Author: Jack Evans

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

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.”