Month: January 2019

Winter, particularly here in the UK, is cold. Temperatures fall, ice appears on windscreens across the country and getting in and out of a car is a far less pleasurable experience than it is in summer.

However, if you’re looking to change cars at this time of year, then there are a few optional extras which you can add (or look out for, in the case of a used vehicle) which can take the edge off the chill. Here are seven of the top ones.

Heated steering wheel

This is a pretty obvious one, isn’t it? A heated steering wheel can completely transform your winter driving experience, allowing you to keep your hands warm when on the move.

It’s an optional extra we’re seeing on more and more cars, and is becoming standard on a few too. Keep an eye out if you’re buying a used car – it’s something you’ll want fitted.

Heated seats

Heated seats have been for a little while now, but that doesn’t make this option any less welcome on a wintery morning. Just a click of a button, and a heated seat can change a cold cabin into a warm, comfortable place to be.

You’ll also find the rear seats heated on some cars too, which means your passengers don’t have to sit in the cold while you enjoy some added heat up front.

Heated arm rest

A heated arm rest isn’t something you’ll find on all cars, but it’s a feature we’re big fans of. It’s an optional extra on the Mercedes S-Class (though other Mercedes models do feature it), and it works in partnership with the heated seats and windscreen to create a wraparound heating effect.

It may not sound like something you essentially need, but give it a go and we’re sure you won’t regret it.

Heated windscreen

Though traditional heated windscreens use the ventilation blowers to direct air up towards the screen, new versions feature heated elements in the glass to help quickly and effortlessly de-ice the windscreen.

Ford’s latest QuickClear system is a particularly effective interpretation of this and makes short work of even the thickest ice.

Multi-zone climate control

Multi-zone climate control allows everyone in the car to get their section of the vehicle to just the right temperature. It means that should those sat in the back feel the cold a little more than those in the front, they can adjust the temperature to suit.

This is a feature we’re seeing in far more cars than before, giving buyers better options when it comes to in-car heating and ventilation.

Kodiaq Blanket

There’s a clever new option pack available with the Skoda Kodiaq – the ‘Sleep Pack’. This includes headrests with ‘wings’ which allow you to sleep without lolling over, and also a pack of blankets – ideal for keeping passengers warmer during the older months.

There’s nothing quite like a blanket to help warm you up and fortunately enough, the Kodiaq has them fitted with this pack.

Volvo pre-conditioning

This is a particularly useful setting during winter. Available on Volvo’s range of plug-in hybrid vehicles, the pre-conditioning feature allows you to pre-programme the car’s temperature before you get in.

It means that the car will heat up for a pre-determined time, ensuring that it’s toasty warm for when you decide to get in. And it’s all done via a smartphone app.

With the UK’s mild winters, going so far as to make the switch to winter tyres on your car might seem like prepping a fallout shelter in case of a light breeze. But, even in the UK, tyres specially made for snow, ice and wet roads can be a real boon for safety — and in areas that get plenty of snowfall, they could even be thought of as essential.

That said, a good set of winter tyres cost as much as a good set of summer ones – so it’s definitely best to make sure you’ll make proper use of them before taking the plunge.

What are winter tyres?

Put simply, winter tyres are tyres that have been specifically crafted to work particularly well in snow, on slippery roads and in wet conditions. They’re made with a different kind of rubber than summer tyres – meaning that while the latter will harden up and lose grip at cold temperatures, winters will remain soft and grippy.

Winter tyres have a more aggressive tread pattern than summer alternatives, which ultimately reduces their grip on dry roads but increases it massively on wet ones.

Narrower grooves prevent snow building up and clogging winter tyres, so they’re better suited to driving on snow too.

Benefits

Many people believe winter tyres are only effective in sub-zero conditions, but that’s not necessarily the case. In fact, the softer rubber compound used in these tyres aids grip over summer rubber at temperatures below seven degrees Celsius – which, depending on where you are in the country, can make them useful for several months.

Winter tyres significantly affect grip and traction on snow and ice, too. According to tyre manufacturer Continental, a car fitted with winter tyres will be able to brake from 30mph in 35 metres – eight metres shorter than one on summer tyres.

On ice, the difference is even greater – Continental claims an 11-metre difference even when braking from as slow as 18mph.

For those who regularly head abroad in their own car, it’s also worth noting that winter tyres are required equipment in several colder European countries through the winter months.

Cons

Winter tyres aren’t particularly useful once the temperature warms up. The soft rubber compound means they move around significantly when the weather’s hot, and you’ll notice a reduction in handling and grip. Stopping distances will be increased, and the tyres will wear more quickly than summer rubber would. Your fuel economy will also decrease.

