Month: February 2019

What is it?

The market for highly focused, track-orientated supercars is a lucrative business – you only need to look Germany’s way for proof of that and the success of the likes of the Porsche GT3. So it’s hardly a surprise that relative upstart McLaren has sought to emulate that cash cow with its LT series. Short for Longtail, the marque’s track-orientated range follows in the famous footsteps of the 1997 Le Mans-winning F1 GTR Longtail. Now it’s time for the fifth chapter in the firm’s LT story – the 600LT Spider.

What’s new?

The Longtail badge means McLaren’s engineers are targeted to save weight, improve aerodynamics and increase power while putting driver engagement and a track focus at the heart of its design. Based on the 570S Spider, it’s had an impressive 100kg stripped out to create this LT version.

The seats are 21kg lighter, deleting air conditioning saved nearly 13kg, while new wheels and specially made Pirelli Trofeo R tyres lopped an additional 17kg from the kerb weight – even the wheel bolts were swapped for titanium options to save a further 460 grams. This staggering weight-loss programme has created a car with incredible focus.

What’s under the bonnet?

Using the same engine as the 600LT Coupe that arrived last year, the Spider generates an astonishing 592bhp from its 3.8-litre twin turbo V8. A stomach-twisting 620Nm of torque helps propel the car to 60mph in just 2.8 seconds – and 124mph just 5.4 seconds later. Keep your foot planted and it’ll go on to a top speed of 201mph with the roof raised, and 196mph with it down.

What’s it like to drive?

Those figures sound impressive and they most certainly are – this is one devastatingly quick supercar. It delivers that power in sledgehammer blows to your nervous system, rattling through its seven-speed gearbox in blink-of-the-eye seamless shifts. It’s all combined with a raucous soundtrack, a choir of whooshing, sucking and blowing from the turbos, coupled with almighty whip cracks from the twin top-mounted exhaust pipes on down shifts. It’s an addictive combination that’s nothing short of automotive theatre, Hollywood blockbuster style.

On the road it’s firm and you feel the bumps, but on a race track that translates to tantalising feedback through the alcantara-clad steering wheel. It’s sniper-like in its precision, clipping apexes you didn’t think you could clip and crushing straights with an adrenalin rush to the head. It’s playful too – with several driver settings to choose from you can swaddle yourself in a comfort blanket of driver assistance or go fully nude and dance with the LT bareback. Each setting is remarkably different but none dull the driver enjoyment.

How does it look?

View this post on Instagram

What’s not to love about the back end of this thing? An absolute beauty. Carbon everywhere and the top exit exhausts are incredible #mclaren #600lt #mclaren600ltspider #spider #cars #supercar #cargram #carsofinstagram

A post shared by James Baggott (@baizeceo) on Feb 7, 2019 at 5:01pm PST

In true Longtail tradition, the 600LT gains 47mm at the rear and 27mm at the front over the 570S. A fixed rear spoiler, carbon-clad top-exit pipes and a speed hump-bothering front splitter give the McLaren an aggressive, purposeful look. However, it’s the roof that’s the real Spider talking point. The three-piece hard-top raises or lowers in 15 seconds at speeds of up to 25mph and when stashed away you can really enjoy the engine’s chart-topping soundtrack.

What’s it like inside?

Inside, it’s obvious the LT has been on a diet. The seats aren’t the comfiest – they’re thin and the fixed back will need you booking a chiropractor’s appointment quicker than you can say ‘acupuncture’. That said, you don’t really buy a track-focused car like this to cross continents in comfort. Carbon fibre has been used extensively inside to save weight too – even the glovebox and door pockets got the chop to save precious grams.

What’s the spec like?

McLaren still suffers with an infotainment system that doesn’t live up to rivals’ – most of its competitors have the might of big parent companies’ buying power behind them, allowing them to add things like Apple CarPlay far easier. The McLaren system is a little clunky in places – think old smartphone – but it’s functional and reasonably easy to get on with.

The standard specification is generous, and so you’d hope for £201,500, but there’s plenty to tick on the options list for those looking for something more bespoke. MSO Paint will set you back £6,120, a Bowers & Wilkins audio system £3,640, while our test car had more than £10,000 spent on additional carbon fibre.

Verdict

Bye Arizona, I’ll miss the McLarens but not the constant fear of being eaten by a snake. Because that definitely happens pic.twitter.com/1rXInf8Vst

— James Baggott (@CarDealerEd) February 8, 2019

McLaren won’t say how many 600LT Spiders it’ll be making exactly, revealing only that it’ll be in production for just 12 months, but as a gauge, its predecessor, the 675LT Spider, was limited to just 500 units – and they sold out in just three weeks. Those now command a considerable premium as collectors’ cars and it’s likely the 600LT Spider will follow suit. It’s a hugely rewarding car to drive, ferociously fast and a rightful rival to the likes of the Ferrari 488 Pista Spider or Lamborghini Huracan Perfomante. It’s a special car this, from a very special car manufacturer indeed.

