Month: June 2018

There’s been a lot said about the cleanliness of diesel engines in the last few years, with manufacturers scrambling to find ways to reduce the amount of polluting compounds including nitrogen oxides produced by these engines.

One way of bringing these pollutants down to acceptable levels is AdBlue. It’s the friendly face of a process known as Selective Catalytic Reduction (SCR), which transforms harmful nitrogen oxides into the rather more benign solution of water and nitrogen – both of which can be released into the atmosphere without harm.

SCR is a very effective system, but it can’t run on its own. It needs a small amount of a liquid to be injected into the exhaust – AdBlue. AdBlue is a man-made solution of a chemical called urea, which is capable of converting nitrogen oxides when exposed to the interior of a hot exhaust.

What’s in the AdBlue solution?

AdBlue solution is a mixture of de-ionised water and urea.

That chemical may sound familiar – it’s found in urine – but don’t worry, there’s no pee in your Peugeot. AdBlue is a man-made solution created by heating up ammonia and carbon dioxide.

Does my car use AdBlue?

Consult your owner’s manual if you’re unsure, but there’s a high chance that if your car is a modern diesel, it has an AdBlue system. It’s nothing to worry about – it should require no extra maintenance, and should only need refilling once between services at the very most.

Where can I buy AdBlue?

AdBlue is for sale at most car maintenance shops, such as Halfords, and can also be purchased from most petrol station forecourts. Prices vary from site to site, but it’s usually around half the price of the equivalent amount of diesel.

AdBlue can be bought in containers from one litre up to 25 litres and beyond. However, once exposed to air it has a short shelf life, so try and only buy as much as you need. Again, consult your owner’s manual or contact your vehicle’s manufacturer to find out how much AdBlue you might need. An Audi A4, for example, has a 12-litre AdBlue tank.

How do I fill up with AdBlue?

First, locate your AdBlue filler. They can be in fairly logical places – many manufacturers put them next to the diesel cap – but they might also be hidden away. On a Land Rover Discovery Sport, it’s underneath the bonnet, and the Mercedes S-Class hides it in the spare wheel well. Once again, consult your owner’s manual.

Your AdBlue container may have been supplied with a filler hose and nozzle, which is ideal for preventing spillage – it’s a nasty, smelly solution if spilled on clothes, and can damage your car’s paintwork. If no hose was supplied, you’ll need to provide your own funnel to prevent spillage.

Simply tip the solution into the car and when you’re full, you’re full! Most vehicles with AdBlue will have a gauge of how full the tank is buried somewhere in the car’s infotainment. Keep searching until you find it, and you’ll know how much AdBlue you need.

What happens if my AdBlue runs out?

You’ll need to be pretty oblivious not to notice when your car’s running out of AdBlue. Dashboard warnings should flash up in plenty of time, giving you at least a few hundred miles in which to fill up your AdBlue.

Continue driving and the car’s likely to become very irate. It’s not going to cut out on you – after all, AdBlue is a post-engine treatment and doesn’t affect how the car runs. However, some engines may limit performance when AdBlue supplies are depleted.

Most will not start at all if the AdBlue tank is empty – after all, if a car’s been approved for road use with an AdBlue system in place, running without it is technically illegal.

Help, I’ve…

– Put AdBlue in my diesel tank by mistake

Do NOT start the engine. AdBlue is not a fuel, and it could cause serious damage if it gets into the fuel system. Call a breakdown provider or mechanic and get your tank professionally emptied and cleaned.

– Spilled some AdBlue

Don’t worry. AdBlue isn’t harmful to the environment, but if it’s a big spill it’s best to try and keep it away from drains or waterways. Small spills can simply be washed away with water.

– Got AdBlue on my paint

It’s easy to drip AdBlue down your paintwork by mistake. Simply rinse off with water and give the car a proper wash as soon as you’re able.

– Contaminated my AdBlue

Don’t use anything but pure and clean AdBlue in your vehicle. Any contaminants or particles may damage the SCR system

What is it?

Peugeot has been on something of a push to move up the car market. It recently introduced a new corporate design to give a premium look, brought its innovative i-Cockpit tech into production and all while retaining the functionality the firm’s machines are known for.

One piece has been missing from the premium puzzle, though — a genuinely appealing saloon offering, which is something the French firm hasn’t really had for a couple of decades. Well, now one’s here — introducing the Peugeot 508.

What’s new?

The 508 is now in its second generation, but this is effectively a rewrite of the saloon in order to make a real impact on the market.

First up is the new design — taking Peugeot’s latest corporate look and placing it in perhaps its most complete form yet, with a sleek body and impactful, angular front fascia. The flagship-like look continues inside the car, with the firm’s i-Cockpit the star of the show.

