power into its saloon car bodies, and the latest E 63 pushes boundaries further than the brand has before. Here we test the more potent £88,490 E63 S model.

On the road is where the E 63 really asserts its authority. The 604bhp twin-turbo V8 is ferocious and, thanks to launch control and four-wheel drive, it hurled the E 63 from 0-60mph in just 3.3 seconds on test. Not bad for a near-two-tonne saloon.

With 850Nm of torque on overboost (100Nm more than the Audi) from as low as 2,500rpm, in-gear performance was colossal, too. The E 63 was 3.1 seconds faster from 50 to 70mph in eighth, while it held an advantage pretty much everywhere over the RS7. Its sharper nine-speed dual-clutch transmission ripped through the gears from 30 to 70mph in just 1.8 seconds, 1.9 seconds faster than the Audi. The gearbox is also more responsive in manual mode, rifling up the ratios quicker than the Audi and downshifting with less hesitation.

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Image 8 of 34

With the £1,000 performance exhaust, the E 63 is more vocal than the RS7. It’s also more hardcore on the move. The Mercedes is stiff; even with the three-stage adaptive dampers in the softest setting the body is controlled more tightly than the Audi’s. The air suspension has been tuned by AMG for better body control and the tauter chassis relays more movement through to the cabin, its fat 20-inch wheels thumping over creases in the road.

While the RS7 is softer and more supple, this means it’s nowhere near as capable in corners. The E 63’s steering is lighter and communicates in more detail what’s going on with the front wheels, which gives you confidence to push. Active engine mounts improve agility, but it’s not all about flat-out performance. It’s as much about fun, and while the E 63 isn’t quite as comfortable, the Drift mode – which turns the car into a rear-drive saloon – means you can easily indulge in some traditional AMG behaviour and unlock the chassis’s balance.

Testers’ notes: “E 63 owners get a free driver training package so they can safely learn to explore the car’s limits. With 604bhp and rear-wheel-drive-only potential, it’s a worthwhile exercise.” 

Audi RS7 Performance

Image 22 of 34

Image 22 of 34

Model:	Audi RS7 Sportback Performance
Price:	£94,185
Engine:	4.0-litre twin-turbo V8, 597bhp
0-60mph:	3.9 seconds
Test economy:	18.4mpg/4.1mpl
CO2:	221g/km
Annual road tax:	£450

Audi boosted the RS7’s appeal halfway through the model’s lifecycle by adding this £94,185 Performance version. This increased the power to 597bhp, meaning it can compete with Mercedes’ E 63 S on paper, but is this enough to challenge the AMG for supremacy on the road?

With 100Nm less torque and no race-start function due to the conventional eight-speed automatic gearbox, the RS7 covered 0-62mph in 3.9 seconds – still quick, but some way behind the E 63. The transmission also showed its downside going through the gears between 30 and 70mph, where it trailed the Mercedes by 1.9 seconds.

However, it is genuinely smooth in auto mode, which makes the RS7 easy to live with. The chassis set-up is softer, too, and even on large 21-inch wheels the Audi rolls over bumps where the Mercedes tends to get upset. It’s still no super-smooth cruiser, but it offers more long-distance comfort than the E 63.

Turn on to some country lanes and it’s clear the Audi is outclassed. The engine revs with a bassy rumble through its sports exhaust, popping and banging on downshifts, but the throttle response is snatchy in Dynamic mode and the gearbox jerks going up and down the ratios in manual as if it’s right on the limit of what it can handle.

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Image 23 of 34

The steering is more corrupted by the presence of a pair of driveshafts at the front, too. There’s little feel and it’s more resistant to your inputs, and although there’s plenty of traction, the RS7’s chassis feels heavy and lethargic compared with the more agile AMG’s. Even in the firmest damper setting, it struggles to contain its mass and isn’t as adjustable as the E 63. It also pitches more violently under hard acceleration and braking. Ultimately, it doesn’t have the control or composure of the AMG, nor the bombastic engine. It’s still fairly fun and ridiculously fast, but the AMG shows the pace of progress.

Testers’ notes: “Both the RS7 and E 63 place their turbos inside the cylinder block’s V for improved throttle response. The Mercedes engine is the sweeter and offers unbelievable urge.”

