The firm’s first EV performed poorly in a number of crash avoidance tests, and it’s not equipped with a child presence detection system.
Jeep’s Avenger has been criticised by judges in the latest round of Euro NCAP safety tests.
The Avenger, which arrived as Jeep’s first electric vehicle, was scored just three stars during the recent examinations, with crash tests exposing a ‘surprising’ lack of chest protection for a 10-year-old occupant.
The Avenger is Jeep’s first EV to the market. (Jeep)
Despite the compact crossover winning numerous awards, its lack of a child presence detection system and poor performance in several crash avoidance tests with pedestrians, cyclists and motorcyclists means that Jeep’s EV lacked the safety equipment offered by rivals.
Dr. Michiel Van Ratingen, secretary general for Euro NCAP, said: “These test results demonstrate a clear lack of ambition from a car manufacturer that has shown much innovation in its car design and for a brand that is directly targeting the family segment. There is growing competition in the car industry, and Stellantis has had to take several steps to secure the future of its brands. But safety should not be where a car manufacturer makes its savings. Euro Ncap will continue to highlight shortcomings in this area, for the benefit of European car-buyers.”
Renault also missed out on top marks with its new Symbioz SUV, achieving a four star rating like its smaller sibling, the Captur. However, it was good news for other cars such as the BYD Seal-U, Subaru Crosstrek, Audi Q6 e-Tron and Ford Explorer all got a maximum five star rating with the Audi scoring particularly well for adult and child protection.
It’s now been two months since we took delivery of our Skoda Kamiq, Cameron Richards has been getting to grips with all of its features.
Believe it or not, but I’ve been living with my Skoda Kamiq now for two months and in that time I have become very familiar with it. So far, it’s fitted into my life quite nicely with only the odd irritation creeping in.
I’m going to be brutally honest from the start. I still hold a grudge for letting go of the trusty Karoq back in July, because it did everything so well in a comfortable and effortless manner. The Kamiq, on the other hand, is a great car but it doesn’t feel quite as complete as its larger sibling.
The Kamiq is a car that is very simple to navigate around. You can turn off the lane-keep assist and traffic sign recognition with a touch of a button on the steering wheel and the best thing of all – it has a traditional handbrake. Additionally, because the Skoda has been on sale for a few years now, it comes from an era where there are physical buttons to control almost everything, which coming from someone who tests the latest cars for a living, is a blessed relief.
The pop-out door protectors are a neat feature. (PA)
I love the nifty little features like the pop-out door protectors which really do help prevent bodywork damage and I’m also smitten with the parking ticket holder when a pay and display machine has to be used.
A little trip up to Surrey gave it a chance to stretch its legs a little, and for me to see how it stacks out on a longer journey. Considering we’ve got the top-of-the-line Monte Carlo trim with larger 18-inch alloys, the smoothness of its ride and the solidity of its refinement is very similar to the Karoq in that sense – with the only difference being you sit a lot lower down making it feel more like a car than an SUV. The bucket seats are surprisingly comfortable and on a sunny day, the full-length glass roof is a nice touch.
The wireless Apple CarPlay decided to blackout on me. (PA)
The only blip of annoyance that I have encountered is with the wireless Apple CarPlay, which for me is an absolute must in any car as it’s always better than the woefully poor infotainment systems from most car manufacturers. Setting off on my journey to Surrey, the screen decided to black out and did not come back on again – making me think the system had crashed (this happened on the Karoq, too). No matter what I tried, it was not playing ball and so I had to build up the courage to use the standard navigation system, which is not the greatest at the best of times. It was incredibly frustrating as I couldn’t listen to any music and there was a lot of faffing about to get the standard system on the navigation screen to work out where I wanted to go.
The full-length glass roof lets a lot of light in the cabin. (PA)
After a two-hour drive and a stop-off to see some friends, the system reset itself. After a few hours, I was reunited with Apple CarPlay, which makes me think there is a software glitch not just in this specific car, but with Skoda’s infotainment system in general as I encountered the exact same issue with the Karoq, too.
