Month: April 2019

Campervans are big business in the UK, especially with more people shunning the traditional overseas jaunt for a cheaper ‘Staycation’ in this country.

And it’s easy to understand the appeal of these palaces on wheels. After all, once you’ve paid your initial investment, holidays become staggeringly cheap. Even staying on the most luxurious of campsites costs pennies compared with a night in a hotel room, while those equipped with onboard water tanks, bathroom facilities and leisure batteries can even handle a few nights of ‘wild’ camping or rallying – perfect for those who like being ‘off-the-grid’.

The UK is awash with independent firms who specialise in converting vans into campers. They range from the cheap and cheerful to the seriously luxurious. Some mainstream manufacturers have got in on the game, too – just look at Volkswagen’s California. However, it’s also possible to home-build your camper if you’ve got the time. Guides online are plentiful and easy to follow, and it can prove far cheaper than going for a third-party conversion. Plus, you’re able to specify the van to your liking.

But before you start a conversion, you need a van – and these are our top five.

Fiat Ducato

The Ducato is a great choice for a motorhome conversion, and an incredibly popular one – around two-thirds of motorhomes in Europe, whether coachbuilt or van conversion, are based on the Ducato. It’s easy to see why, too – these vans are just the right size for most, offering enough headroom for an adult to stand without having too large of a footprint. Best of all, if you’re ordering directly from the factory, Fiat offers a specific motorhome base, with specialised tyres, a wider rear track, lower chassis and space to install water tanks.

Volkswagen Transporter

The VW Camper is an icon – there’s no other way to put it. Ever since the iconic rear-engined ‘splitties’ become an image of California surfer culture, these vans have been effortlessly cool, and though the modern T6 is a totally different beast it still has that vibe nailed. Volkswagen knows this, and if you want a stylish camper it’s possible to buy your Transporter van in cool two-tone colour schemes or with retro alloy wheels. VW also offers a petrol engine – a rarity in this class.

Ford Transit Custom

The Transporter might be the cool one, but the Ford Transit has plenty going for it in this class. For starters, it’s the best-driving panel van you’ll ever find – your kitchen sink will never have enjoyed such brilliant grip and handling. A range of efficient diesel engines provide your motive power, and few vans have such a car-like driving environment – there’s even a premium stereo and smartphone connectivity.

Renault Trafic

When Renault updated the Trafic, it cannily made sure that the dimensions of the interior were identical to the old model. This means that if you’re kitting out a brand-new Trafic – or its sister vans, the Fiat Talento, Nissan NV300 or Vauxhall Vivaro – you’ll be able to draw on 18 years of camper fittings, diagrams and designs with which to fit your van out. Renault’s range of 1.6-litre diesel engines are also great – superbly efficient, very smooth and decently powerful.

Mercedes Sprinter

Want big, premium, and full of tech? You’ll need to look at the new Mercedes Sprinter. One of the safest vans on offer thanks to high-tech safety gear, this big brute comes in a wide variety of wheelbase and roof height variations so you can easily get the camper size you desire. It also has the most premium cabin on the market, with controls and displays lifted directly from Mercedes’ passenger car range. And, best of all for some people, there’s a three-pointed star on the bonnet. What could be better?

What is it?

Audi has looked at a flourishing SUV market in a world that is taking electric vehicles seriously for the first time and made a very sensible decision to launch the e-tron. It’s the first of three new all-electric cars on their way by 2020, all of which will wear the e-tron name but with GT and Q4 added for those coming later this year.

What’s new?

Driving the all-electric @AudiUK e-tron around the beautiful Yorkshire Dales today. pic.twitter.com/2byQHHHFAs

— Rebecca Chaplin (@believebecca) April 9, 2019

This is the first time that Audi has sold a completely electric model. However, you shouldn’t feel bad if it didn’t jump out as anything other than another Audi SUV. While there are some subtle updates to the overall image, it does look very similar to other models in the Q range – and we don’t think that’s necessarily a bad thing.

What’s under the bonnet?

This is all powered by two electric motors, paired with Audi’s electric all-wheel-drive system. The e-tron 55 quattro uses Audi’s new and confusing naming system that brings electric, petrol and diesel powertrains under the same umbrella.

In this case, it means its electric motors produce 265kW of power – or 355bhp in old money – which will take the car to 60mph in 5.7 seconds. That’s not going to feel like the fastest Teslas on the market, but for a mid-sized SUV it’s still pretty quick off the mark.

The e-tron is also capable of charging to 80 per cent in 30 minutes from a fast charger and its maximum capacity can last for up to 259 miles.

What’s it like to drive?

If I were to hand the keys for the e-tron to my mum, I’m not sure she’d notice it was an electric car. OK, she might detect the slight whirring noise that you wouldn’t get from anything other than an EV, but this could be the most convincing electric vehicle masquerading as a conventional car around.

Maybe this has more to say about the refinement of Audi’s standard engines, or it’s possible that the e-tron has arrived at the perfect time when driving an electric car really is, well, normal. Power delivery is great, the ride is smooth – even at high motorway speeds – and the steering feels responsive.

We knew exactly how far we would be driving on our test drive – around 20 miles within the initial range given – but my driving style didn’t change, I wasn’t worried about running out of charge, and we safely arrived back with more charge than expected.

How does it look?