There’s also a ton of tech on-board, including night vision — a claimed first for the segment — allowing drivers to catch obstacles otherwise difficult to see when driving in pitch-black conditions.

What’s under the bonnet?

We got behind the wheel of the Peugeot 508 in GT BlueHDi 180 EAT8 flavour, meaning it’s powered by a 2.0-litre four-cylinder diesel engine paired up to an eight-speed automatic gearbox. The powertrain develops 177bhp and 400Nm of torque, capable of taking the saloon from 0-60mph in 8.1 seconds and up to a top speed of 146mph. As for efficiency, Peugeot claims it can achieve 60.1mpg on the combined cycle with CO2 emissions of 124g/km.

It’s an engine that’s extremely well suited to a cruise. Sitting on a motorway in Comfort mode, it’s well-refined with little noise being fed into the cabin. It’s potent enough for a bit more spirited driving, however, it begins to feel a tad gutless when strung out higher in the rev range.

This is a bit of a stunner pic.twitter.com/rnSceM4uTa

— Ryan Hirons (@RyHirons) June 27, 2018

What’s it like to drive?

The Peugeot 508 delivers a driving experience that matches the looks. It feels agile and capable of taking pretty much anything you’ll throw at it when pushing it on a B-road.

Steering is very well-judged while the chassis itself appears finely tuned — an engine with more poke under the bonnet could very well create a serious performance machine. (Did someone say 508 GTI?).

Despite delivering on the hard-driving front, it manages to be a comfortable cruiser too. The suspension is supple and road noise is pretty limited in the cabin. Switch on the adaptive cruise control (albeit once you find the oddly-located switch) and you could easily chew up hundreds of miles without hassle. It is, however, a little let down with poor rear visibility which can make the 508 difficult in tighter spots but sensors all-around aid that.

How does it look?

Peugeot’s current corporate design is one we’re big fans of, and the 508 might just be the epitome of it.

The sleek body allows the sharp fascia and LED headlights to make a striking impact on the overall design, and the walrus-esque daytime running lights create something of a concept car effect. We’d go as far to say this is the best-looking Peugeot of the decade.

If it was our money, we’d be going for the Ultimate Red paint finish. It stands out from a crowd of subdued greys and really makes the best of the sharp bodywork.

What’s it like inside?

Step inside the Peugeot 508 and you’ll find perhaps the best application of its aviation-style i-Cockpit technology to date — you almost get the sense the car was designed to fit around the interior, rather than vice versa.

The jet plane-like effect works seriously well here, with a low-down driving position creating a sense of being in a sports-focused machine — enhanced further by the compact steering wheel.

It’s not all rosy, though. Premium-feel materials in the car aren’t exactly bad to touch, but they’re by no means the most convincing in the segment.

As for practicality, you’re looking at 487 litres of boot space while seating five people — all of which can be comfortably in the car, even adults.

What’s the spec like?

Prices for the Peugeot 508 start at £25,000, although our GT test car comes in at a seemingly hefty £36,400.

There’s a good amount of equipment thrown in for that price, though. Assistance tech includes adaptive cruise control with lane keep assist, all-round parking sensors and blind spot detection.

Luxury kit is generous too, with electric seats that boast a massage function along with heating, dual-zone climate control, the i-Cockpit cabin and a 10-inch infotainment display with support for both Apple CarPlay and Android Auto.

On top of all that, there are full LED headlights with automatic high beams and 19-inch alloy wheels to build on that sporty appearance.

Verdict

The Peugeot 508 is the best car the firm has produced in a long, long time. It’s a genuinely desirable saloon — something the firm hasn’t delivered in a long time — and one that deserves to sell well.

It manages to achieve that difficult blend of a good-looking car that’s great to drive while also being even better suited for the everyday commute. It’s not without its flaws, but none are earth-shattering and there’s no reason to not buy the 508 in comparison with rivals.

Have to say, the 508 is seriously impressive pic.twitter.com/LiTQv5oISM

— Ryan Hirons (@RyHirons) June 28, 2018

Facts at a Glance

• Model as tested: Peugeot 508 GT BlueHDi 180 EAT8
• Price: £36,400
• Engine: 2.0-litre four-cylinder diesel
• Power: 177bhp
• Torque: 400Nm
• Max speed: 146mph
• 0-60mph: 8.1 seconds
• Fuel economy: 60.1mpg
• Emissions: 124g/km
• Rivals: Vauxhall Insignia, Volkswagen Passat, Ford Mondeo

What is it?

The van-turned-MPV has been a mainstay in the market for a number of years now — if one that has been dwindling for a while.

