Author: Jack Evans

The prominent infotainment screen on Tesla’s Model 3 became an issue for one owner recently, after police mistook the vast display for a laptop computer strapped to the dashboard and pulled them over.

Tesla owner Jon Hall recorded the incident via his rear-facing dashcam, which captured the moment a police motorbike pulled him over to tell him “you’re not allowed to have your computer mounted on there.”

The display in the Model 3 is one of the largest in the business, at 15-inches and mounted in landscape orientation in the centre of the dash. It’s second only in fact to its siblings – the Tesla Model X and Model S, which both use 17-inch, portrait-mounted displays.

That hefty display is necessary though, as it not only shows sat-nav and media but controls all of the car’s functions and even functions as a gauge cluster.

Luckily for Hall, he was able to explain the screen’s functions to the traffic officer, explaining: “This is stock with the car. This literally is my only centre console. I can’t remove this – it’s how I control my air-conditioning.”

The officer appeared interested in the car, asking whether it was capable of ‘other computer functions’ and apologising for the unnecessary traffic stop.

Passed your driving test recently? First of all, congratulations. Second, you’ll probably be wondering which route you should take for your first car.

There are some brilliant deals around on brand-new cars, especially if you opt for the finance route – but for most, the first car is a used model, purchased outright with savings and perhaps with a bit of help from mum and dad.

The ideal first car has a few factors. First of all, it should be easy to drive for a newly-minted motorist – nobody wants to step out of their test and into something that’s difficult to manoeuvre. It should also be cheap to maintain, repair and — most crucially — to insure. Premiums on young drivers are the highest in the business, and key to keeping prices down is buying a car in a low insurance group.

But that doesn’t mean your first car has to be a dull, three-cylinder city car that only sets pulses racing if it’s about to crash. In fact, many brilliant cars can be had that fill all of these criteria. We’ve rounded up some of the best here, each of which should cost less than £5,000 to buy in good condition.

Ford Fiesta

Ok, so the Ford Fiesta is an obvious choice as a first car — but there’s good reason for that.

Britain’s best-selling motor offers anything any new driver could need — good styling, fun driving dynamics and strong levels of equipment at a reasonable price. Insurance costs are low for smaller-capacity engines, and thanks to wide availability, parts are easier to source than a Wikipedia footnote on a dissertation.

Mini One

If retro styling alongside rock-solid build quality appeals to you, then look no further than the Mini. Yes, it may pack a more powerful engine — the age of car we’re looking at in this budget has a 1.6-litre unit — and this may make insurance premiums slightly more costly, but accept this and you’ll also get a great-handling hatchback with decent residuals.

Mitsubishi Colt

The Mitsubishi Colt may not be a car to win you clout, but if you’re after a good-value machine that’s pretty much guaranteed to never break down — it could be the car for you.

High-spec CZ3 models with low miles can be had for well under our budget, leaving plenty of room spare for a stereo upgrade, or some dashboard accessories. Plus, as they’re going to run forever, you can expect to sell the car when the time comes for an upgrade without too much of a hit in value.

Mazda MX-5

Most two-seat sports cars will be out of reach for a first-time motorist, but the dinky Mazda MX-5 has plenty going for it. First of all, there are the engine choices – nothing bigger than 1.8-litres, and with a decidedly modest amount of horsepower.

Our budget of £5,000 will easily net you a good car without too much of the dreaded rust, and MX-5s are so widely appreciated that there will always be a supply of spare parts. Best of all, some of the earliest models are now old enough to qualify for cheap-as-chips classic car insurance.

Volkswagen Lupo

The Volkswagen Lupo was one of the first of a new generation of compact ‘city’ cars, and it executes this in typically efficient, well-built Germanic style. It’s a dinky little thing, the Lupo, but this means it’s dead easy to park, while light steering and a range of peppy engine make it ideal for urban driving. There’s a diesel available too – but don’t expect rocket-like performance – it’s a non-turbocharged powerplant and will therefore take a glacial 16 seconds to hit 60mph.