Another problem I seem to have with the car is with the DSG automatic gearbox which is clumsy and slow to respond. When accelerating away from a junction it feels hesitant to make decisions and when overtaking it can’t make up its mind what gear it wants to select. Furthermore, when driving downhill, the system wants to change down a gear, leading to the engine screaming at you – which is odd. Also, the 1.0-litre engine, which is perfectly peppy for most people, feels a little weak compared to the more muscular 1.5-litre turbocharged unit in the Karoq, however I’m still returning nearly 44mpg which isn’t too bad.
The Kamiq has encounted the dreaded M25 and A3. (PA)
I’ve still got many months left with the Kamiq, and in that time I’m hoping to take it on many more adventures. So far, I’ve been impressed with it, but I’m still not convinced that it’s as good as its bigger brother. Only time will tell whether I will bond with it as much as the Karoq.
The Peugeot 5008 has gone into its third-generation. Cameron Richards takes a look at the outgoing car to see if there is still a place for the MPV.
What is it?
(Stellantis)
The acronym, MPV, is rarely used in the automotive industry these days and that’s because of the rise and domination of crossovers and SUVs. Indeed, Multi-Purpose Vehicles have fallen out of favour with buyers more interested in sitting a little higher up.
The Peugeot 5008 is still a no-nonsense seven-seat family wagon that promises to give the comfort and practicality that an ever-growing family needs. With a new model arriving on the scene, we take a drive in the outgoing car to see if the next generation has a lot to live up to. Let’s find out.
What’s under the bonnet?
(Stellantis)
We are driving the hybrid model which comes fitted with a 1.2-litre turbocharged petrol engine mated to an electric motor. It produces a total power output of 134bhp and 230Nm of torque, while acceleration stands at 0-60mph in 10.1 seconds and it reaches a top speed of 124mph.
Other engines in the range consist of the standard 1.2-litre turbocharged petrol engine without electrified assistance. It produces a total power output of 129bhp and 170Nm of torque. Acceleration from 0-60mph is the same as in the former, however its top speed is slightly less at 117mph.
You can also get an efficient 1.5-litre turbo diesel variant that is badged ‘HDi’. Power is the same as in the standard 1.2-litre turbo petrol at 129bhp, but its torque levels increase to 221Nm. Performance is slightly less as well with a 0-60mph of 11.6 seconds, but expect fuel economy to be around 54mpg combined. All 5008s come as standard with an automatic gearbox.
What’s it like to drive?
(Stellantis)
Immediately when you get behind the wheel of this family wagon, there is no doubt that Peugeot wanted to focus on comfort as well as driver engagement with the 5008. The seats are like armchairs and do a great job of supporting you while you’re on the move. Furthermore, our test car had a massage function for the driver’s seat, to aid comfort even more.
The driving experience itself is surprisingly good for this category of car with it feeling composed around the bends and the steering has a nice weight to it. The engine has a good, sporty tone – despite it only being a 1.2-litre three-cylinder, too. Refinement is also good with little intrusion of any road and wind noise entering the cabin. Meanwhile, visibility is excellent thanks to the large glass areas making it a doddle to manoeuvre this very large MPV.
How does it look?
(Stellantis)
At the front you get the slim long LED daytime running lights and headlights that merge into the grille. At the back, you get the tiger claw effect rear taillights and fake exhaust tailpipe design that feature on the lower part of the back bumper, but overall the design is simple and inoffensive.
Our test car came with a two-tone roof and darkened alloy wheel designs which gave a classy yet sporty look, too.
What’s it like inside?
(Stellantis)
Ever since the firm’s 208 supermini was released back in 2012, Peugeot interiors have always had a sporty essence about them. Even though there is nothing performance-inspired with the 5008, you still get a small stubby steering wheel and the firm’s i-cockpit that includes a digital readout of your speed and various driving information.
The dashboard itself is angled towards the driver and there are shortcut buttons that look like toggle switches from an aircraft. The materials used throughout feel high quality and there is a nice texture cloth effect on the front door cards and above the glove compartment.
In terms of storage, with the acceptance of the pathetic glove box, you still get an incredibly deep centre storage bin under the split opening armrest, as well as two cup holders and decent sized door bins.
