Author: Jack Evans

What are they?

In terms of rivalries, we’ve got a pretty big one for you. In the battle for the two seater sports cars, one pair have been toe-to-toe for some time — the Porsche Cayman and the Alpine A110 — however, we’re throwing a newcomer into the mix, in the shape of the all-new Toyota Supra.

But does the new Supra, packing BMW-sourced power and technology, have what it takes to come out on top against the revered Alpine and Cayman? We’ve headed to the undulating country roads around Goodwood to find out…

What’s new?

As we mentioned, the biggest newcomer to the party here is the Supra. Sharing much of its underpinnings with the BMW Z4, it has been claimed that this latest Toyota sports car isn’t a ‘proper’ Supra, but with well over 300bhp and just rear-wheel-drive, we’d argue that it’s got more than enough on its side to wear the famous badge.

Then there’s the Porsche. The Cayman’s boxer engine has been a source of controversy for some time, given its departure from flat-sixes as usually favoured by the Stuttgart-based company. The T version adds lightness, with a stripped out feel and – as a bonus for keen drivers – a six-speed manual gearbox.

Finally, we come to the Alpine. When the A110 first arrived, there was discontent surrounding how effective it would be on the UK’s roads, and whether its Renault-sourced powertrain could do the overall package justice. It’s since become clear that the A110 is one of the most accomplished sports cars on sale today — and a real car to beat.

What’s under the bonnet?

We’ve got a myriad of powertrains to speak of here, but all share a common trait — turbocharging. The Porsche’s 2.0-litre, four-cylinder turbocharged petrol may be a departure from Porsche engines of old, but 296bhp and 380Nm of torque means it’s got enough punch to play with the big boys. Mid-mounted, it sends power to the rear wheels through — in our test car’s case — a six-speed manual.

The Alpine, meanwhile, drops under the Cayman in terms of engine capacity — just 1.8 litres rather than the Porsche’s two — and with 249bhp and 320Nm of torque it falls under both cars here in terms of outright punch. But bear in mind that this is a car tipping the scales at just 1,103kg – so the performance figures only tell half the story.

The Supra’s 3.0-litre turbocharged straight-six is a bit of a bruiser in comparison to the other engines here. Its 335bhp and 500Nm of torque, driven to the rear wheels through an eight-speed automatic gearbox, demolishes the figures put out by the Cayman and A110 — but it’s a heavier car, remember.

What are they like to drive?

Of course you can throw numbers around all you like, but the nuts and bolts of a sports car is the experience behind the wheel. And my, do we have a selection here.

It’s worth saying right off the bat that the Supra feels by far the quickest here, and given its claimed 0-60mph time of just around four seconds, compared to 4.3 in the A110 and 4.5 in the Cayman, that’s to be expected. Give the throttle pedal a decent prod and the softer suspension of the Supra is immediately noticeable as the whole car rears back before firing forwards. The engine note is smooth and quality-sounding, if lacking in drama.

The steering is quick, but not massively brimmed with feel – it means that even though it’s a sharp car to pilot through the bends, it can’t quite reward the driver in the same way as the other two here. However, that relatively squidgy spring rate does mean it’d be the go-to choice for longer journeys.

It’s in sharp contrast to the drive you’ll get out of the Cayman T. Boy, does Porsche know how to engineer a connection between driver and car, with the Cayman’s spot-on driving position, perfectly weighted steering and mechanically pleasing gearshift combining into a car which gives back as much as you can put in. There’s balance too, and though the Boxer engine may not have the sweet-sounding exhaust note of the old car, you can’t fault its effectiveness.

But then you get in the A110 and things go one step further. The steering feedback is the biggest boon here; it feels close to an unassisted rack, and it means that you have the confidence to exploit the chassis when corners come a-knocking. There’s a small degree of turbo lag from the engine, but keep the unit on boost and it’s effective — and you get excellent whistles from the turbocharger as you do, too. Alpine has also nailed the suspension setup for UK roads; it’s soft enough to take the edge off the surface, but not lazy enough to cause the A110’s body to loll around.