Chevrolet Aveo

The Chevrolet Aveo is a car you may not have heard of, if you have, probably forgotten about. The generation we recommend didn’t generate a lot of buzz and, with Chevrolet pulling out of the UK in 2015, we don’t hear about them that much over this side of the pond any more.

But from these series of unfortunate events has come some good, because you can now get a used Aveo for cheaper than the equivalent Ford Fiesta or even Vauxhall Corsa. Top-of-the range models come in comfortably under £5,000 — bagging youn a touchscreen infotainment system and bluetooth connectivity, which is almost unheard of at this price.

Volvo C30

Volvo’s image in past years has very much been that of the dowdy antiques dealer, the geography teacher – perhaps an accountant if you’re feeling really exotic. The C30 was a lone standout, bringing gorgeous styling inspired by the P1800 – yet still sat on a practical platform with a range of efficient engines.

In fact, under the skin the C30 is basically a Ford Focus, so maintenance and running costs should be simple. Insurance may be a little high for a 17-year old, but if you’ve passed your test later in life, it presents a stylish, yet affordable option.

Ford Ka

Ford’s little city car is a great choice for anyone on a budget. The Ka features a small range of small yet nippy engines that will get you around town effortlessly.

Being Ford’s entry level car means later generations of the Ka can be found well within this budget — while original cars are so cheap, you could easily buy, insure and probably run it for a few years with this kind of money.

Fiat 500

This retro Fiat is designed for those who want some style with their car; and comes well-equipped with classic Italian flare. It stays true to its roots from the original 500, offering the fashionista image in a machine capable of effortlessly zipping around town.

Thanks to its popularity, there’s plenty of examples to be had an insurance is pretty low as a result of its easy repair costs and wide availability of parts.

Ferrari has lifted the lid on two new limited-edition special-series models – the Monza SP1 and SP2.

Inspired by the Italian’s manufacturers historic racing cars, the Monza SP1 and SP2 have been unveiled as part of Ferrari’s Capital Market’s Day in Maranello – an event which sees the firm looking towards the future and detail its business plan for the coming years.

Presenting the new #FerrariMonzaSP2, inspired by the legendary #Ferrari sports cars of the past. https://t.co/H69e95WO2b pic.twitter.com/nwvewDg5sp

— Ferrari (@Ferrari) September 18, 2018

Designed to tickle the fancy of ‘dedicated clients and collectors’, the Monza SP1 and SP2 draw design inspiration from cars such as a the 1948 166MM, as well as the 750 Monza and 860 Monza.

The SP1 has been designed as a stripped-out single seater, while the SP2’s second seat means that a passenger can be brought along for the ride, too. An extensive utilisation of carbon-fibre has helped to keep both cars as light as possible, while the pair use the a V12 engine for drive – with each capable of hitting 60mph in a staggering 2.7 seconds from a dead stop.

Both cars feature doors which open upwards, while the bonnet of both the SP1 and SP2 is crafted from a single piece of carbon-fibre that is hinged at the front to allow a better view of the engine when open.

As a result of their lack of windscreen, the Monza SP1 and SP2 presented a challenge to designers looking to manage the amount of air directed into the cabin itself. Therefore, a ‘virtual wind shield’ – a system located into the fairing ahead of the instrument designed to redirect air flow to better driver comfort – has been implemented into the car’s design.

No prices for the Monza SP1 and SP2 have been announced, nor has the number of models destined to be produced.

What is it?

That’s right, it’s finally here. After years of teasers, reveals and promises, we’re finally behind the wheel of the BMW i8 Roadster. A soft-top version of the iconic hybrid sports car, the Roadster is aimed at those who want the wind in their hair when piloting one of the most futuristic looking vehicles available. It’s also able to offer genuinely low running costs and emits next to nothing, but can that help the i8 Roadster to top the bill when it comes to performance drop-tops? Let’s find out.

What’s new?

