Author: Tom Wiltshire

Few brands command as much respect as Ferrari, especially when it comes to the classic scene. These Italian machines bring in the biggest crowds and attract the highest prices – the most expensive cars ever to sell at auction were classic Ferraris.

Capitalising on this demand, Silverstone Auctions is hosting the country’s first ever dedicated Ferrari auction, with 33 stunning cars set to go under the hammer on Friday, March 18.

It’s being held at Silverstone circuit in association with the Ferrari Owners’ Club, and several lots are set to raise sums well into six figures.

Here are a few of our favourites…

1972 Ferrari 365 GTB/4 Daytona

 

Estimate: £500,000 – £575,000
Few cars match their names as well as the Daytona. One of the most effortlessly stylish cars ever produced, it’s a car entirely suited to sunlit trips up and down the coastline. This example is one of only 158 original UK-supplied cars, and the auction listing notes it is one of the finest examples currently available.

1987 Ferrari Testarossa

 

Estimate £100,000 – £120,000
The Testarossa is, along with the Lamborghini Countach, one of those cars that always looked at its best as a poster on a bedroom wall. It’s just so, so ’80s. This example presents extremely well and carries just 13,867 miles.

2009 Ferrari 430 Scuderia

 

Estimate £165,000 – £185,000
We’re big fans of this 430 Scuderia, which was one of the most hardcore models available at launch in 2009. It offered 510bhp and was good for 202mph – figures we suspect are still achievable today, given this car’s amazing condition and 13,600 miles.

1964 Ferrari 330 GT Series I

 

Estimate £140,000 – £170,000
This car is such a departure from the brand’s usual fare that you might not even recognise it as a Ferrari at first glance. But with a V12 engine, Pininfarina styling and serious rarity factor, it’s definitely a very desirable model.

1991 Ferrari Mondial T

 

Estimate £50,000-£60,000
The Mondial has to be the most maligned Ferrari ever – perhaps that’s why the previous owners of this one refused to cover more than 1,300 miles in it. Still, the once-awkward styling is aging well, and as a four-seat classic grand tourer, the Mondial has a lot going for it.

2001 Ferrari 550 Barchetta Pininfarina

 

Estimate £325,000 – £375,000
This gorgeous 550 convertible has been babied, especially in recent years where it’s gone barely five miles between services. It’s one of just 42 right-hand-drive cars and comes with a vast array of extras including the ‘Barchetta’ racing helmets in bespoke bags.

2011 Ferrari FF

Estimate £120,000 – £135,000
The FF is one of the most instantly recognisable modern Ferraris – a reinterpretation of the shooting brake, with four adult-sized seats and a good boot wrapped up in a slinky body. This one’s the former property of Jamiroquai frontman Jay Kay.

1984 Ferrari 308 GTB Quattrovalvole

Estimate £45,000-£52,000
This glorious 308 GTB is one of the more keenly priced items in the auction, but arguably one of the most eye-catching thanks to its distinctive period bodywork. This one is once again a low-mileage example. Exported from Germany to the US and now back to the UK, it’s covered just 6,200 miles.

The speed camera is a classic part of the British landscape. First introduced more than two decades ago, the big yellow Gatso is instantly recognisable, visible from afar and always signposted – yet drivers still manage to get caught by them.

But the Gatso speed camera isn’t the only surveillance and safety device on UK roads. In fact, on any given trip you could be photographed by hundreds of cameras, each with their own job. Here are the most common types, and what you can do to avoid a hefty fine for contravening them…

Speed camera

These are the most common, the most recognisable, and arguably the most hated of all cameras on the road. Most speed cameras work using radar to detect a car’s speed. If it’s above the posted limit, the camera will take two pictures, and use the distance the car has travelled between them as evidence of its speed, usually backed up by painted lines on the road to give a definitive answer.

These cameras can theoretically operate at any speed above the limit – you could be ticketed for doing 31mph in a 30mph zone, for example. In reality, they’re more likely to allow a few mph above the limit – the accepted average is 10 per cent plus 2mph, though this isn’t set in stone.

