Author: Jack Evans

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.

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.

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.

Back in the late 1940s, several people decided that a nearby airfield – known as RAF Silverstone – would be ideal for a little bit of impromptu motor-racing. It was bare-bones to begin with, but since that time the circuit has gone on to become the home of British motorsport – and the host of the British Formula 1 Grand Prix to boot.

And though those intrepid racers may have had to dodge sheep, and poor road surfaces, they never had to deal with an icy surface framed by solid, deep snowbanks. At least we’re pretty sure they didn’t.

But recently some clever people in Sweden thought that an all-ice version of the UK’s most famous circuit may be a good thing. Which is why, every year, they carve a replica version of Silverstone into a frozen lake in Arjeplog. Completely to scale.

In fact, it’s not the only track to be carved out of the otherwise desolate area. Here, you can lap the Nurburgring GP circuit, Yas Marina and even Paul Ricard – all framed by snow banks and maintained almost as fastidiously as the real thing. Oh, and for those hoping to see a car sinking ever-so-slowly into the icy depths, you’re going to be disappointed – the ice is almost a metre thick.

And speaking of cars, we should probably discuss our vehicle for this particular adventure. It’s Skoda’s latest Kodiaq vRS, a 237bhp, hotter version of the Czech brand’s popular SUV. Yes, we’ll admit it may not be the best suited car to conventional track driving, but out in -24 degrees with limited traction, the car’s four-wheel-drive system and suite of driving modes make this car a more sensible circuit option.

Before we traded swapped Northamptonshire for somewhere more Nordic, we set a lap time around the real-life Silverstone for comparison. The Kodiaq did admirably well; the brakes managed several laps without cooking, and the punchy diesel engine did an excellent job of bringing the car up to speed in a decent enough time. One of the standout aspects was the body control; the vRS comes fitted with adaptive chassis control, and it managed to keep the Kodiaq far flatter in the corners than you’d expect, particularly given its near-1,900kg kerb weight.

We set a lap time (though we’re not going to disclose it just yet), and readied to try the whole thing again on a slightly less grippy surface.

As we arrived at Lake Uddjaur, the temperature was reading a balmy -27c. It was so cold, in fact, that there was ice forming on the inside of the windows. Needless to say, it was ‘big coat’ weather.

We got a feel for the conditions with a series of handling courses; driving on ice and snow is always an odd sensation to begin with, particularly when you’re piloting a car fitted with tyre studs, like our Kodiaq was. There’s a lot of traction to begin with, and it’s only once you slowly enter a corner that the rear begins to rotate around you – though the ESP systems in the vRS did a good job of keeping the car on the straight and narrow.

Last Friday I drove the Kodiaq vRS around Silverstone circuit. Today, we’re driving it around a Silverstone carved into a frozen lake. Also, look at this sunrise! pic.twitter.com/qdymCpoqSm

— Jack Evans (@jackrober) January 15, 2019

Warm-up sessions complete, it was time to take to the Silverstone Circuit.

With a lack of visual references, and no grandstands, barriers or curbs to give you an indication of where you actually are, the first few laps are a little disconcerting. The corners sweep up unannounced, and Hangar Straight feels almost unbelievably long – we were still able to hit well over 100mph before needing to stamp on the anchors.

However before long we start knitting bends together, using the natural rotation of the car to guide you around the corner before leaning on the Kodiaq’s four-wheel-drive system to propel you on the low-friction surface. The ice is etched with grooves to give the tyres a little more to grab on, but it’s still perilously slippery – trying to walk on it is a tricky task, let alone drive on it.

And then, just like that, it was time to come in. My tarmac Silverstone time was 2:59 (I don’t claim to be a racing driver), while my icy circuit took a little longer at 4:27. Though it did require a little more time to travel around the frozen version of Britain’s most famous race track, it’s the one I’d pick to go around again; sure, clipping the same apexes as Lewis Hamilton has done before has its charm, but going sideways around them on snow and ice? That takes some beating.

When colder conditions arrive, few people realise the effect they can have on a car. Without a proper knowledge of how chilly temperatures can alter a vehicle’s set-up, you could quickly find yourself in trouble – or be hit with a repair bill. Here, we look at what changes when you drive in wintertime.

Battery problems

You may have driven your car throughout the summer and found it starts on the button at every turn of the key. However, without checking your battery, you could quickly find yourself unable to start a car once temperatures drop. Lower temperatures put added strain on the battery and cause it to be less efficient – which is why when the weather gets colder, you may find that an older battery is unable to start a car.

