Month: February 2019

What is it?

Volvo’s ‘Cross Country’ range of machinery has become well established in the hall of niche car segments since the first arrived as a variant of the V70 in 1998. Since then, the road car-turned-soft-roader trim has appeared on a number of machines, and the newest incarnation of the V60 is the latest to benefit.

Available in the UK exclusively with a diesel engine, it’s something of a landmark moment for Volvo too — becoming the final diesel model to launch as the Swedish firm gears up its push to a cleaner powertrain line-up.

What’s new?

Last year saw the introduction of an all-new V60, with Cross Country coming alongside the more style-oriented R-Line to make the range more comprehensive.

What does this particular trim bring to the table, then? Well, not a lot more to be honest — rather tweaking the compact estate’s elegant formula rather than revolutionising it. That said, it is the first of the second-generation V60’s all-wheel-drive offerings, while also bringing plastic bodywork additions for a more rugged look alongside functional features such as an off-road driving mode, Hill Descent Control and a raised ride height.

What’s under the bonnet?

Powering the V60 Cross Country is the last ever diesel engine to launch in a new Volvo model. This ‘D4’ unit produces 187bhp and 400Nm of torque, sent to all four wheels via an eight-speed automatic gearbox. As a result, 0-60mph comes in 7.7 seconds with a top speed of 137mph possible. As for efficiency, Volvo claims it can return 42.8mpg on the combined cycle with CO2 emissions of 143g/km.

The powertrain is one of the smoothest out there, with torque delivery not particularly sharp but rather spread well over a wide rev range, while the automatic gearbox is swift enough in its changes for a cruise. As long as you don’t expect much in the way of inspired driving from the unit, there’s joy to be had.

What’s it like to drive?

Much like its powertrain, the overall drive of the Cross Country is best suited to soaking up mile after mile in one fell swoop. The ride is supple, all-round refinement is amongst the best in its class and it’s just a joy to spend a lot of time in.

While that is also true of the regular V60 range, the CC, of course, has another trick up its arsenal — its off-roading ability. Now, we’re not going to claim it’s any Land Rover Defender competitor, so don’t think it’ll tackle a rainforest with ease. But for crossing light fields and some slightly more challenging boggy roads, it delivers. In off-road mode, gears are held on to longer for increased driver involvement and its Hill Descent Control acts impressively.

How does it look?

Despite its more rugged agenda, the V60 Cross Country only has minor aesthetic hints at its capabilities — much like those models before it. The regular V60 design is present, with the simple addition of plastic cladding and a raised ride height for a tougher appearance.

It’s a good blend of capable and classy to our eyes. Volvo’s current corporate designs is one of the best out there at the moment, and the V60 has only heightened that — so it’s good to see it remain intact in CC form.

About as off-road as a V60 Cross Country will ever go in the hands of owners, but quite the fan of the more rugged looks. pic.twitter.com/ReJMZBw8Sp

— Ryan Hirons (@RyHirons) February 28, 2019

What’s it like inside?

Volvo has kept the V60’s interior identical as well for the Cross Country — there’s no indication you’re in a machine designed for the rugged stuff. That’s not a bad thing — with a plethora of leather and soft-touch materials deployed in the cabin.

The ergonomics of the cabin are impressive too. Controls fall neatly to hand while incorporating toggle switches within the infotainment system for safety features means there’s no need to wave your hands around the steering column looking blindly for the right button.

As for space, five can be seated comfortably while its boot capacity comes in at a class-leading 529 litres. Compare that with 505 for the Audi A4 Allroad and 495 in the outgoing BMW 3 Series Touring, and it seems generous.

What’s the spec like?

Volvo offers a generous amount of equipment for no extra on the Cross Country’s £38,270 base price. Standard luxury highlights include 18-inch alloy wheels, cruise control, Hill Start Assist, automatic wipers and LED headlights, dual-zone climate control and a nine-inch touchscreen infotainment system.

Our £49,395 test car came with a host of extra goodies, including a panoramic glass sunroof, Park Pilot Assist, adaptive cruise control, heated front seats, a Hamman audio system, keyless entry, four-zone climate control, 19-inch alloy wheels and support for both Android Auto and Apple CarPlay via the infotainment system.

It’s hard to argue with the pricing — this is, after all, a premium car, and remains in the ballpark of its closest competitor, the Audi A4 Allroad. That said, an equivalent Momentum Pro V60 can be had from £37,120, which makes it hard to suggest the Cross Country unless you’re planning to consistently head down rugged paths.

Verdict

The Volvo V60 Cross Country only builds further on an already very good car. Its additions haven’t spoilt the comfortable, refined experience of the compact estate – only enhancing it with some off-road ability and a tweaked look.

That said, with a slightly higher price point than Momentum Pro models with a similar specification, it doesn’t leap out of the range as a recommendable model — and is only really a necessary consideration if its ability to take on some more rugged roads is a requirement.

