Author: Jack Evans

Vast swathes of the UK’s road network are being transformed into ‘Smart Motorways’. The government cites them as the solution for congestion, with the hard shoulder being used as a live lane and overhead gantries displaying variable speed limits with cameras enforcing them.

Highways England says the introduction of Smart Motorways has ‘increased journey reliability’ as well as reducing personal injury accidents. But this new network requires a new way of driving, as well as a better understanding of what the overhead signs mean. Let’s take a look.

Are there different types of Smart Motorway?

That’s right. Though the overall objective of the scheme is to improve congestion, there are different types of Smart Motorway dotted throughout the country.

The first is a controlled motorway. This retains its hard shoulder, which can be used in the event of an emergency.

The remaining lanes are subject to variable speed limits. These are displayed on overhead gantries, and enforced by speed cameras. If no speed limit is displayed, then the national speed limit is in place.

Then there are all lane running sections of motorway. This means that all lanes of the motorway are live, and there isn’t a section of hard shoulder. In the event of an incident, a red ‘X’ is displayed above the closed lane. Any driver who ignores this could not only be getting into a dangerous situation, but subject to a £100 fine and three penalty points on their licence. Again, overhead speed limits are enforced by cameras.

Finally, you’ve got a dynamic hard shoulder. While sounding like an 80s prog-rock band, this section means that the hard shoulder can be opened to live traffic during periods of congestion. A solid white line still signifies the hard shoulder’s location, but those overhead gantry signs will display whether or not it can be used by traffic. It shouldn’t be used if the signs above the lane are blank or displaying a red ‘X’. Again, this is enforced by the overhead cameras.

What happens if I break down on a motorway with no hard shoulder?

Breaking down on the motorway can be stressful and potentially dangerous at the best of times, but what happens if the worst happens on a Smart Motorway with no hard shoulder?

M25 J5-J7 smart motorway has been in operation for 3 years and we publish an annual summary of its effectiveness – latest here: https://t.co/eNHl2D1XpT. Its introduction there has seen improvements in traffic flow and no degradation in road user safety.

— Highways England (@HighwaysSEAST) November 18, 2018

Should you begin to suffer with vehicle difficulties, look out for an emergency refuge area (ERA). These are denoted by blue signs with an orange SOS telephone symbol, and are dotted at 1.5 mile intervals along the highway.

If you fail to get to an ERA in time, you should attempt to get onto the verge (providing there is no barrier), switch on your hazards and exit the vehicle via the nearside door safely. If you can’t get to the nearside of the motorway safely, stay in the vehicle with your seatbelt securely fastened.

If you’ve been able to get out of the car, contact Highways England via one of the phones placed in the ERA. However, if you can’t exit the vehicle, you need to call 999 from your mobile.

Can I get caught for speeding even if a limit isn’t displayed above the road?

This has been a point of contention for some time. Highways England states that: “All mandatory speed limits are enforced by police, as is the national speed limit of 70mph when no speeds are shown. If you break the speed limits you will be caught.” The best advice is simply not to exceed the speed limit.

Do Smart Motorways actually work?

According to Highways England, Smart Motorways are helping to keep roads moving. Published statistics say that journey reliability has improved by 22 per cent and, as mentioned, personal injury accidents have been reduced by more than half. Highways England also says that where accidents did occur, their severity was much lower overall.

Aston Martin has given a first look at its all-new DBX SUV during rigorous testing.

The new car, which is to be built at Aston Martin’s new, state-of-the-art facility in St Athan, south Wales, has been put through gruelling testing on a Wales Rally stage, marking the start of the ‘real world’ tests it will undergo.

These will see it taken to the world’s harshest environments to ensure that it is up to any challenge before being fully revealed in the last quarter of 2019.