The PSA Group — consisting of Peugeot, Citroen and now Opel/Vauxhall — has been right at the forefront of this particular game for some time with the big-selling Peugeot Partner Teepee and Citroen Berlingo twins, and it’s not giving up the ghost just yet. A new wave of these machines is on the horizon, and this is the first — the Peugeot Rifter.

With the ever-growing presence of SUVs though, does buying a van-based MPV still make sense in 2018?

What’s new?

It's a raft of Rifters today pic.twitter.com/baZenmoU9s

— Ryan Hirons (@RyHirons) June 26, 2018

Although the concept of a van-MPV is nothing new, the Rifter itself is a pretty fresh machine. In fact, it’s a new name — replacing the old Partner Tepee in the range and distancing itself from the Partner van it’s based on.

It’s got a new look as well — taking on Peugeot’s most recent (and we think pretty good looking) corporate design. Inside the cabin, the firm’s stylish i-Cockpit cabin also makes an appearance.

As for engine options, there’s nothing groundbreaking here with a choice of powertrains plucked from the rest of PSA’s range — namely PureTech 110 and 130 petrol engines, along with BlueHDi diesels in 75, 100 and 130 guises.

What’s under the bonnet?

We took the helm of a Rifter powered by the BlueHDi 130 unit — a 1.5-litre engine delivering 128bhp and 221Nm of torque, here paired up to an eight-speed automatic gearbox. No official word on 0-60mph times, but don’t expect it to be quick getting the MPV to its claimed 116mph top speed.

As for efficiency, Peugeot claims 65.7mpg is possible on the combined cycle with CO2 emissions of 114g/km.

Don’t expect it to be the last word in performance, but the diesel engine provides ample power to cart around the Rifter without ever feeling asthmatic. Gear changes from the automatic ‘box also feel seamless and, despite the van roots, there’s little noise from the engine itself — allowing for a relaxing ride.

What’s it like to drive?

The Peugeot Rifter was never destined to be a serious driver’s car, but the experience behind the wheel is a little less than stellar — its van roots shine through all too well.

Steering falls on the light side yet the Rifter requires a ton of input at low speed to navigate around relatively tight turns, while at higher speeds body roll is incredibly present — perhaps to be expected for such a tall machine.

It doesn’t ride particularly well either. While it’s soft enough to remain comfortable on a cruise, it does mean the Rifter is easily unsettled by speed bumps and potholes. On the plus side, tons of visibility combined with compact dimensions allow for easy placement on the road and makes parking a breeze.

How does it look?

Style isn’t the name of the game in this market segment, but the Rifter is a pretty good-looking thing in its own right. The introduction of Peugeot’s corporate style pays off here — with the angular language sitting well on the van dimensions.

Compared with SUVs — even those from Peugeot — it’s not a fashion icon but does manage to pack genuine practicality into a good-looking package.

Looking for a bit more? GT-Line models bring the option of 17-inch alloy wheels and body-coloured bumpers — although we’d be inclined to skip these on a machine built purely for function over form.

What’s it like inside?

Step into the driver’s seat of the Peugeot Rifter and you’ll be greeted by the firm’s i-Cockpit cabin which is slowly but surely taking over its entire range. It brings a high-positioned instrument cluster, eight-inch touchscreen infotainment system (on Allure and higher models) along with a compact, race car-esque steering wheel to create an encapsulated feel.

While it certainly looks good, the steering wheel feels rather out of place in a car of this type — and the futuristic, premium look is offset by the use of hard plastics pretty much everywhere.

This may just be meaningless to many buyers though, who are looking for pure practicality. We’re glad to report the Rifter offers tons of that. The three rear seats all feature Isofix mounting points meaning all the kids can come along for the ride in child seats, while a 775-litre load capacity with all seats in place means you can fit more than enough for a family week away in the back with ease. Still not enough? A seven-seat version will be landing in the UK in 2019.

What’s the spec like?

Pricing for the full range has yet to be confirmed, but we do know that the Rifter GT-Line BlueHDi 130 as tested here will be available from £24,220.

For the money, equipment on offer includes keyless start, automatic dual-zone climate control, satellite navigation and tons of gloss black exterior highlights to bring a stylish edge — on top of LED daytime running lights, an eight-inch infotainment system with Apple CarPlay and Android Auto support amongst others.

While equipment levels are good for the price, we’d be inclined to save some money and opt for a lower trim model if practicality is mostly what you’re looking for here. If sat nav is a must, go for the Allure models — Apple CarPlay and Android Auto rivals, and betters, most manufacturer infotainment systems on sale today.

Verdict

The Peugeot Rifter manages to bring a hint of style to a segment often not associated with it, while also retaining the practicality and daily usability MPV buyers will be hoping to expect — and although it may struggle to hide its roots as a van, we can forgive that.