Facts at a glance

Model: Volvo V60 Cross Country
Price: £49,395
Engine: 2.0-litre diesel
Power: 187bhp
Torque (Nm): 400
Max speed (mph): 137
0-60mph: 7.7 seconds
MPG: 42.8
Emissions (g/km): 143

After impressing with the Urban EV concept at the 2017 Frankfurt Motor Show, Honda has unveiled its latest all-electric prototype.

Dubbed the E Prototype for now, the car will get its public debut at the Geneva Motor Show next week and is one of Honda’s most advanced vehicles to date – thanks to a raft of advanced features.

Built on a newly developed platform – which could be adapted in the future for models up to the size of the HR-V – the E is rear-wheel drive, with the motor mounted on the rear axle. That does compromise the boot space, however.

Although official figures are yet to be confirmed, Honda says the compact EV will be able to go more than 200km (124 miles) on a single charge – with the Japanese brand assuming customers drive roughly 30 miles each day.

The battery itself is based on the same unit used in the Accord PHEV that’s sold in the US and built by Panasonic. Honda also said the power output is comparable to similarly sized EVs, such as the Renault Zoe and Volkswagen e-Up – so expect it to develop around 100bhp. The battery is rapid charge-compatible too, as it’s capable of going from flat to 80 per cent full in 30 minutes.

Got a full look around the Honda E Prototype before it was officially revealed. My favourite looking EV so far – love the retro design pic.twitter.com/jJ8AU2tgem

— Jack Healy (@jack_healy19) February 27, 2019

The biggest difference compared with the Urban EV concept is that the production car will only come with a five-door body shape for ease of use, with the car seating just four, as Honda claims that people using this car will ‘very rarely need five seats’.

Inside, the E shows off the new completely digital dashboard, which features five screens and spans the width of the car. Instead of conventional wing mirrors, the vehicle comes with cameras mounted on the wings, with six-inch displays showing the images from each side. A rear-view camera will also be used, with the feed displayed where the mirror would normally be.

Two other screens team up as the infotainment system, which uses a co-pilot set-up that allows the passenger to swipe new navigation instructions and other information across to the driver’s screen on the go. The rest of the cabin is very simple, with large buttons being used for the remaining functions.

The model will be built in Japan, with European sales set to begin before the end of 2019. Deliveries are expected to start in the early part of 2020.

Pricing is yet to be announced, but Honda has hinted that it will be at the higher end of the current compact EV market – so expect a starting price around £30,000.

What is it?

As great British automotive success stories go, they don’t get much better than McLaren’s. In little more than nine years, the firm has accelerated from generating ‘just’ £6m a year in revenue from its car business to these days racking up more than £800m annually. That meteoric rise has been largely thanks to its core super series range, which the 720S Spider joins as the latest member.

Launched in 2010 as the MP4-12C – taking the Ferrari 458 head on – the core of McLaren’s supercar range has evolved into the incredibly accomplished car you see here.

What’s new?

With a clever folding roof, designed to collapse in one gracious movement in just 11 seconds, the 720S Spider lets owners drop the lid at speeds of up to 31mph. It’s a stunning design that once lowered – an action that takes place in near silence – allows the exhaust note to fill the cabin. And when the roof’s up, it has another trick up its sleeve: an optional electrochromic glass panel can be specified that rapidly changes between tinted and transparent at the touch of a button, letting drivers enjoy the skyline even with the comfort of the roof in place.

To further aid the design, McLaren has created the flying buttresses – those aerodynamic wings that extend out behind the rollover bars – from glass, which not only look stunning but also increase visibility when the driver looks over their shoulder.

What’s under the bonnet?

McLaren’s tried-and-tested 4.0-litre twin turbo-charged V8 produces 710bhp and 770Nm of torque. Those heady figures are enough to propel it to 60mph in 2.7 seconds and on to a top speed of 212mph with the roof shut and 202mph with it down.

The addition of the roof – despite the extra 49kg on the overall kerb weight – has had little effect on performance. The Spider will still hit 124mph in just 7.9 seconds – a 0.1 second blink of an eye less than the Coupe. A standing quarter-mile is completed in 10.4 seconds – again, just 0.1 seconds slower than its hard-top equivalent.

What’s it like to drive?

Importantly, though, the removal of the roof hasn’t compromised handling. Thanks to the same carbon tub from the Coupe used here – the Spider was developed alongside its hard-top sibling from the start – there’s no discernible difference in rigidity. It rides superbly, soaking up even the nastiest of bumps on our Arizona test drive.

On the road the 720S is an accomplished supercar. The seven-speed automatic gearbox shifts cogs in milliseconds and is an absolute joy to use in manual mode. The carbon paddles are mounted on a rocker, a pull on the right lever depressing the left, and vice versa. F1 technology has been used to cut the ignition spark to improve shift changes too, which is especially noticeable on down shifts.