These cameras must be easy to spot by law. They’re painted bright yellow, often situated in the middle of the road and well signposted. If you’re caught, it’s difficult to argue your way out of it – only if all limit signs are illegible or if you can prove that the camera wasn’t calibrated correctly.

In most cases, you’re better off taking the hit and sparing your time. This is usually three points on your licence and a £100 fine, though it can be reduced to a speed awareness course if you’re a first-time or infrequent offender.

Average speed camera

As with speed cameras, these have to be well signposted, but instead of taking speed readings on a specific point they use two cameras to police a ‘zone’ of the road. Your number plate is read as you enter the zone, and again as you leave – and the time of both photos is used to calculate your speed.

Average speed cameras are most often used on smart motorways, where they can operate at any speed set by the overhead gantries – whether that’s 60mph to ease congestion or 40mph through roadworks.

These cameras may be integrated into overhead gantries or standalone units, painted yellow or grey. As with regular speed cameras, they can theoretically operate at any speed over the limit.

A common myth to avoid average speed cameras is changing lane in between them. While this worked on early systems, it has no effect on modern ones. Another ineffective method is one you might see many employ, which is to slow down as you pass the camera and speed up again immediately after. This also has no effect, and merely ruins the traffic flow behind.

Mobile speed cameras

Mobile cameras are usually run by local police forces and allow for a reactionary style of enforcement. Cameras are usually sent to blackspots with a history of road traffic incidents, and locations are publicly available, as well as well-signposted.

They usually take the form of a large van with opening rear windows, decorated in eye-catching police colours and peppered with speed camera emblems. Sometimes, though, they’re operated by police working from marked or unmarked cars, or standing by the roadside.

ANPR cameras

Standing for automatic number plate recognition, this type of camera is usually integrated into other varieties. As the name suggests, it uses sophisticated software to check your car’s licence and registration which it can then run against the police national database to flag up issues with tax, insurance, or driver disqualification.

Most police cars have one of these cameras fitted to allow them to catch lawbreakers while they’re out and about. There’s no real way to avoid these, nor should you want to – unless you have something to hide!

Red light cameras

These cameras are put in place to curb rampant red-light running, often in larger cities such as London. If you’ve dashed across the lights at the last moment, you probably won’t need to worry – the sensors only detect vehicles that cross the line after the light’s turned red. If you began crossing on amber, you’ll be okay.

Traffic light cameras are usually installed for safety rather than revenue – they tend to be placed in high-risk areas, or where accidents involving motorists who’ve run the lights have occurred.

The punishment for being caught running a red light is usually a fixed penalty of £60 and three points, though the maximum can be £1,000, six points or even disqualification if the manoeuvre was dangerous enough.

Traffic violation cameras

These cameras can monitor traffic areas such as box junctions, bus lanes, high occupancy lanes and congestion zones. London’s congestion zone is chock-full of these cameras, as are most city centres – the only solution to evading capture by these is to not break any regulations.

Rolls-Royce has unveiled the latest addition to its range – the Cullinan. It’s the brand’s first SUV and arguably one of the most luxurious vehicles money can buy.

Based on an all-new aluminium chassis architecture, the Cullinan takes its name from the largest clear-cut diamond ever discovered, which now sits within the Crown Jewels. The brand won’t call it an SUV, of course, preferring the term ‘high-bodied vehicle’ – but the chunky silhouette, ample ground clearance and bluff front end mean there’s no real doubt as to where it sits.

Pitched above even the Bentley Bentayga – which starts from £135,800 – the Cullinan packs Rolls-Royce’s 6.75-litre V12 engine under its enormous bonnet. Producing 563bhp and 850Nm of torque, it’s mated to the brand’s first modern four-wheel-drive system, which also encompasses four-wheel steering for greater agility and stability.