The e-tron has been given some styling additions that both update the car’s look compared with others in the Audi range and improve efficiency. From the front, it shares a similarly striking look to the latest Q8 model. However, has this moved on far enough from the existing range of SUVs? Take out of the equation that this is an EV therefore most buyers expect some futuristic technology, and it just doesn’t feel as special as it should when older Q-model SUVs drive by with a very similar design.

What’s it like inside?

In fairness to the e-tron, if you opted for the launch edition you’ll get the very special wing mirror cameras – or you can opt to replace your standard mirrors with these pod-like cameras. This displays what’s behind you on small OLED screens in the doors. To use them at first is a little jarring but slowly your brain adjusts to what you’re seeing. Apart from this, high-quality and durable interior materials are used and you get the latest Audi dual-screen infotainment system with haptic controls.

What’s the spec like?

The price of the e-tron does start a little high at £70,805. You could buy a Q8 for £10,000 less or an entry-level Jaguar I-Pace comes in a little cheaper. However, the e-tron is packed with some great standard equipment and arguably better space than either of those models. At entry level, the e-tron gets 20-inch alloy wheels, LED headlights, air suspension, keyless entry, leather seats and parking cameras.

Verdict

The Audi e-tron has completely wowed simply because it is so normal. For years, we’ve been testing electric cars with spaceship-like qualities, but Audi has taken the features of its fantastic SUV range and seamlessly added all-electric power. Paired with its impressive range and high-quality specifications, it’ll surely be convincing more people to make the switch to electric driving.

Facts at a glance

Model as tested: Audi e-tron 55 quattro
Price as tested: £74,895
Engine: Twin all-electric motors
Power: 265kW/335bhp
Torque: 561Nm
Max speed: 124mph
0-60mph: 5.7 seconds
Range: Up to 259 miles
Emissions: 0g/km

What is it?

Jaguar’s compact saloon – the XE – had a lot riding on it at launch. Buyers still had the sour taste of the X-Type in their mouths, but the new model proved to quell any concerns thanks to a seriously capable chassis and sleek looks.

It did suffer in a few areas compared with the German competition, however. The interior wasn’t up to scratch and it couldn’t compete with the levels of tech offered by cars such as the BMW 3 Series or the Mercedes C-Class.

The 2019 facelift aims to address some of these areas and brings with it a simplified engine line-up and trim structure to boot.

What’s new?

Got our hands on the new Jaguar XE yesterday. Still drives beautifully, still looks great. So much classier than a 3 Series, albeit your children will need to be double amputees. pic.twitter.com/7Agmplo5WI

— Tom Wiltshire (@mctreckmeister) April 10, 2019

Styling changes are only really noticeable if you put the old and new XE side by side, but the old car was far from a minger, so that’s really no criticism. Where Jaguar has concentrated most of its effort is in the cabin, where you’ll find improved material quality, an updated design and far more sophisticated technology.

The Touch Pro Duo touchscreen infotainment and control system makes its way over from the I-Pace, allowing the majority of the car’s functions to be controlled through a pair of high-res screens. Soft-touch plastics abound, and there are clever items such as the Clearview rear-view mirror available, too.

What’s under the bonnet?

The engine line-up’s been toned down to just three units – two petrol and one diesel, all 2.0-litre four-cylinders. The range kicks off with a 247bhp petrol, while buyers after a bit more pep can opt for a 297bhp version. The two petrols are joined by a 178bhp diesel.

All three engines are paired with the same eight-speed automatic gearbox (Jaguar has dropped the manual option) and can be selected with rear or four-wheel drive.

We spent the most time in the 247bhp petrol. As an entry point into the range it feels generous – after all, the entry-level BMW 320i only offers 181bhp. Performance is strong, too, with 0-60mph dispatched in just 6.2 seconds.

It’s generally a very smooth engine, and Jaguar hasn’t given in to the temptation to pipe in artificial engine noise. Our main complaint is with the thirst, as we struggled to crest 30mpg during our time with the car.

What’s it like to drive?

The XE was already a very good car to drive and this updated model is better yet. There’s a pleasingly natural feel to all the controls, with direct and beautifully weighted steering that inspires plenty of confidence in faster bends.

There’s tons of grip, and body roll is well controlled too. You might then expect a firm ride as a consequence, but the XE rides exceptionally well — even on optional 19-inch alloy wheels. Even large potholes don’t upset proceedings – although a greater level of adjustment to the standard-fit electric seats would be welcome to really nail the perfect driving position.

The engine and gearbox are generally happy bedfellows, but there’s a bit of hesitation when pulling away at roundabouts, for example. They work well in ‘Dynamic’ mode, though, and the eight-speed unit is quick to respond to inputs either from the ‘pistol-grip’ gear selector or steering-column paddles.

How does it look?

The XE’s facelift was more about refinement than it was reinvention. A wider but slimmer grille is mirrored in slimmer headlights – possible only thanks to the adoption of LED tech across the range. Buyers can choose from a pair of front and rear ends, too – opting for the R-Dynamic pack sees the XE given a sporty grin.

A new LED light signature also features at the rear, with a distinctive ‘chicane’ graphic that’s characteristic of new Jags.

Proportionally, it’s a handsome thing and looks fab on large alloy wheels. The classic silhouette – with a long bonnet and sloping roofline – may impinge on passenger room, but it does make for a great-looking saloon.

What’s it like inside?

The interior has seen the biggest upgrade from this facelift and the changes are generally positive. The addition of Jaguar Land Rover’s Touch Pro Duo infotainment system (albeit optionally) really gives the centre console a sleek look, although an occasionally irritating user experience does somewhat spoil the surprise.