Love a good folding roof mechanism. But probably not allowed to say it’s a good folding roof mechanism. But you can probably see that for yourself. Have I broken the embargo by talking about the folding roof mechanism? I literally have no idea. But here it is pic.twitter.com/yQjKcn97jF

— James Baggott (@CarDealerEd) February 6, 2019

Several drive modes can be selected, depending on your mood, with gear shift, steering, transmission and electronic safety nets all modified to suit. Comfort, sports or track options can be selected that dramatically alter the car’s behaviour.

How does it look?

With those dramatic glass flying buttresses, stunning frameless dihedral doors and active rear spoiler, the 720S Spider looks every bit the supercar.

McLaren engineers have focused on form going hand in hand with function as regards the design. Sculpted around the air intakes that cool the engine and brakes, it’s purposeful and visually arresting – pedestrians stop, gawping as it rolls past like something from outer space.

What’s it like inside?

It feels like there’s a little less room inside the cabin – taller people might find themselves cramped in both the driver and passenger seats. The multi-adjustable seats just don’t seem to have enough adjustment to get truly comfortable. That said, the cabin is a plush place to spend time.

There’s a choice of four leather interiors, with a leather steering wheel, eight-inch infotainment system and a cool folding digital driver display that tucks away to reveal just a rev counter when ‘track’ mode is selected from the dynamics panel. The latter offers multi-adjustment of the driver aids, turning the 720S Spider from comfortable cruiser into rabid race car at the twist of a dial.

What’s the spec like?

Those jaw-dropping doors, LED headlights, twin stainless-steel exhaust and five-spoke alloy wheels all come as standard.

McLaren airlifted these bad boys into this spot with a Westland helicopter. I’m glad they did because it’s made me look like an actual photographer. Been driving the 720S Spider on some pretty scenic Arizona roads and today we take the 600LT Spider to th… https://t.co/VuGsEiLcVH pic.twitter.com/EiNN4J87p2

— James Baggott (@CarDealerEd) February 7, 2019

Other highlights included are dynamic stability control, dual-zone air con and keyless entry. There’s plenty to choose from the options list, though, like that electrochromic roof at a whopping £7,500, special Aztec Gold paint (£4,330), carbon seat backs (£3,280), Bowers & Wilkins audio system (£3,640) and the potential to spend many thousands more on optional carbon-fibre extras. It all depends how deep your pockets are.

Verdict

There’s little doubt how important the super series range has been to McLaren and its current crown bearer is an incredible machine. The 720S is bone-crushingly quick and simply more than you’ll ever need on the road. It’ll appeal to a certain set of buyers, though. In direct competition with the likes of the Ferrari 488 Spider and Lamborghini Aventador Roadster, buyers will need to want something very different from the crowd to opt for the British bruiser.

McLaren may have faced complaints in the past that its cars lacked ‘soul’ compared with the establishment, but that’s simply not true. The 720S is an ultra-focused and high-polished supercar that deserves a place among the greats.

Facts at a glance

Model: McLaren 720s Spider
Power: 710bhp
Torque: 770Nm
Max speed: 212mph
0-60mph: 2.7 seconds
MPG: 23.2
Emissions: 276g/km
Price: £246,990

In 2019, diesel’s reputation is low thanks to a raft of well-documented emissions controversies, and it seems unlikely to regain its former status as not only an eco- and wallet-friendly alternative to petrol, but also a serious proposition in terms of performance.

However, just a few years ago, proof of diesel’s potential was being demonstrated throughout the automotive industry at motor shows, race circuits and even land speed record attempts.

Here are some of the most spectacular cars with diesel engines.

Volkswagen Race Touareg

The brand that is perhaps the most infamously tied to diesel today was pushing the fuel’s merits at the end of the 2000s.

One of many VW Group projects to showcase TDI technology in motorsport, the Race Touareg first took on the Dakar Rally in 2004, finishing sixth. The factory team would continue its bid for victory, eventually winning the first three of the rallies to be held in South America – 2009, 2010 and 2011.

The feat of three consecutive diesel-powered Dakar victories would be repeated by Peugeot from 2016 to 2018, with its 2008- and 3008-based ‘DKR’ rally machines.

Peugeot 404

While the 2000s were arguably the halcyon era for special diesel projects, they weren’t unheard of in previous decades either.

In the ’60s, diesels were a far cry from the torquey, efficient motors of today. Rather, they were weedy, loud and slow.

Peugeot looked to break the mould for diesels in 1965 with a unique one-seater 404, which lapped the Montlhéry oval test track at an average of 100mph for some 11,000km, or 6,835 miles – a record for diesel cars at the time.

Audi R10, R15 and R18

After five Le Mans 24 Hours victories from 2000 to 2005, the 2006 season saw Audi take on a new challenge with the R10 TDI.

Powered by a 5.5-litre V12 diesel engine generating more than 650bhp, this car would prove to be highly successful, winning the race three years in a row from 2006 to 2008 and becoming the first non-petrol-powered car to take victory at the event.