However, step in the back and things step up a gear. Passengers are greeted to picnic tables, storage nets on the seatbacks and large door bins located in the rear doors – while the nearside rear passenger also gets a secret underfloor storage compartment in the footwell.
Space itself is excellent with loads of head, leg, knee and shoulder room, but the third row is best suited to smaller children as the floor is fairly high and headroom is a bit of squeeze – but, at least they fold up and down relatively easily with just two levers.
Capacious is an understatement to describe the 5008’s boot capacity. As it stands with all the seats folded down at 2,042 litres – remove all the seats and the volume increases further to 2,150 litres. With the third row flattened, the capacity is still respectively at 952 litres or 166 litres with all rows in place.
What’s the spec like?
(Stellantis)
The 5008 trim levels are easy enough to comprehend as there is just Active, Allure, GT-Line Premium and GT.
All models come well equipped with even the entry-level car featuring an eight-inch infotainment screen, automatic climate control and rear parking sensors.
Our test car is the flagship GT model and it comes in at around £37,000. For that, you get leather upholstery, heated front seats with a driver’s massage function and electric adjustment, keyless entry and Apple CarPlay and Android Auto.
Verdict
It’s a shame that the production of the second-generation 5008 is coming to an end. For a vehicle competing in a rapidly declining market, Peugeot has shown that the MPV can still be engaging without compromising on practicality and looks. The third-generation car has big boots to fill to make it as good as this outgoing model.
The Prius showed the world that hybrid powertrains could become the norm. Has this latest model moved things on again? Cameron Richards finds out.
What is it?
(Toyota)
Today, the Prius is seen as the Uber taxi driver’s car of choice as it offers excellent fuel economy and low emissions while Toyota’s renowned hybrid drivetrain makes it endlessly dependable.
Launched in 1997 and here on our shores for the first time in 2000, the Toyota was the first of a petrol-electric breed that would revolutionise passenger vehicles to how we see them today.
Love it or loathe it, the Prius has been a global success for the firm, with over five million units sold worldwide. Now, this new fifth-generation car aims to be better looking and more efficient than ever before. Let’s find out if it’s any good.
What’s new?
(Toyota)
Initially, the UK was not going to receive this latest model, however, 18 months after it went on sale around the globe, Toyota decided that was a mistake and chose to offer it to us British buyers as well.
For the first time, you can only get the Prius as a plug-in hybrid, and while that may not be for everyone, it should be a firm favourite with company car drivers thanks to its lower emissions.
It uses the marque’s second-generation TNGA-C platform which helps improve on its stability and rigidity making the car more composed and better to drive.
There is also a new exterior design and the car uses the latest version of Toyota’s Safety Sense Three technology.
What’s under the bonnet?
(Toyota)
There is only one powertrain and that is a 2.0-litre four-cylinder petrol unit that comes mated with a 13.6kWh battery pack that gives a claimed 53 miles on electric power alone.
In terms of power, it produces a total of 220bhp and 208Nm of torque. Acceleration has improved over the outgoing car, taking 6.6 seconds compared to 10.7 seconds to get from 0-60mph and the top speed is 109mph. The CO2 emissions have also dropped to just 12g/km of CO2 and Toyota claims an MPG figure of around 470 to 560mpg when driving on electric power.
Recent Toyotas have been great to drive and the new Prius is no exception here. Behind the wheel, the power from the hybrid system is responsive and picks up well. The handling is neat and precise and the steering has good feedback, too. But, the skinny 195 profile tyres fitted on our test car did struggle for grip from time to time. We’re driving the cheaper Design model which sits on 17-inch wheels making the ride smooth and not too fussy over potholes and bumps. We also managed to hop into a car with larger 19-inch wheels and yet the ride still felt composed and comfortable.
What lets the Prius down is the gearbox. All versions come with an e-CVT transmission which artificially alters the revs under acceleration to make the driving experience quieter and more comfortable. But, put your foot down and the engine screams into life which transforms the cabin from being very quiet and relaxing to fairly loud and unrefined. Another issue is rear visibility, which is poor, to say the least as the sloping roofline and thick C-pillars create very large blind spots. What’s also annoying is that there isn’t a rear windscreen wiper making manoeuvrability even trickier in wet conditions.