Four-wheel drive isn’t the only first for the Cullinan, either. It’s also the first Rolls to use a hatchback tailgate and the first to include folding rear seats. The brand doesn’t envisage the car being used for trips to flat-pack furniture stores or the tip, however, and suggests that it may be used for leisure pursuits such as fly fishing, photography, rock climbing, base jumping or volcano boarding.

To aid this are what Rolls calls ‘Recreation Modules’ – custom-built drawer and shelving systems that slot into the boot of the car to house the paraphernalia needed to pursue your leisure activities in comfort and style.

And if your hobbies take you off the beaten track, the new all-wheel-drive system should keep you moving. There’s nothing as uncouth as locking differential switches, low-range gearboxes or the like here, though – instead, the ‘Everywhere’ button harnesses all off-road tools together to allow effortless travel regardless of terrain.

Of course, it wouldn’t be a Rolls-Royce if it weren’t comfortable, and the brand claims to have translated the trademark ‘Magic Carpet’ ride to the high-riding Cullinan both on and off-road.

The interior is reminiscent of the latest Phantom but includes Rolls’ first touchscreen infotainment system. All four passengers will be ensconced in the finest leather, with heating and ventilation at their fingertips. Equipment is generous, too – as you might expect – and the Cullinan comes with night vision cameras, wildlife and pedestrian warnings, all-around cameras, active cruise control, a wifi hotspot and the industry’s largest head-up display.

“The super-luxury lifestyle is evolving and Rolls-Royce is in the lead,” said the company’s chief executive, Torsten Müller-Ötvös. “Luxury is no longer an urban concept. More and more, it is about embracing the wider world.

“For this reason, our customers have asked us to create a Rolls-Royce that offers uncompromised luxury wherever they dare to venture. Cullinan is just that. It is effortless, everywhere.”

Expect pricing for the Cullinan to be well in excess of £300,000 – though Rolls-Royce’s bespoke nature means customers will be able to specify their cars with just about any modification under the sun – for the appropriate price, of course.

Running costs will be similarly pricey – Rolls-Royce claims just 18.8mpg on the combined cycle, and CO2 emissions of 341g/km place it squarely in the most expensive tax bracket. But will that matter to most buyers? We don’t think so.

Running a car can be expensive. Everything from the initial purchase, refuelling, servicing costs and — perhaps most annoying of all — insurance.

It often feels like insurance companies are out to get every pound from your pocket — offering premiums that seem more ridiculous year-on-year. It doesn’t have to be this way though, and there’s plenty of steps you can take to cut down your insurance costs.

Increase your excess

It might be tempting to keep your excess low to minimise the upfront cost should the worst happen to your car, but this can result in much higher premiums.

Experiment with the different excess costs when you’re shopping around. Your policy price could tumble by simply adding £50 more to your excess. Of course, make sure you can afford to stump up the cash in the event of an accident.

Consider your annual mileage

Are you covering a few thousand miles less annually than your insurance allows? Reducing your quoted mileage will bring the premiums right down.

The more miles you tell your insurer you’re doing, the more of a risk you are to them — meaning a higher price to pay for you. Sure, it’s hard to predict exactly how many miles we’re going to cover in a year — but if there’s noticeably more left over, don’t be afraid to cut them out of your policy.

Keep the number of named drivers down

While adding a more experienced driver to a policy may result in lower costs, adding multiple users will see it soar back up.

If someone on the policy uses the car once or twice a year — drop them from it and use a temporary cover service when they need the vehicle. Your wallet will be much better off for it.

Add an alarm system

Although most new cars are fitted with seriously good security equipment, some older models lack the modern luxury of a decent anti-theft protection system.

If your car is lacking, investing in an aftermarket alarm system with an immobiliser will result in long-run savings by way of cheaper insurance premiums — especially if you fit a Thatcham-approved system.

Opt for a blackbox policy

For younger drivers in particular, a blackbox policy can drastically reduce the annual cost of insuring your car.