The car would be superseded by the 2010 Le Mans-winning R15 and the R18, which would make the top step of the podium every year from 2011 through to 2014.

All in all, Audi would race diesels at Le Mans from 2006 to 2016, securing eight wins from 11 attempts.

Peugeot 908

Having long considered mounting a challenge to Audi at Le Mans, Peugeot arrived with a diesel of its own at the 2007 event to try to beat the Germans.

On its first attempt, Peugeot’s 908 HDi FAP finished second to Audi – a result that would be repeated in 2008. One of the drivers in the car who achieved that placing in 2008 was Nic Minassian, who now helps look after 908s at his racing team, BBM Sport, which specialises in maintaining Le Mans racers.

He spoke to the Press Association about the car’s abilities, saying: “The biggest difference was the torque. It was incredible how much power we had out of the corners. We made a huge amount of time with that. The chassis was as good as the engine – easy to drive and a great level of traction to be able to use the massive amounts of torque. Even in sixth gear you could feel the kick of the power changing up!”

2009 saw Peugeot finally take victory at Le Mans, and it would ultimately be the only time that the French firm defeated Audi at the great race before the 908 programme ended in 2011.

Audi R8 V12 TDI

Audi’s R8 was – and still is – the flagship performance car from the four-ringed manufacturer. And so, in the late-2000s, it made sense that the style of engine being used at Le Mans could make its way to the road.

The R8 V12 TDI debuted as a concept car – with intent for production – in 2008. The twin-turbocharged 6.0-litre V12 mounted in the middle of the car would be capable of producing 493bhp and reaching a top speed of 186mph.

Sadly, though, for those wanting a supercar with greater fuel efficiency, the project was canned in May 2009, thanks to the budgetary issues with redeveloping the R8 to fit the sizeable engine.

Trident Iceni

Even though Audi’s attempt was of a higher profile, a small British firm beat it to conceptualising a diesel supercar.

The Trident Iceni has been spoken of as a car ready for production for many years, with prototypes and concepts being showcased as far back as the mid-2000s.

Said to be powered by a 6.6-litre turbodiesel producing 424bhp in lower specs, 651bhp with upgrades and efficiency to the tune of more than 100mpg, it appears that no cars have seen the light of day in customer hands, in spite of several relaunches.

JCB Dieselmax

JCBs were never built for speed, with the notable exception of the Dieselmax project.

Making use of two 750bhp ‘JCB444’ engines – 5.0-litre, four-cylinder engines usually found in diggers – and four-wheel drive, the Dieselmax achieved 350mph and still holds the diesel land speed record to this day.

VW XL1

The XL1 is unique in this list for actually making it to production as a fully fledged road car.

The streamlined vehicle is powered by an 800cc two-cylinder engine helped along by an electric motor.

It was designed with the intention of driving 100km (62 miles) on a single litre of diesel, using a lightweight design and its minimal drag shape to help achieve that goal.

Just 250 production cars were built in the 2010s and sold with a price tag of £98,515.

Facelifting is one of the sneakiest tools in a car manufacturer’s arsenal. Much like applying Botox and rhinoplasty to an aging face to make it look fresh again, simply altering a few bits on a car’s front end, maybe introducing a new trim level and some fresh wheel designs can be enough to justify an ‘all-new’ label.

Of course, simply because a car’s been facelifted doesn’t make it bad. In fact, sometimes facelifting a model is what it really needs – streamlining the way it looks in order to show off the rest of its attributes to their full capacity. After all, an ugly car could be fantastic to drive or amazingly practical, but if it looks daft on a driveway, it’s not going to be popular.

Here are a few of the times that a facelift worked really well…

Subaru Impreza

The second-generation Subaru Impreza arrived in 2000, and despite having the same basic shape as its predecessor, the devil was in the detail. Specifically the front end – with its bulbous, circular headlights giving it a permanently frightened expression leading it to be christened the ‘Bugeye’ Impreza.

The controversial front end was facelifted twice – first, to the more conventional ‘Blobeye’ and finally to the sharp-edged ‘Hawkeye’. You couldn’t call either of them pretty, but finally the Impreza had a front end that wasn’t overly offensive and was worthy of the car’s rally-honed underpinnings.

Ford Scorpio

The Ford Scorpio’s almost legendary for its appearance – described as ‘gopping’ by ex-Top Gear host James May. And it’s true, the Granada’s replacement dropped its predecessor’s classy, straight-edged styling for something more akin to a slightly scary balloon animal.

It’s a shame, as the Scorpio’s underpinnings were great – blending comfort with poise and good handling. The admittedly subtle facelift didn’t do much to the bustling rear, but extra headlight detailing and a less offensive grille made the front end much easier to look at.

Jaguar XF

Jaguar’s XF is credited with saving the company, banishing away thoughts of the old S-Type with style. But the car’s styling dated quickly, which is why the facelifted model – with a far sleeker front end, more characterful grille and the addition of a popular four-cylinder diesel engine – was such a boon.