How does it look?
(Toyota)
‘Striking’ is the word that springs to mind, and in a good way. Previous generations of the Prius have looked a little geeky and bulbous. However, this new model really has a sleek presence and looks really sporty from every angle.
The front end features C-shaped front headlights that curve from the bottom of the bonnet to the front grille, while the side profile features a sharp design curve on the lower part of the car and there are hidden rear door handles to give it a more coupe-esque look. Meanwhile, at the back, the sloping roofline improves airflow and really sets off its bold design.
What’s it like inside?
(Toyota)
The latest Prius adopts some of its interior design cues from the larger bZ4X SUV, meaning you get the same cool-looking aeroplane-styled instrument display. The dashboard design itself is attractive to the eye and it’s nice that Toyota still gives you physical buttons for the climate control. Storage is also good with lots of cupholders and a decent cubby hole under the centre armrest – plus there is a secret compartment hidden under the wireless smartphone charger, too.
However, the quality of the materials isn’t reflected in the price tag, with lots of plastics hard to the touch and this makes the whole cabin feel a little cheap in places. Step in the back and taller passengers will find that the sloping roofline eats into headspace, but knee and legroom are good, though. Boot space is also on the smaller side, standing at only 284 litres – which is almost 75 litres smaller than in its predecessor, it’s also shallow and not particularly deep either. A Kia Niro is more practical for passengers and boot space.
What’s the spec like?
(Toyota)
British buyers have it easy when choosing their Prius as there are only two trim levels.
We are driving the entry-level Design which starts at £37,315 and comes fairly well equipped. It includes a 12.3-inch multimedia touchscreen with navigation, 17-inch wheels, keyless entry and push-button start.
The flagship Excel is yours for £39,955 and boasts features such as a digital rear-view mirror, heated and ventilated seats, a powered tailgate and 19-inch alloy wheels.
Verdict
We’re pleased that Toyota has decided to bring the Prius to the UK. As a nation that has loved the previous generations, this new model will certainly be just as popular.
The added benefit of its good looks and excellent fuel efficiency levels thanks to its standard plug-in hybrid powertrain makes this new model even more affordable to run. It’s a pity that its shallow boot space and cramped rear seats don’t make the Prius as commodious as some of its rivals, but there’s no getting away from the fact that its famous nameplate will still attract new and existing customers to the Toyota brand.
Suzuki’s GSX-8S made quite the splash when it arrived on the scene last year. A new middleweight bike designed to take on the likes of the Honda Hornet in the accessible performance stakes, we came away impressed by the value that the 8S offered given how usable and exciting it was to ride.
But Suzuki isn’t one to sit back and relax, which brings us to this – the new GSX-8R. As with naming conventions used in the rest of the motoring world, the switch from ‘S’ to ‘R’ denotes a somewhat meaner, more focused model overall. But should you really choose it over the already-impressive 8S? We’ve been finding out.
What’s new?
Visually, it’s easy to distinguish the 8R against the 8S. You’ve got a new full-fairing design and this gives an immediately more focused look to this middleweight bike. But underneath that fairing, you’ve now got non-adjustable Showa forks – brought in to replace the standard KYB versions you’ll get on the 8S – and these aim to help this Suzuki deliver a slightly more focused, engaging ride than before.
At £8,899 as standard, the GSX-8R only commands a slight premium over the 8S’ £8,299 starting price. But whereas Suzuki sees the 8R as an out-and-out sports bike, the 8S is deemed more focused on the street.
What’s it powered by?
Unlike that eye-catching fairing, there haven’t been any changes to differentiate the engine for the 8R from the one in the 8S. It’s a 776cc parallel twin motor which develops a healthy 80.2bhp and 78Nm of torque – decent figures for a relatively compact, lightweight bike. All 8R models come as standard with a quickshifter, too, which is a paid-for feature on most of this Suzuki’s rivals and is something which helps to make it an even stronger proposition value-wise.