Insurers offering a blackbox policy will fit a data recorder to your car allowing them to monitor your driving habits, mileage covered and where you’ve been. It may sound rather Big Brother and terrifying but as they can track exactly how you’re driving, your initial cost is reduced and good habits on the roads can lead to huge discounts at renewal.

Are the extras necessary?

Car insurers like to offer plenty of extras alongside the standard policy to give buyers more cover — but these come as an extra cost.

While things like breakdown and courtesy car cover sound like a smart addition, these can often be found cheaper elsewhere rather than alongside the policy — while extras like cover while driving abroad may be totally unnecessary.

Garage your car

If you’ve got a garage that can fit your car, but it’s instead filled with bicycles, dog toys and Venga Boys records, it might be time to clear it out.

Securely parking your car in a garage makes it a much safer prospect in the eyes of insurers as it’s out of the eyes of potential thieves and clear of any potential damage while parked. This means your premiums could tumble.

Similarly, if you can park in a secure area at work, letting your insurer know can bring the price down too.

Pay annually — if you can afford to

Monthly payments are convenient — it means you can spread the cost over a year, which can be a great option for those on a budget.

The total price when paying monthly is often noticeably higher than paying the annual insurance in one lump sum, though. If you can afford to pay for a full year’s cover in one — you’ll save a lot in the long run.

Of course, only do this if you know you can afford to. Taking out bank loans or using a credit card will end up costing more than a monthly direct debit.

Take a Pass Plus course

Pass Plus courses are great for any motorist — new or old. If you’re fresh on the roads, it can give you more in-depth experience behind the wheel while still having the safety of a qualified instructor in the passenger seat. Those with more experience can still take a Pass Plus and refresh themselves on the rules of the road and eradicate any bad habits.

Insurers recognise the benefits of Pass Plus courses and offer discounts for those who have taken them. You’re a safer and more experienced driver in their eyes, making you less of a risk.

Don’t be afraid to shop around

As convenient as it may be to head onto a price comparison site and pick the cheapest deal from there for your insurance, it’s not going to save you much money.

Use that as a starting point, and then don’t be afraid to pick up the phone. Tell one insurer of another’s prices and see if they’ll offer a better deal — and if they do, go back to the first and let them know. You could knock hundreds of pounds off your premium with an hour of calls if you’re savvy enough.

A Ford Fiesta is perfect for bustling city traffic, while a BMW 5 Series is ideal for motorway mile-munching. But whack either of them into a challenging situation and they soon become unstuck – they simply aren’t rugged.

These cars are, though. We’ve rounded up nine of the most hard-wearing and brawny cars you can buy today, ideal for surviving a nuclear war – or the muddy car boot sale in Sandford, Gloucestershire.

Jeep Wrangler

The latest Jeep Wrangler is set to come to the UK after debuting in America. It’s more refined, luxurious and car-like than ever, but still retains the DNA of the original Willys Jeep – one of the most iconic off-roaders of all time.

Solid axles ensure simplicity and this enables Wranglers to be modified for just about any purpose. Whether you want to traverse sand dunes, go mud-plugging in a deep forest or simply park on the kerb without scraping your alloys, the Wrangler is about as tough as they come.

Mercedes-Benz G-Class

Originally known as the G-Wagen, this military-spec beast has morphed into the ideal transport for those who want to be seen. With glitzy chrome atop the blocky body, and the option of insane AMG-tuned engines, it’s often seen in London’s most glamorous districts.

But the G-Class isn’t just all show and no go. It’s one of the most serious off-roaders you can buy today, thanks to a super-sophisticated 4WD system plus three locking differentials. Opt for chunky tyres rather than shiny alloys and the G-Class is near unstoppable.

Toyota Land Cruiser

The Land Cruiser is a true legend – it’s the vehicle that pushed Land Rover out of Australia, and showed the world that not only could the Japanese build off-roaders, they could build off-roaders that never broke down.

Though the Land Cruiser isn’t as luxurious as a Range Rover, treat it properly and it’ll probably outlast you. There’s no compromise to be made off-road either.