Facts at a glance

Power: 592bhp
Torque: 620Nm
Max speed: 201mph
0-60mph: 2.8 seconds
MPG: 23.2
Emissions: 276g/km
Price: £201,500

When it comes to the wider world of motoring, there’s a bunch of forbidden fruits other countries around the world got that were sadly never destined for UK shores.

That hasn’t stopped them finding a way here though, with the import market ever growing in popularity — be that people looking for rare sports cars, Hollywood icons or even MPVs. The result is a used car market full of weird and wacky machine from across the world, and we’ve picked out the best £10,000 can get you…

Eunos Roadster

We know what you’re thinking, “that’s a Mazda MX-5”. You’re correct, and it was sold here in the UK — but good luck finding a domestically-sold example that’s both affordable and rust-free. Head to the market of imports, and you can get the JDM Eunos Roadster — the same car, just a different take Mazda had on marketing the dinky sports car in its home nation. Why a Eunos here, though? Well, rust — Japan doesn’t have as much of a problem with corrosive road salt as we in the UK do, so cars tend to be more structurally sound.

Nissan Skyline R33 GTS-T

You’ve heard of the Skyline GT-R, but did you know there was a full range of cars ranging from basic saloons to mildly-sporty versions as well? Unless you played Gran Turismo 4 in depth, probably not. The GTS-T is something of a middle between those two and the full-blown ‘Godzilla’, with single-turbo 2.5-litre engine sending around a claimed 230bhp to the rear wheels. Sure, it’s no GT-R — but the prices reflect that, with a GTS-T available at a reasonable cost.

Pontiac Firebird

If you want to sample life with Knight Rider’s KITT, or you found a spirit animal in The Office’s Dwight Schrute, then how about a Pontiac Trans Am? This muscle car may not be quite a globally-household name as Mustang is, but it’s just as worthy a muscle car as the popular pony. That might even win favour for those wanting to stand out — think about it, do you know anyone with a Pontiac? Just don’t expect it to talk.

Ford Mustang (Fifth-generation)

The Ford Mustang in its current generation was the first to be sold officially in the UK — and in right-hand drive too — which might go some way as to explaining why demand for imported examples of its predecessor seem to be low. So low, in fact, they can be had for a shade under £10,000, if you’re willing to settle for a V6 anyway…

Renault Twingo

If you’ve been on holiday to Europe at all in the last two decades, you will have seen a first-generation Twingo. The quirky, borderline weird city car was a hit on the continent — and perhaps would have been so in the UK had it been sold here. Sadly though, it never was officially — but there’s so many examples throughout Europe that they’re dead cheap and easy to source.

Cadillac Escalade

Look back on any early 2000s R&B video and we can guarantee a big, American SUV makes an appearance all blinged-up. Further still, it was probably a Cadillac Escalade — and if for some ungodly reason you want to recapture that, there’s a decent pool of them to choose from here in the UK. Perhaps above all else, it’s an SUV that will stand out in a world full of them. Just leave the gold chains at home…

Mitsubishi Evo I-IV

The Mitsubishi Lancer Evolution was sold in the UK officially in its later forms, becoming a legend alongside the Subaru Impreza in the process, but it wasn’t originally destined for our shores. Thanks to its popularity today though, imported earlier versions of the Evo are now a dime-a-dozen on the classified market and tend to trade hands for very little compared to newer brethren. It’s hard to see why though — they still offer the turbo-heavy and big-winged goodness of the domestically-sold Evolutions.

Nissan Elgrand

Japan loves to make a wacky MPV, and fortunately for us there’s a massive following for them in the UK. These weird, yet appealing and functional machines come from a number of manufacturers — but perhaps the best-known is the Elgrand.

Yep, ‘The Big’ if you roughly translate its name from Spanish to English — even though by modern standards, it’s quite compact for a vehicle that can seat seven. Oh and did we mention it has the V6 engine you’ll find in a 350Z, too? Sporty.

Two expert Lego builders have crafted a life-sized Volkswagen camper van using 400,000 bricks.

Unveiled at the f.re.e leisure and travel fair in Munich, the impressive model reportedly took just six weeks to build.

Rene Hoffmeister, one of 12 people in the world recognised as a Lego Certified Professional, and friend Pascal Lenhard teamed up to craft the 700kg T2 Bulli.

The pair produced a 3D imaging construction plan in advance to help them complete the impressive project – although it wasn’t without its issues. Faced with a shortage of transparent bricks late in the venture, the creators were forced to ‘work’ night shifts to present the model at the fair.