The biggest change here is, of course, the lack of a roof. BMW has whipped off the i8’s top and, because of its predominately carbon-fibre underbody, it hasn’t had to laden the car down with additional strengthening. That means the Roadster’s weight stays down, and as a result it’s just 60kg lighter than its hard-top brethren. The roof mechanism itself is clever too, taking just 15 seconds to raise or lower at speeds of up to 31mph. The exterior over the car has also been lightly breathed upon to freshen its looks, though we’ll come to those in more depth later.

What’s under the bonnet?

The i8 Roadster makes use of exactly the same powertrain as the regular i8, so you’ll find a 1.5-litre three-cylinder turbocharged petrol engine linked to an electric motor. The combustion engine powers the rear wheels via a six-speed automatic transmission, while the electric motor powers the front wheels through a two-speed automatic ‘box. BMW has also increased the car’s battery cell capacity, so while you still get 369bhp and 570Nm of torque, the Roadster can still travel up to 33 miles on electric power alone. Both units combine to offer the best performance possible, with the electric motor filling in the gaps of the petrol’s power delivery. Thanks to this, 0-60mph takes just 4.4 seconds, and it can a top speed of 155mph too.

What’s it like to drive?

Usually when converting a regular hardtop into a convertible, you’d expect a significant penalty to the way the car drives. Lopping the roof off usually requires additional bracing to stop the car from flexing too much, and this adds weight, therefore blunting the vehicle’s performance. However, as we mentioned, the i8 Roadster hasn’t suffered too much with the conversion, with a negligible amount of weight added. This means that it steers just as keenly as the Coupe, and manages the weight it does have impressively well through the corners.

Push the i8 Roadster a little harder and it does fall into understeer, the front tyres scrubbing wide with little effort. We’d also like the brakes to be sharper; currently they feel underpowered and vague, leaving you guessing as to how much pedal force you need apply at any given moment.

How does it look?

The regular i8 still looks like nothing else on the road, despite having been around for some time now. The Roadster, in our eyes at least, looks even better – particularly in the ‘E-Copper’ colour our test car was finished in. The bubbles behind driver and passenger have been accentuated, giving it the look of a 1950’s racer, while the two-tone alloy wheels fitted to our test car stood out too.

The front of the car has benefited from some additional design touches too. There are revised air ducts finished in gloss black, while the headlight’s look has been updated as well. It’s still the i8 motoring fans know and love, just turned up a little bit more.

What’s it like inside?

The i8 Roadster’s interior remains largely unchanged over the Coupes, though it does benefit from the addition of a few new colour and material combinations. It’s still a well-made place to be, albeit one that is starting to feel its age a touch now; the screen, though clear, isn’t quite as pin-sharp as rival systems while the multifunction steering wheel hasn’t got the features you’ll find on other current BMWs.

The Roadster, does however, have practicality on its side. Though soft-tops are usually the less spacious option, this i8 packs more luggage space than its hard-top stablemate. In fact, you’ll find 188 litres of storage space in the Roadster – close to 35 litres more than the Coupe.

What’s the spec like?

Prices for the i8 Roadster start at £124,735, there’s plenty of equipment included as part of that base price. You get 20-inch alloy wheels, for instance, and full leather upholstery too, while a suite of safety assistance systems such as forward collision warning, city collision mitigation and high beam assistant all help to keep the Roadster as safe as possible.

It can be easy to ramp up the car’s price however. Apple CarPlay, for instance, is a £235 optional extra – which seems a little mean given it is standard on the majority of hatchbacks currently on sale today. Our test car weighed in at a hefty £135,075, with options such as LaserLight headlights (£5,100) contributing to its rather chunky price tag.

Verdict

BMW already claims that the Roadster will outsell the Coupe three to one – and we’d we can already see that being the case. There’s little reason why you wouldn’t go for the soft top; it’s quick, great to look at and its roof mechanism is simple and easy to use. The hybrid powertrain keeps running costs to a minimum, yet despite there’s a whole lot of performance accessible under your right foot. It’s an impressive car alright, and one you’d likely never tire of driving.