How do they look?

A car’s looks are, of course, quite subjective. However, it’s worth highlighting the cars which naturally drew people towards them during our day of testing.

In short, the Alpine was the one that people made a beeline for. Wherever it was parked, passers-by seemed to gravitate towards it. It could be because it remains a rare sight on UK roads, or that you’re unlikely to see anything else quite like it out and about. The striking blue exterior shade helps no end.

After that, most members of the public would be asking questions about the Supra. It was agreed between us that the Toyota’s design is a striking one, with its big haunches and double-bubble roof giving it plenty of presence. Even though there is the beating heart of BMW under the bonnet, the Supra disguises it well.

And the Porsche? Well despite being finished in look-at-me Miami Blue, the Cayman T didn’t get nearly as many glances sent its way as the other two in our trio. That doesn’t stop it from being a beautifully proportioned car, but against the sharp lines of the Supra and the out-there looks of the A110, it’s just not as exciting.

What are they like inside?

All three cars here follow a two-seater layout, so you’ll find a snug cabin, relatively limited storage space and a driver-focused dash shared between the three. However, the trio do go about things slightly differently elsewhere.

The Porsche’s cabin is an ergonomic wonder, with plenty of adjustment via both the steering wheel and seats. Though it’s starting to show its age somewhat, you can’t fault the cabin’s overall build quality – while the circular steering wheel (as opposed to the flat-bottomed versions favoured by most new cars today) feels great to use.

And though the exterior of the Supra may be far away from a BMW, the interior is anything but. The switchgear, heating and ventilation controls and infotainment system are all straight-through Munich, while the seating position feels a touch too high for the car. There’s also not that much room to rest your left leg when on the motorway.

The Alpine loses out immediately with its fixed-back seats which, though comfortable, can’t be adjusted for height. Luckily, they’re just low enough — though we’d maybe like an inch or two more drop. Overall cabin quality is the worst of the three here; the Renault-sourced plastics and buttons don’t feel anywhere near the same level as the Porsche or Toyota equivalents.

What’s the spec like?

Each car has been laden with tech, and even the lightweight Cayman T still has its infotainment system intact — it’s usually removed as part of the weight-saving package, but can be optioned back in at no extra cost. Luckily it’s a breeze to use, and the touchscreen itself is responsive and sharp to use.

The Supra’s system is almost as simple to operate, but then we’d expect that given its BMW origins. The graphics are clear, and there’s the option of accessing menus via either the touchscreen or a rotary controller dial. Both are user-friendly, with the dial a handier access point when you’re on the move.

In a similar vein to the cabin in general, the Alpine’s infotainment system is the weakest of the three. It simply can’t offer the same level of usability, and its graphics feel dated too. Even pairing a phone is a chore — something quickly dispatched by the other two here.

Verdict

It’s a tough call, this one. What needs to be remembered is why you’ll be buying one of the cars on the list. Planning on using your car for long journeys, but want to exploit the twisty roads at either end? For that, we’d argue that the Supra is the one for you.

Need a car which will deliver day-in, day-out come rain or shine? That’s where the Cayman T will play to its strengths, thanks to its ease of use and rock-solid build quality, But make no mistake, it’ll happily exploit a technical b-road just as easily as it’ll bowl to the local supermarket.

But want a car that’ll stick an immovable smile on your face each and every time you’re behind the wheel? That’ll be the Alpine A110. Interior foibles aside, the Alpine is the one to go for if you want an out-and-out, maybe-I’ll-stay-out-for-one-more-hour sports car. And as far as sports cars go, that’s what it’s all about.

Tesla has revealed that it will be offering free unlimited supercharging with any purchase of its Model S or Model X vehicles.

Despite being a service that chief executive Elon Musk previously called ‘unsustainable’, the introduction of free charging for Tesla’s top-end models will mean thousands of pounds in terms of savings for owners.

Though little information has been released regarding the details of the offer – and just a tweet via Tesla’s official Twitter page to confirm it – it’s likely that the move has been made in order to re-energise sales of both the Model S and Model X cars.