The biggest and most effective change, however, was the headlights. The pre-facelifted car had a permanently surprised look, while the updated model ditched the rounded elements for far more conventional and attractive units. Well worth doing.

Land Rover Discovery 3/4

The Discovery 3 had plenty going for it – near-unparalleled off-road ability, for a start, thanks to its innovative double-chassis design. It wasn’t exactly ugly either, but with its beefy black bodykit and unashamedly utilitarian details, it didn’t exactly appeal to the trendy inner-city customer Land Rover was aiming for.

The 2010 ‘4’ facelift fixed all that, though, with a Range Rover-inspired aesthetic that lifted this car from the farmyard to the country club with ease.

Ford Fiesta

The Ford Fiesta of 2009 was a fabulous car, well deserving of its multiple awards and massive sales success. But the styling was arguably a little too anonymous to compliment the fabulous chassis underneath.

Come 2013 and the facelift changed all that, with Ford’s new Aston Martin-esque trapezoidal grille turning this little car into a serious looker. Finally, the Fiesta had bodywork to match its fabulous drive.

Fiat Multipla

The pre-facelift Fiat Multipla is, to some, the ugliest car in the world. Harsh but fair, we’d say, with the awkward bulge underneath the windscreen likened to a muffin top and the tiny headlight units lending the front of the car a piggy gaze that was far from attractive.

But that vile body concealed a seriously clever interior, so in a bid to boost sales Fiat gave the Multipla it’s most boring corporate face. The move certainly made the Multipla less offensive, but at the expense of all of its character.

What is it?

C-segment cars continue to be a popular choice for UK buyers, but it’s arguably a tough class to crack for manufacturers. With the latest Ford Focus still flying off the shelves like those before it, the Volkswagen Golf proving to soldier on, and the patriotic among us buying Vauxhall Astras in their droves, it’s going to take a real gem for the rest of the industry to break into it.

That’s something Mazda has previously struggled to do. Despite the 3 being a pleasant prospect in its previous three generations, it’s not exactly a common sight on our roads. Now though, the fourth-generation car is here – and the Japanese firm is hoping it will change that.

What’s new?

What we have here is a totally new car. It’s the first to sit on Mazda’s latest Skyactiv-Vehicle underpinnings, which is said to improve comfort, handling and overall refinement. There’s also a fresh take on its ‘Kodo’ corporate design.

Key to the Mazda3’s potential success is the all-new Skyactiv-X technology, which the manufacturer claims can deliver the efficiency and torque of a diesel on cleaner petrol engines. It’s not quite ready for market yet though, so we’ll have to wait until later in the year for a verdict on that.

What’s under the bonnet?

While we wait to see if Skyactiv-X lives up to the hype, two Skyactiv engines are available from launch for the 3 hatchback — one naturally aspirated 2.0-litre petrol and one 1.8-litre turbodiesel. The green-pump option also comes as part of a mild-hybrid powertrain.

It’s the former of those we had a go in. Developing 120bhp and 213Nm of torque, power is sent to the front wheels via a six-speed manual gearbox (an automatic is also available). As a result, 0-60mph comes in a not-so-brisk 10.2 seconds, with a 122mph top speed possible. Mazda claims it can also achieve 44.8mpg on the combined cycle – although we actually managed 47.8mpg on our mixed test route – along with 142g/km of CO2 emissions.

As the figures may suggest, this isn’t a powerhouse – in fact, it’s fair to call it slow. However, it does offer a smooth drive that turbocharged rivals struggle to deliver – just be prepared to work it hard in more demanding driving scenarios.

What’s it like to drive?

The Mazda3 has always had an impressive behind-the-wheel experience, ranking among the class best as a driving machine. That’s no different here, with well-judged steering combining with a composed chassis to provide some serious fun – it’s almost crying out for a more potent engine. The latest Ford Focus still pips it to the top spot, but the gap isn’t huge between the two.

It’s also refined and comfortable on the motorway, although the ride is a touch firm compared with an equivalent VW Golf but not so much as to spoil the car. Wind and road noise coming into the cabin is fairly minimal too.

How does it look?

Soul Red Crystal just keeps getting better pic.twitter.com/n8QNclCEEC

— Ryan Hirons (@RyHirons) February 20, 2019

In a nutshell: jaw-dropping. Mazda has the good-looking car formula nailed down with its ‘Kodo’ design, and the 3 is a continuation of that.

Its concept-car-like front makes any other car in this price bracket on the road look ancient in comparison, and the sloping roofline creates a silhouette that rivals even the best coupes on the market. Press photos elicited mixed feelings on the chunky C-pillar introduced here, but it’s better appreciated in the metal. It looks properly good.

Better still is the saloon version – but that’s not set to come to market until later on in 2019.

What’s it like inside?