Jaguar’s bold promise of ‘no hard plastics anywhere in the car’ broadly holds up, and most of the surfaces you regularly touch feel great. We’re particular fans of the slim steering wheel, which feels natural to hold and gives a better view of the simple digital instruments than do some rivals.

But even the best facelift would struggle to make the XE a practical people-mover, and space for passengers in the rear is still very poor. A 6ft passenger would struggle to sit behind a similarly sized driver and the boot is no more than adequate. Worse yet, the rear seats don’t fold to accommodate larger loads.

What’s the spec like?

Buyers can choose a standard XE or a sportier-looking R-Dynamic model, which can be selected in S, SE, or HSE trim. Regardless of which one you opt for, full LED headlights, 18-inch alloy wheels, electric front seats, standard Touch Pro infotainment with navigation, smartphone connectivity via Apple CarPlay and Android Auto, cruise control and dual-zone climate control all come as standard.

SE adds a few goodies such as keyless entry and digital dials, while HSE goes the whole hog with a Meridian sound system and Windsor leather seats. However, headline kit is relegated to the options list. Wireless smartphone charging, the electronic ‘Clearsight’ rear-view mirror and that all-important Touch Pro Duo are part of a Technology Pack – almost £2,000 on some models. Keen drivers may also want to opt for the £1,240 Dynamic handling pack, which brings adaptive dampers and beefier brakes to the party.

Verdict

This facelift seems mild but it does enough to transform the XE from an also-ran to a contender. The improved interior and fettled styling are both big pluses, and neither take away from this car’s brilliant dynamics. However, practical considerations such as interior room and fuel economy can’t and won’t be ignored, and with the XE falling short on both of these we don’t think the Germans will be losing as much sleep as Jaguar hopes.

Facts at a glance

Model: Jaguar XE S R-Dynamic P250
Price (as tested): £43,650
Engine: 2.0-litre four-cylinder turbocharged petrol
Power: 247bhp
Torque: 365Nm
Max speed: 155mph
0-60mph: 6.2 seconds
Fuel economy: 36.2mpg
Emissions: 159g/km

We’ve got a habit of concentrating on the most impressive high numbers when it comes to cars. The highest top speed, the biggest engines, the largest number of cylinders, and many others.

But sometimes we like to look at the losers – the cars that offer the least impressive numbers, and that’s what we’re doing here by round up the least fuel-efficient cars on sale today. These monsters will barely go any distance on a gallon of unleaded, but in every one of these cases, it’s a sacrifice worth making for some reason or another…

Bugatti Chiron – 12.6mpg

It’s no surprise that one of the fastest cars in the world is also one of the thirstiest. The Bugatti Chiron’s enormous, quad-turbocharged W16 engine puts out more than 1,000bhp, and as a result, gobbles up fuel like hyperactive children gobble Haribo. Legend has it that, at full chat, a Chiron can empty its huge fuel tank in just nine minutes.

Lamborghini Aventador S – 15.4mpg

Lamborghini is well-known as a manufacturer of screaming V12 engines, and its latest and greatest is fitted to the flagship Aventador. These units have only got more powerful over the years, but one thing that hasn’t taken a quantum leap forward is fuel economy. The Aventador S returns just 15.4mpg.

Jeep Grand Cherokee Trackhawk – 16.8mpg

While the regular Jeep Grand Cherokee can be had with a relatively efficient diesel engine, Trackhawk models are fitted with an obscene V8 engine that puts out a monstrous 707bhp. Add in some serious heft and the aerodynamics of a rock, and this fuel economy figure is barely surprising.

Rolls-Royce Cullinan – 18.8mpg

The most luxurious SUV in the world? Very probably. Rolls’ foray into the high-riding 4×4 market didn’t come by accident, and though the Cullinan is divisive for its styling there’s no denying it’s one seriously plush beast. It’s a thirsty one too, as it weighs almost as much as Mercury and is powered by a 6.7-litre V12 engine.

Ferrari GTC4Lusso – 18.8mpg

It’s possible to get the shooting-brake style Ferrari GTC4Lusso with a comparatively economical turbocharged V8 engine but honestly, when the bonnet’s this long, why not fill it up? The V12 GTC4Lusso won’t hit 20mpg, but there are few more stylish ways to cross continents – and with 4WD, you’ll be able to strip Val D’Isere dry of its fuel even when it’s iced over.

Rolls-Royce Phantom – 19.1mpg

Powered by the same V12 engine as the Cullinan, the Phantom likely scores slightly better on fuel economy due to its lower, lighter frame. That’s not to say this is a small or efficient car – rear passengers get more space than they would in most two-bed flats, and it won’t touch 20mpg. But boy oh boy, you’ll be relaxed when you get to the petrol station… and have your chauffeur fill it up for you.

Bentley Bentayga W12 – 21.6mpg

The Bentley Bentayga’s biggest rival is the Rolls-Royce Cullinan, and while it can’t quite compete on desirability or interior luxury, it’s got it licked for fuel economy. The 21.6mpg figure is almost palatable, though it’s a sting to know that a more efficient V8 diesel model used to be available before it was dropped from the range.

Range Rover SVAutobiography – 21.6mpg

Matching the Bentayga for fuel economy – and indeed luxury – the supercharged V8-powered Range Rover SVAutobiography is a truly go-anywhere vehicle, as comfortable in knee-deep mud as it is parked outside the Hilton. Hopefully, it also feels at home at the Shell V-Power pump.