BREAKING: All new Model S and Model X orders now come with ⚡ free ⚡ unlimited ⚡ Supercharging ⚡

— Tesla (@Tesla) August 3, 2019

The announcement follows on from larger than expected losses by the American manufacturer, which posted losses of $408 million (circa. £327m) during the second quarter of 2019, despite record deliveries of its cars.

At the end of July Tesla announced that it delivered 95,365 cars and produced 87,048 cars in the first quarter of the year – an increase compared with 91,000 and 86,000 respective units in the final quarter of 2018.

Tesla’s network of electric car charging points is one of the most widespread in the world, with 290 superchargers located in the UK alone. These are backed by more than 550 Tesla destination chargers, which allow owners to top up their batteries at the end of their trip – albeit at a slower rate than the superchargers.

It’s hard to ignore the meteoric rise of the SUV. Step into any new car dealership, and you’ll find a forecourt awash with high-riding vehicles of all shapes and sizes. There’s a reason for that – people simply can’t get enough of them.

But is there another way? Is there, perhaps, a type of car which can do everything that an SUV can do, but better? We think the humble estate car is just such a vehicle – and here are five reasons why.

Driver involvement

Yes, an SUV may deliver the high-riding, king-of-the-road driving position that many people love, but they simply can’t offer the same level of driver involvement that you’ll get from an estate car.

Find your favourite twisty b-road, and it’s highly likely that you’ll have more fun on it driving an estate rather than a four-wheel-drive.

Space

Many SUVs give drivers the option of seven seats, and though on the odd occasion an estate car has also been able to seat seven, we’ll admit that they aren’t best suited to this use. However, where an estate can usually match an SUV is load area.

Because of the way they’re packaged, it’s likely that an estate will offer more than enough boot space for most occasions and, should you need more, almost all have the option to fold the rear seats flat.

Looks

We’ll admit that the imposing looks of an SUV can be appealing at times, but there’s something to be said about the way an estate car is designed – particularly when it’s hiding more performance than you’d expect.

Of course, thoughts about a car’s appearance are down to the individual, but we’d always argue that there’s something pretty cool about the way an estate looks.

Efficiency

It’s true that SUVs are becoming more efficient and that, for the most part, the time of big, thirsty four-wheel-drives is behind us. Off the bat they’re more efficient, with a lower profile and therefore a better drag coefficient.

Plus, because they’re lugging around less weight, estate cars will often use up less fuel than an equivalent SUV There are exceptions, of course, with powerful petrol estates still able to chew through fuel as well as their off-road rivals.

Variety

They say that variety is the spice of life and, when it comes to estates, that’s certainly the case. Though nearly every manufacturer does an SUVs these days, they also tend to offer an estate – so there’s plenty to choose from.

They’re not all huge, load-lugging leviathans too. There are plenty of compact estates on the market for those who want a little more practicality but without a huge increase in size.

When you’re buying a new car it can be tempting to go to town with the optional extras list. Tick a box here, tick another there and though your car may be loaded with kit, there may only be a handful there which genuinely add value to the vehicle.

So we’ve picked out some of the key things you should – and probably shouldn’t – do when you’re speccing a new car.

Want the best ride? Steer clear of larger wheels

Though it can be tempting to add large alloy wheels when speccing a new car, we’d advise against it if you want the best possible ride. Large wheels can add a crashiness to the way a car rides, so if you’re after a more comfortable drive then go for smaller alloys.

Plus, it’ll save money when it comes to replacing the tyres.

Travelling with kids? Cream seats may not be best

It’s true that cream seats help to brighten an interior up, and do give the cabin a classy appearance. However if you’re travelling with kids, cream seats may not be the best idea as they tend to show up stains and spillages.

We’d opt for a darker colour – either dark brown or black – if you want to keep the interior looking spic and span.

Don’t go for the panoramic sunroof if you – or your passengers – are tall

A panoramic sunroof can be a great way of letting more light into a car’s cabin, and it can be a welcome addition on hotter days where you’d like some wind in your hair. However, it might not be the best of options if you’re taller or often take passengers who are too.