If you’re looking to turn heads, you’d be better off opting for a smaller SUV but if sheer practicality is the priority, the Rifter offers that along with good levels of equipment should you need it — although we’d be inclined to keep the options list boxes ticked to a minimum.

What is it?

Twenty years after the first Focus was launched, Ford’s mid-sized hatch might not be the sales chart-topper it once was – now usurped by its smaller sibling, the Fiesta – but there’s no underestimating how important it still is to the brand and to buyers in the UK.

What’s new?

As you’d expect, Ford isn’t messing around here. This fourth-generation car is entirely new, is filled with even more technology than before, and promises to be even better to drive thanks to a stiffer chassis and some clever suspension bits and pieces.

There’s also an array of new or heavily improved engines available, including new 1.5-litre petrols with fuel-sipping cylinder deactivation tech.

Also new is the eight-speed automatic gearbox, complete here with a Jaguar-style rotary dial for selecting park, reverse and drive. Replacing the previous PowerShift dual-clutch set-ups, this is a proper automatic – and a good one at that.

What’s under the bonnet?

The Focus gets four engines – two petrols, two diesels – in various states of tune. A 1.0-litre EcoBoost borrowed from the old car is the cheapest, although we’d advise against the entry-level 83bhp version in a car of this size.

Next up is a new 1.5-litre petrol with either 148bhp or 179bhp, the latter only available with a manual gearbox.

Finally, on the diesel front there’s the choice of a new 1.5 – either with 94bhp or 123bhp – and a new 2.0-litre with 148bhp.

We drove the 148bhp 1.5 petrol and it felt just about right: torquey all the way through the rev range, with just enough power to have some fun. It’s refined too – virtually silent most of the time, only generating that typical three-cylinder thrum with heavy use of the throttle.

Information about gradient, cornering speed and driving style is fed to the gearbox’s computer, which does a surprisingly good job of working out when to shift down or up on its own, meaning you’re rarely left waiting for the right gear to materialise.

The Focus’s manual options – two six-speed ’boxes – have been tweaked for improved shift quality and efficiency too.

What’s it like to drive?

Aside from its bold design, it was driving dynamics where the original 1998 Focus really stood out from the crowd – so does the fourth generation carry on the tradition?

In a word, yes. It’s still great fun to drive, and arguably more enjoyable behind the wheel than the car it replaces.

Even in comparatively unsporty Vignale trim, it steers with an accuracy and fluidity that many of its rivals still haven’t quite matched, and has a ride that manages to soak up road imperfections while still remaining composed around the twisty stuff.

ST-Line models meanwhile get a firmer, 10mm-lower suspension that helps the Focus handle even more neatly. Whether that pay-off is worth it back in pothole-addled Britain as opposed to the super-smooth roads of Nice that we tested it on, however, remains to be seen.

Additionally, 1.0-litre models don’t get the Focus’s trademark fully independent rear suspension set-up, but since their twist-beam set-up is good enough for the new Fiesta ST, we don’t anticipate too many complaints.

There’s now the option of adaptive dampers too, although we’re not convinced they’re worth the extra cash at this point. A drive on some questionable UK road surfaces might change our minds, however.

How does it look?

ST-Line trim remains the best-looking model to our eyes, although the chunky Active spec cars – not yet released – also give the Focus a nice rough-and-tough crossover look that’s sure to be a hit with the crossover crowd.

What’s it like inside?

The driving position is spot on, dials are all clear and easy to read, and most trim levels come with plenty of seat adjustability (for the driver at least).

Front and rear visibility is on a par with rivals’, and the Focus is easy enough to park without the use of any electronic aids. That said, parking sensors are included on Titanium trim and above, while Ford’s newly improved Active Park Assist system is even easier to use than before: provided your Focus has the eight-speed automatic, it’ll now accelerate and brake as well as steer itself into a space.

Its wheelbase has been increased to allow for extra rear legroom, and the dashboard is now less deep and sculpted in such a way that the interior feels airier and more spacious. Rear passengers get plenty of legroom even in hatchback models, although taller passengers could feel the squeeze on headroom – particularly when the panoramic sunroof option is fitted.

What’s the spec like?

If comfort is your top priority, pick the Vignale trim level. Its soft leather seats are adjustable every which way, while double-glazed windows and active noise cancellation mean road (and particularly engine) noise is eerily absent most of the time.