Isuzu D-Max AT35 Arctic Trucks

Isuzu’s D-Max pickup is already a pretty rugged vehicle, with a beefy diesel engine and four-wheel drive. The specialists at Arctic Trucks, however, have turned it into something rather spectacular.

With enormous tyres and widened arches, the car’s stance is far more purposeful, and custom Fox suspension offers it enough travel to deal with terrain that would trouble a mountain goat.

Toyota Prius

This may be an odd inclusion, as the Toyota Prius isn’t exactly known for its go-anywhere ability. In fact, it’s far more likely to be seen as a taxi on the streets of London rather than blasting through sand dunes. But it’s there where the ruggedness lies.

Nobody expected the Prius to be as reliable as it is – but even daily abuse as Uber cabs can’t break them. Many of these Prii have over 500,000 miles on the clock and are still going strong on their original battery packs.

Ariel Nomad

Most off-roaders are designed to traverse rough terrain at about 5mph. The Ariel Nomad is designed to do it at 50.

With an engine and body pinched from the Atom road car, the rear-wheel-drive Nomad bounces across the terrain rather than plowing through it. It’s hardcore, totally open to the elements and buckets of fun.

Subaru Forester

Subaru has a reputation for producing reliable, rugged cars, and the Forester is no exception. The darling of farmers everywhere, Subaru owners tend to keep their cars for longer than any other – because they can’t bear to part with them.

The brand’s symmetrical all-wheel-drive system is legendary for its simplicity and reliability, while boxer engines lower the centre of gravity and make for a reassuring drive.

Toyota Hilux

Our third Toyota on this list is perhaps the most legendary – the Hilux, famously the ‘unkillable car’. Made famous by BBC’s Top Gear, a Hilux survived being left at sea, falling off a building, being crashed into a tree and crushed with a wrecking ball – and still started up at the end.

Today’s Hilux is rather plusher than the 1994 model that Top Gear used, but it still retains a well-earned reputation for serious reliability.

What is it?

Meet the white van man’s ultimate dream machine. Designed for tradespeople who demand a little more style and flair from their load-lugging daily runabouts, the MS-RT Transit Custom combines usefulness and stand-out-from-the-crowd looks. With a whole new look, performance exhaust and smart new interior, the hand-crafted £32,995 van offers those working the tools the chance to dress to impress.

What’s new?

Well, quite a lot. Hand-built in south Wales by a team of talented craftsmen, the MS-RT is now officially available through a handful of Ford Transit dealers across the UK. The coachbuilding firm has had a meteoric rise, going from zero to 60 vans a month in just over two years and that’s set to balloon again. All the parts are built in the factory in Pontypool, including the new front and rear bumpers, spoilers, side skirts and interior trim.

It also features a twin exhaust system – with the option of a speaker that imitates the sound of revving V8 engine, controlled by an App on your phone – unique MS-RT exterior badges, special OZ alloy wheels and lowered Eibach suspension.

What’s under the bonnet?

Don’t get too excited, because here it’s all pretty standard. The 170bhp EcoBlue 2.0-litre TDCi engine found in other Transit Customs is still in situ. It has 405Nm of torque and comes with a six-speed manual or auto gearbox. As it stands, it’s a great engine and more than enough to propel the van along at pace, especially with an empty load space. As the van is sold through the official Ford network, tweaks to the engine aren’t allowed before it’s sold. However, customers can come back to MS-RT after they’ve bought their vehicle and have it uprated to 208bhp with an M-Sport kit.

What’s it like to drive?

The lowered suspension makes it look cooler, but hasn’t had any dramatic detrimental effect on the ride either. On the Welsh test route, it coped fine with a mix of road surfaces. It’s swift too and although you have to work the manual gearbox to get the best of it, it’s even quite fun to drive. The good news is the modifications haven’t affected the payload either – it’s still 1,392kg.

How does it look?