It’s because panoramic sunroofs cut in to the amount of headroom available, which could mean that things could get quite tight for those of greater height.

Refrain from out-there colours to help resale values

Bright exterior colours do help to make you stand out from the crowd, but there’s a downside to opting for a jazzy paint scheme – it can have a negative effect on resale values.

This is particularly the case with yellow cars, which often suffer a considerable drop in price when used.

Remember shiny black trim pieces attract dust and fingerprints

A lot of manufacturers offer gloss black trim pieces for the interior of their cars, with long, flowing sections often trimmed in huge pieces of shiny black plastic.

However be warned – gloss plastic is a nightmare when it comes to collecting dust and fingerprints. Wood and textured finishers stay looking tidier for longer.

Research how your spec looks in real life, don’t just rely on how it looks in the configurator

Though it can be useful to head online when speccing a car, it’s just as important that you get a feel for how a car is in the metal. Paint colours which appear dark and drab on a screen may, in real life, appear far more vibrant than you thought too

The same goes for interior choices, and even the steering wheel size – it’s always worth sitting in a car before you buy it.

Iceland. It’s a country which, to many, will represent icy plains and sub-zero temperatures; snow-drenched mountains and the northern lights. But in summer time, it springs into life with wild rivers and vast forests making the freezing winter feel like a distant memory.

And because much of the snow and ice has melted away, wild tracks are left behind. Rutted, gravelly and strewn with obstacles, these roads are open to the public providing they’re in cars suitable to take on the job.

It makes it the perfect place to try out the new Nissan Navara – a truck famed for its off-road handling and rugged reliability. Certainly, with the Japanese firm claiming that the big one-tonne pick-up is even better on rough surfaces than ever before, it shouldn’t falter against what Iceland has to throw at it, right?

We land at Keflavik Airport, close to the capital Reykjavic. It’s grey and overcast and – despite being the start of July – pretty chilly, too. The first leg of our journey is a pretty standard meander down a normal stretch of highway; single lane roads restricted to just 90kmh (around 56mph). It feels like a snail’s pace, though it does mean that we get to drink in the Icelandic scenery as it unfurls either side of us.

At slower speeds the Navara behaves itself, displaying a fair amount of bodyroll in the bends but otherwise a distinct lack of drama. The ride at these lower speeds is jostly, but no worse than you’d expect from a car sitting on a traditional ladder chassis. There’s a touch of wind noise too, but given the Navara’s bluff grille and upright windscreen, it’s far better than you’d expect.

After the short hop along the coast we arrive at our overnight stop, and the sun is still very much in the sky. At this time of year there’s just around an hour of ‘twilight’ – it never properly gets dark. It means that when we finally retire at around 11:30 in the evening, it feels as though it could be the middle of the afternoon.

Up early next morning, and the trucks are lying in wait for us to get started. It’s a staggeringly beautiful start to the day, with vast, towering cliff faces close behind us staring a glorious flat stretch of countryside in the eye.

We’re actually surprisingly close to Eyjafjallajökull, the site of the volcanic eruption which caused travel chaos back in 2011. Fortunately enough there’s no signs of another eruption – the Navara is tough, but it’s unlikely to be able to withstand a trial by lava.

It’s quickly apparent that today’s drive wouldn’t be as mundane as the day before. We’re on tarmac for a short stretch, but our route quickly veers off from this an immediately hits rough gravel – more than manageable for the Nissan, but other less off-road-ready vehicles are already struggling as we pass them.

We scythe past the Seljalandsfoss waterfalls, and though we stop for a moment to soak up the scene, we’re quickly on the road again. The surface is getting even craggier now, with larger rocks impacting into the Navara’s tyres. We’re sending a huge plume of dust up behind us too which looks impressive, but means other vehicles give us plenty of distance.

We cross several streams and rivers (some deeper than others) and we’re amazed to see huge buses fitted with off-road tyres and lifted suspension fording the same sections with zero drama. The people on board seem just as lackadaisical – it’s as if they’re on the Megabus to Heathrow.