Andy Palmer, Aston Martin Lagonda president and group chief executive officer, said: “Seeing a DBX development prototype in action is a momentous chapter in the story of our first SUV, for it is the moment it really comes alive. DBX is so much more than ‘just’ an SUV; it will be the first model built at our brand-new facility in St Athan. As such, it is very much the start of a bold new era in the company’s long history.”

The DBX has been given its own dedicated test programme to ensure that it meets its go-anywhere targets. It’s being designed to not only build on the sporting heritage that comes with the Aston Martin name, but also deliver the off-road capabilities that are expected of a cutting-edge SUV.

Matt Becker, Aston Martin chief engineer, said: “We have already developed and tuned DBX in the driving simulator, which has enabled us to make excellent progress in advance of the first physical prototype cars being available.

“Still, it’s always a big day when you get to put the first actual miles on an early prototype and I’m delighted with the near-perfect correlation between the simulator and this prototype.”

Jaguar has created two F-Type Convertible rally cars to celebrate the brand’s sports car heritage.

The vehicles were put through their paces at the Walters Arena rally stage in the Vale of Neath, paying homage to the original Jaguar XK120 of 1948, which completed three consecutive Alpine Rallies in the early 1950s.

The pair of rally-spec cars are powered by the same 2.0-litre turbocharged petrol engine that features in the production vehicle, but have been upgraded to full FIA specifications.

This means they benefit from higher-spec brakes and suspension, along with race seats boasting six-point harnesses, bonnet-mounted light pods and a fire extinguisher. A protective roll cage has also been fitted.

Hand-built competition dampers allow the traditionally road-based sports cars to tackle gravel tracks and jumps, while motorsport-specification wheels and tyres give a better grip on loose surfaces.

Both cars take their design inspiration from the new F-Type Chequered Flag Limited Edition vehicle.

Ian Callum, Jaguar director of design, said: “The opportunity to design a rally car doesn’t come along very often, so I was fascinated to see how we could take our modern-day sports car to a similar character.

“These models are a fitting tribute to the XK120 and all the great Jaguar sports cars since its reveal 70 years ago, including the latest F-Type Chequered Flag Limited Edition.”

A Bugatti Chiron created entirely from Lego bricks has made its UK debut in London this week.

The driveable model, which is made up of 1,000,000 individual pieces, was joined at the launch at H.R Owen’s dealership in Mayfair by a real-life Chiron.

Though the production Bugatti is capable of hitting a 261mph top speed, its model stablemate delivers a somewhat slower figure of 18mph – partly because of its robust 1.5-tonne weight.

After making its debut, the Lego Chiron will be embarking on a tour of three further locations throughout the UK.

Built over 13,000 man hours, the Lego Bugatti features a functional speedometer built entirely from Lego pieces, and even incorporates a functioning rear spoiler. An incredible 2,304 Lego motors have been used in order to get the car moving, too.

Lena Dixen, senior vice-president of product and marketing for the Lego Group, said: “This life-size model is a first of its kind in so many ways, and with it we wanted to push the boundaries of our own imagination.

“For over 40 years, Lego Technic has allowed fans of all ages to test their creativity with a building system that challenges them to go beyond just creating new designs – to also engineer new functions. It’s a fascinating example of the Lego Technic building system in action and its potential for creative reinvention.”

There are no plans to put the scale model into production – though those wanting to recreate it could theoretically head to a Lego shop and buy the pieces to construct it.

The Lego Bugatti Chiron will be at Westfield London in Shepherd’s Bush tomorrow, followed by Westfield Stratford on November 3 and finally Bluewater Shopping Centre on November 8.

Big changes have come in the way that new cars are tested for fuel economy and CO2 emissions.

The Worldwide Harmonised Light Vehicle Test Procedure — or WLTP, for short — will be a new measure for these things. But what exactly is it, and what does it mean for car buyers? We explain…

What is WLTP?

WLTP is a measurement which manufacturers must use to test fuel consumption, CO2 emissions, carbon monoxide emissions (CO) and nitrous oxide (NOx) on new vehicles, as well as the number of particulates.