Facts at a glance

Model as tested: BMW i8 Roadster
Price: £135,810 (€171,390)
Engine: 1.5-litre turbocharged petrol linked to electric motor
Power: 369bhp
Torque (Nm): 570Nm
Max speed (mph): 155
0-60mph: 4.4
MPG: 141.9
Emissions (g/km): 46

What is it?

Aston Martin was faced with a tough act to follow when it discontinued its hugely capable Vanquish S last year, but it is hoping that this – the DBS Superleggera – has what it takes to fill its forefather’s shoes. Wading into battle with the Ferrari 812 Superfast firmly in its sights, the DBS is a meaner, faster adaptation of the DB11 platform. It also features a turned-up-to-11 version of Aston’s famed twin-turbo V12, which should give it more than enough performance to match its brutish looks.

What’s new?

Aston has really thrown everything it could at the new DBS. Many of the vehicle’s body panels have been crafted from carbon-fibre to reduce weight, while a lightweight bonded aluminium structure helps keep the DBS’ bulk down further. There is, of course, that V12 engine too – though we’ll look at that in more detail shortly.

You also have, thanks to a double-diffuser, a car which generates genuine downforce – 180kg at its highest speed, in fact. Make no mistake, this is one Aston that is out to drive just as well as its jaw-dropping styling looks.

What’s under the bonnet?

Here’s where things get really interesting. Powering the DBS Superleggera is a 5.2-litre twin-turbocharged V12 engine, the same as you’ll find in the DB11. However, whereas that engine in the DB11 AMR produces 630bhp, the DBS kicks out 715bhp and an incredible 900Nm of torque. With power sent to the rear wheels through an eight-speed ZF transmission, the DBS can hit 60mph in 3.2 seconds and continue onwards to a 211mph maximum speed. Hang the car in fourth gear when travelling at 50mph, and you’ll crack 100mph in just 4.2 seconds.

As you’d imagine, economy figures aren’t the best. Aston claims 22.9mpg on the combined cycle, while CO2 emissions are pretty high at 285g/km. However, this is to be expected of a large, extremely powerful supercar.

What’s it like to drive?

The first, and overreaching factor when you first drive the DBS Superleggera is its unquenchable thirst for speed. Plant the throttle, there’s a slight pause, and then the whole car sprints forward like few other vehicles on sale today. It’s also accompanied by an interesting, turbocharger-led exhaust note – there’s a proper scream as they both spool up while accelerating.

The chassis is similar to that of the DB11, and in that sense, it shares the same feeling of cross-country readiness; there’s still a small amount of play to the suspension which, though still firm, reminds you that this is billed as an all-out grand tourer. Adaptive dampers are fitted as standard, and these do allow you to firm up or soften off the ride – a feature which is likely to be welcome on the UK’s rutted roads.

How does it look?

We can’t argue with the way the DBS Superleggera looks. It’s an immensely imposing car to look at, with its large front grille and angled bonnet scoops (with the latter a reference to the previous-generation DBS) combining to create one angry looking car.

The DBS comes with elegant forged wheels, and these do help to contribute to the car’s overall thuggish looks. We’ve heard criticism of the lack of a traditional ‘winged’ Aston Martin badge at the rear of the car, here replaced by the brand’s name in chromed letters – but in the flesh, it doesn’t look all that bad. The large grille somehow works well with a British number plate too; if anything, it helps to break up the vast expanse of black. Our test car, in ‘Satin Xenon Grey’, looked particularly mean.

What’s it like inside?

The interior of the DBS is finished beautifully, with the soft leather used throughout the cabin helping to create a luxurious feeling. During our time with the car, everything felt well put together, and nothing squeaked or rattled – though you’d hope so given the car’s £225,000 base price.

