Driverless cars are a hot topic in the motoring world at the moment. Everyone’s talking about them; manufacturers, politicians and transport chiefs are all nattering on about the future of autonomous vehicles. But what are they, and what do they mean for the future of motoring? We’re going to try and clear things up.

The government is predicting that driverless cars could be in full use on the UK’s roads by 2021, following an announcement that advanced trials of automated vehicles could move forwards. Though more autonomous vehicles could be appearing on our road, it’s still some way off before they’re let loose on our streets without strict safety parameters.

Transport Minister Jesse Norman recently said: “Thanks to the UK’s world class research base, this country is in the vanguard of the development of new transport technologies, including automation.

“The Government is supporting the safe, transparent trialling of this pioneering technology, which could transform the way we travel.”

But are they safe?

The safety of autonomous vehicles was questioned recently after a 49-year-old woman was killed while crossing the road in front of a self-driving vehicle in Arizona. The issue is the co-habitation of road users and the driverless vehicles – until people are sure on how to interact with them, accidents will still happen – which is why trials are being undertaken in such controlled environments to begin with.

Which manufacturers currently offer some level of autonomous assistance?

Quite a few, actually. You’ll find some partial self-driving tech in cars from Audi, BMW, Citroen, DS, Fiat, Ford, Honda, Hyundai, Jaguar, Kia, Land Rover, Lexus, Mazda, Mercedes, Nissan, Peugeot, Porsche, Renault, Seat, Skoda, Subaru, Suzuki, Tesla, Toyota, Vauxhall, Volkswagen and Volvo – phew! It’s fair to say that most cars do incorporate the technology, but it mean that they include features such as adaptive cruise control, rather than full assistance.

Levels of autonomous assistance

You may have heard about people discussing the various levels of autonomous assistance, and they’re categorised from one to five.

Here’s what they mean.

Level 1
Introduced around 1990s/00s

Level 1 autonomous assistance is, as expected, the base level. It means that just one element of the driving process is taken over by the car – but the driver is very much still in charge. This level of assistance has been around for some time now, pioneered by early cruise control systems.

Level 2
Current day

Level 2 autonomy represents pretty much where we are today.

Computers are now clever enough to deal with multiple functions, and means that the car can take control of steering, throttle and brake functions, but it still requires the driver to show that they’re in charge of the car by putting a hand on the steering wheel.

Level 3
Estimated 2020

Level 3 takes things up a notch.

It means that all of the safety-critical functions can be controlled by the car, but the driver must still be able to intervene should they need to – this isn’t completely ‘hands-off’ tech yet.

Level 4
Mid 2020s

Things are getting serious at Level 4. This sees cars capable of being fully autonomous, albeit in selected areas – most likely inner-city ones. Dedicated lane markings and infrastructure will be required to ensure that the cars keep on the straight and narrow, too.

Complex mapping systems will combine with advanced cameras, sensors and artificial intelligence to determine where the car needs to go. The driver may need to intervene at certain points, but for the most part it’ll mean hands-free driving.

Level 5
Late 2020s/early 2030s

Level 5 will see the vehicles derestricted – they won’t have to operate within certain areas or environments. It’ll simply be capable of driving anywhere, without the need for a driver. There won’t be a need for a steering wheel or traditional ‘controls’; these vehicles will be fully capable of operating themselves.

It’ll free up space inside the cars themselves and, because of that, they’ll probably look more like lounges on wheels. That’s what we predict, anyway.

 

Timeline predictions

It’s worth noting that this timeline is based on predictions by many different manufacturers. Though various dates are pitched by different car makers, most agree that the bulk of progress will happen between 2020 and 2030. It’s a real technology race at the moment – each company is charging ahead to develop their own systems quicker than the next. It’s why these dates are estimations – some may get there sooner than others.

Engine placement doesn’t factor in a great number of car buying decisions these days – because the default position for a car is to be front-engined. If you’re looking towards more performance-oriented machines though, engine placement makes a huge difference – totally impacting how a car looks, drives and handles.

Here, we’ve rounded up the three possible engine layouts – front, mid and rear – with the advantages and disadvantages.