WLTP replaced NEDC (New European Driving Cycle), which last saw an overhaul way back in 1997.

What does that mean for me?

Unlike NEDC, which uses lab conditions to simulate driving, WLTP is based on real-world data and theoretically gives more realistic figures than those of its predecessor.

Simply put, figures manufacturers claim your car can achieve will be more within reach than ever before — although as the cars won’t be bombing down the M1 or stuck in Camden traffic at 5pm during the test procedure, don’t expect them to be exact.

So, what happens during a WLTP test?

The WLTP test will be longer in time and length than the NEDC in an effort to provide more realistic results.

The WLTP test is 30 minutes long and covers 14.4 miles. It includes a mixture of conditions and environments – such as urban, city, rural and motorway driving. By comparison, the NEDC test was 20 minutes long and 6.8 miles in length – covering just two types of roads.

The WLTP trial will also vary depending on the type of vehicle being tested and will change on account of a vehicle’s power-to-weight class. Whereas the NEDC had a fixed gear-shift point, the WLTP test will have different point to change gear according to the vehicle. It will also consider lower test temperatures than that of the NEDC as well.

When did WLTP come into force?

Brand-new vehicles introduced by manufacturers since 2017 have been required to undergo the WLTP tests, though every car on sale since September 1, 2018, must have met the requirements. As a result, many models have seen recent overhauls, and some have even been quietly dropped from line-ups.

Does this affect electric cars and plug-in cars?

Yes, plug-in hybrid vehicles (PHEV) and all-electric cars will also be tested under WLTP rules, which means you can expect more realistic electric ranges, alongside more accurate fuel economy figures for PHEVs.

Hybrids are a little more complex as they will be tested numerous times with various charges on their batteries, from full to empty. This should give a better indication than some of the inflated figures that manufacturers claim plug-in hybrids can achieve.

Could my road and company car tax increase if my car is found to be less efficient?

While manufacturers have to meet WLTP requirements from September, the figures won’t have to be publicly published until 2020 due to the complexity of testing every engine and trim level on each car.

As a result, NEDC figures will still be used as the basis of working out road tax charges and Benefit in Kind company car tax bills for now.

This also means that you won’t see any increases initially when buying new as the government has yet to clarify when these will be changed — and any tax changes will only affect cars registered from 2020 onwards. Cars purchased until then will also be unaffected.

How will efficiency figures be stated?

Currently, NEDC figures are reported ‘urban’, ‘extra-urban’ and ‘combined’ fuel economy figures. That’s going to change though, with WLTP using ‘low’, ‘medium’, ‘high’, ‘extra high’ and the ‘combined’ to state fuel efficiency figures.

Big changes have come in the way that new cars are tested for fuel economy and CO2 emissions.

The Worldwide Harmonised Light Vehicle Test Procedure — or WLTP, for short — will be a new measure for these things. But what exactly is it, and what does it mean for car buyers? We explain…

What is WLTP?

WLTP is a measurement which manufacturers must use to test fuel consumption, CO2 emissions, carbon monoxide emissions (CO) and nitrous oxide (NOx) on new vehicles, as well as the number of particulates.

WLTP replaced NEDC (New European Driving Cycle), which last saw an overhaul way back in 1997.

What does that mean for me?

Unlike NEDC, which uses lab conditions to simulate driving, WLTP is based on real-world data and theoretically gives more realistic figures than those of its predecessor.

Simply put, figures manufacturers claim your car can achieve will be more within reach than ever before — although as the cars won’t be bombing down the M1 or stuck in Camden traffic at 5pm during the test procedure, don’t expect them to be exact.

So, what happens during a WLTP test?

The WLTP test will be longer in time and length than the NEDC in an effort to provide more realistic results.

The WLTP test is 30 minutes long and covers 14.4 miles. It includes a mixture of conditions and environments – such as urban, city, rural and motorway driving. By comparison, the NEDC test was 20 minutes long and 6.8 miles in length – covering just two types of roads.