It’s fair to say the final project turned out impressively though. It’s more than five metres long, 1.9m wide and even features a pop-up roof that takes the overall height to above three metres. Inside the van, there’s also an array of fittings crafted from the brick-building system.

While this project wasn’t officially sanctioned by Lego, the Danish toy company is known to take on similar feats. Last year, it created a life-sized Bugatti Chiron using more than a million elements from its Technic range of components – with the model even driveable to a top speed of ‘over’ 12mph.

It’s almost that time of the year again — the Geneva Motor Show. Taking place from March 5 to 17, it sees manufacturers flocking to the Swiss city to showcase all of its latest production models, concept machinery and innovative technology.

What will this year bring? We’ve picked out some of the expected stars…

Lagonda All-Terrain Concept

We’ve already had a look at the regular Lagonda concept, but this is an extension of that – the Lagonda All-Terrain Concept. Like the previous Lagonda model, it’s electric – but now has the capability to go here, there and everywhere.

Mazda CX-4

Mazda is set to bring a new SUV to the Geneva Motor Show, and it’s believed to be the CX-4. It’s likely to use the latest-generation 3 as its underpinnings and could benefit from new Skyactiv-X technology.

Bentley Continental centenary special

British luxury firm Bentley is celebrating 100 years in existence this year and is creating a special centenary model to celebrate. Thought to be a unique version of the Continental GT, expect this to sport a look harking back through Bentley’s history.

Honda Urban EV

Honda showcased the Urban EV Concept at Geneva last time around to rapturous applause, and this year will see the production version break cover. Expect it to retain a lot of the character of the concept, albeit toned down to meet cost restrictions and road legality.

Morgan wide body

It’s big news when Morgan makes a new car — so rare is the occasion. Don’t expect looks to be revolutionary on the car widely referred to as the ‘wide body’, but it’s thought to be the start of a new era of six-cylinder powered Morgans.

Polestar 2

The aptly-named Polestar 2 will be making its public debut at Geneva, following on from the Polestar 1. It will be the first all-electric car from the Volvo spin-off firm and is set to take on the much-hyped Tesla Model 3 in the compact luxury EV saloon segment.

Kia crossover

Kia will be using Geneva as an opportunity to reveal a new vehicle, likely to be a hatch-turned-SUV variant of the Ceed to take on the likes of the Ford Focus Active.

Porsche Cayman GT4

2015’s Porsche Cayman GT4 was met with adornment from enthusiasts, so it’s no surprise that excitement is drumming up for a successor. It hasn’t been officially confirmed, but it’s a strong possibility that the new GT4 will be making a Geneva appearance.

Skoda Kamiq

Coming as the next model in Skoda’s SUV offensive, the Kamiq will show its face to the public for the first time at Geneva. We’ve already been given glimpses of the interior and badging, but this will be the car’s reveal in full – a big moment for Skoda.

Subaru electrified cars

Subaru is expected to reveal not one but two electrified concepts at Geneva this year, with each utilising a hybrid version of its traditional Boxer engine. It’ll be the first time we’ll have seen an electrified Subaru in Europe – a Forester Advance Sport Concept used an electrified powertrain and was revealed at the recent Tokyo Auto Salon.

BMW M8

We’ve already been treated to BMW’s 8 Series grand tourer, but this is the first time we’ll get to see the out-and-out M8 performance version. Topping the current list of M-cars, the M8 will pack a turbocharged V8 engine, along with plenty of tweaks and additions to the mechanicals over the regular 8 Series.

Mitsubishi Engelberg Tourer Concept

Ignore the strange name for a second — this concept from Mitsubishi could be a revolutionary machine for the firm. It’ll showcase new EV technology from the Japanese manufacturer, along with ‘further developments of SUV styling’.

Pininfarina Battista

Italian design house Pininfarina has been making a lot of noise about a new, all-conquering supercar — and it’ll reveal its hard work at Geneva. Set to boast an unbelievable 1,900bhp, it could set a new benchmark of performance.

BMW 3 Series Touring

What’s more exciting than the arrival of a new BMW wagon? Not much, really. But Geneva marks the return of the 3 Series Touring – arguably one of the best load-luggers out there. We’ve got some idea about the way it’ll look, but we’ll only see the final design execution when it heads out into the halls.

Citroen centenary concept

Citroen celebrates 100 years in business this year, and to commemorate the event it’s producing a pair of concepts – one for the Paris Motor Show in May, and the other for Geneva. The one featuring at the Geneva Motor Show will likely give an insight into Citroen’s ‘future of mobility’.