Front-engined

As mentioned, the vast majority of cars on the road today are front-engined. Of course, there are plenty of reasons for this. For a start, most cars, especially smaller ones, are front-wheel drive, so packaging the entire drivetrain up front makes a big difference to the amount of passenger space on offer.

Front-engined cars come in two flavours – front-front, and front-mid. This simply refers to the engine position in relation to the front axle, with front-mid cars having the majority of the engine block positioned behind the front wheels for improved weight distribution.

Having the weight over the driven wheels also improves traction, for front-wheel drive cars at least. Of course, many rear-wheel drive cars are front-engined too, and in this application the layout’s greatest strength is in its even weight distribution.

Front-engined, front-wheel drive cars can be prone to understeer under acceleration – this is due to the car’s weight moving towards the rear and off the driven wheels. Rear-wheel drive cars suffer less with this, but can be difficult to manage in slippery conditions.

In terms of driver appeal, front-engined cars still have a lot going for them. Virtually every hot hatchback on the market is front-engined and front-wheel drive, for example – making them cheap, predictable to drive and easy to handle for less experienced motorists. Front-engined, rear-wheel drive cars, meanwhile, are often considered the ‘ideal’ layout for a sports car – you’ll find this layout on everything from the bargain Mazda MX-5 to the hugely expensive and accomplished Ferrari 812 Superfast.

Mid-engined

Most vehicles considered ‘supercars’ are mid-engined – a layout that positions the engine ahead of the rear axle but behind the passengers. Right where you’d expect the back seat to be, in fact, which is why so few mid-engined cars offer more than two seats.

However, there’s more to life than packaging, right? The advantages of mid-engined cars lie in their handling – placing the car’s heaviest component, the engine, in the middle ensures perfect 50/50 weight distribution.

Having the weight in the centre also improves stability, making mid-engined vehicles seriously nimble while still having plenty of traction under acceleration.

Disadvantages? Well, besides the packaging issue, mid-engined vehicles can also be more difficult to control if they do begin to spin out. That’s again due to the weight distribution – the centre of gravity being in the centre makes it more difficult to stop its momentum.

Rear-engined

It’s rather sad that there are only three rear-engined vehicles on sale in Europe today – the Porsche 911 and its variants, the Renault Twingo and the Smart.

That never used to be the case – in the middle of the last century, rear-engined economy cars were ten a penny, at least before the Mini popularised the front-engined, front-wheel drive layout.

In performance applications, it’s only Porsche that’s persisted with the rear-engined layout, but the German brand’s pretty much perfected how to make a rear-engined car drive and handle well.

Rear-engined vehicles offer brilliant traction, as the weight is always over the driven wheels, and as there’s so little interference with the front wheels the handling can be pin-sharp and accurate. Braking can also be improved, as the weight over the rear axle counteracts the car’s tendency to dip forward under braking and allows the rear brakes to provide a greater portion of the stopping power.

Having the engine slung out behind the rear axle means passenger space can be improved – the 911 still offers four seats.

However, balancing a rear-engined car is a tricky job – there’s a reason some older models were nicknamed the ‘Widowmaker’. They’re prone to ‘snap’ oversteer – where the weight slung out at the rear tries to swing forwards, causing a dangerous spin. This makes them perhaps the most difficult of the three main engine layouts to drive quickly.

It’s easy to assume that car manufacturing in Britain is a bit-player in the country’s secondary industrial landscape. But nothing could be further from the truth – and despite doom and gloom surrounding Brexit as well as falling demand for diesel vehicles, the UK’s manufacturing plants are still humming along very nicely, thank you.

It is true that most historic UK brands are now under foreign ownership – only three ‘major’ manufacturers that build in the country are actually UK-owned companies, and even then, they’re small potatoes at most. But with major manufacturers such as Toyota, Nissan and Jaguar Land Rover still operating a significant presence in the UK, it’s fair to say that UK manufacturing is still going strong.

Though there are challenges ahead, with the threat of a poor Brexit deal that could impact deliveries, apply import tariffs or make it difficult to build cars at all, car manufacturing in the UK looks set to continue for many years yet. Here are all the major manufacturers who build cars in the UK:

Aston Martin

You couldn’t have a list of the best British-built cars without featuring Aston Martin, surely?