Tyre pressures can drop

Colder temperatures can cause tyres to lose pressure. This is particularly dangerous, as under-inflated tyres don’t return the best braking or traction levels – both of which are crucial in winter conditions. Ensure that you check your tyre pressures regularly and inflate them if they are low.

Wipers aren’t as effective

With the increase of grit and salt on the roads, you may find that your wipers aren’t as effective as they were in warmer and driver conditions. This is particularly noticeable when the blades are old. Replacing them is the best solution to smeary, ineffective wipers.

Spark plugs misfire

Because cold weather can cause an engine to struggle starting, it puts pressure on certain components. One of the first to be affected are the spark plugs. If the plugs aren’t firing effectively, it can mean the engine won’t crank and therefore won’t start. Make sure the spark plugs in your car have been checked and, if found to be working inefficiently, replaced.

Fluids can thicken

When outside temperatures fall below freezing, a car’s fluids can thicken and, as a result, work less effectively. How do you avoid this? The best way is simply to run the car for five to 10 minutes before driving away, ensuring it is warmed up properly.

Exterior panels take a beating

During the winter, grit and salt on the roads are whipped up and can take a toll on your car’s bodywork – and grimy windscreen can prove dangerous, too. This is why it’s important to keep washing your car with fresh water throughout the winter period – even if it doesn’t feel like the best time to take a bucket and sponge to your motor!

Car tax rates are due to change April 1, bringing with them a series of additional charges to nearly all drivers. Car tax is categorised into several different bands, with different owners paying different amounts depending on vehicle emissions.

Fortunately enough, we’ve waded through the figures to tell you just how much could be added to your tax.

The Autumn budget from 2018 stated that “from 1 April 2019 VED rates for cars, vans and motorcycles will increase in line with RPI.” The changes have come into play to account for inflation.

Petrol and diesel cars

In truth, it’s not all doom and gloom for most motorists, with cars registered between March 1, 2001 and March 1, 2017 only seeing a maximum of £15 added to their annual rate based on their specific emission levels.

Those drivers who use a car registered between these dates which emits below 120g/km will not see any increase in the amount they pay.

Vehicles with CO2 emissions ranging from 121-130g/km up to 166-175g/km will find an extra £5 added to the amount they pay.

If your car tax is due why not spread the cost of vehicle tax and pay by Direct Debit? Find out more at: https://t.co/9prSVdLvVY pic.twitter.com/zOa00er4N9

— DVLA (@DVLAgovuk) January 8, 2019

Meanwhile cars with emissions ranging from 176-185g/km up to 201-225g/km will pay an additional £10, while those cars sitting in the highest emissions bracket will have £15 added.

Owners of zero-emissions vehicles won’t have to pay a penny extra, however.

Pre-March 1, 2001

Cars registered before March 1, 2001 are taxed based on engine size. Those vehicles with an engine under 1,549cc will be accompanied by a £150 a year tax charge (in total), while those over 1,549cc will cost £245 a year to tax. There has been no information released as yet to state whether or not these rates will rise on April 1.

New cars

It’s buyers of new cars which will be stung the most by the changes. For the first year after purchase, cars that emit more than 191-225g/km CO2 will pay £40 more, with cars emitting between 226-255g/km £55 more.

Cars that emit over 255g/km CO2 will pay £65 more.

If your new vehicle falls under the £40,000 mark then you need not worry about any premium car charges. However, if it’s the same or over this, then you’ll now pay £320 annually – up from £310. This is payable from years two to six of ownership, and takes into account the car’s value including options, before any applied discounts.

Volkswagen Commercial Vehicles has designed a way for van drivers to get fit following the festive period.

Many people head to the gym at this time of the year after a spell of overindulgence, but it can be difficult for busy van drivers to fit in the time to keep fit – particularly as they spend an average of 2.89 hours a day behind the wheel.

To help make exercising a little easier for van drivers and tradespeople, Volkswagen has devised an exercise regime that uses everyday tools and van body panels.

Although a survey of 500 van users by Volkswagen Commercial Vehicles found that the average driver aims to exercise at least twice a week, and one in 10 say they follow a healthy diet, it can still be tough for those behind the wheel to spend enough time active.

That’s why VW says a range of exercises – from ‘bumper dips’ to ‘panel push-ups’ – could help to get the blood pumping when out on the road.

Sarah Cox, head of marketing for Volkswagen Commercial Vehicles, said: “Our brand promise Working With You is devised to keep customers and their businesses moving forward, and that goes beyond just the health of the vehicle.