Mercedes CLA Shooting Brake

Merc’s previous-generation CLA Shooting Brake wasn’t a common sight on UK roads, yet Mercedes is choosing to persevere and bring an all-new one to market. It’ll pack all the same technology we’ve seen in the A-Class, but in a sleeker, more tapered bodystyle.

Renault Clio

Renault’s Clio is a bread-and-butter car; there are few other as recognisable both in name and design as the French manufacturer’s compact hatchback. But given the rise of crossover in recent years, this latest Clio has to be very good indeed to fend off rivals coming from all angles.

Ssangyong Korando

Ssangyong’s all-new mid-size SUV will get its full reveal at Geneva this year, having been teased already by the e-SIV concept released at last year’s show. It’s designed to take on the likes of Nissan’s Qashqai, so expect family-friendly design touches and a range of efficient engines.

VW I.D. Buggy

Potentially stealing the show will be the Volkswagen I.D. Buggy. This all-electric off-road concept probably won’t make it to production, but it will take inspiration from the iconic Californian buggies of the past.

Vauxhall Corsa

A new version of one of Britain’s most popular hatches is likely to be making an appearance at Geneva. Teased so far in a sole image of its LED headlight, expect to hear information on an electric version alongside a full reveal.

Peugeot 208

Likely to use the same platform as its PSA stablemate Corsa, the new Peugeot 208 is also thought to be coming to Geneva. It could make use of the same electric powertrain that is being earmarked for the Vauxhall hatch too.

McLaren Senna GTR

Last year, McLaren showcased a concept track-only GTR at Geneva — and a production version is to follow this year. Limited to just 75 units, this track-only monster will build on the Senna hypercar with aggressive aerodynamics and tons of track-oriented tech.

Leading animal charities have expressed ‘serious concerns’ over Tesla’s Dog Mode that’s designed to keep pets cool in unattended cars.

The software update, which has been made available on all Tesla models this week, allows owners to leave the air conditioning on in their cars to keep their pets cool.

However, national animal charities have said they believe that under no circumstances should dogs be left unattended in cars as they could ‘die in minutes’ if the technology failed.

Introducing Dog Mode: set a cabin temperature to keep your dog comfortable while letting passersby know they don't need to worry pic.twitter.com/xFU6MGZT53

— Tesla (@Tesla) February 14, 2019

Holly Barber, RSPCA campaign manager, said: “Technology can fail and it isn’t worth the risk of injury to your pet to put them in this situation. We would advise owners to leave them at home if they know they are going to be away for a longer time.

“The RSPCA receives thousands of calls every year about dogs left in hot cars and our inspectors see first-hand the trauma this can cause.

“Many people think it will be fine just to leave their pets for a minute or two, but we know that this is all it takes for temperatures inside a car to soar to dangerous levels. Our advice is never to leave a dog in a car on a warm day.”

Tesla announced Dog Mode this week. It not only cools the car but also informs passers-by via a message on the infotainment screen that the owner will be returning soon and not to worry.

The mode remains on when occupants leave the vehicle and they receive a notification via Tesla’s mobile app if the car’s charge drops below 20 per cent while Dog Mode is in use.

However, animal charities are not only concerned the technology could fail or be incorrectly set, they also fear that it inadvertently promotes the wrong message to other car owners that leaving a dog in a car is acceptable.

Mark Bossley, chief vet at national pet charity Blue Cross, said: “Blue Cross would have serious concerns that this [Tesla] system could lead to complacency with owners that it is OK to leave their dog alone in a car.

Can you put a dog mode on the Tesla Model 3. Where the music plays and the ac is on, with a display on screen saying “I’m fine my owner will be right back”?

— Josh Atchley (@nynex) October 19, 2018

“They could become a target for opportunist thieves and there are dangers in warmer weather, as dogs can die in minutes if left in a hot car. We would never advise people to leave their dog in a car in any situation.”

The idea of a Dog Mode was first suggested directly to Elon Musk last October by Twitter user John Atchely. He said: “Can you put a dog mode on the Tesla Model 3. Where the music plays and the [air conditioning] is on, with a display on screen saying ‘I’m fine my owner will be right back’?”. Musk simply responded “Yes”, before announcing the feature’s introduction earlier this week.

A spokesperson for Tesla said: “This feature keeps your dog at a comfortable temperature in your car while letting people passing by know that the owner will be back soon.”

What is it?

“No more boring cars” was the bold proclamation of Toyota president Akio Toyoda last year, but even the brand’s executives will admit the Corolla nameplate doesn’t exactly stir the soul. A reputation for unparalleled reliability and dependability the world over is a fine thing to have, but for the new 12th-generation model, Toyota’s chasing a bit more dynamism and soul.

The rebirth of the Corolla name is significant too, as it marks the first time since 2006 that Europe’s received the same C-segment car as the rest of the world – hence the death of the ‘Auris’ nameplate.