We’re still left underwhelmed by the main infotainment area. It just remains – as it does on the DB11 – simply too cluttered, and too littered with many, many buttons. It can make simple actions, such as changing the interior temperature, far more of a hassle than it really needs to be. That said, it’s contrasted by a steering wheel which is beautifully shaped and trimmed in Alcantara.

What’s the spec like?

There’s plenty of kit included with the DBS as standard. You get Aston’s 8.0-inch infotainment pack – a Mercedes-borrowed system which works reasonably well despite lacking the sharpness and clarity offered by rival manufacturers – alongside a full satellite navigation system and a premium audio system.

New Aston DBS today. Angry looking thing, this one pic.twitter.com/8P4ZfVjooP

— Jack Evans (@jackrober) July 10, 2018

You also get a 360-degree parking camera, which really does come in handy on the DBS – it’s a very large car, with corners that are difficult to see and a rather small rear window which combined, make parking a bit tricky.

Verdict

The Aston Martin DBS Superleggera more than eclipses the Vanquish S it replaces. It feels more composed, more up-to-date and more exciting to drive, too. Its performance is intoxicating; the twin-turbo V12 delivers all of the drama you could possibly want from a supercar, and its styling is different enough to help it completely stand out against any other car of its type on sale today. It’s an exceptionally well-rounded and truly capable offering from Aston.

Facts at a glance

Model as tested: DBS Superleggera
Price: £225,000
Engine: 5.2.-litre twin-turbo V12
Power: 715bhp
Torque (Nm): 900Nm
Max speed (mph): 211
0-60mph: 3.2
MPG: 22.9
Emissions (g/km): 285

The French car manufacturer Peugeot has attempted to solve commuters’ so-called ‘last mile’ issues by introducing an all-electric folding bicycle capable of integrating into the boot of its 5008 SUV.

The bike is fitted with a battery and a motor capable of powering it for between 18 and 25 miles, at speeds of up to 12.5mph.

It can easily be stowed away in the boot space of Peugeot’s new 5008, allowing those commuting into congested urban areas to cycle the last mile or so of their journey – therefore avoiding any potential parking problems.

Gilles Vidal, Director of Peugeot Design, said: “Peugeot is the only brand that offers two- wheel, three-wheel and four-wheel mobility solutions which are manually powered, electrically assisted, hybrid, fully electric or equipped with an internal combustion engine.

“Thanks to this enormous flexibility in our range, we can offer a mobility solution for every requirement. Together, the 5008 SUV and eF01 electric bike combine two modes of transport to create a complete door-to-door solution, no matter what your destination might be.”

The EF01 can be recharged in just an hour, and also features its own mobile charging dock giving riders a more flexible way of topping up the bike’s battery. It can be folded or unfolded in just 10 seconds.

Porsche is celebrating 70 years of its sports cars this year, and to honour that landmark achievement it has created this – the 911 Speedster. Let’s take a look at the key aspects of this striking new car.

History

There’s a reason why this concept looks a little bit retro in places. It’s been designed to pay tribute to the very first Porsche 356 “No.1” Roadster, which gained its operating permit back in June of 1948.

Design

The rear cover of the car is created from carbon-fibre, and covers a roll-over protection structure. It’s been shaped into a ‘double bubble’ design, which is a design cue we first saw on the 1988 911 Speedster.

There’s no convertible top, rather just a lightweight tonneau top that can protect the car from the rain when it’s parked up. It also gets a 50s-style central fuel tank cap positioned in the centre of the car’s bonnet. The headlights have intricate x-designs overlaid on top of them, in a nod to the process of taping up original race car headlamps so as to avoid them shattering.

Interior

If you’re after creature comforts in your drop-top Porsche, you may have to look elsewhere. To aid lightness, the Speedster Concept lacks satellite navigation, air-conditioning or even a radio. However, the cabin has been finished in high-quality ‘Cognac’ leather – so it’s not all bare-bones here.

Chassis

The Speedster utilises the chassis found in the current 911 GT3, and the whole car sits on classic-looking Fuchs design 21-inch alloy wheels.