The WLTP trial will also vary depending on the type of vehicle being tested and will change on account of a vehicle’s power-to-weight class. Whereas the NEDC had a fixed gear-shift point, the WLTP test will have different point to change gear according to the vehicle. It will also consider lower test temperatures than that of the NEDC as well.

When did WLTP come into force?

Brand-new vehicles introduced by manufacturers since 2017 have been required to undergo the WLTP tests, though every car on sale since September 1, 2018, must have met the requirements. As a result, many models have seen recent overhauls, and some have even been quietly dropped from line-ups.

Does this affect electric cars and plug-in cars?

Yes, plug-in hybrid vehicles (PHEV) and all-electric cars will also be tested under WLTP rules, which means you can expect more realistic electric ranges, alongside more accurate fuel economy figures for PHEVs.

Hybrids are a little more complex as they will be tested numerous times with various charges on their batteries, from full to empty. This should give a better indication than some of the inflated figures that manufacturers claim plug-in hybrids can achieve.

Could my road and company car tax increase if my car is found to be less efficient?

While manufacturers have to meet WLTP requirements from September, the figures won’t have to be publicly published until 2020 due to the complexity of testing every engine and trim level on each car.

As a result, NEDC figures will still be used as the basis of working out road tax charges and Benefit in Kind company car tax bills for now.

This also means that you won’t see any increases initially when buying new as the government has yet to clarify when these will be changed — and any tax changes will only affect cars registered from 2020 onwards. Cars purchased until then will also be unaffected.

How will efficiency figures be stated?

Currently, NEDC figures are reported ‘urban’, ‘extra-urban’ and ‘combined’ fuel economy figures. That’s going to change though, with WLTP using ‘low’, ‘medium’, ‘high’, ‘extra high’ and the ‘combined’ to state fuel efficiency figures.

What is it?

To add another offering in the varied small saloon segment, here’s the Volvo S60 – a compact four-door from the Swedish brand designed to take on the likes of the Mercedes C-Class and the upcoming and all-new BMW 3 Series. It’s based on Volvo’s Scalable Platform, and therefore shares its underpinnings with the XC90 and V90, to name just two.

It’s also the first car to be built in Volvo’s new manufacturing plant in Charleston, USA – a possible reflections of the brand’s concerns surrounding America’s potential change to import tariffs. We’re testing it here in range-topping T8 Polestar Engineered specification.

What’s new?

The standout feature of this latest Volvo is the complete lack of any diesel option. That’s right, this is the first car in the modern Volvo range to lack an oil-burner as an engine choice, leaving just petrol and plug-in hybrid offerings instead. It reflects Volvo’s push towards electrification – and to clarify, that means the use of petrol and hybrid offerings – not just solely electric powertrains.

Many of the latest design features that we recognise from current Volvo vehicles have been carried over the S60 – though we’ll come to these in a little more depth later – while the interior has also been treated to plenty of plush materials that we’ve come to expect from the manufacturer.

What’s under the bonnet?

This top-of-the-range T8 Polestar Engineered S60 utilises an in-line four-cylinder petrol engine which is both supercharged and turbocharged. This is linked to a rear-mounted electric motor which drives, unsurprisingly, the rear wheels. Combined, they produce a substantial 399bhp and 430Nm of torque, which can push the S60 to 60mph in 4.5 seconds and onwards to a 155mph top speed. Despite this performance, and thanks to the inclusion of hybrid assistance, Volvo claims that the T8 will return 134mpg combined while emitting just 48g/km CO2.

This Polestar Engineered T8 benefits from a series of high-performance parts, too. Look closely and you’ll see six-piston Brembo brakes peering out from behind 20-inch forged wheels, while Ohlins adjustable dampers have been fitted too. There’s also a bump in power over the regular T8 – around 15bhp more, in fact.