Aston Martin Rapide S – 21.9mpg

Soon, Aston Martin’s going to introduce an all-electric version of the Rapide, but until then this V12 model is the sole choice. It’s a wonderful car, mating the practicality of a luxury saloon to the classic ability and theatre of a British sports car – but it’s one of the older models in the Aston Martin range, and that fuel economy shows it.

Ford Mustang Bullitt – 22.8mpg

The cheapest car on this list by quite some margin, the Ford Mustang Bullitt is a great bargain performance car – provided you’ve got the income to support its thirst. Still, you’ll stand out at the pumps thanks to a movie-inspired makeover, and little else sounds so good for the price.

Without beating a dead horse, the rise of the smartphone is possibly the greatest technological advancement many of us will see in our lifetimes — and their connectivity to our everyday lives is ever-growing.

This of course also leads to our cars, with manufacturers looking for as many ways to integrate that little brick in our pocket to the vehicles we drive every day. There’s plenty of methods to link the two, and here’s the most common…

Connecting over Bluetooth

Bluetooth is no new technology — in fact, it’s been around since the late ‘90s. But a tech that was once useful for little more than sending T2’s ‘Heartbroken’ to your mates’ Motorola Razr on the playground now allows huge volumes of data to be carried to devices in close proximity.

Now Bluetooth has played a role in cars for a while, but with connections stronger and more reliable than before, it can allow for near-seamless audio quality when it comes to playing music. It also allows for crystal-clear phone calls and can even transfer data in some cases.

It’s a feature found as standard pretty much any new car on sale today, and for those that confine it to the options list, it’s usually cheap enough to be a must-have. Setting it up is simple, often requiring just a few button presses on the infotainment system, finding your phone and tapping the ‘pair’ button on your device.

Android Auto and Apple CarPlay

Though many car manufacturers are developing proprietary infotainment systems for their vehicles and benchmarking them against the likes of Apple and Google’s phone operating systems, the best still comes from the kings of mobile software.

Apple CarPlay and Android Auto are two very similar bits of kit. Using the smartphone itself to run the software, it displays a version of either operating system that has been optimised for road use — allowing for seamless navigation integration, phone call management, easy access to the likes of Spotify and Apple Music, and all while keeping your eyes fixed to the road ahead. Both even integrate their respective voice assistant (Siri and Google Assistant) to deliver a true handsfree experience.

Though cars must have the correct kit to run the two, more and more manufacturers are embracing them — often allowing support as a standard inclusion on its infotainment systems or at least as an option.

Better still, if you have a relatively up-to-date iPhone or Android device, you can access the respective software for no extra cost. Simply plug your phone in via USB, follow the setup steps, and you’re good to go.

MirrorLink

Similar to Android Auto and Apple CarPlay, MirrorLink aims to bring your mobile phone to your car’s infotainment screen. Also working via USB, it supports many Android devices and other operating systems to bring the smartphone experience on the road.

Though many current and old phones still work with MirrorLink, having been around since the early half of this decade, it’s slowly becoming a less-preferred option compared with Apple and Google’s own-brand systems.

Aux cable

Sometimes, low-tech solutions are the way forward. If your phone still has a 3.5mm jack — despite efforts by some manufacturers to omit the classic port in the pursuit of more compact designs — it’s the simplest way to get music on the go.

Simply grab an Aux cable (they can be found for pennies online), plug it into your phone and then into the jack found in your car — assuming it has one, of course. This is a solution that will be more commonly applied to older cars than those on sale now, though a handful of lower-end machines will still have an Aux port.

Supercharged cars are often some of the most exciting to drive. A common aftermarket instalment in the muscle car scene, supercharging is a great way to add power to a motor throughout the rev range, without the lag associated with a turbo.

Fortunately, some manufacturers are fun-loving enough to fit the part to their products in stock specification; these are just some of the best supercharged cars of all-time.

Dodge Challenger SRT Hellcat

When the initial wave of new-generation, retro-inspired muscle cars arrived, some were slightly disappointed by their relative lack of performance – of course, these cars were built to be modified, so perhaps they only needed to be base models with which to improve upon.

However, Dodge thoroughly responded to anyone looking for a more powerful Challenger with the 697bhp Hellcat; this 199mph behemoth is a true nightmare for rear tyres everywhere, and one of the most insane cars released this decade.

Toyota Yaris GRMN

Thoroughly fettled by Toyota’s crack Gazoo Racing outfit, the Yaris GRMN is a limited edition hot hatch that’s quickly becoming a highly desirable car after its 2018 debut.

Limited to just 600 examples, the GRMN is powered by a 209bhp, 1.8-litre supercharged engine, paired with a six-speed manual gearbox. Lauded by critics and very quickly sold out, expect examples of this hot hatch to be worth big money in years to come.

Lancia 037

A product of the iconic ‘Group B’ World Rally Championship battles of the 1980s, the 037 was a mid-engined homologation special. With a mere 205bhp, the power of the 2.0-litre supercharged engine doesn’t raise many eyebrows.

At 1,170kg, the road car’s curb weight is low, but not so low that the performance of the car was eye-watering. However, in rally trim, with weight slashed to 960kg and power touching 280bhp in later stages of development, it was one of the most fearsome cars in the sport.

Jaguar XKR-S

Sportscar, grand tourer or muscle car coupe – however you choose to define the Jaguar XKR-S, it can safely be described as a truly savage car.