This of course means that if you’re buying winter tyres, you’ll need somewhere to store them when the temperature increases. Some motorists simply buy the tyres, and have them switched over at a garage, while others purchase another set of (usually basic steel) wheels for the winter months. Either way, you’ll need a large shed or space in your garage for four tyres, with or without wheels. Alternatively, some companies do offer summer storage for a fee.

You will also need to disclose the fitment of winter tyres – especially if it also involves changing the wheels – to your insurer. Despite being a safety-related purchase, it’s considered a modification to your car and as such you need to tell your insurance company. It’s unlikely to increase your premiums, though.

Winter tyres vs 4WD

We’ve all seen them – drivers who think that because they’ve got four-wheel drive believe that they’re invincible in the winter. They’re usually the ones who also think flooring the throttle is the best way to get out of a snowdrift – you’ll often find them entirely stationary, yelling at their car for not magically finding grip on sheet ice.

The fact is, while four-wheel drive does increase traction in certain situations, it can’t help at all if the tyres can’t grip the road. A two-wheel drive car on winter tyres will usually beat a four-wheel drive car on summer tyres any day of the week.

Four-wheel drive also does absolutely nothing to improve stopping distance or grip when turning. It should be considered a good addition to winter tyres, but definitely not an alternative.

Do I need winter tyres?

It really depends on your personal situation. If you’re a very low-mileage driver and don’t really need to venture out, you’ll likely make it through the winter simply by avoiding travelling when the weather gets really bad.

For moderate or high-mileage drivers, winter tyres are a really worthy investment, and could even save you from a sticky situation. This becomes especially true of those who live in the North of England or Scotland, or a rural area where the roads aren’t necessarily gritted as often – or at all.

As we’d recommend with summer tyres, going for a reputable brand – and not a cheap Chinese product – is key. Check independent review sites too for the best in grip and handling. The good thing about winter tyres is that they’re rarely on for more than a couple of months at a time, and so you can expect to get several years of use out of a set.

What about all-season tyres?

All-season tyres are considered somewhat of a halfway house between winter and summer tyres. They don’t really have any of the massive positive or negatives of either, and if you really don’t have space to store a second set of tyres can be a good addition to your car. Just remember performance will be reduced compared to a summer or winter tyre in their ideal conditions.

Everyone loves a bargain, right? Food, clothes, shoes – if it’s got a cut-price label, most people are interested. The same goes for cars, but finding money off a barely-used example can be tricky. However, that’s not to say they don’t exist.

That is why we’ve trawled the classifieds to find some nearly-new cars which represent a huge saving over the brand-new option.

BMW 3 Series GT

Price new: £38,280
Price one-year: £19,890

The 3 Series GT is pitched by BMW as a car for all occasions. It’s part-hatchback, part-saloon, part-executive. The issue is that most people just want one car that does one of those things, rather than a vehicle trying to be all three. It’s the reason why the GT hasn’t proved all that successful. That said, it still offers a high level of quality, along with that all-important premium badging.

Its lack of success is reflected in the used price. A new 320d M Sport Gran Turismo will set you back £38,280, but the exact same model – albeit with 10,000 miles on the clock and last year’s plate – costs in the region of £19,890.

Land Rover Discovery Sport

Price new: £45,810
Price one-year: £32,444

The big Discovery’s smaller sibling is this Discovery Sport – a surprising entry into this list as it’s actually a very desirable car. The baby Disco mates a superbly practical seven-seat body with the prestige of that Land Rover badge to make brilliant family transport – albeit with a dated interior and distinct lack of top-end tech. Still, with an easy £12,000 off list price, a one-year old example is a bit of a bargain.

Jaguar XF

Price new: £36,495
Price one-year: £27,500

Jaguar’s XF has always had a tricky time of things. We love the way it drives, and it’s offered with a decent range of engines too – but it just never seemed to hit the ground running. It does, however, represent excellent value for money, particularly year-old versions.

We’ve found a 2018-reg R-Sport car fitted with the 2.0-litre 178bhp diesel engine for £27,500 with 4,000 miles on the clock. This represents a huge saving compared to the £36,495 you’ll have to shell out for a brand-new model.

BMW 3 Series

Price new: £42,870
Price one-year: £39,990

BMW’s ever-popular 3 Series is being replaced this year, and that means you can get exceptionally good deals on one-year-old models. Whether you opt for saloon or touring there are savings to be had.

We had a look at the powerful 330d Touring model, which packs a 3.0-litre straight-six engine making it ideal for those undertaking long motorway slogs. Opt for a new one, and you’ll pay in the region of £42,870 – though go for one a year old, and that will fall to £39,990.