Four-piston Nissin brakes provide the stopping power for the 8R, while as standard it wears Dunlop Roadsport 2 tyres. Via the main screen, there are three engine power modes to choose from, too, and you’ve got three settings for the traction control as well. They’re easy to move between using the controls on the handlebars, too, and makes for a simple way of tweaking the bike’s setup while you’re on the move.
What’s it like to ride?
The small changes that have been made to the 8R make a noticeable difference. It feels sharper and keener through the bends, digging into the tarmac to encourage you to push a little harder each time. The torquey nature of the engine means that it’s a bike which enjoys longer, sweeping corners most of all, while the easy quick-shifter makes blipping up and down the gears a breeze.
Longer trips aren’t too painful, either, though the screen does tend to direct quite a lot of the airflow towards the top of your head, particularly when you’re on the motorway. The seat is pretty comfortable, too, though we found that the aches and pains did start to creep in after a few hours of riding – though this is no touring bike, after all.
How does it look?
With that new fairing, the 8R brings quite the feeling of an old-school racer wherever it arrives. There are three colourways to choose from – Metallic Triton Blue, Metallic Matt Sword Silver and Metallic Matt Black – and while the blue is definitely the most eye-catching, there’s something quite appealing about the undercover black shade. Silver 8R models get contrast red wheels, too, which do add some extra presence to the motorcycle.
It’s a good-looking bike in the metal, that’s for sure, and one which will no doubt get people talking wherever you arrive.
What’s the spec like?
The GSX-8R’s price is very competitive and while rivals like the Triumph Daytona 600 might undercut it at £8,595, you won’t find a quickshifter included as standard like it is on the Suzuki. Elsewhere, there are plenty of features to keep things interesting. A five-inch TFT display is included as standard and it’s clear and easy to read, while the switches on the handlebar have a nice chunky feeling to them, even if the plastic they’ve been made with feels a little cheap.
The LED headlight which is fitted as standard casts a wide beam and is usefully powerful when you’re riding at night. As with most Suzuki motorcycles, you can add a variety of extras to the 8R, too, including an integrated USB charger for topping up devices while you’re on the move. At £40, it’s not an extra which will break the bank, either.
Verdict
There seemed little need to improve on the GSX-8S recipe, but you can see how the changes that Suzuki has made make the 8R a different kettle of fish. For those who like a keener, responsive middleweight motorcycle it’ll be spot-on and while not as hardcore as some rivals, it’s a good option for those who like to still have some comfort left in the background.
If you’re less bothered about track times then the 8S still makes for a very fine choice, but if you’d like to move a little more quickly – and feel even more involved when you do it – then the 8R is definitely worth checking out.
There’s a fair amount of prestige swirling around Honda’s Africa Twin. For decades now, it has been seen as one of the go-to adventure bikes in the class, offering long-distance comfort coupled with the ability to head off the beaten track at any given moment.
But as adventure bikes have risen in popularity, so the Africa Twin’s competitors have become more numerous. With such fierce rivalry, is the Honda still the one to go for? We’ve been finding out.
What’s new?
More than three decades have passed since the first Africa Twin hit European roads and in that time it has become more tech-heavy and focused. For 2024, the Africa Twin gained a number of crucial changes, including a number of chassis tweaks and the availability of Showa Electronically Equipped Ride Adjustment technology on all models, rather than just range-topping versions.
A new, enlarged and five-way adjustable screen is a key new addition to help boost visibility and decrease the impact of the wind, while the inclusion of Apple CarPlay allows you to mirror your smartphone’s screen on the main display while controlling it via the handlebar-mounted switches. It all aims to make the Africa Twin even easier to live with over those long-distance trips.
What’s it powered by?
As before, the Africa Twin gets a 1084cc parallel twin engine at its very core and while total power remains at 101bhp, maximum torque has been increased by seven per cent to a total of 112Nm. Plus, this torque is now delivered earlier in the rev range, making the Africa Twin more keen to overtake, even in a higher gear. Honda has also made some revisions to the ECU settings and valve timing to extract as much potential from the engine as possible. An 18.8-litre tank means that the Africa Twin should manage those long-distance trips easily, too.