Featuring a 542bhp, 5.0-litre supercharged V8 and a bodykit that added aggression and racing intent to the beautiful lines of the XK, the XKR-S quickly became revered as one of the most extreme performance Jaguars of all-time.

Chevrolet Corvette ZR1

The ZR1 nameplate has long been the performance peak of the Chevrolet Corvette line-up.

The latest version of the ZR1, based on the out-going C7 Corvette, is powered by a supercharged, 6.2-litre V8 that produces an astonishing 755bhp; the supercharger itself is 2.6 litres in capacity.

Featuring aerodynamics and tuning from the Corvette Racing outfit, the current ZR1 is a sought-after car today; if its successor is to be mid-engined, as speculation suggests, then it could one day be a very high-value car.

“Blower” Bentley 4.5-litre

Not many cars feature a supercharger exposed to the elements, but that was the case with the famous Blower Bentleys that plied their trade at the Le Mans 24 Hours in the 1920s.

The Blower was built in spite of the wishes of founder W. O. Bentley by racing driver Sir Henry ‘Tim’ Birkin. Mated to an inline four cylinder engine, the supercharger at the front of the five cars built for racing, and the 55 built for the road, is its most distinctive feature.

It never won the race it was built for, but it went down in history nonetheless.

Toyota MR2

The first-generation MR2 was a fun car as standard, but its creators at Toyota clearly didn’t think it was fun enough, as a supercharged variant arrived in 1986 in Japan, and 1988 in North America.

Producing 145bhp, this short-wheelbase, 1,131kg, mid-engine pocket rocket was certainly not for the faint of heart, even if the power figure alone isn’t mind-altering. While it never made it to Europe, some examples have been imported.

Mercedes E55 AMG

The E55 AMG was rightfully seen as a four-door rocket ship when it debuted at the 2002 Paris Motor Show.

With 469bhp on-tap from the 5.4-litre supercharged V8 engine and 700Nm of torque, the E55 performed the usual AMG trick of adding an obscene amount of power to a saloon. With the supercharger wedged between the two cylinder banks, even the engine bay of the E55 looks unhinged, and as if they crammed every ounce of power available at the time inside.

When the German firm builds crazy cars, they do it right, and the E55 is a superb example of that.

Mini John Cooper Works GP

When the end of the line came for the first of the BMW-built Minis, one last performance version was put into production at a limited run of just 2,000 units.

Essentially the GT3 RS of the Mini oeuvre, the John Cooper Works GP benefitted from a 215bhp in-line four cylinder, supercharged 1.6-litre engine. It was also helped by 40kg of weight loss, with a curb weight of 1,160kg.

Lotus Exige

A more extreme version of the Elise, the Exige first received supercharging in the form of a 1.8-litre Toyota engine. However, the current, third-generation Exige features a 3.5-litre unit, also sampled from the Japanese manufacturer.

With 345bhp on-tap – a figure that has only risen in numerous special editions – it is safe to say that the Exige has grown out of merely being a disgruntled Elise.

A new Ultra Low Emission Zone is to be introduced in central London on Monday. Designed to help reduce emissions in the city as well as cut congestion, it’s additional to the congestion charge and is likely to affect many drivers.

Here, we take a look at everything you need to know about the new zone (ULEZ) and what it may mean for you.

Where is the zone?

Initially, the ULEZ – which replaces the T-Charge – will apply to the same area as the London congestion charge, ie, inside the Inner London Ring Road.

Check out our new interactive #AirQuality map, showing monitoring and modelling data as well as the Mayor's actions on air pollution – including the #ULEZ. #LetLondonBreathe https://t.co/vJmwwlZh3y pic.twitter.com/dorI6F5hzK

— LDNMayor Environment (@LDN_environment) April 3, 2019

However, from October 25, 2021, it’s going to be extended to the area within the North and South Circular Roads. The congestion charging zone will remain the same.

When does it operate?

The ULEZ zone will operate 24 hours a day, seven days a week, every day of the year. This is in contrast to the congestion charging zone, which only operates from 7am to 6pm on weekdays and doesn’t operate on public holidays and between Christmas Day and New Year’s Day inclusive.

What will it cost me to drive in the zone?

If your vehicle is liable for the ULEZ, the fee is £12.50 a day for passenger cars – that’s on top of the existing £11.50 a day that motorists already pay for the congestion charging zone. When the ULEZ extends, you’ll be able to drive into that part of it without having to pay the congestion charge, although you’ll still have to pay the congestion charge if you drive into that particular zone.

The @TfL Ultra Low Emission Zone vehicle checker has been used more than 3 million times. Check your vehicle before ULEZ kicks off on Monday. #LetLondonBreathe

— Mayor of London (@MayorofLondon) April 5, 2019

Large lorries and vehicles over 3.5 tonnes will have to pay much more – the daily charge is £100 – and penalties are much higher as well.

Which cars have to pay?

It’s the older, more polluting cars that will be hit. To be exempt from the charge, petrol cars, vans and minibuses must meet Euro 4 emissions standards, while diesels will have to comply with more recent Euro 6 levels. Motorbikes must be Euro 3 classification or later.

With just three days to go until #ULEZ is launched, check out our new interactive #AirQuality map, showing monitoring and modelling data as well as the Mayor's actions on air pollution. #LetLondonBreathe https://t.co/vJmwwlZh3y pic.twitter.com/ExcE6pIQ4b

— LDNMayor Environment (@LDN_environment) April 5, 2019

It means that you’ll only be able to enter the zone without being charged when behind the wheel of a relatively new diesel or a petrol model in the region of 13 years old.