Powetrain

The Speedster uses a flat-six engine with close to 500bhp, similar to that found in the current GT3. Here, it sends power to the rear wheels via a six-speed manual gearbox, and Porsche say that it is capable of revving up to 9,000rpm.

The exhaust system has also been heavily developed, with engineers adding titanium tailpipes for a sporty engine note.

Production

There are chances that the Speedster will enter production, though Porsche isn’t confirming this yet.

What is it?

Aston Martin, responding to an increase in rival offerings has taken its DB11, boosted the output of that car’s V12 engine and produced this – the DB11 AMR. Power has been increased, handling sharpened and exhaust tuned to produce a car which is more in line with other grand tourers on the market.

Aston Martin has been keen to impress the fact that the DB11 AMR remains a true cross-country cruiser at heart, with new upgrades simply giving it better handling in the corners without diminishing the car’s comfort levels. Has it succeeded? Let’s find out.

What’s new?

There’s quite an extensive list of upgrades which have been made to the AMR over the regular DB11. The most significant is that power upgrade, now 30bhp more than the older car’s 600bhp. The standard DB11 was never lacking punch, but Aston Martin has responded to other, more powerful cars from rival manufacturers (we’re looking at you, Bentley) and thrown some extra horsepower into the AMR for good measure. Torque, however, remains the same at 700Nm.

Aston Martin has also re-calibrated the eight-speed automatic transmission for faster shifts, while the chassis has also been re-worked to provide better cornering ability without reducing the car’s excellent comfort levels.

What’s under the bonnet?

Underneath the DB11 AMR’s long, flowing bonnet sits Aston’s glorious twin-turbocharged 5.2-litre V12 engine. It’s a masterpiece of engineering, and is a reminder of just how good these large-capacity units can be in a world where downsizing seems to be reigning supreme. It can power the AMR to 60mph in 3.5 seconds, before pushing it to a top speed of 208mph. It’s a huge amount of performance, and endows this DB11 with a frankly ridiculous turn of pace – particularly for a car of this size.

Of course, economy isn’t going to be a V12’s strong suit. Aston claims that it’ll return 24.8mpg on the combined cycle, while emissions are relatively high at 265g/km when tested under the new NEDC cycle.

What’s it like to drive?

One of main complaints for the old DB11 was it felt just a little too supple in the bends, and lacked the poise that we wanted from an Aston Martin. However, this criticism has been firmly rectified. The range of tweaks to the chassis now make the DB11 genuinely capable in the corners, with body roll expertly managed and the well-weighted steering adding to the overall experience.

Then there’s the sheer performance of the thing. Press the throttle and there’s an almost undetectable pause while the turbos get going. From there, power is available in spades. The first three gears are practically unusable without threatening your licence, while the whole thing is accompanied by the now-enhanced howl of a V12 – one of the best sounds in the business.

How does it look?

The regular DB11 was always an elegant thing to look at, and the AMR builds upon this. There a few distinct touches which help distinguish it from the regular car, such as dark headlight surrounds, smoked tail lamps and a gloss black roof. They’re subtle touches, we’ll admit, but they certainly do add to the car’s overall look in a positive way.

If subtlety isn’t your thing, then Aston is offering the AMR in three versions of ‘Designer Specification’, as well as a limited-edition model which features a ‘Stirling Green’ and lime livery. It’s certainly not one for shrinking violets, but if it is up your street, be quick – it’s limited to just 100 units worldwide.

What’s it like inside?

The AMR’s interior feels exceptionally well made, with a variety of high-quality materials contributing to a cabin which is just what you’d except from a prestige GT car. The seats are supportive yet comfortable, while the leather and Alcantara sports steering wheel feels excellent in the hands, both in terms of feel and shape. The wheel is a component sometimes overlooked by manufacturers, but Aston has got it spot-on here.