However, if practicality is a priority, the estate version has you covered. With the rear seats in place it’ll now take loads that are 43mm higher and 25mm longer than before, while folding them flat – now at the pull of a switch – gives a load capacity of 1,650 litres. That’s not quite as spacious as the cavernous Skoda Octavia estate, but it does beat the similarly sized Vauxhall Astra Sports Tourer by 20 litres or so

Verdict

Surprise surprise, the new Focus is – from the driver’s seat at least – probably the best car in its segment once again. There are rivals with posher interiors, cheaper price tags or longer warranties, but as an overall package the Focus is still the one to beat.

Facts at a glance

Model as tested: Ford Focus 1.5-litre 150ps Vignale Automatic
Price: £27,300
Engine: 1.5 EcoBoost
Power (bhp): 148
Torque (Nm): 240
Max speed (mph): 129
0-60mph (seconds): 8.9
MPG: 46.3 (combined, on 18-inch wheels)
Emissions (g/km): 138 (on 18-inch wheels)
Rivals (3): VW Golf, Vauxhall Astra, Mercedes A-Class

Aston Martin has announced its latest ‘Super GT’ model to take the reins of flagship from the aging Vanquish S. This is the new DBS Superleggera.

Both parts of the name reference history. The DBS nameplate was first used in 1967 and resurrected in 2007 – both times for the firm’s flagship grand tourer model. Superleggera harks back even further, to lightweight methods pioneered for the DB4, DB5 and DB6 by the Italian coachbuilder, Touring.

The DBS replaces the much-loved Vanquish S, a car that was beginning to feel somewhat redundant with the launch of the more powerful and more modern DB11. The DBS certainly has the right tools at its disposal, though, with its 5.2-litre twin-turbocharged V12 engine pushing out 725bhp compared with the 595bhp the Vanquish had.

It’s also around 40kg lighter than the Vanquish S and 72kg lighter than the DB11 thanks to extensive use of carbon fibre. All the body panels are crafted from the material, and they sit atop the lightweight bonded aluminium structure seen first in the DB11.

Those figures all help the DBS Superleggera achieve an impressive 0-60mph sprint time of 3.2 seconds, which it deals with on the way to a 211mph top speed. Power is sent to the rear wheels via an eight-speed automatic gearbox, while a mechanical limited-slip differential aims to keep things tidy in the corners.

The DBS’ gorgeous bodywork is dictated by aerodynamics – Aston Martin claims up to 180kg of downforce is generated at the car’s top speed, more than any road-going Aston that’s gone before it. This is thanks to a Formula 1-inspired double diffuser as well as the open channels behind the front wheels. Despite the added downforce, Aston says the aerodynamic additions don’t generate any extra drag.

Up front, there’s a gaping grille and slim LED headlights, clearly marking it out as an Aston Martin while managing to look different to anything else in the range. The classical proportions of long bonnet and short tail are present and correct, while the bodywork is tucked in just ahead of the rear wheels to accentuate the car’s powerful haunches. A full-width rear light element connects the DBS to the latest Vantage.

Inside, there’s a 2+2 seating layout and driver-focused cabin lifted mainly from the DB11. Despite the car’s hardcore leanings, the interior remains a place of luxury – leather and Alcantara trim come as standard, as does sat-nav, all-round cameras, an eight-inch infotainment display (borrowed from Mercedes) and connectivity for Bluetooth, iPhone and USB.

First deliveries of the stunning Aston Martin DBS Superleggera will begin in the autumn. Prices kick off from £225,000 in the UK.

The fourth-generation Ford Focus is set to continue the current car’s legacy, with Ford promising impressive driving dynamics as a key selling point. However, buyers in the family hatchback segment are notoriously picky, and so the American brand is responding with a new and luxurious interior packing some as-yet-unseen tech.

The latest of these to be revealed is the Focus’ new head-up display. It’s the first ever fitted to a Ford and benefits the driver in one key way – allowing them access to vital driving information without being forced to take their eyes too far off the road.

When looking down at conventional dials, the eye has to re-focus for close-up vision – before focusing again on the world outside when the driver looks away. A head-up display limits this.

However, previous displays fitted to plenty of modern cars have a serious issue with drivers in polarised sunglasses. The glare-reducing sunglasses often render head-up displays invisible.

Technology, which was first developed for fighter jets, is helping improve the driving experience for new Focus owners. ^RW

— Ford Europe (@FordEu) June 21, 2018

However, Ford has utilised tech first seen in fighter jets to counteract this, with a special feature which ‘bounces back’ polarised light to the driver. Traditional displays use light waves which vibrate parallel to the road – the same waves polarised lenses block. The Ford display uses waves that vibrate perpendicular to the road, solving the problem.

The solution is based on technology first developed for fighter jets.

“Wearing polarised glasses can make a massive difference to visibility for drivers affected by glare, such as when stretches of water, snow or even tarmac reflect sunlight,” said Glen Goold, chief engineer for the new Focus.