Are any vehicles exempt?

Some vehicles won’t be liable for the charge. Black taxis are first and foremost. Cars registered with ‘disabled’ or ‘disabled passenger vehicle’ tax classes will also be exempt – until October 26, 2025 at least. In addition, people who currently pay residents’ congestion charge payments will be given some time to replace their vehicles for ULEZ-standard models if they haven’t already.

The Ultra Low Emission Zone (ULEZ) comes into force in central London on Monday. Combined with @SadiqKhan's other policies it will transform London's air quality. These images show the improvement in levels of NO₂ particulate matter across Greater London by 2025 pic.twitter.com/WqvXZkXKEy

— Tom Copley (@tomcopley) April 5, 2019

Of course, electric vehicles and any that exceed Euro 6 standards won’t be stung for the charge either.

What are the penalties?

Failing to pay the ULEZ fee will be treated similarly to the congestion charge. You’ll be given a penalty of £160, which is reduced to £80 if you pay within 14 days. Of course, you’ll be able to appeal against the fine if you believe Transport for London has made a mistake, but you won’t be able to cite ignorance as a defence – the ULEZ will be clearly signposted at all entrances and exits.

To help improve air quality, the Ultra Low Emission Zone (#ULEZ) will be in place in central London from Monday 8 April. The daily charge runs from midnight to midnight, 7 days a week, every day of the year, within the same area as the current Congestion Charging Zone (CCZ). pic.twitter.com/lysapMA3iE

— South Bank BID (@SouthBankBID) April 5, 2019

For lorries and other large vehicles, the fine is much more severe – £1,000, reduced to £500 if paid within 14 days.

Is there an easy way to check if my vehicle meets the ULEZ standards?

There is indeed! Go to tfl.gov.uk/modes/driving/ultra-low-emission-zone/vrm-checker-ulez and enter your vehicle’s number plate details to find out if you’ll have to pay the charge.

What is it?

Seat has had a successful time of it recently. It was the fastest-growing car manufacturer in the UK last year, and has seen sales increase steadily too. This has been bolstered by the introduction of two SUV models — the Ateca and the smaller Arona — which have both gone down a treat with consumers. Now, the Spanish firm is hoping to extend its appeal with this – the Tarraco.

Sitting above the Ateca and Arona in terms of size, it’s aiming to capture the attention of those who want the sporty looks of a Seat, but with a touch more practicality – and seven seats, to boot.

What’s new?

As mentioned, the Tarraco comes into the Seat line-up as the largest SUV the firm offers. It’s underpinned by Volkswagen Group’s MQB-A long wheelbase — the same as the one you’ll find underneath the Kodiaq from sister company Skoda. It means that though the smaller Ateca is restricted to just five seats, the Tarraco can deliver three genuine seating rows, matching the number in the manufacturer’s other seven-seater, the Alhambra people carrier.

But whereas the Alhambra is about out-and-out spaciousness, the Tarraco has been designed to not only be practical, but good to drive too. It’s why you’ll find sporty driving modes fitted, along with all-wheel-drive in certain models.

What’s under the bonnet?

Our test car came fitted with the most powerful diesel on offer – a 2.0-litre turbocharged unit with 187bhp and 400Nm of torque. Here, it sends power to all four wheels via a seven-speed DSG automatic gearbox. Seat says the Tarraco, when powered by this engine, is good for a 130mph top speed and will do the 0-60mph sprint in a very respectable 7.8 seconds.

Economy-wise, it’s par for the course in this segment. The 2.0-litre engine puts out 147g/km CO2, and will return between 37.2 and 38.2mpg on the combined cycle.

There’s just one other diesel option, and that uses the same 2.0-litre lump, albeit with 148bhp. Then there’s a 1.5-litre turbocharged petrol (Seat expects this to be one of the most popular), and a more powerful 2.0-litre petrol too.

What’s it like to drive?

Seat has always pitched itself towards the more driver-orientated end of the market, and while that may make sense with hot hatchbacks, it doesn’t key in quite as well with the seven-seater, family-angled end of the segment. Fortunately, it has dialed back things with the Tarraco; the steering is relatively light around town (which makes it easy to pilot at slow speeds), while the DSG gearbox in our test car shifted smoothly when up and running – though power delivery can be a touch sluggish when going from a dead stop.

Our only issue came with the ride; the 20-inch alloys fitted to our test car may look excellent, but add a level of harshness that you don’t expect from a car of this type. We tested another vehicle on smaller 18-inch units and this helped ease the problem, though it still wasn’t eradicated completely.

How does it look?

Seat has applied some new features to the Tarraco to help differentiate it from the rest of the range, while still maintaining some degree of lineage from the rest of its line-up. It’s why the headlamps are in a similar sleek design to the Ateca, but set further back up the bonnet. And while the sharp crease line running along its flank may appear similar to that seen on the Arona, it’s longer and bolder, giving the seven-seater a more dynamic appeal.

Overall, it’s a well-executed design. The full-width brake light at the rear is certainly eye-catching, and the variety of chrome elements dotted along the car’s exterior make for a premium-looking vehicle.

What’s it like inside?