What’s new?

Vast quantities of Corolla today. First up, mid-spec 1.8 Hybrid in Touring Sports estate form. Looks sharp enough from the front. pic.twitter.com/kKnf8DvepY

— Tom Wiltshire (@mctreckmeister) February 13, 2019

In short, nearly everything. The new Corolla is based on the TNGA chassis platform, with the same underpinnings as the new (and impressive) Rav4 as well as its Camry and Lexus ES sister cars.

A choice of three body styles – hatch, estate (or ‘Touring Sports’) and saloon – gives plenty of choice for buyers, but those hoping for a diesel will be disappointed. Where a high-powered diesel would otherwise sit in the line-up is a new ‘high-performance’ hybrid powertrain. It’s Toyota’s first acknowledgement that buyers don’t necessarily want to sacrifice power and cruising comfort when they make the switch from diesel to hybrid.

What’s under the bonnet?

The bulk of the engine line-up is hybrid – although a 1.2-litre turbocharged petrol remains at the bottom of the range, paired with either a six-speed manual gearbox or a CVT automatic.

Both hybrids are CVT-only, and the range kicks off with the same 1.8-litre powertrain as found in the current Prius. Its overall power output of 120bhp isn’t necessarily the issue, but accessing that power can be slightly painful – the CVT’s habit of sending revs spiraling at the merest twitch of the throttle soon becomes tiresome.

The 2.0-litre unit is far better, with its modest power increase making for a far more relaxed drive. Both hybrid powertrains are superb in town conditions, though – quiet, refined and with enough shunt off the line to keep up with traffic. They’re also very efficient, with NEDC CO2 figures as low as 76g/km.

What’s it like to drive?

The old Auris was rather a dull steer, and although the Corolla is an improvement it’s definitely not going to give the Ford Focus a run for its money. The main issue is with the over-light and remote steering, which doesn’t inspire much confidence when pushing the Corolla into bends.

There are some good points, though. Body roll is well contained, and the Corolla hides its weight – even the bulky hybrid battery pack – when slinging it about in faster corners. It’s also fairly comfortable, likely thanks to its standard multi-link rear suspension on all models.

As a first for the Corolla, Toyota’s also fitted optional adaptive dampers, which allow the driver to choose between Sport and Comfort modes. In reality, the former is unlikely to get used much – the powertrain simply doesn’t encourage spirited driving.

How does it look?

The Corolla uses a vast array of cuts and slashes to bring interest to its bodywork and the result looks pretty good – even if it doesn’t have the same classy simplicity as something like a Golf.

Nevertheless, the Corolla does accomplish something that others fail at – namely, its three body styles of hatchback, saloon and estate all look well sorted and like they were designed from the outset as such, rather than afterthoughts.

The Corolla’s tidy design looks best in one of the two top-tier trim levels – Design or Excel – mainly because of the larger alloy wheels on offer that tie the design together. Lower-spec Icon and Icon Tech look a little lost on their dinky 16-inchers.

What’s it like inside?

Toyota’s listened to customer feedback on the interior. Previous Auris owners complained about rear legroom, so it’s been extended to equal anything in the class bar the Skoda Octavia.

Buyers weren’t fans of the ‘joystick’-style gear selector either, so it’s been replaced with a more conventional – albeit less space-efficient – traditional automatic selector. Elsewhere, the car takes its fundamentals from the new Rav4, including the partially digital instrument panel and the eight-inch centre touchscreen.

The overall ambience in most models is a little dark and forbidding owing to the sheer amount of black plastic, but as with most Toyotas everything feels built to last. There’s plenty of adjustment to the driving position, visibility is good, and material quality is excellent – if not as plush as on a Volkswagen Golf. But you’d be kidding yourself if you said it was exciting.

What’s the spec like?

The Corolla starts at above £21,000 – slightly expensive by the class standards on paper but not at all when you look at the equipment bundled in. Chief among this is the inclusion of Toyota’s Safety Sense 2 pack on all models, which brings pre-collision alert, adaptive cruise control, lane-keep assist, auto high beam and road sign assist. You’d need to pay extra for most of these on all but top-spec models of the Focus or Golf.

LED headlights are also standard, as are dual-zone climate control, a reversing camera and that eight-inch infotainment system. For Icon Tech models, navigation and all-round parking sensors are added.

Next up is Design, with 17-inch alloy wheels, automatic wipers and mirrors, privacy glass and LED foglights, while range-topping Excel brings 18-inch alloys, matrix LED headlights, keyless entry and partial leather upholstery. It’s an impressive equipment list and one that definitely offsets the car’s slightly higher price. There’s still no Apple CarPlay or Android Auto, though.