As on the previous Africa Twin – and like the bike we’re testing here – there’s a Dual Clutch Transmission available on this latest model. Honda has also refined this system, with the gearbox shifting down a little earlier than before and detecting corners more keenly.
What’s it like to ride?
Make no mistake, the Africa Twin is a big bike. At its top, you can have an 870mm seat height, though there is the option to drop it to 825mm if you’re a little shorter. We chose to bring the seat height down – this rider stands at just under six foot – and it made the Africa Twin a little more accessible and less intimidating overall. Once you’re off, the Africa Twin’s excellent balance inspires confidence and it’s easy to move around, even at low speeds. You sit high, naturally, and this gives you a good view of the road ahead. Without any boxes or panniers fitted the Africa Twin doesn’t feel too wide, either, so filtering is far easier than you might expect.
The DCT gearbox does take some getting used to. Of course, the lack of any clutch lever feels strange initially and taking control of the gears via the handlebar-mounted shifters is another area of learning to take on board. You do soon get up to speed with it, but on occasions, you feel as though the bike is in too high of a gear – though this can be helped by selecting a sportier riding mode on the main screen which sharpens the shifts and allows the bike to hang on to gears a little longer.
How does it look?
The Africa Twin certainly makes an impact wherever it goes. The slightly zany styling which is so synonymous with this motorcycle continues on these latest models and it’s good to see that it’s still just as mad-looking as ever. There are just two colourways to choose from – Grand Prix Red and Matt Ballistic Black Metallic – but with its contrast gold wheels, we do have to say that the former looks the business when you see it in the metal.
As with any adventure bike, the Africa Twin is available with a wide range of accessories to tailor it to any journey you’re planning. Engine and knuckle guards can be added as an option, alongside a variety of stickers and rally pegs. Through a series of optional packs, it’s not hard to make the Africa Twin look bespoke to you.
What’s the spec like?
Prices for the Africa Twin kick off at £13,249, or £15,949 for a version equipped with both DCT and the aforementioned electronic suspension kit. You do get plenty of standard features for the money, mind you, including cruise control, self-cancelling indicators, full LED headlights and a 6.5-inch TFT display which, as mentioned, gets Apple CarPlay and Android Auto via a wired connection.
After that, the sky is the limit price-wise. As we’ve touched on, there is a great variety of packs available and though these do add to the versatility of the Africa Twin, expect this bike’s price to crank up if you start getting gung-ho with the options list.
Verdict
The Africa Twin feels more accomplished than ever. In truth, it didn’t need a whole lot of change, but some tweaks and changes here and there have helped to make it even more rounded than before.
We’d argue that it’s worth taking a good test ride if you’re looking at a DCT version – it can feel a little bit alien, to begin with – but once you’re over the initial strangeness, it’s easy to see why this transmission has proven so popular.
As we head into the electrified future, the internal combustion engine is endangered, but can decarbonising the process be a way to keep it alive?
The motoring industry is undergoing one of the biggest revolutions in its history. Not only are we seeing the demise of the internal-combustion engine in favour of battery powered vehicles, but there are opportunities for other alternatives to become viable to power and decarbonise transportation.
One option is sustainable fuel, which, unlike fossil fuel, is made from renewable materials.
Sustainable fuels are made up of renewables such as animal waste. (Mazda – Dave Smith)
There are several different types of the substance. They can be a second generation of biofuels, which is made from agricultural waste such as straw, by-products from crops and food manufacturing or synthetic called e-fuels which are made from a combination of captured CO2 and hydrogen.
Switching from fossil fuels to sustainables could reduce carbon emissions by up to 80 per cent, according to the government’s Renewable Fuel Statistics report in 2019. Furthermore, it’ll mean that conventional cars can be kept on the road for longer which also benefits the environment without needing to unnecessarily throw perfectly working cars away to build new ones.
The journey started at Land’s End and finished at John O’Groats. (Mazda – Dave Smith)
Mazda recently took every iteration of its MX-5 on a road trip from Land’s End to John O’Groats. The four cars were all running on sustainable fuel to showcase that any engine can run on the liquid and cover long distances without any issues. It was also a celebration of the beloved sports car’s 35th anniversary.