Because of its Volkswagen Group connections, the interior of the Tarraco is likely to feel familiar to anyone who has been in a current-generation Tiguan, Karoq or Golf. That’s no bad thing whatsoever; it’s very well put together, with decent materials used throughout. Chrome accents at the front of the cabin help brighten it up, while the widescreen infotainment screen gives it a high-tech feel.

But though tech is all well and good, how does the Tarraco do in an area where’s it important in this segment – spaciousness? For the most part, very well. The first and second rows are roomy, with big windows helping to give an airiness to the cabin. And while the third row of seats may not be a favourite place to be for adults, they’ll be more than enough room back there for children.

In terms of boot space, there’s 230 litres to play with when that third row is in place, rising to 700 litres with it folded down. With both third and second rows flat, there’s a huge 1,775 litres on offer.

What’s the spec like?

Seat has simplified its trim levels, and essentially eliminated any optional extras. In fact, you’re only able to add a space saver spare wheel, a tow bar or panoramic sunroom — and that’s it. Otherwise, you have to pick from one of four trim lines; SE, SE Technology, Xcellence and Xcellence Lux. Our test car was finished in the final and most luxurious trim level, which brings with it a multitude of features – though it’s worth noting that even base-spec cars get an eight-inch central touchscreen and 10.2-inch digital cockpit fitted as standard.

Xcellence Lux cars get 20-inch alloy wheels, front sports seats and a top view camera, as well as heated front and outer rear seats. In truth, the standard specification is so comprehensive that we’d struggle to see many drivers wanting for more features.

Verdict

The Tarraco may be yet another entry into the SUV segment, but it’s one well worth considering. It’s laden with standard equipment, is spacious and practical too. The ride may be harsh, but stick to smaller-wheeled versions and it’s unlikely to be troublesome to most. The diesel engine fitted to our test car fitted the character of the vehicle, and will suit long-distance drivers. However, the variety of other powertrains means there’s undoubtedly going to be one for all buyers.

Facts at a glance
Model as tested: Seat Tarraco
Price as tested: £40,090
Engine: 2.0-litre turbocharged diesel
Power (bhp): 187
Torque (Nm): 400
Max speed (mph): 130
0-60mph: 7.8
MPG: 37.2-38.2
Emissions (g/km): 147

Spring is well and truly upon us. The clocks have gone forward, the days are longer and – for the most part – there’s a little more sunshine to enjoy. And now that the worst of the weather is behind us, it’s time to make the most of the open road again.

But what to do it in? Well, we’ve put together some of the best cars to exploit it in — all for under £5,000. Take your pick…

Audi A4 Convertible

 

The Audi A4 Convertible may not be the most exciting of cars, but it ticks all of the boxes for a springtime special. There’s plenty of space for four people to enjoy the journey, and it won’t be expensive to run, either. Plus, because it’s a convertible, you’re free to enjoy the very best of the weather. And, if it turns particularly British, the folding roof does a good job of insulating the cabin from the outside.

Renaultsport Clio

As the roads get clearer, conditions dry out and the sun begins to shine there’s one thing on the minds of most motoring enthusiasts — finding some good roads and going for a proper drive. What better car to do that in than possibly the definitive hot hatch of the last decade? Renaultsport is adored for its incredibly engaging cars, and the Clio is no exception in any form — and better yet, there are loads and they’re cheap.

Mazda MX-5

One of the most famous roadsters of all time, there’s good reason why the Mazda MX-5 is so popular with enthusiasts; it’s a lot of fun, plus cheap to repair and cheap to run too. What’s more, you’ll get a tidy example for our £5,000 budget.

Toyota MR2

The Toyota MR2 follows in a similar vein to the MX-5; it’s lightweight, cheap to run and inexpensive to buy. It doesn’t offer the same practicality levels as the little Mazda, but it’ll still put a huge grin on whoever is behind the wheel. Plus, well-known Toyota build quality means you shouldn’t have too many reliability issues with an MR2 either.

Mini Cooper S

If you’re looking for fun in the springtime sun, then it’s hard to ignore the Mini Cooper S. We’re talking about the R53 Mini here; it was the first ‘new’ performance car from the brand, and proved an immediate hit thanks to sharp handling and near never-ending grip levels. Plus, it’s relatively practical too — and is still quick by new car standards.

Fiat Panda 100HP

As far as giant-killers go, the Fiat Panda 100HP is right up there. Don’t let its dinky dimensions fool you, the 100HP is an engaging, feisty and hard-cornering little sports hatch, and will provide more fun than cars costing three times the price. They also offer excellent value on the used market, and won’t cost the earth to run, either.

VW Golf R32

Back before the arrival of the now-famous Golf R, if you wanted a little more performance from your Volkswagen hatchback — over the standard GTI, that is — there was the R32. The first-generation, based on the MK4 Golf, may not have been the most accurate of cars but it was fast – and ideal for blasting away the winter cobwebs.

Jeep Wrangler

Whereas some cars on this list offer speed, and others driver involvement, the Jeep Wrangler is just about fun — plain and simple. With the roof off and the doors detached, this is one car to fully make use of the drier weather in, and it’ll handle any terrain you can throw at it.

What is it?

The Volkswagen Group is pretty good at churning out some of the best family hatchbacks in the business. Volkswagen has its Golf, Seat its Leon and Audi its A3. But where does Skoda fit into all of this?

Well, now we have this – the all-new Scala. Offering class-leading practicality, a well-built interior, loads of standard equipment and an affordable price tag, it could help to get Skoda back into the minds of family hatchback buyers.

What’s new?