Verdict

There are few surprises with the new Corolla, but is that such a bad thing? Toyota’s taken what the old car did very well – ease of driving, low cost of ownership and a reputation for reliability – and added a few key improvements that should attract plenty of new buyers. The high-powered hybrid powertrain is something of a novelty but it’s an excellent addition to the range, while generous equipment levels and all that safety kit are sure to be selling points. Business buyers should also find its running costs very attractive indeed, particularly with that super-low CO2 figure.

Birthday celebrations usually mean a few things – cake, candles and parties, to name but a few. But for Jaguar, a birthday celebration means taking a convertible F-Type sports car and transforming it into a fully-fledged rally car, in tribute to the XK120 which raced off-road 70 years ago last year.

And what a present to itself. Jaguar has taken its four-cylinder F-Type and thrown all manner of rally-grade kit at it. There’s an FIA specification roll cage, uprated brakes and race seats with six-point harnesses; then you’ve got a full fire extinguisher system and a hard-to-miss bonnet-mounted light pod sitting proud up front. It looks the part, that’s for sure, and when pictures of it emerged at the back end of last year, the motoring press wondered if they’d ever get a chance behind the wheel.

Thankfully, this wasn’t a show pony destined to be retired after the news story landed – we’ve actually been out to drive the F-Type rally car.

Slide into the cabin past the tubular roll cage (Jag had to cut out the F-Type’s usual roll hoops to fit it) and you find yourself sat in a familiar space. The F-Type’s regular steering wheel is right in front of you – even its heating function still works – and though the central display is flashing busily away at you (all of the car’s systems, including ABS and traction control have been disengaged) it all feels pretty standard. Save for the large carbon-fibre lever to the left of you, that is – it’s the rally car’s new fully mechanical handbrake.

There’s no roof, and there’s no option to put one up, either. Jag chucked the roof system in the bin to save weight, so if it rains, you get wet. And if there’s mud, you get muddy. Simple. Jaguar also fitted the mechanical limited-slip differential from the V6 powered road car for added traction, too.

Though it’s never been in competition, and it’ll never likely feature in one, it feels every bit the fully-fledged rally car on start-up. Jaguar cut the centre box out of the exhaust, and it means that even on idle it barks and chatters like a rally car should.

The gearshift is standard F-Type, and it’ll even shift in full automatic mode – though realistically it’s best used in manual selection.

Immediately there’s less response from the steering compared to the road car, and you can blame this on the increased ride height (up some 40mm) and the 16-inch gravel-specification wheels wearing chunky 255/55 Maxsport tyres. So while initially it feels a touch floaty, you learn to deal with the way the wheel works, and use the 298bhp available to swing you around the corners.

Because it’s so adjustable, it’s something you’ll keep doing, too. Tip it in to a corner, feed in the power and the back end will step out pretty much instantaneously. It’s not a snap movement; the power delivery is predictable and the steering, though lighter than usual, is quick enough to counteract it without too much fuss.

As a result of the ABS being disconnected, it’s easy to lock up the wheels under braking, and when accelerating hard again, those rear wheels will happily light up through first, second and third gears. Gearshifts are ultra-quick, too.

The biggest sensation you have when driving it is just how much communication there is. You’re strapped into the car, with the gravel and dirt rushing up underneath you, so you get a great impression of the surface you’re travelling on. The high-quality damping does a great job of evening out much of the bumps, too. However, the biggest thing you have to overcome is dropping down steep bankings and sliding through ruts in a F-Type; it’s a car you’re so used to treating carefully on the road that being this brutal with it feels a touch unnatural – initially, at least.

You can try and drive it neatly, but most of the time it’s happiest going sideways. And as a project built for fun and not angled towards serious competition, this feels like the best thing for it to be doing. We gave the carbon-fibre handbrake a go – more because you can’t not try out a carbon-fibre handbrake – and it helps when navigating tighter hairpins, but realistically the F-Type is so eager to rotate that it isn’t needed most of the time.

As far as birthday presents go, the F-Type rally car is right up there. It may not be a serious affair, but in terms of offering sheer enjoyment and fun, it’s hard to beat. We just wish they’d made more than two – and stuck a number plate on the front and back.

Everyone loves a life hack. From hanging creased clothes in the shower to get them straightened up, to using an old sweet tin to store change — there’s a life hack for pretty much anything.

That includes your car, too. Our lumps of metal designed for transport may not be something we often think about ‘life hacking’, but there are a few little tricks you can do with your motor to make life that little bit easier. Here are our tips…

Lowering kerb-side mirror when parallel parking

No matter how hard you try, if you parallel park on the regular you’re almost certainly going to kerb a wheel one day — or if you’re not that good at it, every day.