It’s a firm as well associated with our shores as tea, driving on the correct side and being knocked out of the World Cup prematurely. Finding fame as the choice machine of super spy James Bond, it has grown to become a worldwide statement of luxury.

Better yet, every car it makes is produced here in Britain. Its current offerings are created in Gaydon, while Newport Pagnell plays host to its classic restoration arm. There aren’t any signs of it going anywhere either, with a new facility in St Athan, Wales, soon opening as the home of the DBX SUV.

Morgan

Doesn’t get more British than Morgan, does it? Hand-crafted in the Malvern hills, these cars have been around for an awfully long time – and they haven’t changed an awful lot since they were first put together, in fact. Yes, they use wood in their construction, but this is put alongside lightweight aluminium components and beautiful, hand-rolled body panels.

A new range-topping Plus 8 model is on the horizon – so keep your eyes sharp for a new generation of Morgan car. Just don’t expect it to be completely modern in its design.

Caterham

Enthusiasts claim that the Caterham Seven is as close to driving nirvana as it’s possible to get. We’d have to agree; there’s little not to love about the way these two-seaters drive, with their immediate steering and energetic range of engines. They’re quick, too – the range-topping 620R will crack 0-60mph in under three seconds, in fact.

And they’re still hand-built in the UK too – though of course, there is the option to build them yourself at home. It just depends on how confident you are with the spanners.

McLaren

When thinking of a supercar, most will imagine an exotic Italian machine, clinical German bruiser or maybe even something big and American. But one of the best manufacturers in the segment builds its cars in the unlikely town of Woking in Surrey — McLaren.

Since 2009, McLaren Automotive has gone from a newcomer to a heavyweight in the high-end market. All of its cars are handbuilt in Britain, with chassis and carbon fibre components produced at a new facility in Sheffield shipped to Woking for final assembly.

Mini

Mini’s been trading on its British identity since it was reborn in 2001 under BMW ownership – the latest models even have Union flags in the taillights. Though the brand may be German-owned, it’s not all toot, either – Mini produces its signature Hatch, Convertible, Clubman and Countryman models in the UK.

Engines are made at a plant in Hams Hall, Birmingham, body assemblies and subframes are made at a plant in Swindon and the whole lot comes together for final assembly at the flagship plant in Cowley, Oxfordshire.

Honda

The Honda Civic is one of, if not the, most iconic nameplates for the Japanese manufacturer — but it might surprise you to learn that most examples of the machine are made here in the UK.

Since 1994, Civics destined for the European market have been built in Swindon, including the high-performance Type R — which has even been exported to Honda’s homeland. The plant has also previously produced the CR-V, Accord and Jazz for Europe.

Toyota

Toyota’s been producing cars in the UK for longer than you might realise – its first model, a Carina E, rolled off the assembly line at Burnaston, Derbyshire in 1992 and is now proudly displayed in the British Motor Museum, Gaydon.

Since then, the Avensis saloon and Corolla and Auris hatchbacks – some of Toyota’s biggest-selling models – have been made at the plant. The brand’s commitment to manufacturing cars in the UK remains strong, too, with production of the all-new Corolla now taking place in Burnaston.

Nissan

While Nissan may have recently announced plans to can plans of producing the X-Trail at its plant in Sunderland, it’s not all doom-and-gloom for the Japanese firm’s operations in the UK.

The firm has had a presence on Wearside since 1984, with its factory up north producing cars for global markets — including Nissan’s home country. Currently, it builds the Qashqai SUV, Juke crossover and all-electric Leaf hatchback alongside sister-brand Infiniti’s Q30 and QX30.

Lotus 

Lotus may now be under the ownership of Chinese automotive giant Geely, but production remains in the same place it has always been — Hethel, Norfolk.

While it may not be a major player in the wider motoring scale, there’s plenty to celebrate in Lotus’ British engineering and production. Currently, it offers the Elise, Evora and Exige — all in various guises — and is showing no signs of going anywhere.