We’re aiming for the Basa huts and campsite – our middle stop for the day – and before long we’ve rolled into the site, crossing a small stream while doing so. Parked around us is a Smorgasbord (sorry, that’s Swedish) of off-road hardwear; lifted Nissan Patrols rub shoulders with ratty Range Rovers and several of the go-anywhere buses that we’d seen earlier. In the UK, the Navara towers over pretty much everything, but in Iceland it comes perilously close to being considered compact.

We have a brief stopover, and then it’s back to the trucks to continue on a more rugged leg of the journey. We’re in convoy now with the rest of the group (we’d been out on our own prior to this), and it means the pace has dropped, but it’s a necessary change; the terrain has become even more rutted and technical as we progress towards the edge of a large section of glacier.

From there, the route gets tougher. It varies between washboard sections of hard ground, to sandy berms and corners with a good helping of rocks and rivers thrown in for good measure. We keep the Navara in standard four-wheel-drive mode for the most part; low-range was only needed for the steepest of inclines, and even then the truck felt as though it could accomplish them without having to trouble that setting.

And soon, we’re closing in on the coast, leaving the mountains and glaciers behind. Before long sand comes into view, but it’s not white – it’s purest black, a clear indication of the island’s volcanic core. It necessitates dropping some of the air from the Navara’s tyres, to help it deal with the powder-soft sand.

With the wind roaring around us, we spike up a steep slope and come to a stop with a full view of the sea ahead. With the black sand, strong gusts and grey skies, it’s a bleak visage. The strength of the wind causes the sand to form around the Navaras lined in a row, giving each the distinct look that it’s being absorbed by the beach.

And with that, we head home. But what a commute back, with huge stretches of flat beach giving us ample room to see how the Navara copes with high speeds off-road. We dart and dive with another truck in the group, each taking turns to splash into the sea. It’s a scene to remember.

Before we know it, we’re at our overnight destination. The trucks breathe a sigh of relief, and more than a small amount of sand is deposited on the sand as we roll to a stop. It’s been a trip filled with climbs, rivers and staggeringly breath-taking scenery – and the Navara has taken it all in its stride.

A scrappage scheme is a great way of trading in your old car in order to get your hands on some new, shiny metal. It’s an incentive scheme which can help lower the overall price of a new car as well as helping to take older, more polluting vehicles off the UK’s roads.

Though there were several scrappage schemes in operation a few years ago, there are plenty still available today. They also apply to both petrol and diesel cars, meaning owners of either fuel type can trade their old car in against a new one. Let’s take a look at some available today.

Ford

Ford is one of the biggest manufacturers in the world, which means that its latest scrappage scheme here in the UK gives buyers access to plenty of new models. It’s currently offering up to £2,000 off the price of a new car when an old one is entered as part of the scheme, and this can be applied to most of Ford’s car and van range, with the exception of Zetec trim levels and the hot ST models.

To qualify, the car to be scrapped must have been registered before January 1, 2013, and the driver must have owned the vehicle for at least 30 days.

Hyundai

If you’re looking for one of the best scrappage scheme deals around, then turn to Hyundai – it’s currently offering up to £4,000 off a new model when you trade in your old motor. It applies to almost all the cars in the current Hyundai range, while that tip-top £4,000 discount applies to i30 (excluding N and N-Line models) and the Santa Fe SUV.

Eligible cars to be traded in must have been registered before October 1, 2011 and owned for three months. In addition, the new vehicle must be registered no later than the end of September.

Kia

Not only does Kia offer a range of well-priced, good to drive and brilliantly reliable cars, but it too has a scrappage scheme to take advantage of.

Models available include the Picanto, Stonic, Venga and Sportage – there’s £2,000 available off the first on that list, and up to £2,500 for the final three. The car you’re looking to trade in must have been registered before July 2012 and needs to have been owned for at least three months.
Mazda

Mazda’s scrappage scheme is one of the longest running, but by no means any less useful to the new car buyer. It’s available on any of the Japanese manufacturer’s cars that produce less than 144g/km CO2, excluding the all-new 3 hatchback. The smallest discounts are £3,000, and with the largest up to £6,000 off the price of a new 6 diesel.