Infiniti QX30

Price new: £29,720
Price one-year: £17,000

It was intensely tricky to recommend the Infiniti QX30 when it was new. An ungodly union of Mercedes platform, Nissan interior and Renault diesel engines, it was actually a pretty good mix until you looked at the price. However, at just £17,000 or thereabouts for a year-old example, the QX30 becomes much easier to recommend.

Suzuki Swift Sport

Price new: £18,499
Price one-year: £13,999

When Suzuki released the all-new Swift Sport last year, it was met with a mixed reception. Sure, it offered a fun driving experience and bags of equipment, but it’s £18,499 price tag put into a performance bracket where it couldn’t really compete.

Fortunately though, if you look for an ever-so-slightly used exampled — most likely an ex-demonstrator — it’s not hard to find this junior hot hatch for under £14k. That takes it back to the level many expected, making it a real bargain.

Ford Mondeo Vignale

Price new: £30,625
Price one-year: £19,999

Ford introduced Vignale to its range in a bid to move upmarket. But with great luxury comes great depreciation, and Mondeo Vignales have gone from a rather overpriced nonsense to an absolute steal on the used market. And at this price, it’s hard to argue with the lengthy list of equipment and additional soundproofing that Vignale bestows upon you.

Vauxhall Astra

Price new: £21,760
Price one-year: £9,799

Looking at the prices of lightly used Vauxhalls might make you wonder why anybody buys a new one. It’s possible to get nearly £12,000 – or a discount of 54 per cent – off the price of an Astra after just a year on the road. That’s not even for a basic model either – we found a sporty-looking SRi with the excellent 1.0-litre turbo petrol engine.

Toyota Yaris GRMN

Price new: £26,295
Price one-year: £21,995

While £21,995 may still make the Toyota Yaris GRMN a shade pricier than rivals like the Ford Fiesta ST, it may just be a bargain buy at its current price on the used market — with examples comfortably under 1,500 miles plenty.

Just 85 units of this limited-run hot hatch were destined for the UK. That, combined with its widely-hailed driving experience means it could well become a collector’s item in future. Now might just be the time to cash in…

Jeep Grand Cherokee SRT 6.2

Price new: £63,995
Price one-year: £38,995

In America, a big car needs an even bigger engine. And so it seems perfectly correct that a Jeep Grand Cherokee, even those sold in the UK, require a monstrous 6.2-litre V8 engine to ferry their owners between destinations (via a fuel station, of course). Of course, not many bought into this vision of FREEDOM, and lightly used prices are correspondingly low. For performance, power, and sheer noise on a budget, this is a great way to go.

Traditionally, the North American International Auto Show (or Detroit Motor Show if you’re lazy) has been one of the most important events in the motoring calendar. However, it’s fair to admit that 2019 was a slight disappointment, especially for European markets.

With more and more manufacturers choosing to exhibit their tech-filled motors at the Consumer Electronics Show in Las Vegas just days before Detroit, the motor show itself was fairly barren for new car releases. There was some wheat among the chaff, though – here are eight of the most important or interesting exhibits from the show.

Toyota Supra

After years of concepts, teasers, promises and leaks, Toyota finally revealed the Supra at this year’s Detroit Motor Show.

Co-developed with BMW, it’ll get a 3.0-litre straight-six engine pushing out 335bhp when it arrives in the UK — although Japan also gets the option of lower-output four-cylinder variants. Will it live up to the hype? We’ll find out later this year…

Ford Explorer

SUVs may be big business in Europe, but they’re even more important in America. The new Explorer is therefore a crucial model for the brand.

It’s fitted with as much technology as Ford can squeeze in, including driver assistance tech, and it’s even managed to increase towing capacity by 66 per cent while making the Explorer lighter and more efficient.

Shelby GT500

All eyes may have been on the Toyota Supra, but one of Detroit’s own was on hand to steal the performance spotlight.

This is the latest Shelby Mustang GT500 — the most powerful road-going Ford ever built. Boasting in excess of 700bhp from its 5.2-litre supercharged V8 engine, the firm says it’ll deliver a 0-60mph time around the mid three-second mark and cover a quarter-mile drag run in under 11 seconds. It’s unlikely to come to the UK by official means, but there’s always the import route if this horse takes your fancy…

Lexus LC Convertible

It’s only a concept for now, but we’re fairly certain the Lexus LC Convertible previews an eventual production model. A flagship cabriolet is something that Lexus has never dabbled in before, but the slinky and powerful LC looks ripe for the opportunity if this concept is anything to go by.