The Mazda3 makes a convincing effort at seeming more upmarket inside than it actually is. High-quality materials are present throughout – particularly on high-spec GT Sport models onwards, which benefit from a full black leather interior – and the three-piece dash is particularly effective at creating an elegant look. This also opens up the possibility of some interesting interior colour combinations down the line.

It’s not perfect, though. Rear passengers may struggle for headroom as a result of the sloped roofline.

As for boot space, the hatchback has 358 litres – a marginal decrease on the old car’s 364 litres, while also lagging slightly behind the Ford Focus’s 375 and VW Golf’s 380.

What’s the spec like?

Mazda likes to be generous with its equipment offerings, and the 3 is no exception to this. As standard across the range, the hatch boasts a head-up display, adaptive cruise control with traffic sign recognition, LED headlights and a newly designed infotainment system displayed on an 8.8-inch display. The infotainment system in particular is a highlight, building on Mazda’s already intuitive software and giving it a more modern feel.

Extras on our GT Sport Tech test car included keyless entry, heated front seats, rear privacy glass, 18-inch alloy wheels, a heated steering wheel, 360-degree camera system and a Bose audio system. With the range starting from £20,595 and topping out at £27,735, the Mazda 3 is a serious value-for-money prospect.

Verdict

Buyers in the C-segment have unfairly overlooked the Mazda3 in the past, but the latest version of the car may be the one to turn their heads at last. Boasting serious value for money, respectable efficiency, stunning looks and an impressive driving experience, it has everything to keep up with the best in the class.

If Mazda can deliver on its Skyactiv-X promises (and hopefully give the car a lot more poke in the process), there’s no reason the 3 couldn’t become the go-to choice ahead of its competition.

What is it?

Few vehicles are as recognisable as the Jeep Wrangler – it harks back to the Willys MB of 1941, giving it more heritage than even the Land Rover Defender. Like the Defender, the Wrangler is a no-nonsense bruiser of an off-road vehicle, but unlike the Defender, you can actually buy one new.

For 2019, the Wrangler’s been made more suitable for tarmac while retaining its core sense of purposefulness. After all, Jeep says that customers who want a Wrangler will only buy a Wrangler – and they’re a choosy bunch indeed.

What’s new?

The Wrangler rides on a new platform that’s both bigger and lighter than its predecessor. That’s not to say it’s gone all lightweight and fluffy – this is still a two-tonne-plus car – but it does liberate a little more interior room and make for a more nimble experience on the road.

Under the bonnet are a pair of new four-cylinder engines, a petrol and a diesel, and both have seen a decrease in capacity but an increase in efficiency. Jeep says that critics from various owners’ clubs bemoaned the loss of the 3.6-litre V6 until they drove the new 2.0-litre petrol – high praise indeed.

The off-road gear is near enough as you’d expect, but the interior, technology and safety kit have all been given a boost. As for the styling, it’s classic Jeep but with a few more nods to modernity.

What’s under the bonnet?

Rather capable, this thing. This is a Sahara without all the off-road gubbins and on road tyres, managed everything the Rubicon did without any complaint. Needs: V8, somewhere for left foot, snorkel, spotlights pic.twitter.com/D8hr3tU9L5

— Tom Wiltshire (@mctreckmeister) February 19, 2019

The old 3.6-litre V6 petrol and 2.8-litre diesel have been replaced with a 2.0-litre and a 2.2-litre respectively – both four-cylinder turbocharged units. The 268bhp petrol is our pick of the pair. It’s smooth, more refined than the diesel and shouldn’t suffer much in terms of real-world efficiency. Surprisingly, it’s also got slightly lower CO2 emissions.

That’s not to say the diesel is bad, and its low-down pulling power may appeal to some. Both engines are paired with an eight-speed automatic gearbox – best described as ‘fine’ – and selectable 4WD. That’s selectable by a great big lever by the handbrake, by the way – no puny little rotary knobs here.

Hard-core Rubicon models feature a whole host of off-road kit too, including locking differentials, an anti-roll bar that can be electronically disconnected for greater suspension travel and chunky off-road tyres.

What’s it like to drive?

On the road, previous Wranglers have suffered from a bouncy ride and vague steering – much like a Land Rover Defender. This new model is a big improvement, and while it’s certainly not up to the standards of a Land Rover Discovery, it’s now a vehicle you could conceivably take on a long trip.

The steering is over-light but not too vague, while the ride is passable and aided by very comfortable front seats. Push it too hard on tarmac and the Wrangler will get out of shape fairly quickly, with plenty of body lean – but owners aren’t really too bothered about that, and at more sedate speeds the Wrangler isn’t too offensive at all.

Off road is where it excels, though, and round our challenging Lake District test route even models on road tyres never felt like they were struggling. It’s easily the equal of legendary badges such as the Toyota Land Cruiser and Range Rover.

How does it look?