The car being traded in must be have been registered by the end of 2010, and have been owned by the buyer for at least 60 days.

MG

MG’s scrappage scheme applies to just the MG3 hatchback, and the firm is offering up to £2,000 off the cost of the dinky city car. In addition, current MG owners can get an additional £500 on top of this when they trade in their car.

To qualify, the vehicle being traded in needs to be at least seven years old and owned for at least three months by the current owner.

Renault

Renault’s scrappage scheme includes the vast majority of its passenger car line-up, with cars such as the Kadjar SUV and even the all-electric Zoe part of it. Depending on model, you can get up to £3,000 off one of the models.

Both cars and vans can be traded in, providing they were registered before April 2012 and owned by the customer for at least 90 days.

Toyota

Toyota’s scrappage scheme only applies to the Aygo and Yaris models. The former sees £2,000 taken off its value in the scheme, and £2,500 from the latter. Hybrid versions are excluded, as are entry-level Active and X specifications.

Cars being scrapped need to have been registered before September 30, 2011, and owned by the buyer for at least six months. The new car must be registered before September 2019, too.

Vauxhall

Vauxhall calls its scrappage scheme ‘Trade Up’, and allows buyers to save up to £4,000 from the price of one of its new models, namely the Viva, Astra, Crossland X, Mokka X and Grandland X.

Any new car needs to be registered by September 30, 2019.

Electric car charging stations should offer contactless payment by next spring, the government announced today.

It would let people pay for charging their electric vehicle with a credit or debit card, as well as existing methods such as smartphone apps or membership cards.

Michael Ellis, future of mobility minister, said: “The government’s vision is for the UK to have one of the best electric vehicle charging networks in the world, but we know the variety of payment methods at the moment is a source of frustration for drivers.

“It is crucial there are easy payment methods available to improve electric vehicle drivers’ experiences and give drivers choice. This will help even more people enjoy the benefits electric vehicles bring and speed up our journey to a zero-emission future.”

We are adding Contactless payment to all 50kW and 150kW chargers on the @polarnetwork and will be retrofitting it to all existing Polar 50kW Ultracharge units over the next 12 months. https://t.co/uWKxL0Ik1b pic.twitter.com/3atarG4xAK

— BP Chargemaster (@BPChargemaster) July 15, 2019

The government has backed the installation of more than 20,000 public charge points across the UK, including more than 2,000 rapid chargers. There are now more places to charge an electric car than there are petrol stations.

It comes alongside an announcement by BP Chargemaster, which operates the UK’s largest network of charging sites, that it will introduce card payment options on all new 50kW and 150kW chargers from today. In addition, it will be retrofitting UK-made rapid chargers with card readers over the next 12 months.

Chief executive David Newton said: “We support the government’s vision for all new rapid and ultra-fast chargers to support contactless bank card payment.”

The initiative follows the prime minister’s announcement last week that a high-speed electric vehicle charging infrastructure needs to be developed nationally. The government has warned that it is prepared to intervene to ensure a good deal for consumers if the market is too slow to deliver improvements across the entire network.

Now that summer is well and truly upon us, keeping cool in the car takes more of an importance than it does at other times of year. Though lowering the windows, sliding the sunroof back or – in certain cars – folding away the roof completely may seem like a good option to keep the heat at bay, there’s really only one way of properly doing it – and that’s with air conditioning.

For many years it was reserved for premium cars or left to the expensive end of the optional extras list, but air conditioning is now a feature you’ll find on the vast majority of cars on sale today. Some are more complex systems than others, but all feature a myriad of buttons to help control them. But what do they all do? Let us explain.

Snowflake sign

The snowflake icon is one of the most crucial to the air conditioning’s control. Why? Well, it turns the system on, for starters. Pushing it engages the air conditioning, and kick-starts the a/c pump which draws heat and moisture out of the air before leaving it cooler than it was before.

One thing to note – you’ll have to turn the air blowers on in order for the air conditioning system
to initiate.