Well, fear not, as you can avoid doing this with a simple drop of the mirror. Once stopped safely before the manoeuvre, lower the kerb-side door mirror until you get a view of the rear wheels. Now you’ll be able to place the back of the car close to the kerb without having to risk whacking it accidentally. Just remember to be careful at the front…

Hold the key fob lock button to raise all the windows

We’ve all done it on a hot summer’s day. You’ve had your window down to catch some fresh air, parked up and then walked away before realising you’ve forgotten to wind it back up again.

Now you’re going to have to head back to the car, turn the ignition back on and put it up again, right? Not if you drive a recent VW Group car, (Volkswagen, Seat, Skoda, Audi to name a few) — or a Honda NSX for that matter. Take the key fob and just hold down the lock button for a few seconds, and watch as the glass comes back up.

Place the parcel shelf between seats when folded flat

Having the ability to fold rear seats down in a car is great, but it does leave a problem of knowing what to do with a parcel shelf. Say you’ve bought an Ekedalen too many on a recent visit to Ikea, and you need to take advantage of the extra boot space — but there’s the pesky parcel shelf. Do you shove it in with the rest of your cargo, strap it in the front passenger’s seat or even just leave it?

Actually, there’s the fourth option — sliding it behind the front seats. It’s a simple little trick that’s easy to forget about, but having seats folded flat does tend to leave a gap just behind the occupants furthest forward, perfect for sliding the parcel shelf in.

Keep food warm with heated seats

Nobody likes cold fast food. You’ve done the drive through, gotten home and then opened up your brown bag of delight to find frozen nuggets and cold chips — it’s grim, really.

Well, you can at least try to counter that if your car is blessed with heated seats. Stick your food on the passenger seat (in the container, of course) and stick the heating element on full blast. Of course, this is only effective to a point and results will vary depending on the seat itself and how hot your food was when you got it — but it’s worth a crack.

Check your tyres with a 20p

For tyres to be legal for use in the UK, they must have a tread depth of at least 1.6mm — and ideally, you’d want a fair bit more than that. Checking this could be an issue for most though, as you’d need a dedicated tool to know how much tread is left.

Step in the humble 20p coin. See that little outer rim? That’s 2.7mm in depth — perfect for ensuring your tyres are in good nick. If the tread stops below it, it’s probably a good time to start looking for replacement rubber.

Boost your locking range with a key fob to the head

This one may seem like a myth, but really, it works! Ok so science suggests it could just be the act of raising the key fob higher, therefore allowing a better range of signal, but there’s also some research claiming that your head could effectively be working as a giant infrared signal booster.

Next time you’re in the supermarket car park, give this one a go — even if passersby might offer an odd look or two in the process.

Automatic transmission has been around in one form or another for nearly a century now. Invented in the 1920s but popularised in the 1940s by Cadillac and Oldsmobile, the concept of removing one of driving’s toughest skills is one that’s remained attractive right up to today.

Automatic transmissions historically have been there to take the load off – removing the need for a driver to depress the clutch, select the gear, release the clutch and – in vehicles without synchromesh – to match the engine and transmission revs to ensure a clean change. Instead, drivers are simply able to select ‘Drive’ and set off without a care in the world.

In recent times, they’ve also become the choice of transmission for serious performance machines, able to deal with extreme power more safely and effectively than a human driver could.

But not all automatic transmissions are the same, so what are the different types? How do they work, and is there any difference to the user?

Torque Converter/Traditional automatic

For most of the last century, a torque converter automatic was near enough the only choice you had. These gearboxes use a fluid coupling known as a torque converter, which acts as a connection between the engine and gearbox.

This torque converter allows the slippage of a clutch with no danger of components wearing out. It also has no issues coping with serious amounts of power – great for modern performance cars.

Early torque converter automatics had several distinct pros and cons. The fluid nature of the torque converter with no solid connection between engine and gearbox, combined with a severe lack of gears – usually three or four but often as few as two – meant that efficiency was somewhat lacking.

Performance took a hit too, and torque converter automatics were slower than their contemporary rivals. On the plus side, though, they’re the easiest and most reliable kind of automatic transmission, and they’re also very smooth – ‘slushbox’ wasn’t always an insult back in the day.

In modern torque converter autos, these problems have been nearly ironed out. The modern torque converter is one of the best transmissions you can buy – capable of providing super-smooth shifts when you’re just bumbling along, or razor-sharp ones when you put your foot down. A mechanical lock engages when the engine and gearbox are running at the same speed, reducing losses through the transmission. Modern autoboxes can also have as many as eight gears, helping performance and economy.

You’ll find the modern torque converter in everything from small economy cars to the most luxurious and powerful machines on the market. Nowadays, there’s really no disadvantage to ordering one – unless of course you prefer the involvement of a manual gearbox.