What’s it like to drive?

We tested a conventionally powered T6 (an engine yet to be confirmed for the UK) prior to our time in the more powerful T8, and it proved to be a good basis for its pokier stablemate. The lower-powered car’s steering, though lacking any real feedback, is well weighted and direct, giving the S60 plenty of agility in the corners. The T8’s engine response is linear and predictable, with the combination of combustion and electric unit blending seamlessly to provide effortless forward progress. It’s punchy, too, particularly from a dead start where the electric motor and its instantaneous torque makes itself known.

The ride is a little firm, in all honesty – even the standard S60 on regular suspension felt a touch jostling even on smooth Californian canyon roads – and the T8’s firmer setup only exacerbated this. We’d argue towards a smaller wheel size to help remedy this – the Polestar’s 20-inchers are a touch too large, in our opinion.

How does it look?

If we were honest, the looks of the S60 aren’t groundbreaking – but that’s simply because they play so close to the other cars in the range. The front ‘Thor’s Hammer’ headlights are present and correct, while the lights are the rear could have been the units taken from the larger S90, but put on a hot spin. It is, again, a minimalistic and thoroughly Scandinavian design, and it looks particularly good in the flesh.

It’s an agile, taut design – and alludes the S60 to a far sportier ethos than that of Volvos of old. Would we like it to be a little more exciting? Perhaps. But in this segment, playing it safe isn’t a particularly bad thing, particularly when you consider the understated designs that have been coming from German rivals.

What’s it like inside?

It’s business as usual in the cabin of the S60, but this is something we’re quite happy about. So far, the cabins of the XC90, V90 and XC40 – to name but three – have been exceptionally well put together, and this has, thankfully, been carried on over to the S60. It’s a beautiful blend of high-quality materials and well-executed tech, and everything feels built to last. The large central touchscreen dominates the interior, and this is complimented by the central screen in between the dials in front of the driver. There’s plenty of headspace for those sat up front, while those in the back do equally well.

The boot is decent too, offering up 442 litres of space with the rear seats in place. It’s slightly less than that of the Mercedes C-Class, which offers 480 litres of seats-up load area.

What’s the spec like?

Though full specifications of the S60 have yet to be confirmed, the Polestar Engineered-spec cars we tested came fitted with a host of equipment, including a full satellite navigation system, Bowers and Wilkins stereo and nappa leather upholstery.

We’ll have to wait and confirm closer to the car’s full launch as to what is standard with each specification – though expect a strong amount of tech to accompany this range-topping car.

Verdict

The S60, even in standard form, is an excellent alternative to current and forthcoming German rivals. It’s well built, beautifully finished and looks good out on the road – even if its design plays rather safe. This T8 Polestar Engineered model makes a particularly strong case for itself, thanks to its combination of strong performance and good economy figures. We’ll have to wait and see what Volvo expects customers to pay for this model – though we’d reckon at the mid-£50,000 mark – to see its value-for-money, but off-the-bat impressions are good – and rivals had best be worried.

Facts at a glance
Model as tested: S60 T8 Polestar Engineered
Price: £55,000 (est)
Engine: 2.0-litre supercharged and turbocharged four-cylinder
Power: 399bhp
Torque (Nm): 430
Max speed (mph): 155
0-60mph: 4.5
MPG: 134
Emissions (g/km): 48

Uber has launched a plug-in grant as well as a scrappage scheme to help its London-based drivers make the switch to an electric vehicle.

They will be able to claim up to £4,500 off the cost of a new electric vehicle, thanks to the grant funded via a ‘clean air fee’ of 15p per mile, to be paid by customers on all London journeys from 2019.

It will be based on how many miles the driver covers in the capital. Someone using the app for an average of 40 hours per week could see around £3,000 worth of support towards a new electric vehicle in two years.