Today driving the new and much improved JEEP Wrangler in wet n windy Lake District. We are currently mountain climbing in this very capable 4×4.. it is simply crawling over the rocks.. no problem at all… pic.twitter.com/gK2F6wdscX

— Martin Ward (@MartinW_cap_hpi) February 20, 2019

Even if you were unfamiliar with the Wrangler name you’d instantly be able to identify the new model as a Jeep – thanks in part to extensive badging but mainly because of its classic design features. The seven-slot grille and circular headlights (now LED units across the range) give the front end an instantly recognisable ‘face’, while the tailgate-mounted spare wheel, standard soft-top and trapezoidal wheel arches are all welcome touches too.

With their black roof panels, off-road tyres and decal packs, the Rubicon models are the most eye-catching, and certainly the ones that will appeal most to traditional Jeep customers. Overall, the Wrangler has a rugged charm that’s impossible to ignore – equal parts purposeful and lovable.

What’s it like inside?

There are definitely a few niggles with the Wrangler’s interior. First, the driver’s footwell suffers serious intrusion from the centre console, leaving nowhere for your left foot. You’ll have to either sit it underneath the brake pedal or fold your left leg uncomfortably under your right.

The infotainment, while fully featured, is still the same disappointing Fiat system you’ll find across the Jeep range – so it’s awkward and low quality in places, and not really up to scratch for a car of this price.

The styling, however, is excellent. The flat-faced dashboard is a charming throwback, and it’s decked out with little Jeep details. Most of the switches feel high quality, and even having the window switches centre-mounted isn’t an issue. The glovebox is a little stingy, but there are two large cupholders and a cavernous centre storage compartment.

Rear passenger space, meanwhile, is decent even on three-door models. Your guests won’t be riding in luxury, but they’ll have plenty of room for short journeys – and there’s even a good-sized boot.

What’s the spec like?

There are three trim levels available. Entry-level Sahara features most of what you’d expect, including an eight-inch touchscreen infotainment display, climate and cruise control, Apple CarPlay and Android Auto plus all-round LED lights.

It’s hard to imagine why you wouldn’t pay a mere £2,000 extra and opt for Rubicon, though. These models get a host of styling and equipment upgrades, including that brilliant extra off-road gear.

Jeep claims owners are very happy to lavish tens of thousands of pounds on aftermarket kit for their Wranglers – and a key addition to Rubicon models is a heavy-duty electrical system to accommodate this. It includes four auxiliary switches, pre-wired under the bonnet to make fitting winches, spotlights or other off-road gear really simple. Very clever.

Verdict

Let’s be honest – the Wrangler is a purchase to be made with the heart, not the head. Those who simply need an honest, rugged 4×4 are more likely to buy one of the many pick-up trucks on the market, and those who want a luxury SUV have options from every corner of the market. The Wrangler’s main appeal is in its character – it’s as much of an icon as the Land Rover Defender and a slice of pure Americana. Improvements to its interior and on-road manners are welcome, though.

A survey has found that most drivers are in favour of new, long-range camera equipment being used to catch motorists who break the law.

Gloucestershire Police tried out the cameras, which can spot lawbreaking drivers from up to a kilometre – nearly two-thirds of a mile – away.

Christened ‘the long eye of the law’ by officers, the test was centred on the A417, which has a 70mph limit. During the month-long initiative, they clocked 1,293 speeding offences – including 10 of 100mph or more. The highest speed recorded was 126mph.

A total of 32 other offences were spotted, including tailgating, using a mobile phone at the wheel, failing to wear a seatbelt, and not displaying a legal registration plate.

More than 1,200 vehicles were caught speeding in November on the A417 and A419 by our 1 kilometre long-range camera.

The camera, which is still operating, captures motorists driving dangerously between Gloucester and Swindon.

More: https://t.co/5r72P3DBOz#SafeSocialDriving pic.twitter.com/dh4Mtka1vh

— Glos Police (@Glos_Police) December 19, 2018

It wasn’t just about catching lawbreakers in the act, though – police were able to help 10 drivers who broke down and another 10 who needed help for other reasons.

A survey by the RAC afterwards found that the majority of drivers favoured wider usage of the cameras. Of 2,201 motorists polled, 59 per cent were in favour of the devices, with 28 per cent against and 13 per cent not expressing an opinion.

Of those against them, the majority (68 per cent) believed that catching drivers from a long distance held no deterrent value – unlike speed cameras and visible speed camera vans.

Others (44 per cent) thought that the use of long-distance cameras was unfair as drivers wouldn’t be able to see them in advance, while 35 per cent were concerned about privacy issues.

Gloucestershire police and crime commissioner Martin Surl said: “This is not about bashing the motorist. I’m just as pleased to see police were there to help drivers in trouble as well as being able to challenge those breaking the law.

“Many people have come to me with their concerns about speeding and other safety issues along this road. This is a new model of collaborative roads policing which, if it proves a success, can be put into practice elsewhere.”