Dual-clutch

As the name suggests, a dual-clutch gearbox operates two robotised clutch mechanisms. Usually, one deals with odd-numbered gears and one deals with even-numbered gears, and the two hand across between each other for rifle-quick gearchanges.

The Volkswagen Group was the first to put a dual-clutch box into a production car – on the 2003 Golf R32. From there, it made its way across performance vehicles to become the automatic transmission of choice for the whole Volkswagen Group – you’ll find it on everything from superminis to supercars. It’s not just a Volkswagen innovation, either – many manufacturers have a dual-clutch box in their stable.

Dual-clutch boxes are extremely fast to change under load, and the way power is passed between clutches means there’s little to no drop in power as the gears are switched. They can also be very smooth, making for a relaxed and steady progress.

Economy and performance are not affected badly and in some cases can even be better than their manual counterparts.

In debit, dual-clutch transmissions can suffer from hesitation. The gearbox’s electronic controller has to predict what the driver will do and react accordingly, and it doesn’t always get it right. This is most obvious in stop-start traffic, where the dual-clutch box can be hesitant, and when pulling away from a barely-stopped position, such as at a roundabout.

Dual-clutch transmissions can also be very fragile – early Volkswagen DSG boxes have a rather high failure rate, as do other, more modern ‘boxes such as Ford’s Powershift.

CVT

The CVT, or continuously variable transmission, is a very interesting kind of automatic gearbox. It’s particularly interesting in that it doesn’t really have gears – instead, it uses a single infinitely variable ratio to give theoretically any number of ‘gears’. This allows the engine speed to be altered at will to allow for maximum fuel economy, increased performance, or a mix of both.

Traditional CVTs work via the use of v-shaped between two cone-shaped gears. Altering the diameter of the cones – in parallel so that the belt remains taut – changes the gearing, allowing the car to choose its own ratio.

Other systems use planetary gears while some utilise cone-shaped rollers and pivoting wheels.

CVT gearboxes do have operating losses, but the ability to run the engine at its most efficient speed – rather than whichever gear is closest – means they can be very efficient indeed. The payoff is a rather odd, disconnected feel – CVT gearboxes tend to send the engine’s revs spiralling every time the driver puts their foot down, leading to an unpleasant ‘rubber-band’ effect as the road speed catches up with the engine speed.

Some manufacturers have attempted to get around this by engineering in ‘steps’ to their CVTs – essentially points where the transmission will hold its representation of a ‘gear’ and simulate a ‘box with stepped ratios. This can make the drivetrain feel a little less unnatural, but somewhat moots the point of having infinitely variable ratios in the first place.

CVTs are very popular for use in hybrid vehicles. Their smooth nature makes them more natural to use when switching between electric and petrol power, and they help keep the engine at its optimum point for recharging the car’s internal battery.

Automated manual

This type of transmission is fading out of use, but remains in place on some cheap cars and small automatics. It’s the smallest, lightest and cheapest way to get an automatic into a vehicle, but has several disadvantages.

Automated manual gearboxes leave the existing manual clutch and gearbox systems in place and merely robotise the action – it’s like taking a manual car and giving the driver’s left arm and leg a bionic makeover.

The pluses are, as mentioned, light weight and low cost. These gearboxes are very simple and very efficient, and don’t add many components to the car.

On the downside, their simple nature simply doesn’t work very well. Humans can change gear with a single clutch because we know what we’re doing before we do it – robots have to catch up, and the resulting gearshifts are poor, jerky and extremely slow. It’s generally recommended to avoid an automated manual gearbox if you can.

A driver has been caught on police dashcam hogging the middle lane of a motorway for three miles.

Posted on Twitter by the Central Motorway Police Group, which covers the Staffordshire Police and West Midlands Police areas, the footage shows a Citroen Berlingo travelling in the middle lane of the M6 Toll near Cannock at just over 60mph.

Even when another motorist comes up behind them, flashes and drives around them, the driver fails to move over to the inside lane.

At one point, they even move into the outside lane of the motorway – for what appears to be no reason whatsoever.

The tweet stated: “Lane hoggers. Drivers [sic] biggest pet hate. This driver has been reported after being followed down an otherwise empty toll road in Cannock for three miles. The video speaks for itself.”

A follow-up tweet added: “The driver had been driving for just over a year and had even had extra tuition on motorway driving. It’s clear he didn’t pay attention. Driver reported for driving without due care and attention.”

Middle-lane hogging is when vehicles remain in the middle lane longer than necessary, even when there aren’t any vehicles in the inside lane to overtake.

Rule 264 of the Highway Code states that when driving on a three-lane motorway: “You should always drive in the left-hand lane when the road ahead is clear. If you are overtaking a number of slow-moving vehicles, you should return to the left-hand lane as soon as you are safely past.”