An eventual production version would likely be fitted with the 3.5-litre hybrid powertrain, but we’d hope that the V8 model makes its way over, too…

Infiniti QX Inspiration

Continuing a long trend of electric concept cars, Infiniti unveiled the QX Inspiration in Detroit — a glance at what the next generation of SUVs from the Japanese brand could look like.

Clearly an evolution rather than revolution of the firm’s current corporate design, it boasts ‘human eye’ headlamps, sculptured surfaces and a brash stance. Details are pretty scarce and it’s unlikely to see production in its current form, but don’t be surprised to see future cars from Infiniti taking inspiration from the, er, Inspiration.

Kia Telluride

Kia sells several cars in the US that we don’t get in Europe, and the Telluride is the latest. It’s based on the concept first revealed at the 2016 Detroit show, and takes its place as the largest Kia model available.

Telluride is a three-row, eight-seat SUV fitted with a 3.8-litre V6 petrol engine – too juicy for the UK, no doubt. It’s fitted with the latest off-road tech, as well as some interior gadgets we might see trickle down to European models, such as the ability to connect two Bluetooth devices simultaneously.

Lincoln Continental Coach Door Edition

Lincoln is somewhat of an underdog in the American luxury car market, but this Ford-owned brand has some serious history to draw upon. It’s now decided that its flagship Continental needed something special to make it stand out from the crowd – so it’s debuted the lengthened Coach Door Edition.

As the name suggests, this car comes with a pair of rear suicide doors, paying homage to the fourth-generation ‘60s car. It’s a really special touch and one that Ford no doubt hopes will revive the brand’s standing in the luxury car stakes.

Subaru WRX STI S209

Subaru finished UK sales of the WRX STI last year — but the model is still going strong around the world. The latest in a long line of ‘S’ series limited-run models, the S209 gets a huge boost in performance to make it the most powerful Subaru ever made.

A US-exclusive, it also benefits from racy aerodynamic upgrades, grippy Dunlop tyres and trademark gold wheels to complete the package.

What is it?

Two big buzzwords dominate the latest Toyota RAV4. The first is SUV – a segment the brand an early adopter of with the original RAV4 back in 1994, and one that, by its own admission, it’s now lagging behind in.

The second is hybrid. So confident is Toyota in its hybrid powertrains that you won’t be able to specify the RAV4 with anything but in the UK. Can it really be blamed, with the anti-diesel rhetoric still at the forefront of buyers’ minds?

However, there’s more than just a powertrain that makes up this new RAV4. It’s in fact been the recipient of a serious rebirth, aimed at making it a true alternative to the most popular petrol and diesel SUVs in driving dynamics, interior ambiance and cost of ownership.

What’s new?

There’s a whole new chassis architecture under the skin of the RAV4. The platform, catchily named TNGA-K is the same that underpins the Lexus ES as well as the Toyota Camry and Avalon in the US. It’s heavily related to the GA-C version which sits under the skin of the Prius, C-HR and Lexus UX, too.

That brings with it an all-new body covered in cuts and slashes – a distinctive if divisive styling language – as well as a seriously improved interior inspired by the C-HR.

What’s under the bonnet?

The previous RAV4 offered a petrol engine, two diesels and a hybrid model. For this generation though, it’s hybrid or the highway.

It takes the form of a 2.5-litre petrol engine running the super-efficient Atkinson cycle, mated to an electric motor. It’s paired with, inevitably, a CVT gearbox, and can offer front- or four-wheel drive via a second motor on the rear axle.¬

Power output is an impressive 215bhp for front-wheel drive models or 219bhp for four-wheel drive cars. That actually equates to pretty rapid acceleration for both – the latter can crack 60mph from rest in under eight seconds, the former just over. You’d need to opt for a pricey 2.0-litre TDI 190 version of the Volkswagen Tiguan to match that, and put up with higher emissions to boot.

Where all that work pays dividends is in the running costs and specifically CO2 emissions. The RAV4 emits just 102g/km in its cleanest form – supermini-rivalling levels of emissions. Crucially, it’s a massive 18g/km undercut from its main competitor, the Honda CR-V Hybrid. That’s good news for company car drivers. Fuel economy is diesel-like too, at around a claimed 50mpg.

What’s it like to drive?