“It’s all part of putting our customers first, and this unique programme could see Volkswagen Commercial Vehicles Working Out With You in 2019!”

Up first is a cable skip for 30 seconds, followed by 30 seconds of rest. This is repeated 10 times.

Then there’s the toolbox squat and raise for 10 to 20 reps. The driver has to hold a toolbox out in front of them and squat from the knees with back straight and feet flat. Then they need to stand up straight and raise the toolbox above their head and repeat.

Third is a pipe clean and press for 10 to 20 reps. Put a section of pipe on the floor and bend down while keeping the back straight. Pick up the pipe and lift it to chest height, before pressing it overhead with straight arms.

Seated wrench curls are up next, again for 10 to 20 repetitions. Open the side door of the van and sit on the edge. Take a wrench and lift it from waist to shoulder while keeping the body still. Repeat while alternating between hands.

Finally, there are panel push-ups. The driver should place their hands on the bumper, facing the van in a traditional press-up position, then they need to lower themselves towards the bumper before pushing back up. This should be done for between 10 and 20 reps.

The festive season means a lot of things. Mince pies, Christmas trees and, in the UK at least, lots of traffic on the roads.

However, you needn’t sit in congestion for hours on end. That’s not to say that it won’t happen – but here are some hints and tips on how to ensure you hit as little traffic as possible.

Plan ahead

It may sound obvious, but planning ahead can make a huge amount of difference to your journey times. Looking at the route you plan to take before you get in the car means you’ll have a better idea of alternative routes too, should you need them.

It also takes a little stress away from the trip – knowing exactly where you’re going makes things better in the long run.

Avoid peak times

Again, another obvious one. Avoiding peak times means you’ll likely miss the bulk of the traffic, though it may mean some early starts or late nights.

Travelling first thing in the morning can be a good option – just ensure you miss the middle of the day, at which time most people will be getting behind the wheel.

Use technology

We have a wealth of technology right at our fingertips, ever-ready to help us avoid potential traffic catastrophes. There are several good traffic-related smartphone apps available at the moment, which can give you real-time updates about traffic status, roadworks and lane closures.

Using these radically affects how quick and easy your drive is – and most of them are free, too.

Radio

Yes, even though smartphones are cutting-edge, there’s still something to be said for the humble radio. For one, almost every car has one (Caterham drivers read elsewhere now), and a lot of available stations provide frequent traffic reports.

The only issue with radio updates (compared to smartphone apps), is the lack of immediacy. By the time a station has reported on traffic, you could be stuck in it already.

Check weather reports

This one isn’t so obvious. It’s always worth checking weather reports for the area you’ll be travelling through and towards, in order to avoid any hazardous weather conditions.

How does this apply to traffic? Well poor weather slows down traffic, and often causes congestion build-ups – things you can avoid by simply checking beforehand.

What is it?

In terms of new car introductions, a replacement for the BMW 3 Series is a pretty big one. The 3 is, after all, one of the firm’s biggest sellers, not only in terms of private buyers but fleet users too. Since the 3’s introduction in 1975, BMW has shifted more than 15 million units worldwide, so this latest model arrives on the market with a fair amount of weight on its shoulders.

However, thanks to new engines, a redesigned interior and claimed sharper driving dynamics, this 3 Series should be able to live up to its predecessor’s reputation. We headed to Portugal to see if it can.

What’s new?

BMW has thrown the works at this new 3 Series to ensure it matches up to the likes of Audi’s A4 and the dynamic Alfa Romeo Giulia. As such, an upgraded and lighter chassis resides underneath the car, while a wider track and lower centre of gravity combine to help the 3 remain as dynamic as possible.

The new 3 Series also features A-pillars filled with foam, along with a windscreen made from acoustic glass to aid the car’s overall refinement levels, making it as quiet and as comfortable as possible to ease longer journeys behind the wheel.

What’s under the bonnet?

It’s the big boy. New 3 Series today. Not allowed to say a single thing about it. Other than, well, it’s the new 3 Series pic.twitter.com/rb6DI9Jw0Y

— Jack Evans (@jackrober) November 21, 2018

We got behind the wheel of the 320d – arguably one of BMW’s most popular powertrains available with the 3 Series. It sees a 2.0-litre four-cylinder diesel put under the bonnet, sending 187bhp and 400Nm of torque to the rear wheels via an eight-speed automatic gearbox. BMW claims that it’ll return 67.3mpg combined, while emitting an impressively low 110g/km CO2.