RAC road safety spokesman Pete Williams said: “With dramatically fewer roads police officers on patrol these days, enforcement of multiple motoring offences via long-range camera could be seen as a more efficient use of police time, and something that is clearly very much welcomed by drivers who don’t break the law in these ways.”

Police officers in Derbyshire have arrested a man on suspicion of dangerous driving after a video showing him driving at 170mph on the A38 near Egginton was posted on Facebook.

The force posted a snapshot from the video, which showed the speedometer of the offending Audi S3 registering a staggering 170mph, on their social media channels.

The standard top speed of an Audi S3 is 155mph, electronically limited by the factory – but removing the limiter and tuning the engine can increase this.

In a post on Facebook, Derbyshire Constabulary’s roads policing team confirmed its intelligence unit had viewed and downloaded the video for investigation. It has also seized a mobile phone for analysis.

The force issued a damning statement on its Facebook page warning other drivers against similar behaviour.

It said: “We’ve all got one of those ‘friends’ who likes to post to show off and just loves attention. Unfortunately for the driver of an Audi S3 from Matlock, the temptation to show off got a little too much.

“He posted a video of the S3 screaming it’s [sic] guts out whilst the speedo was showing 170mph, identified as on the A38 near Egginton in the south of the county.”

Yesterday we arrested a male from Matlock on suspicion of dangerous driving. This follows him posting a video on Facebook which shows his speedo reaching 170mph on the A38. Investigation ongoing. Audi S3 and mobile phone #Seized. #Fatal4 pic.twitter.com/qqToWQy0HM

— Derbyshire Roads Policing Unit (@DerbyshireRPU) February 21, 2019

The speed limit on the A38 dual carriageway is 70mph.

The Audi S3 driver has been arrested on suspicion of dangerous driving and released under investigation as the force continues inquiries.

The police statement added: “Driving like this isn’t funny and it isn’t clever. We cannot fathom why people jump in cars and think they can do whatever they like.

“If you think you can, we’re coming for you next. Don’t become a statistic and don’t make someone else one.”

Active aerodynamics are one of the cleverest features you will find on any car on the market. These trick devices were once limited to the most extreme supercars on the road, but more affordable machines are picking up the technology too.

Never heard of them, or simply want to know more on this tech? We explain…

What are active aerodynamics?

The Formula 1 inspired Mercedes-Benz AMG Project One!

Flexing it's active aerodynamics and showing off that crazy interior! pic.twitter.com/Ans4u1ThQD

— Drew (@ifiwasperfect) August 20, 2018

Aerodynamic features themselves play a role on every car — affecting fuel economy, performance and even refinement. Now, most cars are designed with static aerodynamic devices, that perform a continuous function and never change airflow.

Now this can be great for increasing downforce, or reducing drag, but it’s very much one way or the other. Step in active aerodynamic technology — which electronically adjust themselves to optimise air flow for certain driving conditions.

What form do they take?

Speed meets poise! The adaptive rear spoiler of the Panamera GTS splits after rising, which makes it much broader – and ensures the lift in the rear axle is efficiently reduced. pic.twitter.com/QcyuMZFCd9

— Porsche Retail Group (@PorscheRetail) January 8, 2019

Most common, and without a doubt most eye-catching, are active rear spoilers. These wings tend to be fitted to high-end supercars like the McLaren P1 and Bugatti Veyron, but you’ll find them on a number of more comparatively pedestrian cars too. They’re easy to spot, and move about to optimise speed, grip and braking ability.

Other systems take the form of moving air ducts, front spoilers and even flaps on bodywork in some cases.

How does an active system improve on static devices?

Well, that’s down to the flexibility of the systems. For example, having a rear wing that lowers itself at speed can reduce drag and ultimately velocity — but if that same wing can then raise itself, there’s the added benefit of improved stopping power and also more grip through corners.

So why doesn’t every manufacturer use these?

The McLaren Senna features fully active aerodynamics that delivers an incredible 800kg of downforce. Unbelievable for a road-legal car#McLarenSenna pic.twitter.com/If3rcnB5vX

— McLaren Automotive (@McLarenAuto) March 8, 2018

There are two answers to this — cost, and weight. These systems are expensive to develop, expensive to fit and expensive to repair — which will all ultimately see the list price and potentially cost of running a car rise.

On top of the cost, active aerodynamics bring more mechanical items which ultimately add weight to a car. For cars focused on a lack of weight rather than sheer power, it may be more beneficial to fit a fixed aerodynamic component opposed to a moveable one.

What cars use active aerodynamics?

The honour of the first road car to use active aerodynamics is the Porsche 959 of 1986, which was fitting for a car that changed the supercar game in its time. It was only a year later though that the humble Volkswagen Corrado adapted this technology in the form of a moving rear wing.

Nowadays, you’ll find them on most high-end machines like the Ford GT’s rear wing, Ferrari 488 GTB’s hidden active flaps and the Pagani Huayra’s weird bodywork plates. More conventional cars to use the tech include the Audi TT and recent examples of the Porsche Cayman.