Auto sign

Lots of cars on sale today come with automatic air conditioning. This means that the on-board system notices the desired temperature you’ve set for the cabin, and constantly adjusts the air conditioning to ensure that this is maintained.

Some cars get dual-zone climate control too – this gives the passenger and driver the option to choose two seperate temperatures and have the car maintain them.

Sync

The sync button again applies to those cars which are fitted with dual-zone climate control. As driver and passenger can both choose separate temperatures, it can mean that one side of the car has the potential to be wildly warm and the other freezing cold.

Clicking the ‘sync’ button aligns the two temperatures – meaning the cabin will be one consistent heat rather than two.

Recirculation

Want to get your car as cool as possible? You’ll want to use the recirculation button then. It recirculates the cold air generated from the air conditioning system, and stops the warmer air outside the car from entering the cabin.

Just make sure you don’t use it when things get chilly outside. This is because the air conditioning needs to be adding fresh air to the cabin and reducing the amount of moisture inside – so fogged up windows are more likely to happen.

 

Air vents

Air vents are – obviously – the source of the air being transferred into the cabin. Keeping them clear and dust-free means you shouldn’t get any grubby air sent into the interior of your car.

Most cars get air vents with all manner of angles, meaning you’ll be able to direct the air exactly where you want it.

The Tesla Model 3 has topped the bill in Euro NCAP’s latest safety examinations, impressing in a variety of different and demanding tests.

It achieved a full five stars in the examinations, receiving a score of 96 per cent of adult occupant protection, 86 per cent for child occupant protection and 74 per cent for vulnerable road users protection.

It’s thanks in part to the Tesla’s range of safety assistance systems, including lane departure avoidance, blind spot collision warning and a speed assistance system.

The Tesla’s much-talked about AutoPilot system wasn’t assessed by Euro NCAP, though the testers have stated that it will start to rate systems in a separate programmed due for launch in 2020.

Matthew Avery, director of research at Thatcham Research, said: “The Tesla Model 3 achieved one of the highest Safety Assist scores we have seen to date. Its Collision Avoidance Assist system is first class, with its Autonomous Emergency Braking and Forward Collision Warning systems showing high levels of performance.

“Tesla has done a great job of playing the structural benefits of an electric vehicle to its advantage. Impact performance is enhanced by the absence of a mechanical engine and the car’s low centre of gravity. The Tesla Model 3 really benefits from its all electric-architecture.”

Skoda’s Scala was also praised following the tests, posting excellent scores in adult occupant and child occupant protection tests, as well as for safety assistance systems. Both the new Mercedes-Benz B Class and GLE also scored a full five stars.

What is it?

The Bentley Continental GT has long been the default choice in the luxurious grand tourer segment. And while the top-notch W12 has been retained on the new Conti, we haven’t yet seen a V8 option carried over from the older car to the new.

That’s until now. Bentley has introduced a 4.0-litre twin-turbocharged V8 engine into the Continental, promising a reduction in overall weight without any decrease in outright performance. The W12 is still available, mind you.

We’ve headed out to California to see what it’s like, and whether it changes the Continental GT experience.

What’s new?

As mentioned, the biggest difference here is that engine. We’ll get to it in closer detail further down, but for now the major changes elsewhere are subtle. There are V8 badges on the car’s flanks, while Bentley’s Dynamic ride which is standard-fit on the W12 is now an optional extra.

It’s packed with safety tech, such as active lane assist and traffic jam assist, while retaining that all-important sense of occasion that you get with all Bentleys. The interior is hand-finished, and a new revolving infotainment screen adds a sense of theatre to the cabin. But, as with the engine, we’ll get to that in a minute.

Driving the new Bentley Continental GT V8 in California today. And that’s all I’m allowed to tell you. pic.twitter.com/FlXeUawGxc

— Jack Evans (@jackrober) June 24, 2019

What’s under the bonnet?