Performance will be brisk enough for most, with a claimed 0-60mph time of 6.9 seconds and a 149mph top speed both on par for the segment. Those after a little more performance will likely opt for the punchier 330i petrol, which complements the diesel when the car goes on sale next March.

Our test car was also fitted with M-Sport suspension, which offers a drop in ride height for a sharper cornering experience. An adaptive suspension setup will also be available at launch.

What’s it like to drive?

The 3 Series, throughout its various incarnations, has always been able to offer whoever was behind the wheel an involving and dynamic drive – even relatively subdued versions such as this humble 320d. Does this latest car do the same? In conclusion, yes – however, it does so in quite a different way to 3 Series of old.

The steering feels reasonably quick compared with the outgoing car, and although there’s the familiar lack of feel that we’ve come to expect from modern cars, it’s still a wonderfully easy car to pilot through the bends. It’s backed up by a surprising lack of body roll, and despite the ride being relatively firm at low speeds, it settles down at higher ones.

The one thing that stood out was the overall sense of refinement. The cabin is kept hushed at almost all speeds, thanks to the increase in soundproofing throughout the car, as well as the acoustic windscreen – although our car was fitted with optional acoustic side windows too.

How does it look?

It’s undeniably a 3 Series to look at in some areas – the big kidney grilles remain, as do the slightly flared arches. In many places it appears like a 5 Series that’s been put through a hot wash – the front air intakes bear a striking resemblance to the larger car’s, as do the headlights. Overall, it’s a pretty design and one that is perfectly in proportion. It does appear to be quite colour-dependent, however. The striking blue some of our test cars were finished in gave the car a lot of impact, while white versions tended to blend into the background.

You can upgrade the look of your car with a range of M-Performance parts, with intricate alloy wheel designs and more prominent splitters available to give your 3 Series a more dynamic look. In truth, we’d argue that it looks great without any additions, though.

What’s it like inside?

BMW has evidently worked hard to make the interior of the 3 Series as high-quality as possible. There are premium materials to be found throughout the cabin, and though some of the switches around the gearstick feel a touch low-rent, it’s a very pleasant place to be. The seating position remains spot-on, just as it always has in the 3 – something we’re very pleased about.

A change we’re not so pleased about, however, comes in the form of the dials. Traditionally an area in which BMW has been king, the complex new digital display replaces the older 3’s beautifully clear readouts. It’s nowhere near as easy to read, and makes even checking your speed or fuel levels a lot trickier than it needs to be.

What’s the spec like?

With the fleet market making up a lot of the previous-generation 3 Series’ sales, the new version needs a decent level of standard equipment to make it a more appealing prospect to business users. Fortunately, BMW has delivered in this respect. Base-spec SE cars benefit from 17-inch alloy wheels as standard, along with adaptive LED headlights, heated front seats and a reversing camera, among other options.

Our car came with larger 18-inch wheels, as well as an electric glass sunroof and BMW’s LaserLight headlights. That last feature is one we’d thoroughly recommend, as they provide a superb amount of visibility at night.

Verdict

The BMW 3 Series needed to be good. Competitors such as the Audi A4 and Mercedes C-Class both offer the premium driving experience that drivers are after in this segment, and the BMW had to deliver that along with the all-important dynamic driving style that its name has been built on.

Fortunately, it has delivered, both in terms of the way it drives and the way it’s been put together. Both inside and out, the 3 Series feels like the rounded and accomplished product that it’s always been, and there’s little doubt this latest model will be just as successful as the one it replaces.

What is it?

Ford’s range-topping Edge SUV brought all-American looks to UK shores back in 2016, and its uptake was reasonably strong. To continue its popularity, Ford has refreshed it for 2018, adding an updated design as well as a new engine and gearbox too. Though SUVs are ten a penny these days, Ford hopes that the Edge’s aggressive looks, strong equipment levels and roomy interior will ensure it stands out from the crowd. However, is it able to? We’re in Sweden to find out.

What’s new?

Make no mistake, this is no ground-up remodeling. Very much the facelift, the new Edge isn’t groundbreakingly different to the car it replaces, but this doesn’t mean that Ford has just fitted a new grille to the old Edge and left it at that. Yes, the looks have been refreshed, but there’s also a fresh bi-turbo diesel under the bonnet, along with a new gearbox too.

To keep things current, Ford has also graced the Edge with a range of cutting-edge assistance systems, along with its latest in-car technology. Improved refinement has been put high up the list of priorities too, which is why there’s a variety of features now included in the Edge to help keep things as quiet and as comfortable as possible.

What’s under the bonnet?