Driving the new @ToyotaGB RAV4 today. Streets apart from the old model. Divisive looks… pic.twitter.com/UMMVu7yULV

— Tom Wiltshire (@mctreckmeister) January 16, 2019

Saying this handles like a thoroughly well-sorted compact crossover is less faint praise than it appears, and is certainly something we couldn’t have said about the RAV4’s predecessor. It’s all down to that new platform – TNGA makes the RAV4 57 per cent stiffer than its predecessor, but wider and lower, with fatter tyres and shorter overhangs. It also increases ground clearance for a little extra off-road prowess.

We tested the all-wheel drive RAV4 on a short off-road course, more challenging than anything most owners will put it through. It should be able to cope perfectly well with the occasional muddy lane or steep driveway.

As for on-road handling? It’s up there with some of its best competitors. The RAV4 handles directly, without too much body roll. Decent grip levels and a late-acting ESP system actually make it quite fun in the corners. It’s not quite as reassuring as a Seat Ateca, but hits back with a better ride, even on the larger 18-inch alloys of our Dynamic test car.

How does it look?

Previous RAV4s could be criticised for looking a little bland, but Toyota’s ensured the same criticism can’t be levelled at this model. It’s immediately recognisable, with polygonal styling leading to distinctive cuts and slashes across its bodywork.

Round the front, the wide, downturned grille and prominent nostrils give the RAV4 one heck of a snout – though it’s verging on ugly. The rear is relatively generic, though inoffensive.

Toyota reckons 60 per cent of drivers will opt for one of two top-spec trims, which bring projector LED headlights, 18-inch alloy wheels and – in the case of the Dynamic trim – optional two-tone paint finishes. These go a long way to smartening the RAV4 up.

What’s it like inside?

The interior of the RAV4 is a really mixed bag. Some aspects really are below par – the infotainment, for one, which is dated, difficult to use and completely lacks the sort of smartphone connectivity that we’ve come to expect from new models.

Materials too aren’t quite there, with hollow-feeling plastics on areas of the centre console and particularly fake-feeling leather refusing to play nicely with the quality switchgear and few soft-touch materials scattered about. It’s ergonomically very good, however, with comfortable seats, bags of adjustability for the driver and chunky, easy-to-find buttons and dials.

Space is a strong point, too. The rear seats are really commodious, and a six-foot passenger can happily stretch out behind a driver of a similar size. With 580-litres on offer, the boot’s not half bad either – 83 litres up on the CR-V hybrid.

What’s the spec like?

Toyota’s not going to bring an ‘entry-level’ RAV4 into the UK, so the relatively high starting price is for a very well-equipped model. All models come with the brand’s Safety Sense 2 pack – bringing adaptive cruise control, lane-keep assist, autonomous emergency braking and traffic sign assist. There’s also auto lights and wipers, LED headlights, 17-inch alloy wheels and an 8-inch touchscreen infotainment system.

Step up to Design grade and the wheels are upgraded to 18-inches, navigation is added to the infotainment system and you also net keyless entry and a power tailgate. Range-topping duties are shared between luxurious Excel and ‘sporty’ Dynamic – both gain projector headlights, power adjustable and heated front seats and blind-spot monitoring, but Dynamic models feature gloss black trim and optional bi-tone metallic paint.

Cost of ownership is a big deal to Toyota, and predicted class-leading residuals and the promise of ultra-low running costs go some way to alleviating the slightly high entry price. The brand reckons a company car driver will save more than £120 a month in tax alone compared with a similarly specified Volkswagen Tiguan diesel, for example.

Verdict

There’s an awful lot to like about this new RAV4 – it drives well, is spacious and comfortable inside and, provided you don’t push it too hard, has the potential to be a superbly relaxed and very efficient cruiser. The rough-and-tumble interior could be a hit or a miss depending on your requirements, but there’s no arguing with the efficiency figures – achieving such low CO2 is seriously impressive. It’s a shame, then, that the technology under the bonnet isn’t matched by that in the interior. Keen drivers and tech snobs look away, but everyone else in the market for an SUV should at least give this hybrid hero some consideration.

What is it?

Dial back a few years and the thought of Hyundai embedding itself as an established competitor in a performance car segment would be laughable — but the success of the i30 N has proven that wrong.

The hatch has quickly earned a name as one of the best cars in the hot hatch segment, immediately bringing real weight to the ‘N’ badge. Following the i30 came the Veloster N for global markets (not UK bound, sadly) and now there’s a third model in the range — the i30 Fastback N.

Mechanically similar to the i30 N hatch, the Fastback N brings a real sporting edge to the four-door variant — but can it match the success of its hit sibling?

What’s new?

Keen to not spoil the formula, there aren’t many differences between the Fastback N and its hatch equivalent – body style aside.

That means it uses the same 2.0-litre, 271bhp powertrain along with the same clever technology to keep that power on the road — namely its electronic differential and torque vectoring systems.