Bentley

A plant in Crewe is where Bentley, despite being under the ownership of the Volkswagen Group, chooses to hand-build its entire model line-up. The Continental, Flying Spur, Mulsanne and Bentayga all begin life in Crewe before being shipped out worldwide.

Rolls-Royce

Arguably the best-known luxury brand in the world, Rolls-Royce is, like Mini, owned by BMW – but that hasn’t stopped it from remaining thoroughly red, white and blue through and through.

The brand employs superior craftsmen and women at its plant in Goodwood, Sussex, controlling everything from the woodgrain used for the interior facings to the bespoke engines under the bonnet.

Jaguar Land Rover

Indian steel giant Tata owns Jaguar Land Rover, but operates most of its production lines in the UK. With the exception of the I-Pace and E-Pace, which are built at the Austrian Magna Steyr plant, and the Discovery, which has recently moved to a new plant in Slovakia, all of JLR’s models are built in Halewood, Merseyside, Castle Bromwich and Solihull in the West Midlands. Design and development takes place in Gaydon, a stone’s throw from the British Motor Museum, while Headquarters and Classic are based in Coventry.

Vauxhall

Despite being under the ownership of American GM for a large portion of its history and now being under the control of the French PSA Group, Vauxhall still has a manufacturing presence here in the UK.

Ellesmere Port in Cheshire is responsible for building the Astra in both Vauxhall and Opel guises. Uncertainty over the plants future has grown over the past few years, with job cuts by the hundreds, but for now at least it’s still going.

British sports car manufacturer McLaren will not halt production after Brexit as its chief financial officer says it is “well sheltered” from the economic uncertainty.

Despite most UK-based car manufacturers announcing plans to stockpile parts or halt production altogether, the supercar maker famed for its P1 hypercar and 720S sports car says it will continue building at its current rate.

McLaren group CFO Paul Buddin revealed the firm has been building up reserves of some key parts to smooth production issues, but he is confident the factory can continue at its current rate of 20 units per day.

He said: “The Woking production centre will not be held back or halted in any way in light of Brexit and we will continue to build at the current rate of 20 cars per day through the Brexit period – we are not planning a special shutdown.”

That’s not the same story for other UK-based car plants. Honda announced in January that it will halt production at Swindon for six days after Britain’s departure from the EU on March 29, while Jaguar Land Rover, Toyota and Vauxhall have all said they are either stockpiling parts, cutting jobs or planning to halt production lines after Brexit.

Some of these manufacturers only have space in warehouses for days’ worth of parts, not weeks, and delays at borders could see those production lines stopped for even longer.

The #720SSpider – a car that has looks every bit as jaw-dropping as its performance, with scenery to match. #McLarenInTheUSA #Arizona pic.twitter.com/Ep8bwCDq4u

— McLaren Automotive (@McLarenAuto) February 6, 2019

Buddin explained that McLaren brings in 50 per cent of its parts from continental Europe and as such has plans to boost reserves of these marginally – however, he doesn’t envisage Brexit causing the luxury car firm quite the same headache as more mainstream rivals.

He added: “We operate in a different way to the likes of Nissan and Toyota – they based themselves here to take advantage of the European Union; we didn’t. JLR’s issues are more diesel related and we don’t have any of that.

“We may increase part stocks generally across our range to smooth production through, but there is not one thing we can do to guard against it – it is a big unknown.

“But that said, Brexit is not impacting our investment in the UK. We announced our ‘Track 25’ plan in July 2018 and we said that our £1.2bn investment in the UK was going ahead irrespective of Brexit.

“For us, this is more of a short-term issue. We keep on top of developments with the government and potentially we might see disruption to imports into the UK, but we are prepared and ready to deal with that.”

Buddin pleaded for a deal that offered frictionless borders for import and exports.

He added: “We don’t want issues bringing goods in. We bring parts in and we export cars out and therefore we don’t want friction either way.

“We just want some certainty. We want to know what the rules are and when we know that we’ll crack on with them. It’s the uncertainty of not knowing and the more time that passes the less time we will have to deal with it. McLaren is quite flexible and once we know what the rules are we’ll just get on with it.”