As mentioned, one of the key additions to the new Edge is this 2.0-litre bi-turbo diesel engine. Despite being relatively small in terms of capacity, it produces an impressive 235bhp and 500Nm of torque, which is driven to the wheels via an eight-speed automatic gearbox and Ford’s ‘Intelligent’ all-wheel-drive system.

Ford claims that this engine can return the economy figures that you’d expect from smaller diesel, while pushing out far more power than you’d traditionally get. It seems that it’s achieved that, too; a claimed 40.9mpg combined is good for a car of this size, yet it’ll still hit 60mph in a respectable 9.4 seconds before reaching a top speed of 134mph. Emissions, however, still seem quite high at 180g/km CO2.

Myself and @JFossdyke delivering the honest consumer research everyone wants and indeed needs. Props to @Stuart_Price for this one pic.twitter.com/gnICikAxIf

— Jack Evans (@jackrober) November 28, 2018

What’s it like to drive?

We test drove the Edge in range-topping Vignale spec, which rides on standard suspension. For those after a slightly sportier ride, then we’d opt for the newly-introduced ST Line version – this adds a sports suspension kit.

On the roads of our Swedish test route, the Vignale remained composed and unflappable. Even certain snowy and icy patches failed to unsettle it, with the car’s all-wheel-drive system shuffling power around all four wheels to maintain traction. Thanks to the inclusion of Noise Cancellation Technology it’s also very quiet when travelling at speed, too.

It’s worth mentioning that since the majority of our test route was conducted on snowy or icy roads, we’re going to have to wait to get the car in the UK to report back on its full dynamics. Initial impressions are good, however.

But the biggest feature is that new engine. Smooth and refined, it gives the Edge a far more premium drive than before. It’s also punchy, and when matched with the new (and very good) eight-speed automatic gearbox makes whisking the Edge up to motorway speeds an effortless task.

How does it look?

Though the Edge is a relatively new addition to the UK’s roads, it’s been on sale in America for some time now and this certainly shows when it comes to the car’s styling. It’s big, brash and square – but it does look good in the metal. Certainly, the new grille and revised rear lights give it even more presence than it had before and the 20-inch polished alloy wheels fitted to our test car only added to this.

How does it stack up against rivals in terms of looks? Pretty well, actually. Whereas many other manufacturers are leaning towards rounded, smooth designs the Edge’s blocky appearance does give it a certain amount of appeal. It’s likely to divide opinion, but that’s not such a bad thing in the SUV segment.

What’s it like inside?

As the top-of-the-range trim line, the Vignale specification means you get an interior with all the bells and whistles. There’s stitched leather on the dashboard, quilted leather heated (and cooled) seats and even illuminated kick plates. But the key aspects of the interior which you’ll find on all Edge models are good; there’s a great sense of airiness inside the car, while those in the back are treated to plenty of leg and headroom.

Cubbies and storage areas are plentiful, and though it’s let down in some areas by poorer quality plastics (the pop section at the top of the dashboard feels particularly flimsy) the cabin feels solidly made and of a good quality.

Because of its large overall size, the Edge can offer a cavernous boot too. There is 602 litres of space back there, which can be expanded to an impressive 1,847 litres by lowering the rear seats.

What’s the spec like?

Base Titanium specification Edge models are fitted with a strong amount of standard kit, with features such as 18-inch wheels, LED headlights and heated front seats all included as part of the car’s £36,995 price tag. At this price, the Edge makes a fair bit of sense – though it does come with the less powerful diesel engine driving just the front wheels alone.

Rocking in at £46,995, the Vignale does get all manner of extras over the base model. A leather-trimmed steering wheel, chrome roof rails and Matrix Adaptive LED headlights do make it stand out from the rest of the range, but these aren’t features which drastically alter the package.

Verdict

When close to its entry price, the Edge makes a lot of sense. It’s comfortable, good to drive and can provide an awful lot of useable space – both in the cabin and the boot. The new bi-turbo engine suits the package down to the ground, and we’d argue that it’s easily one of the best features of this updated Edge. However, when the price tag nudges near the £50,000 mark the Edge doesn’t tally up quite as well, particularly when you consider how many premium offerings are currently on the market. Go for a low to mid-spec version and you may walk away with the keys; any higher than that and you may find a better deal elsewhere.

Facts at a glance

Model: Ford Edge Vignale
Price: £46,995
Engine: 2.0-litre diesel
Power (bhp): 235
Torque (Nm): 500
Max speed (mph): 134
0-60mph: 9.4 seconds
MPG: 40.9
Emissions (g/km): 180