There are some changes though, with a handful of visual tweaks made both inside and outside the car to give the Fastback a more distinctive look from the hatch. There’s also a switch to just one trim level in the UK, with the entry-level 247bhp model not coming to these shores.

What’s under the bonnet?

As mentioned, the i30 Fastback N uses the same 2.0-litre turbocharged four-cylinder powertrain as its hatchback equivalent — delivering 271bhp and 353Nm of torque to the front wheels via a six-speed manual gearbox.

The result is a 0-60mph sprint of 5.9 seconds with a 155mph top speed possible. As for efficiency, Hyundai claims 34mpg on the combined cycle while emitting 178g/km of CO2.

Power delivery from the unit is impressive, with a wide torque band ensuring performance is always on hand. Its six-speed gearbox is crisp, and paired with the standard fit rev matching technology, will make you feel like a driving god on any given B road. There’s definitely a need for a throatier sound from the engine, though.

What’s it like to drive?

The i30 N hatch’s impressive driving dynamics have not been lost in translation over to the Fastback. Monumental amounts of grip remain on offer, and the turn-in response is amongst the sharpest across the whole new car market.

Despite its clinical approach on the road, there’s a playful hint to it too. Get it going on a track and the Fastback becomes prone to a bit of oversteer — but not to levels that can’t be controlled. It remains arguably one of, if not the, best-driving front-wheel-drive cars on sale today.

That said, its performance on twistier roads and race tracks does come at a cost in terms of comfort and refinement. Longer cruises can be a hassle as a result of its harsh ride and brash engine.

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It's been a fun start to the week #Hyundai #i30N #Fastback #carsofinstagram

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How does it look?

The Fastback N has received a racier treatment to distinguish itself as the performance model for the four-door body style — while also getting a handful of tweaks to differentiate it from the N hatch.

Up front, it benefits from an aggressively-styled bumper with a distinctive red strip, while the rear of the car sees the addition of a diffuser and ducktail spoiler. There’s also a model-specific Shadow Grey paint finish.

Looks are always subjective, but for us, the i30 N looks better in hatchback form. While the front of the car offers a tidy look, the rear third of the vehicle looks awkward when viewed from a side and gives it a knock-off Porsche Panamera look.

What’s it like inside?

Hop inside the Hyundai i30 Fastback N and you’ll find everything to be typical of the brand. The interior is well laid out and not particularly fussy, although there are hard plastics and not-so-premium-feeling materials throughout.

That said, there are some additions to continue the racy feel. Red stitching features on the suede seats, with matching red trim pieces featuring around the cabin. There’s also a sports steering wheel, and N badging dotted around.

Similarly, to hatch form, the Fastback N can seat five — although rear headroom is compromised as a result of its sleeker roofline. There are 436 litres of boot space on offer — down slightly from the regular Fastback’s 450-litre capacity, due to the addition of a chassis stiffening bar behind the seats, although more than the hatch’s 381 litres.

What’s the spec like?

Just one trim level will be offered for the Hyundai i30 Fastback N in the UK — a decision made as a result of the entry-level, less-powerful version of the hatch responsible for only a small fraction of sales on these shores.

The result is bags of standard equipment — with the sole paid-for option premium paint at £585. Thrown in to the package are LED head and taillights, cruise control, keyless entry with a start/stop button plus an eight-inch touchscreen infotainment system with support for both Android Auto and Apple CarPlay. That’s all on top of the go-faster mechanical bits, too.

A small premium is commanded by the Fastback N, with its £29,995 starting price £500 more than the hatch in Performance trim.

Verdict

The Hyundai i30 Fastback N delivers an experience pretty much identical to that of the widely praised hatch. Its driving experience impresses, punching with the established performance nameplates such as Honda’s Civic Type R and Volkswagen Golf R.

But is the Fastback really worth opting for over the hatch? It makes sense from a practicality view with a larger boot — although it’s worth considering the reduced headroom — and if the four-door looks appeal more.

If driving experience is all that tops the list though, the hatch’s ever so slightly lower price point and like-for-like performance makes it far more tempting.

Facts at a glance

• Model: Hyundai i30 Fastback N
• Price: £29,995
• Engine: 2.0-litre turbocharged four-cylinder
• Power (bhp): 271
• Torque (Nm): 353
• Max speed (mph): 155
• 0-60mph: 5.9 seconds
• MPG: 34
• Emissions (g/km): 178

Of all the scary acronyms listed under ‘safety’ on a car’s specification sheet, there’s one that’s rather more useful than the rest. That acronym is AEB, and it stands for autonomous emergency braking.