It’s fair to say that one of the most eagerly anticipated cars of recent times wasn’t a high-performance sports car, or a super-expensive luxury saloon. It was in fact the humble Suzuki Jimny – a tiny off-roader with barely 100bhp and the sort of design a five-year-old might come up with if you asked them to draw a car.

But one should never underestimate the value of rugged capability and sheer charm, because the Jimny has already proven wildly popular. In fact, with Suzuki in Japan allocating just 1,200 units a year to the UK, and well over 10,000 orders taken already, buyers may be in for a hefty wait if they want to get their hands on this pint-sized 4×4.

However, if you’re just after an exceptional off-roader but don’t want to pay the many thousands for a brand-new Range Rover or Toyota Land Cruiser, don’t fear – here are some of the best models you can pick up for the £15,499 price of a Jimny. Just without the wait.

Toyota Land Cruiser

There are many aspects of car ownership to be concerned about, but when looking into Land Cruisers you can at least rest easy that reliability isn’t one of them. These beasts can look pricey against similar vehicles of an equivalent age and condition, but in a nutshell a properly maintained Land Cruiser is likely to outlast the stable orbit of the moon.

They’re also near-unbeatable off-road and, in the era we’re buying from, packed with enough kit to keep most people happy. Expect leather upholstery and electric everything.

Land Rover Discovery

In contrast to the Land Cruiser, Land Rovers aren’t known for being endlessly reliable – but a few gremlins here and there are no reason to dismiss the Discovery. For a start, they’re fantastic family cars – the Discovery ‘4’ that we’re looking at will seat seven adults with ease.

Thanks to Land Rover’s clever ‘Terrain Response’ system, heading off-road need be no more difficult than simply flicking a switch and turning a dial – and soon, you’ll be happily plugging through the mud all the while ensconced in leather and wood. Lovely.

Jeep Wrangler

Jeep’s Wrangler shares a similar appeal to the Jimny, in that it offers old-school looks with a slightly more modern driving experience. At this price point you’ll be able to nab a decent example (though they do tend to command quite high prices used) but be warned – as good as they are on the rough stuff, they do tend to be quite wearing to drive on-road.

Nissan Patrol

The Nissan Patrol is big, brash and impeccably good off-road, making it a real contender against a new Jimny. For the same cost as the little Suzuki you’ll be able to grab a low-mileage example, powered by a 3.0-litre turbodiesel. With space for five and a big boot, it’s very practical too.

Old Suzuki Jimny

If you can’t deal with waiting for the new Jimny, why not just go for the previous model? Used prices have already started to creep up in response to the new car’s massive waiting lists, but you can still net yourself an absolute bargain. Prices range from a few hundred quid for well-loved older models to around £14,000 for a nearly brand-new example.

Clearly, the Jimny’s on-road manners leave much to be desired, but these little terriers will keep up with any larger machine on the rough stuff, and have proven truly tough over their two decades on sale.

Range Rover

The Range Rover was a bid to take the Land Rover formula of rugged off-road ability and give it a tickle to make it as good on the tarmac as a conventional car.

Nearly five decades of fettling later and the modern Range Rover is a genuinely wonderful thing – easily capable of competing with both a hardcore off-roader and a luxury limousine. Opt for service history before age and you’ll mitigate as many reliability woes as possible.

Subaru Forester

Think Subaru, and you’ll imagine one of two things. The first is probably images of youths in a McDonald’s car park revving their souped-up Imprezas — but perhaps also of cars that can tackle anything thrown its way.

Enter the Forester, a classic example of basic-but-reliable engineering. Over its two-decade life cycle, it’s gained a reputation as a machine for tackling mud, snow, shallow rivers and even Tesco car parks without so much as a problematic start up. Thanks to its popularity in the UK, early examples can be had for mere pennies — while late, low-mileage cars still come well into budget.

Fiat Fullback

Fiat and dependable off-roader might not be the choice play in a game of word association, but the Fullback certainly files under the category. That’s thanks to its Mitsubishi underpinnings, effectively being little more than a rebadged L200, this Thai-built machine has the ability to take on even the toughest terrains.