But, is there a reason why we haven’t seen a mass adoption of this fuel yet? And what is the difference between sustainable and synthetic alternatives?
We have spoken to Becky Mann, who works for Coryton Sustain Fuels to give us some clearer ideas of what to expect from the future.
Does an internal combustion engine need any modifications to run on the fuel?
“No alterations are needed to either the cars or the forecourts that serve them. Sustain fuels offer a drop-in solution for everyday road cars which would typically run regular pump unleaded petrol. Sustain classic (available to the public from Motor Spirit) is specially formulated for classic vehicles but can be used by any vehicle which runs on petrol. It can be mixed with fossil fuel, with no issues at all and has less than one per cent ethanol content.”
Could we see this fuel replace fossil-fuels in the future?
“We certainly believe that sustainable fuel should play a role in our transition away from fossil-fuel, offering a drop-in solution for our existing fleet and infrastructure. Of course, there’s no silver bullet to the environmental challenges we face, we need to work towards using the right technologies for the right applications.
“However, we will have ICE vehicles on our roads for many decades to come, so it makes sense to try and tackle the emissions from that fleet.”
The total driving distance was 1,088 miles. (Mazda – Dave Smith)
What’s the difference between sustainable fuel and synthetic e-fuels?
“There are three types of sustainable fuel. Sustain is an advanced biofuel that includes second generation agricultural waste. Biofuel is made by fermentation of plant-based material, hydrotreatment or esterification of plant based-oils. First generation uses crops as its source of biomass, the second generation uses waste as its source of biomass and the third generation uses microorganisms as its source of biomass.”
She added: “Synthetic fuels are a set of hydrocarbon fuels made using CO, CO2 and hydrogen via syngas and Fischer-Tropsch-type processes. E-fuels are a subset of synthetic fuels relying on renewable energy to power the process to harness CO/CO2 and hydrogen. Recycled carbon fuels are fuels produced from fossil wastes that cannot be avoided, reused or recycled. Its feedstocks include industrial waste gases and the fossil-derived fraction of municipal solid waste such as non-recyclable plastic.”
How can we drive down the cost of sustainable fuel to bring it to the mass market?
“Like anything, there are economies of scale – so if demand increases, costs will reduce. We’d also like to see government support for this as there has been for other green initiatives, which could help the industry to scale up and bring down costs. Bear in mind that a large proportion of fuel cost is made up of tax – fuel duty.”
What are Sustain Fuels goals for the future?
“To continue our mission to create a cleaner future through innovation, expertise and the expansion of our Sustain brand.”
The firm’s flagship model comes with mild-hybrid or plug-in hybrid power and sits alongside the new electric EX90 in the range.
Volvo has uncovered a heavily revised version of its flagship seven-seat SUV – the XC90.
The second-generation car was launched back in 2015, but nearly a decade on the Swedish firm has decided to improve the SUV with revised styling, equipment and powertrains.
The updated model features new alloy wheels and darkened rear taillights. (Volvo)
The exterior features a new front grille with slimmer headlight design and there are new alloy wheels and darkened tail lights. The interior incorporates a new dashboard with reshaped air vents and an 11.2-inch infotainment screen.
All versions come with all-wheel-drive and an eight-speed automatic gearbox as standard. As with the old car, a choice of mild-hybrid and plug-in hybrid versions are available.
The entry-level 2.0-litre turbocharged four-cylinder petrol engine badged ‘B5’ produces 247bhp and 360Nm of torque. It can power the car from 0-60mph in 7.5 seconds. A more powerful 2.0-litre ‘B6’ petrol engine, meanwhile, comes fitted with a turbocharger as well as a supercharger which enables power to increase to 295bhp and 420Nm of torque and enables a 6.5 second 0-60mph time.
It has a new dashboard design. (Volvo)
The plug-in hybrid badged ‘T8’ comes with the same engine as the ‘B6’ but has the added benefit of being assisted by an 18.8kWh battery pack and electric motor – which takes power to 449bhp and 709Nm of torque, while 0-60mph takes 5.2 seconds. Additionally, the car can do a claimed 44 miles on electric power alone.