The descriptive name tells you most of what you need to know. Autonomous emergency braking is designed to bring a car to a stop, or at least slow it down significantly if it detects that a collision is imminent and the driver hasn’t reacted.

It’s a system that’s becoming more common on modern cars, but how exactly does it function? We reveal all…

What is AEB?

AEB refers to a collection of components which are capable of braking for the driver in an emergency situation. It consists of actuators to apply the brakes, a set of scanners – cameras, lasers or radars – to ‘see’ the road ahead, and a computer to decipher which objects constitute threats and which ones don’t.

The only part of the system you’ll see is the scanner setup – usually positioned in the front grille or behind the rear-view mirror. These locations give the best view of the road ahead, and ensure that the system can ‘see’ as far as possible.

AEB systems usually detect objects long before they become a threat. Say you’re following another car in traffic – the AEB system will more than likely know it’s there. If that car stops, however, and you continue moving towards it, then it becomes a threat.

The AEB system won’t apply until the last possible moment. It’s not there to take over braking for the driver – it’s there to prevent a collision if the driver’s incapacitated, distracted, or unable to stop the car themselves. For that reason, it usually applies as much braking force as possible without locking up the wheels. You’ll definitely notice when AEB’s engaged.

How does it work?

Early AEB systems used laser scanners, and were limited to a short range of vision in front of the car. For that reason, they usually only operated at low speeds of below 30mph.

These scanners were also incapable of detecting smaller objects, so wouldn’t necessarily avoid a collision with a cyclist or pedestrian.

Thankfully, radar and camera scanning systems have improved AEB beyond recognition. Today’s systems are very clever indeed, and as well as being able to detect and differentiate between solid objects, cars, cyclists, pedestrians and even animals, they can work all the way up to motorway speeds.

Most systems use a combination of a camera and radar, with a few exceptions – such as Subaru’s Eyesight – using a stereo camera setup instead. The technologies allow AEB systems to place an object accurately in space, and then monitor its progress. The computer can then use algorithms to figure out if that object will become a threat to the car.

AEB systems are now so commonplace that Euro NCAP tests them separately in its crash safety assessments.

Do I need AEB?

If you have an older car, you’re flat out of luck – AEB can’t be retrofitted. For those buying a newer car, it’s definitely a box worth ticking.

AEB’s often part of a larger ‘safety pack’, if it’s not fitted as standard – so while it may be pricey, it can include items such as lane-departure warning and blind-spot monitoring. It’s pretty easy to make the case that any additional safety systems are ‘worth it’ – but in the case of AEB, it’s especially true.

AEB has been proven to reduce injuries and save lives. The University of Adelaide in Australia’s research concluded that AEB could reduce fatal crashes by as much as 25 per cent, and crashes where injury occurred by 35 per cent.

Even avoiding a small rear-end collision with AEB could save you the cost of the system in insurance and repair costs alone. It’s for these reasons we recommend specifying AEB wherever possible – and why organisations such as Euro NCAP and Thatcham research are lobbying manufacturers to introduce it as standard equipment on all cars.

For many businesses, a van is as much of an essential as an accountant or a uniform. These vehicles are the lifeblood of the country, delivering goods and services all over the place. However, new models can be expensive.

So why not save some pennies and go used instead? There are undoubtedly some drawbacks – a potentially hard life with previous owners, the lack of the most sophisticated safety and emissions equipment and possible repercussions in the future regarding pollution being some of the most pressing. However, the savings in cost can be substantial, and many owners or operators actually prefer the simplicity of the older models.

Here are five of the best you can pick up for under £10,000 – without VAT, assuming this is a business purchase.

Ford Transit Custom

This list wouldn’t be complete without the Transit – the best-selling commercial vehicle in the UK and a real institution among British businesses. The range was split into the larger Transit and mid-sized Transit Custom – both of which are brilliant vans.

The Transit Custom is fantastic to drive – perhaps the best-driving mid-sized van out there – yet retains a superbly square and practical load bay and a vast number of potential configurations. Opt for the mid-spec 123bhp engine and you’ll have plenty of shunt for heavy loads too.

Vauxhall Vivaro

This British-built van has been a competitor to the Transit for many years. The current incarnation can be had for well under our budget, and uses a range of superbly smooth 1.6-litre diesel engines – with some pretty beefy power outputs if you opt for the top-end models.

The Vivaro also features a really solidly-built, no-nonsense interior – and as the current model’s internal dimensions are identical to the old model, there’s a vast array of racking and storage solutions available for the load area.