The central layout of the car remains unchanged over the DB11, and as such stays just a little cluttered for our liking. The Mercedes-sourced infotainment screen isn’t too bad but lacks the sharpness or definition that we’ve come to expect, while the general button layout could do with simplifying. Though user-friendly enough, the overall feel of the central dashboard section is just a little behind the times.

What’s the spec like?

Prices for the DB11 AMR start at £174,995, and first deliveries are expected in the coming weeks. Though that is an impressively large price tag, you’re getting an awful lot of engineering and prestige for the money. That V12 is worth the cost on its own, offering up one of the very best soundtracks around, as well as colossal amount of performance.

New Aston Martin DB11 AMR. This grey looks really good on it pic.twitter.com/mtTnnax5Ms

— Jack Evans (@jackrober) May 15, 2018

Prices for the regular DB11 start at around £160,000 and, while we can’t fault that car for the way it drives, we’d struggle to see why you wouldn’t just opt for this AMR version given its relative closeness in price. It’s a more capable car, and the way it drives is reason enough to pick it.

Verdict

The DB11 always felt so close to the complete package – and thanks to the tweaks added to the AMR, it now is. The way this car steers, along with the way it can transform from savage performance car one minute to luxurious grand tourer the next, is downright remarkable. Aston has said that the AMR is now the fastest model in its current series production range and, going off this test, it’s easily one of the best, too.

Facts at a glance
Model as tested: Aston Martin DB11 AMR
Price: £174,995
Engine: 5.2-litre V12
Power (bhp): 630
Torque (Nm): 700
Max speed (mph): 208
0-60mph: 3.5
MPG (combined): 24.8
Emissions (g/km): 256

Arriving on a huge wave of expectation comes this, the all-new Ford Fiesta ST. Its predecessor was arguably one of the best-handling hot-hatches of all time, and a variety of enhancements have been included to ensure this latest version delivers the same experience.

Quite a lot is going on under the skin of the Fiesta ST – which is why we’ve looked at the key features you need to know about.

Engine

The Ford Fiesta ST now uses a turbocharged 1.5-litre three-cylinder petrol engine – down one cylinder from the older car. However, power is still plentiful at 197bhp and 290Nm of torque, meaning drivers shouldn’t be wanting for pace out on the open road.

An optional limited-slip differential can be added to make the ST even more capable in the corners.

Performance

Thanks to quite a lot of power in a compact package, the Fiesta ST can deliver impressive performance figures. Ford claims a 0-60mph time of 6.2 seconds, and a top speed of 144mph – both decent results for what is still a relatively ‘everyday’ hatch.

Power is sent to the front wheels via a six-speed manual gearbox – there’s no automatic option available.

Launch control

A new launch control system should mean that drama-free standing starts can be achieved each and every time.

This is available as a part of the optional Performance Pack, which includes a variety of mechanical enhancements for the keen driver.

Driving modes

As with many hot hatches on sale today, the Fiesta ST comes with three different driving modes. In this case, Normal, Sport and Track are used to tailor the car’s settings. Each mode changes the aggressiveness of the traction control, and increases the raucousness of the exhaust via an active valve.

Yeah, it sounds pretty good too #FiestaST pic.twitter.com/AGGAdXW35g

— Jack Evans (@jackrober) May 10, 2018

As you progress through the modes, the car is made even sharper, louder and track-focused. Throttle response is sharpened, and the more weight is added to the power steering.

Interior touches

All Fiesta ST models benefit from a variety of sporty interior touches as standard. Recaro bucket seats are included on even base cars, as is a flat-bottomed steering wheel.

Ford’s latest SYNC 3 infotainment system is standard on all cars too, accessed via either a 6.5- or eight-inch screen depending on vehicle specification.

Price

Prices for the Fiesta ST start at £18,995. At this price, the car comes in base ST-1 trim which includes standard features such as sport suspension, Apple CarPlay and Android Auto, and cruise control.

Two other specifications are available – ST-2 and ST-3. These increase on the standard equipment of the base cars, with prices starting at £19,995 and £22,145 respectively.