“The head-up display we are introducing for the all-new Focus offers one of the brightest screens, has among the largest fields of view, and will be clearly visible to all our customers.”

To understand hybrids, we must first go back 14 billion years, to precisely three minutes after the Big Bang. Since those first few moments, matter has been mingling, bonding, binding and fusing into hybrids – at first to form atoms, then elements and compounds and the building blocks of life as we know it. In other words, hybrids are as old as time itself.

Of course, when you think of hybrids today you’re more likely to picture a car than some chemical reaction in the nuclear fires of a supernova, but still, the principle is the same. Sometimes, two things simply work better together. Petrol and electricity, for example. Or gin and tonic.

In fact, hybrids are all around us, and even inside of us. Everybody knows that humans are 60 per cent water, which of course is a hybrid. Look around and you’ll see hybrids absolutely everywhere, from farmer’s fields to far-flung forests, from test tubes to test tracks. And, as you’re about to see, some of them even changed the world…

Toyota Prius

Believe it or not it’s over 20 years since Toyota launched the Prius, the world’s first mass-produced hybrid vehicle and one of the most important cars of all time, up there with the Ford Model T, the original Mini and the McLaren F1. When it first came along, even the iPhone was still ten years away, and few thought that – one day – even supercars would be fuelled by a mixture of petrol and batteries. Today, a world without hybrids seems unthinkable, and the Prius, now in its fourth generation, has sold over four million units.

Centaur

Possibly the most famous of all mythological beasts, these half-human, half-horse hybrids were said to worship the God of Wine, which may explain their reputation as boisterous, hoofy drunkards. The story goes that Centaurs were dreamed up by the Ancient Greeks, probably as a reaction to their first encounters with nomads on horseback, who from a distance looked like an all-in-one horse and jockey combo with an outside chance in the 4.10 at Kempton.

Range Rover PHEV

The Range Rover is already a pretty effortlessly cool car, capable of looking right at home whether it’s knee deep in mud in the Shropshire countryside or polished and buffed outside a trendy London nightclub. The latest model, though, blends this rugged go-anywhere ability with some serious eco credentials thanks to its plug-in hybrid drivetrain.

Pizzly Bear

They’ve been romping in zoos since the Eighties, but polar bears and grizzlies rarely meet in the wild, let alone produce crossbreed cubs. In fact, with only a handful of sightings, few believed that pizzly bears existed at all outside of captivity, until somebody shot one in 2006. DNA tests confirmed it was a hybrid: white like a polar bear but with the face of a grizzly, along with brown paws and big claws. Nobody knows for sure what’s bringing them together, although one theory is that climate change is causing their habitats to overlap.

LaFerrari

One of the most exclusive hypercars in the world, the Ferrari is one member of the fabled ‘big three’ hybrid supercars – alongside the McLaren P1 and the Porsche 918. The Ferrari’s hybrid system takes the form of a 161bhp electric motor which boosts the 789bhp V12 engine in short bursts, giving a total of 950bhp. Performance is of course astronomical, with Ferrari claiming it’ll reach 124mph in the same time it takes a hot hatchback to hit 60.

Bloodhound SSC

Hybrid cars are as much about performance as efficiency, but even so, Bloodhound SSC, the 1,000mph car, takes things to a whole new level by combining a jet engine – the sort you’d find in a Eurofighter Typhoon – with a cluster of rockets. In all, it has about 135,000 thrust horsepower, which is more than eight times the power of all the cars on the F1 grid combined. Even the fuel is pumped by a supercharged, 550bhp V8. Just as well when you consider it’ll need 40 litres of rocket oxidiser for every second of its top speed run in South Africa next year.

Porsche Panamera 4 E-Hybrid Sport Turismo

Though the Porsche’s powertrain is of course a hybrid unit, mating an electric motor with a 2.9-litre V6 engine, the real hybrid here is how the Panamera manages to combine two cars into one. When you’re just pootling round, it’s a comfortable, spacious and easy-to-drive luxury car. When you put your foot down, though, it becomes a bona fide supercar, capable of hitting 60mph from rest in just 4.4 seconds and returning a claimed 108mpg – though not at the same time.

Water

Compounds (chemical hybrids of two or more elements) are all around us, though none are more abundant than water. The world contains around 1,260 trillion million litres of the stuff, which if spread evenly over the Earth’s surface would have a depth of 2,800 metres. Yet if you could condense it into a four-litre jug, only one tablespoon would be freshwater while the rest would be salty oceans. And get this: in a 100-year period, a single water molecule spends 98 years in the sea, 20 months locked away as ice, about two weeks in lakes and rivers, and less than a week in the atmosphere.