Under the Bentley’s long, sweeping bonnet is where the biggest change lies. The new 4.0-litre twin-turbocharged V8 produces 542bhp and a hefty 770Nm of torque. It means that the Continental GT is good for a 0-60mph dash in 3.9 seconds, as well as a 198mph top speed. They’re impressive figures for what is still a large car.

It’s down to the placement of the turbochargers inside the ‘V’ of the engine for better response, as well as the car’s all-wheel-drive system which helps with traction. Power is, incidentally, sent to these four wheels through an eight-speed dual-clutch gearbox.

The engine has been placed further back than before to help with the car’s balance, while three-chamber air springs deliver the best possible ride, as well as also giving the driver the ability to firm them up for more ‘spirited’ driving.

What’s it like to drive?

Look at the Continental GT and, upon first impressions, you’d argue that its sheer size would be a limiting factor. In truth, around town its bulk does obstruct you slightly, with that long bonnet and low-slung driving position meaning low-speed manoeuvres take a little more effort. It’s what you’d expect from a car of this type, though.

But it’s with increased speed where the Bentley manages to disguise its size so well. Turn-in is brilliantly sharp, and thanks to both the wealth of torque at your disposal and the all-wheel-drive system you can pin the throttle at the corner’s exit and find it dragging itself out with brutish force. Even sharper corners feel no match for it, and then when you’re done seeing where its limits lie, it’ll settle down to a cruise in typical Bentley fashion.

It’s when you pick up the pace that things change elsewhere too. The V8 is almost fighter plane-loud in its aural assault on your ears, bellowing and crackling – it’s brilliantly full of character.

How does it look?

The new Continental GT is a well-rounded advancement on the older car in terms of looks. It’s impressive, that’s for sure, and during our time in California it caused many a head to turn and smartphone snap. The bold front headlights sit either side of a now even larger front grille, while sharp cuts help keep things interesting on the flanks.

In our eyes, the rear of the car is the weakest point. The oval lights seem at odds with the shape of the car. But looks are, of course, subjective.

What’s it like inside?

The interior of the Continental GT has been superbly finished, with high-quality leather meeting metal vents and glossy trim pieces. Ergonomically it’s spot on too, with plenty of adjustment for the driver via the seat and steering wheel.

Does it feel worth of its £148,000 base price? For sure. There are plenty of knurled controls, and the buttons have a solid feeling to them too.

Our only real issue comes from the passenger’s seat. There’s no real padding on the side closest to the driver, and a lack of grab handle near the gearstick (as you’ll find on a variety of sports cars) or in the traditional position above the window means your legs can quite often bash into the main tunnel when cornering hard. It’s a small niggle, we’ll admit, but it’s a niggle all the same.

What’s the spec like?

The biggest change to the latest generation of Continental GT is the inclusion of a 12.3-inch central touchscreen. It houses satellite navigation, media functions and Apple CarPlay smartphone connectivity too. The infotainment was a weak point for the older Continental, but this is a far better system, thanks to an easy to navigate layout and responsive screen.

And if that wasn’t enough, it rotates. Press a button and the screen turns to reveal a set of analogue dials or do without completely and leave a clean piece of wood trim there instead. It allows you to de-clutter the cabin, and it works well. It’s a little pricey, however; tick the box, and you’ll find an additional £4,770 on the car’s price.

Verdict

The Continental GT is, as the name suggests, a grand tourer first and foremost. But this V8 version goes further than that. The weight shed by swapping the W12 out for the V8 gives it genuine agility in the corners, while the engine’s refinement means it’s still got that cross-country ability you want from a car of this type.

Though many would see the W12 as the ‘top’ engine and therefore the go-to option, we’d argue the opposite is the case. The V8 transforms the Continental GT experience, and means that should you want to exploit a twisty, technical road you can. It broadens the GT’s abilities considerably, which is why the Continental GT V8 is, in our eyes, the one to go for.

Facts at a glance

Model as tested: Bentley Continental GT V8
Price: £148,100
Engine: 4.0-litre V8
Power: 542bhp
Torque: 770Nm
Max speed: 198mph
0-60mph: 3.9 seconds
MPG: TBC
Emissions: TBC