Jim Rowan, CEO of Volvo Cars, said: “Our hybrid flagship has been one of our best-selling models for years and it’s still a favourite among many customers. Whether it’s comfort, space, luxury, versatility or hybrid efficiency you look for, the XC90 delivers on all accounts.”
The new XC90 is available to order now with expected deliveries to commence towards the end of this year. Prices start at £63,790 and rise to £72,650 for the plug-in hybrid model.
Volvo has abandoned its ambition to sell only fully electric cars by 2030.
The Swedish company announced on Wednesday it is now aiming for 90-100% of its global sales to be either pure electric or plug-in hybrid at that point.
It said this will “allow for a limited number of mild hybrid models to be sold, if needed”.
Volvo’s previous target, set in 2021, was for all its cars to be pure electric by 2030.
Volvo, majority-owned by China’s Geely, attributed the change in policy to a “slower than expected” rollout of charging infrastructure, the withdrawal of government incentives in some markets and “additional uncertainties” created by recent tariffs on electric vehicles.
Volvo Cars chief executive Jim Rowan said: “We are resolute in our belief that our future is electric.
“An electric car provides a superior driving experience and increases possibilities for using advanced technologies that improve the overall customer experience.
“However, it is clear that the transition to electrification will not be linear, and customers and markets are moving at different speeds of adoption.
“We are pragmatic and flexible, while retaining an industry-leading position on electrification and sustainability.”
Society of Motor Manufacturers and Traders figures show Volvo’s XC40 – a mild hybrid sports utility vehicle – was the fourth most popular new car in the UK in July, with 3,055 registrations.
Labour has committed to reverse then-prime minister Rishi Sunak’s decision in September last year to delay banning the sale of conventionally fuelled new cars from 2030 until 2035.
Comedian Rob Beckett destroyed a set of vehicle and electric gate keys by accidentally microwaving them before a trip aboard.
Thieves try to gain access to a car by hooking on to its key’s signal while the key is in the owner’s home then using a laptop or similar device to send the information back to the vehicle to unlock it.
In theory, storing a car’s key inside a microwave can help block the signal it emits – which is what Beckett decided to do.
Speaking on the Parenting Hell podcast that he shares with fellow comedian Josh Widdicombe, Beckett said he put his keys in the microwave to stop criminals from cloning them.
“If you put it in the microwave and shut the door, it blocks it out because of the metal in there,” he said. Beckett had been getting ready for a holiday trip aboard and in the midst of all the preparations, placed the keys in the appliance forgetting that the machine’s timer still had a minute left.
“My microwave, if you’ve used it and there is still a minute left on there, whatever you put in there starts to cook.
“I’m stressed. I’m overwhelmed. I’ve taken on too much. And do you know what I did? I microwaved every single key I own. Every single key and fob I microwaved.”
“I was making a drink and I thought, “I can smell fire but a different fire”. And I looked in the microwave and there was a rainbow colour of smoke.”
Sadly, Beckett wasn’t able to get to the microwave quickly enough to save the keys from damage.
“The actual metal on them didn’t melt ’cos they weren’t in long enough. So, the BMW car key – dead. Two sets of gate keys. Both Honda car keys. They’re gone.”
Beckett said that replacing the BMW keys had already set him back £200 but he didn’t know how much the rest would cost to change.
What is car key cloning?
Car key cloning has risen prominently in recent years, taking advantage of the growing number of cars with wireless keys. Essentially, thieves ‘hack’ into the signal that is transmitted by a key – even when it’s inside a home – using a ‘relay’ box placed outside the vehicle owner’s house to boost the signal and trick the car into thinking that the key is nearby.
The thieves can then unlock the doors, gain access and start the engine to drive the vehicle away.
How can you prevent car key cloning?
While a microwave can block a car key’s signal, it isn’t the handiest place to put it – as Beckett found out to his cost. Instead, a ‘Faraday’ pouch or box is a much safer bet. These can block a key’s signal and provide a handy place for you to keep your car keys stored away when they aren’t in use.