Tree of 40 Fruit

The Tree of 40 Fruit is an arboreal artwork created by American art professor Sam Van Aken, who grafts buds from various fruit trees onto a single ‘stock’ tree. Over several years the stock tree eventually grows branches from its different donors, each bearing a unique fruit, including peaches, plums, apricots, nectarines and cherries. So far he’s planted 16 of these hybrid trees in seven US states, which in springtime blossom pink, crimson and white.

Lexus LS500h

In the not-too-distant future, every car will feature hybrid or electric tech. Already though, carmakers such as Lexus and Toyota have a hybrid-electric version of almost every model in their showroom. In fact, 99 per cent of Lexus’s UK sales are petrol-electric hybrids, such as the new LS500h, an exec saloon with limo-like luxury – soothing and quiet when you need it to be, but also capable of proper performance with very low emissions. All this thanks to the world’s first multi-stage hybrid system featuring a 3.5-litre V6 working together with clever electric motors. The best of both worlds? That’s what hybrids are all about, after all.

Around a fifth (19%) of motorists have taken penalty points for another driver, a survey suggests.

Men are almost three times more likely than women to take the blame for another driver’s offence, according to research commissioned by Co-op Insurance.

More than one in four (28%) men have accepted points for another motorist, compared with just one in 10 women.

Almost half (49%) of people who have illegally taken points have done so for their partner.

The most common reason for taking points for someone else is a belief that their car insurance is so cheap there would be no financial impact.

This is followed by helping the other person avoid a driving ban (23%) and financial gain (18%), with average payments worth £220.

Taking driving penalty points for another driver, is a crime. Who'd of thunk ?

— baz davis (@bazdavis10) June 21, 2018

Anyone caught can be prosecuted for perverting the course of justice, which carries a maximum sentence of life imprisonment.

In March 2013 former cabinet minister Chris Huhne and his ex-wife Vicky Pryce were jailed for eight months after she agreed to take his speeding points to avoid him losing his licence in 2003.

Drivers can be disqualified if they get 12 points within a three-year period. New drivers can also have their licence revoked if they receive six points within two years of passing the test.

Head of motor insurance at Co-op, Nick Ansley, said: “It’s surprising and quite concerning that a fifth of motorists have taken penalty points for someone else.

“Penalty points are in place to deter people from committing motoring offences and to ensure safer driving for all on the roads.

“We want to ensure people are safe on the roads and whilst some drivers may think they’re helping out another, by swapping penalty points, they’re putting themselves and others at risk.”

Some 2,000 UK adults were polled for the research.

Steve Gooding, director of the RAC Foundation, said: “As money-making schemes go this is one of the most flawed.

“Being paid a few hundred pounds to take the blame for someone else might seem harmless enough, but if you’re caught then you could be found guilty of perverting the course of justice, the cost of which can be a big fine and even a prison sentence, not to mention a hefty hike in insurance premiums.

“Front-facing cameras also mean that often there is clear evidence of who was actually driving.”

The behaviour of a biker who was chased by police for miles at speeds up to 125mph was “frankly ridiculous and posed a real danger to other road users”, officers have said.

William Daniel Wark was going so fast on his 750cc Kawasaki bike that officers abandoned their pursuit as it was getting too dangerous, North Yorkshire Police said.

The force has released video of the riding after confirming that Wark, 24, was given a 10 month suspended prison sentence and banned from the road for 12 months at Bradford Crown Court.

The force said he was recorded riding at 111mph on the A65 between Clapham and Ingleton on April 21.

125mph police pursuit biker William Daniel Wark, 24, from #Pontefract, handed a 10 month suspended prison sentence and banned from the roads for 12 months for dangerous driving on the A65 between Clapham and Ingleton on 21 April 2018 https://t.co/9LB4NP7Fgg pic.twitter.com/5O7C5BgUAM

— North Yorkshire Police (@NYorksPolice) June 20, 2018

When police went to stop him, he led them on a pursuit that lasted for several miles and reached speeds of 125mph.

Police eventually called off the chase but Wark was tracked down through the registration plate of his Kawasaki Zephyr 750 and arrested the next day, a spokesman said.

Officers said machinist Wark, of Pontefract Road in Pontefract, pleaded guilty to dangerous driving at Skipton Magistrates’ Court on May 11 and was committed to the crown court for sentencing.

He was also ordered to carry out 200 hours of community service.

Roads Policing Officer Mark Brook, who was involved in the pursuit and led the investigation, said: “The speeds Wark reached were frankly ridiculous and posed a real danger to other road users.

“We cannot and will not tolerate that sort of behaviour on North Yorkshire’s roads.

“So I’m glad that the court has reflected the severity of his offending in the sentence they handed out.”

He said: “Wark obviously didn’t consider the consequences of riding at that speed.