Mercedes Sprinter

For some businesses, the allure of a three-pointed star is a little too hard to discount. Luckily, Mercedes’ range of vans is well-respected and well-proven, and the large Sprinter is perhaps the best of the lot.

Known for tight driving dynamics, superb build quality and good reliability, plus the premium allure that that badge gives you, the Sprinter is a great and versatile choice for any business looking to move a little bit upmarket.

Citroen Berlingo

From large back down to little. The Citroen Berlingo is another nameplate that’s been around for a long time, but such is the longevity of the model that it’s only in its third generation. We’re looking at the second-gen model, however, which benefited from a range of super-efficient engines and a car-like driving ambiance.

Maintenance costs for these dinky vans tend to be pretty low, and for those with big families the Multispace passenger models are some of the most practical vehicles on the market in terms of passenger space on a small platform.

Volkswagen Transporter

Often considered as the classy alternative to the Ford Transit, Volkswagen’s Transporter can trace its lineage back to the iconic Microbus of the 1960s. Not that the current model – or its predecessor, the T5 (that we’ll be focusing on here) share anything with the air-cooled originals, but the spirit is still there – as evidenced by the vast numbers of people who recreate the past by turning them into campervans.

As a working van, though, the boxy Transporter is still up there with the best. Its premium image and car-like cabin are some of the best in the business, and a range of typically strong VW diesel engines also helps.

The town of Harlech in Wales could soon hold the world record for the steepest street, after it announced it intended to challenge the current incumbent.

The town claims that Fford Pen Llech has a gradient of 36 per cent, a degree steeper than the record holder – Baldwin Street in Dunedin, with a gradient of 35 per cent.

The city on New Zealand’s South Island is notorious for the road, which has become a smash hit – attracting tourists from all around the world. Local businesses have been trading on the title for the past two years since gaining the record, and the 350-metre-long street has found fame on social media.

Measurements are being taken at Fford Pen Llech and a decision on the record attempt is expected later this month.

However, the mayor of Dunedin Dave Cull seems unfazed by the attempt. He told the Guardian that the street had been challenged before and had ‘seen them off.’

“If Wales turns out to have a steeper one we will just have to arrange one of our periodic earthquakes and tilt Baldwin a bit more,” he joked.

Steepest street is just one of Guinness’ many road-based records. Among the holders are Australia’s Highway 1, which at 9,000 miles is the world’s longest continuous road and Lombard Street in San Francisco which is the world’s twistiest.

Car tax rates are due to change April 1, bringing with them a series of additional charges to nearly all drivers. Car tax is categorised into several different bands, with different owners paying different amounts depending on vehicle emissions.

Fortunately enough, we’ve waded through the figures to tell you just how much could be added to your tax.

The Autumn budget from 2018 stated that “from 1 April 2019 VED rates for cars, vans and motorcycles will increase in line with RPI.” The changes have come into play to account for inflation.

Petrol and diesel cars

In truth, it’s not all doom and gloom for most motorists, with cars registered between March 1, 2001 and March 1, 2017 only seeing a maximum of £15 added to their annual rate based on their specific emission levels.

Those drivers who use a car registered between these dates which emits below 120g/km will not see any increase in the amount they pay.

Vehicles with CO2 emissions ranging from 121-130g/km up to 166-175g/km will find an extra £5 added to the amount they pay.

If your car tax is due why not spread the cost of vehicle tax and pay by Direct Debit? Find out more at: https://t.co/9prSVdLvVY pic.twitter.com/zOa00er4N9

— DVLA (@DVLAgovuk) January 8, 2019

Meanwhile cars with emissions ranging from 176-185g/km up to 201-225g/km will pay an additional £10, while those cars sitting in the highest emissions bracket will have £15 added.

Owners of zero-emissions vehicles won’t have to pay a penny extra, however.

Pre-March 1, 2001

Cars registered before March 1, 2001 are taxed based on engine size. Those vehicles with an engine under 1,549cc will be accompanied by a £150 a year tax charge (in total), while those over 1,549cc will cost £245 a year to tax. There has been no information released as yet to state whether or not these rates will rise on April 1.

New cars

It’s buyers of new cars which will be stung the most by the changes. For the first year after purchase, cars that emit more than 191-225g/km CO2 will pay £40 more, with cars emitting between 226-255g/km £55 more.

Cars that emit over 255g/km CO2 will pay £65 more.

If your new vehicle falls under the £40,000 mark then you need not worry about any premium car charges. However, if it’s the same or over this, then you’ll now pay £320 annually – up from £310. This is payable from years two to six of ownership, and takes into account the car’s value including options, before any applied discounts.