It’s also still a fairly new machine too, having been in production since 2016. Despite this, prices have fallen below the £15k mark towards the lower end of the market — meaning it’s possible to get a virtually new, larger machine than a Jimny for the same price.

Mitsubishi Shogun

The Shogun name has been applied to quite a few vehicles over the years, so it’s important to know that you’re buying the correct one. While Shogun Sports and Shogun Pinins are all interesting cars, it’s the big daddy we’re interested in – the full-sized Shogun.

Powered by a massive diesel engine, based on a super-tough ladder frame and with a boxy, no-nonsense body on top, the Shogun is a classic case of the rugged off-roader done right. The current model’s been around for donkey’s years, so your budget will grab you a car that doesn’t even look too out-of-date.

A flagship new Range Rover Velar has been revealed, packing a powerful supercharged engine.

The SVAutobiography Dynamic Edition features a 5.0-litre V8 engine with 542bhp and 680Nm of torque, which combine to push the Velar from 0-60mph in 4.3 seconds before hitting a top speed of 170mph.

The car also benefits from upgraded brakes and suspension to ensure that the Velar rides and comes to a stop just as effectively as it accelerates.

Rawdon Glover, managing director, Jaguar Land Rover UK, said: “The Range Rover Velar strikes a perfect balance between go-anywhere practicality, dynamic performance and relaxing comfort. By enhancing the luxury and dynamic characteristics even further we have created the pinnacle of the Velar range.”

Enhanced by Jaguar Land Rover’s Special Vehicle Operations department, the Velar has been overhauled in order to offer a more dynamic drive than its more conventionally-powered stablemates. Even the all-wheel-drive system has been recalibrated in order for it to better deploy the engine’s power.

Exterior changes have been applied to the Velar too. A new front bumper houses larger air intakes, while a revised rear bumper and new quad exhaust finishers can be found at the rear. New lightweight 21-inch alloy wheels sit on all four corners.

Inside, you’ll find perforated and quilted seats with 20-way adjustability, fitted alongside a sports steering wheel and aluminium gear shift paddles.

Gerry McGovern, Chief Design Officer, Land Rover, said: “Our continued evolution is driven by a relentless focus on creating highly desirable vehicles our customers will love for life. The new Range Rover Velar SVAutobiography Dynamic Edition amplifies the highly desirable nature of the 2018 World Car Design winner by introducing a compelling combination of heightened performance and luxury.”

The new Range Rover Velar SVAutobiography Dynamic Edition is priced from £86,120.

Windscreen washer fluid is far from exciting, but it’s one of the most crucial components in running a safe car at this time of year.

Without it, visibility in a car would be seriously compromised once dirt and road debris begins to build up on the move — particularly once the gritters come out — and you can even be handed a fine for driving without it.

It may seem simple, but there’s a lot to know about washer fluid. Here’s our guide to why you need it and how to refill it.

What does windscreen washer fluid do?

As the name suggests, windscreen washer fluid exists to keep your windscreen clean. It sits in a small container located in the engine bay and is sprayed onto the car through jets which are usually mounted on the bonnet or built into wiper arms.

It’s most commonly activated by pushing a stalk behind the steering wheel. Some cars with rear wipers also have nozzles to spray the rear window.

What options are available?

There are two main types of washer fluid available — concentrated or ready-mixed. The former tends to be purely washer solution and is designed to be mixed with water by the user before putting it into the car.

This brings with it the advantage of the fluid in bottle lasting longer and also the ability to vary percentage of solution to water. It’s recommended that you use a strong mix of solution, if not solely washer fluid, over the winter months. This is because water can freeze in the pipes when temperatures drop below zero.

Ready-mixed is pretty self-explanatory — eliminating the need to add water yourself. This makes it handy for a quick on-the-go top up of fluid, but you’re likely to go through the bottle quicker this way.

Some solutions are also designed to work at temperatures well below zero, but as it gets lower the cost tends to increase. In the UK, fluid that can operate to -10c is all most motorists will ever need.

Can I use water?

Using water in place of washer fluid is entirely possible but it’s not recommended. Water doesn’t clear dirt as effectively as dedicated solutions and is more susceptible to freezing in the colder months.