Dara Khosrowshahi, chief executive of Uber, said: “The Mayor of London has set out a bold vision to tackle air pollution in the capital and we’re determined to do everything we can to back it. Our £200 million Clean Air Plan is a long-term investment in the future of London aimed at going all electric in the capital in 2025.

“Over time, it’s our goal to help people replace their car with their phone by offering a range of mobility options – whether cars, bikes, scooters or public transport – all in the Uber app.”

The firm is also introducing a diesel scrappage scheme, which will be open to anyone with a pre-Euro 4 diesel-powered car who lives in London – not just Uber drivers.

Anyone eligible for the scheme will receive £1,500 of credit to spend on Uber journeys. However, just 1,000 incentives are available – meaning those who qualify for it will need to be quick in order to take part.

Uber is also partnering with home charging suppliers such as BP ChargeMaster, EO Charging and EVBox to make more affordable charging options for drivers using the app, to make replenishing their electric vehicle’s battery at home quicker and more efficient.

Grand Tour presenter Jeremy Clarkson has warned of a ‘terrifying’ future for petrolheads, with the current trend towards driverless cars, ownership schemes and electric vehicles a death knell for the traditional car enthusiast.

Clarkson was speaking at the inaugural Motor Awards, accepting his title of Motoring Personality of the Year. In traditional Clarkson style, he launched with a quip – “what a surprise!” before launching into his vision of the future.

“It’s interesting that we’ve come here tonight and we’re competing, seeing whether the Seat is better than the Vauxhall or the Ford or the Nissan. But the truth of the matter is… is that the world is changing, really really fast.

“It isn’t so much as which car you should buy, as used to be the case. It’s now becoming much more ‘how will we actually get about’? It’s becoming an interesting debate in the motoring world.

“Will we actually own cars at all? It’s a terrifying prospect for all of us, but it’s one that may well be coming. Who knows what we’re going to do about it.”

Clarkson has been an outspoken critic on several new car technologies in the past. He recently described autonomous vehicles as ‘dangerous’, writing in the Sunday Times magazine: “I drove a car the other day which has a claim of autonomous capability and twice in the space of 50 miles on the M4 it made a mistake, a huge mistake, which could have resulted in death.”

He’s also not a fan of car-sharing, writing in an old Top Gear column: “The idea of sharing a car in a morning with anyone other than Terry Wogan fills me with dread. So the idea of sharing my ‘car’ with people I don’t even know, people who may have germs or smelly bottoms, is truly terrifying.”

Motorists could be invalidating their insurance policies with even the simplest of modifications to their cars.

That’s according to GoCompare, which said that just 1.6 per cent of drivers declared modifications to their insurance providers, potentially invalidating their insurance and leaving them susceptible to fines and penalty points.

Anything classed as non-standard on a car is deemed a modification, with equipment such as uprated exhaust systems, suspension changes and tow bars all included.

Non-standard alloy wheels are also covered under the modifications banner, along with tinted windows and air filters.

Even specialist paintwork or stickers can be classed as modifications by insurers.

Matt Oliver, spokesman for GoCompare car insurance, which commissioned the study, said: “While modifications may ring bells of the bygone boy racer, it’s worth remembering that insurers don’t just class body kits, exhaust systems or suspension changes as vehicle modifications.

“The average used car buyer could find there are modifications they’re simply not aware of. Typically, modifications are anything which isn’t standard on a car, which could include alloy wheels, a satellite navigation system or even tinted windows – so it’s always worth checking what the factory standard is for your model of car to avoid landing in hot water when it comes to making a claim.

“Under two per cent of drivers are claiming to have car modifications, but we estimate this figure to be much greater, which leaves potentially millions of drivers open to invalidating their insurance and having their claims rejected.”

The survey revealed that alloy wheels, suspension alterations and tow bars were among the most popular modifications actually declared by drivers.

The figures were based on data from the Society of Motor Manufacturers and Traders, along with quotes generated by GoCompare between March and September 2018