Verdict

First place: Mercedes-AMG E 63 S

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Image 5 of 34

The E 63 S is a stunning supersaloon. It’s not lost much of its character in the move to 4WD, while drift mode adds a dose of old-school AMG flavour. Instead, it’s even more effective most of the time, mixing huge pace and usability. It’s pricey and won’t be cheap to run, but the savings over the RS7 and the extra tech highlight just how comprehensive a package the E 63 is.

Second place: Audi RS7 Performance

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Image 20 of 34

There’s no denying the RS7 now feels at least a generation behind the curve. It’s not as fast nor as fun or as adjustable as the AMG, and can’t match its practicality or cutting-edge tech. The RS7 still has its merits thanks to its quality, comfort and true all-weather pace, but a high price and eye-watering running costs limit its appeal compared with the E 63. 

Is it worth waiting for this model?

BMW M5

Due: Late 2017 
Price: £85k (est)
Engine: 4.4-litre V8, 610bhp (est)

It’s not just AMG turning to four-wheel drive. BMW’s next M5 will send power from its twin-turbo V8 to all four wheels. There’ll be a drift mode, too, along with practicality and tech that should give the E 63 a serious rival. 

Figures

	Mercedes-AMGE 63 S 4Matic+	Audi RS7 Sportback Performance
On the road price/total as tested	£88,490/£101,320	£94,185/£115,360
Residual value (after 3yrs/36,000)	£49,103/55.5%	£39,850/42.3%
Depreciation	£39,387	£54,335
Annual tax liability std/higher rate	£6,495/£12,989	£6,877/£13,754
Annual fuel cost (12k/20k miles)	£2,938/£4,896	£3,305/£5,508
Ins. group/quote/road tax cost	47/£1,340/£450	50/£1,534/£450
Cost of 1st/2nd/3rd service	£45pm (3yrs/3 services)	£376/£669/£1,213
Length/wheelbase	4,988/2,939mm	5,012/2,915mm
Height/width	1,463/1,907mm	1,419/1,911mm
Engine	V8/3,982cc	V8/3,993cc
Peak power/revs	604/5,750 bhp/rpm	597/6,100 bhp/rpm
Peak torque/revs	850/2,500 Nm/rpm	750/2,500 Nm/rpm
Transmission	9-spd dual-clutch/4wd	8-spd auto/4wd
Fuel tank capacity/spare wheel	66 litres/compressor	75 litres/repair kit
Boot capacity (seats up/down)	540 litres/N/A	535/1,390 litres
Kerbweight/payload	1,955/570kg	1,930/585kg
Turning circle/drag coefficient	12.5 metres/N/A	11.9 metres/N/A
Basic warranty (miles)/recovery	3yrs (unlimited)/3yrs	3yrs (60,000)/3yrs
Service intervals/UK dealers	15,500 miles (1yr)/147	Variable/118
Driver Power manufacturer/dealer pos	21st/12th	18th/15th
NCAP: Adult/child/ped./assist/stars	95/90/77/62/5 (2016)	91/83/41/86/5 (A6, 2011)
0-60/30-70mph	3.3/1.8 secs	3.9/3.7 secs
30-50mph in 3rd/4th	1.6/2.6 secs	2.1/2.4 secs
50-70mph in 5th/6th/7th/8th	2.6/3.7/5.0/7.9 secs	2.8/4.0/6.1/11.0 secs
Top speed/rpm at 70mph	155mph/1,500rpm	155mph/1,700rpm
Braking 70-0/60-0/30-0mph	44.9/33.2/8.9m	48.4/32.2/9.1m
Noise outside/idle/30/70mph	63/56/63/69dB	68/51/59/67dB
Auto Express econ (mpg/mpl)/range	20.7/4.6/301 miles	18.4/4.1/304 miles
Govt urban/extra-urban/combined	24.1/37.2/31.0mpg	21.2/38.7/29.7mpg
Govt urban/extra-urban/combined	5.3/8.2/6.8mpl	4.7/8.5/6.5mpl
Actual/claimed CO2/tax bracket	315/207g/km/37%	355/221g/km/37%
Airbags/Isofix/parking sensors/camera	Seven/yes/yes/yes	Six/yes/yes/£810^
Auto box/stability/cruise control/AEB	Yes/yes/yes/yes	Yes/yes/yes/£2,100
Climate control/leather/heated seats	Yes/yes/yes	Yes/yes/yes
Met paint/LED lights/keyless entry & go	£645/yes/£2,595*	Yes/yes/£750
Sat-nav/USB/DAB radio/Bluetooth	Yes/yes/yes/yes	Yes/yes/yes/yes

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