Will my car fail an MOT test without washer fluid?

While your car won’t be failed on an MOT test for having a low volume of washer fluid, it could be at risk of failing as a result of poor windscreen clearance.

If fluid is low, the washer jets may be deemed to not be working properly and that could result in the vehicle failing its MOT. It’s worth topping up the fluid ahead of an MOT to avoid a simple but costly error.

Can I be fined for driving without it?

Although the probability of being pulled over by a police officer to check if your windscreen washer level is low, being found without it while your car is being checked for anything else could land you with a fine.

According to Section 34 (6) of the Road Vehicles (Construction and Use) Regulations 1986, “every wiper and washer fitted in accordance with this regulation shall at all times while a vehicle is being used on a road be maintained in efficient working order and be properly adjusted.”

How to change windscreen washer fluid

Open the bonnet

Changing washer fluid is a very simple task. First, hop into your car and locate the latch for opening the bonnet. If you’re not sure where to look then consult your owner’s manual. However, it’s often placed below the steering wheel or near the passenger-side glovebox.

Locate the washer bottle

The washer bottle, which holds the windscreen fluid, is often marked out with a light blue cap with an embossed image of water spraying. Most will simply lift open or use a screw cap.

Pour it in

This part is simple, simply place the opening of the bottle above the opened cap and begin to pour the solution in until full —most cars will have a fill-to line on the neck of the bottle. If you’re concerned about spillage, consider using a funnel.

Test the jets

It’s worth checking everything is in working order now, before setting off again. Activate the jets how you would normally via the washer stalk. If the fluid is spraying onto the windscreen and clearing dirt, then all is good. If not, there could be a problem in the bottle itself or with the spray nozzles.

On a small farm in East Hertfordshire lies Dowsetts Classic Cars. To all intents and purposes, it looks, well, just like a farm. Behind the shutters, though, and past the barns is a veritable treasure trove of motoring.

Founded by Ant Anstead, Dowsetts designs and builds bespoke vehicles that evoke the spirit of classic sports cars.

It’s here that the Comet is built. Dowsetts’ latest venture is a two-seater grand tourer built in the image of iconic classic sports cars.

And in keeping with that image, it’s little surprise that the Comet looks like a 1960s car brought into the modern age. The long, flowing lines are an example of classic coachbuilding, but the body hides modern brakes and a complete sport exhaust system.

Then there’s the engine. It’s a tried-and-tested General Motors LS3 crate V8, which here produces close to 430bhp. That’s quite a lot, considering the car weighs in at just over 1,500kg.

In fact, Dowsett claims that the Comet will manage the 0-60mph dash in just 3.9 seconds, and flat out it’ll exceed the 150mph mark. Customers can choose individual specifications and mechanical differences, but the car we got up and close with used a manual gearbox driving the rear wheels only.

Inside, you’ll find a raft of high-quality materials; the seats and headlining have been quilted, and everything feels impressively hand-finished. Seating is a little tight for those over six foot, however. There’s polished metal used throughout, and a highlight is the gloriously thin-rimmed Moto-Lita steering wheel – it’s something you just don’t find on modern cars. The cabin feels expensive, but it is fitted to an expensive car – the Comet costs from £140,000 before you’ve added any specific touches.

We only managed a very short drive in the car, but it was enough to get some initial impressions. The V8 under the bonnet is immediately characterful from start-up, burbling away at low speeds. It feels punchy, but the throttle isn’t intimidatingly sharp, either.

The ride is good too. The area we’re driving on is pretty agricultural to say the least, but the Comet manages to iron out the worst of it. Having power steering also makes low-speed turns a little bit easier.

However, it’s a compact thing. Despite the long front overhang, it isn’t intimidating to move around, and the wealth of torque available means that it can be driven at low speeds quite easily.

Before long, our time with the car is up. It’s an attractive package, the Comet. Good look, elegant craftsmanship and a whopping great V8 combine to make a car which feels like a vehicle of yesteryear brought up-to-date. It’s an experience from start to finish, even before the engine has roared into life, one which will appeal to those with a love of classic sports cars just as much as with petrolheads who have a penchant for cutting-edge metal.