Taking advantage of Volkswagen Group’s MQB platform used across the range of brands, the Scala is essentially an all-new model, and a vast distance apart from the Rapid, even if Skoda is clear to say that it doesn’t “replace” that model.

Aside from introducing a new style language, the Scala’s key improvement is the cabin, where a touchscreen size of up to 9.2-inches is offered alongside a 10.25-inch digital virtual cockpit, which are both some of the largest screens in its class. The VW Group’s latest MIB3 infotainment package is also offered, which boasts a host of new connectivity services, with scope for services such as door unlocking and parcel deliveries when using a Skoda app.

What’s under the bonnet?

There are no surprises when it comes to powertrains, with the Scala being offered with three of the Volkswagen Group’s staple engines.

The 1.0-litre petrol engine is expected to account for the vast majority of sales – particularly in 113bhp trim, which is the car we tested. The three-cylinder turbocharged unit is willing, and despite its modest power output, is still able to accelerate the Scala to 60mph in under 10 seconds, and keep going onto a top speed of 125mph.

The six-speed manual transmission is slick to shift, albeit the engine can feel a bit unrefined and noisy under harsher acceleration. It should also prove to be cheap to run, with Skoda claiming a fuel economy figure of 56.6mpg and CO2 emissions of 113g/km.

An 84bhp 1.0-litre unit and a 148bhp 1.5-litre engine round off the petrol line-up. A singular diesel unit is also offered, which delivers 113bhp and comes with the option of a manual or DSG automatic transmission.

What’s it like to drive?

Expect the Scala to offer the same level of thrills as the Ford Focus and buyers will come away disappointed – however, it’s ideal for those in the market for a comfortable cruiser.

The Scala is a refined car under steady acceleration – even at higher speeds – and delivers one of the most accommodating rides in its class. Larger alloy wheels don’t affect the quality of the ride either, and generally it’s a refreshing change for a family hatchback to be offered with such a supple and relaxing ride.

An optional ‘Sport’ mode – part of the dynamic chassis control package – which firms up the ride to deliver more thrills is also offered, although we don’t see the need to ever use it.

The steering is remarkably light and feels ideal around town, if a bit lifeless on twisty back roads. Body roll could be better controlled, and the experience just doesn’t feel quite as polished as rivals. But that’s at the expense of offering a more comfortable ride, and one we think buyers should appreciate.

How does it look?

Skoda has gone down a slightly different path with the Scala’s styling, and it’s a direction that’s worked. But sure, it’s still immediately recognisable as a Skoda with its high bonnet line, flowing lines and hexagonal-shaped grille.

Based on the styling of the Vision RS Concept shown at the 2018 Paris Motor Show, the Scala offers a sportier look than the Rapid it replaces. The Scala also offers some ‘firsts’ for Skoda, as the hatchback is the Czech manufacturer’s initial model to have the brand’s letters spelt out at the rear as opposed to a traditional Skoda badge.

Our only real gripe about the way the Scala looks, as with many new models, is that the radar sensors for the suite of safety features is poorly integrated into the design behind the front grille. It looks untidy and almost like an afterthought, despite it being fundamental to the overall design.

What’s it like inside?

The Scala undercuts the best-selling Golf in terms of price by quite some margin, but its interior doesn’t feel that way. Skoda’s rounded off the cabin with plenty of soft-touch plastics and it looks like a model that occupies a more premium sector than it does, albeit some of the switchgear feels more Primark than Prada.

All models also come with a touchscreen – a 6.5-inch unit on ‘S’ variants, with our top-spec SE L test car benefitting from the large 9.2-inch setup included as standard to the range-topping trim. It’s a classy-looking and intuitive system that houses satellite navigation and a host of safety functions, although we had a minor battle with setting up the satellite navigation, and it doesn’t feel quite as slick as past Volkswagen systems.

Offering the largest boot in its class (excluding more saloon-style bodies such as the Honda Civic), the Scala comes with 467 litres of load space, with an adjustable boot floor adding further scope. Rear seat space in the Scala is also very generous for a model of this size.

What’s the spec like?

Value has always been a selling point of Skodas, and the same is true of the Scala. The range kicks off at £16,595, or roughly the same as a mid-spec supermini these days. And despite its cheap price, plenty of kit is still offered as standard.

Gone are the plastic wheel trims you would typically find on the entry-level ‘S’ version, and instead it comes with 16-inch alloys, as well as a 6.5-inch touchscreen, LED headlights and autonomous emergency braking.

Splashing out an extra £1,185 pays for the SE, which adds even more kit.

Rounding off the range is the SE L, which costs from £19,580. This brings treats such as keyless entry, climate control, a digital ‘virtual’ cockpit and a large 9.2-inch touchscreen with satellite navigation and connected services.

Verdict

The Scala is everything we’ve come to expect from a modern Skoda. It’s good to look at, hugely practical, comfortable and yet the firm’s long-lasting principal of value remains.

It might have the better-driving Ford Focus snapping at its ankles, and it may not be as polished as the more premium Volkswagen Golf, but with such an attractively low price, it’s a hugely compelling model and deserves to be yet another sales hit for Skoda.

Facts at a glance

Model as tested: Skoda Scala 1.0 TSI 115 SE L
Price as tested: £20,385
Engine: 1.0-litre turbocharged petrol
Power (bhp): 113
Torque (Nm): 200
Max speed (mph): 125
0-60mph: 9.6 seconds
MPG: 56.6
Emissions (g/km): 113