“However, we see the consequences first hand.

“We have to gather body parts off the carriageways at fatal collisions.

“We have to break devastating news to partners or parents when we tell them their loved one is lying in a morgue.

“If people could see what we see, they’d never ride like that.”

What is it?

Just when you thought Audi couldn’t stretch its range any further, along comes the Q8, an answer to a question no one really was asking. Like spilt water spreading to fill every crevice, Audi is working its way towards critical mass by taking a rolling pin to its line-up and spreading it wafer thin.

The German firm says the Q8 is a car for buyers who want the elegance of a luxury coupe and the convenience of a large SUV, but quite how many of those buyers exist remains to be seen.

Based on the firm’s range-topping Q7 SUV, the Q8 is shorter both in height and length, but wider, and debuts the new ‘face of the Q family’ with a bold and imposing grille.

What’s new?

Audi is targeting buyers of the BMW X6 and Mercedes Benz GLE here, so that means the Q8 has to stand out from the crowd. With looks dominated by that new nose and swooping body lines, it cuts a fine figure in the tough SUV-coupe class.

What’s under the bonnet?

Audi has employed some clever technical tricks under the bonnet to increase efficiency. A mild hybrid system (MHEV) uses a large battery to increase the amount of time the engine can use its start-stop system and even allows it to completely shut down and coast at speeds between 34mph and 99mph.

At launch, just one engine will be available, a 3.0-litre diesel badged 50 TDI. This offers 286bhp and 600Nm of torque and is able to propel the Q8 to 60mph in 6.3 seconds and on to a top speed of 144mph. Fuel economy and emissions have yet to be revealed. A less powerful 3.0-litre diesel and a 3.0-litre petrol will join the range later this year.

What’s it like to drive?

Our test route was thousands of metres above sea level in the Atacama mountains in Chile, where we struggled to breathe, and so too did the Audi engines. That said, despite some wheezing, the high-powered 3.0-litre diesel model we tested performed well, albeit with some unusual audible rattling.

The steering felt weightier than you’d expect in an Audi SUV, and on the smaller wheeled option with air-suspension cranked up to comfort, it coped well with the rutted roads that crossed the South American deserts. Its dynamic ability was hard to fathom on these arrow straight highways, but on the few bends we did tackle there was little body roll.

How does it look?

Unless you’re in the market for a large coupe SUV, chances are something like the Q8 won’t appeal. However, Audi has done a great job of making a sloping roofed off-roader look handsome. It’s far more attractive than the awkward BMW X6 and that’s likely to ultimately win it attention.

What’s it like inside?

Inside, the smart twin-screen set-up first seen on the A8 has been implemented. It splits heating and car controls to the lower display and entertainment to the top. It’s minutely adjustable and a real joy to use. Haptic feedback, that makes it feel like you’re pressing a physical button rather than a touchscreen, makes it easy to work with on the move, and the controls are intuitive.

Especially clever is the latest natural language voice control which lets you say things like ‘I’m hungry’ or ‘I need fuel’ and the system will pull up nearby restaurants or petrol stations. The sat nav can learn your regular routes too – even if you haven’t added them to the system – and will warn you of unusual traffic issues on your commute.

The dash swoops around the driver and passenger in coupe-car style and the multi-adjustable seats are very comfy. The interior materials look and feel luxurious too, but our test car’s centre console did squeak a little too much for a brand new car.

What’s the spec like?

The S line specification includes LED headlights, 21-inch alloy wheels and adaptive sport air suspension as standard. A reversing camera, phone charging box, ambient lighting, powered tailgate and keyless go are some of the other highlights also included.

A high-end Vorsprung specification will be made available shortly after launch which adds huge 22-inch alloys, sportier (and heated) seats, a head-up display, more leather, panoramic glass sunroof, and power door closure, among many other niceties.

Verdict

In a market of frankly quite ugly large SUV coupes, the Audi Q8 stands out as a bit of a looker. The whopping new grille takes some getting used to, but it helps it cut a dramatic figure on the road. Although it’ll appeal to limited numbers of buyers, the Q8 is a compelling package that’s enjoyable to drive, comfortable and packed with usable and useful technology. Audi might be spreading its range rather thinly these days, but this could well be yet another niche it’s filled rather successfully indeed.

Facts at a glance

• Model as tested: Audi Q8 50 TDI S Line
• Price: £65,000 (est)
• Engine: 3.0-litre V6 TDI
• Power: 286bhp
• Torque: 600Nm
• Max speed: 144mph
• 0-60mph: 6.3s
• MPG: TBC
• Emissions: TBC
• Rivals: BMW X6, Mercedes Benz GLE, Maserati Levante