This is the key selling point of the MS-RT van. Available in both single and double cab variants, it is said to appeal to tradesmen and leisure users alike. Although the looks won’t be to everyone’s tastes, with a whiff of aftermarket about it, there’s little doubt that company owners or family buyers who want to stand out will find it an attractive proposition.

What’s it like inside?

MS-RT has improved the Transit Custom’s standard interior adding Ford’s latest SYNC3 entertainment system with sat nav and reversing camera. The seats have been retrimmed with nappa leather and suede and the steering wheel is new and feels like it should be in a sports car. It also features a heated windscreen, heated seats and upgraded HID headlights.

Verdict

While it won’t tick everyone’s boxes, there’s certainly a market for a supercharged-looking white van for the masses. MS-RT went to great lengths to show us the level of detail they put into hand-building each vehicle and there’s no doubt the finish is excellent. We actually quite like the looks, it’s just a shame it doesn’t have an uprated engine to match the sporty styling.

Facts at a glance

Model as tested: MS-RT Ford Transit Custom
Price (as tested): £32,995
Engine: 2.0-litre TDCi
Power (bhp): 170
Torque (Nm): 405
MPG (combined): 44.1
Emissions (g/km): 157

No name is more synonymous with off-roading than Land Rover. Since 1948, every vehicle the brand has produced has had one thing at its heart – the ability to go where few vehicles dare to tread.

To mark 70 years of building the world’s best off-roaders, Land Rover invited us to join a grand convoy of cars past and present to take a tour from its Solihull headquarters to the Jaguar Land Rover Classic facility, where they “restore vehicles with a glorious past, so that they can enjoy a glorious future”.

Here are just some of the cars from that convoy…

1948 Land Rover HUE 166 ‘Huey’

‘Huey’, as he’s affectionately known, is the world’s oldest production Land Rover, rolling out of the factory on March 11, 1948. We can therefore credit him as the father of the whole brand. Huey is still as capable off-road as he was 70 years ago, and the team at Land Rover Classic keeps him in fine fettle.

1954 Series I Royal Review

After the limited initial run of cars, Land Rover named them in ‘Series’ form. This Royal platform is based on a Series I, and offered a way for royalty to see and be seen in equal measure. The royal family are of course massive Land Rover fans, and the brand holds a Royal Warrant.

Land Rover Forward Control IIb

Demand for an even more utilitarian Land Rover grew during the 1950s, and eventually the Forward Control was conceived. With the cab positioned over the driving wheels, it was much taller and could carry far larger and heavier loads.

1969 Velar prototype

At the same time as Land Rover’s popularity increased, so did the quality of Britain’s roads, and the brand conceived a vehicle that would perform as well as the standard Land Rover in the rough stuff, but offer the comfort of a luxury saloon back on tarmac. This Velar prototype was the result, and it soon became the iconic Range Rover.

1989 Land Rover Discovery

As the Range Rover moved further upmarket and the Land Rover (now named Defender) remained the agricultural workhorse, a gap emerged for a family SUV – which was promptly filled by the seven-seat Discovery.

1989 Camel Trophy Discovery

To prove that the Discovery wasn’t just a family bus, it took part in the gruelling Camel Trophy championship – modified with snorkels, winches and rollcages and painted in a distinctive ‘sandglow’ colour scheme.

1998 Freelander ‘Fifty 50 Challenge’

By the early 1990s, a new market segment had emerged – the compact SUV, and the Freelander was the brand’s entrant. It used a monocoque frame, unlike all previous Land Rovers. This particular example commemorated the brand’s 50th birthday and took a grand tour of the world, visiting 50 countries in 50 days.

2000 Tomb Raider Defender

When it came to kitting out Lara Croft for the 2000 Tomb Raider movie, only a Land Rover Defender would do – kitted out with 3.5-litre V8 engines, high-mounted spotlights and everything that a hardcore archaeologist could want.

Land Rover Defender “Hue 2016”

Celebrating (or commiserating) the end of Defender production after over 60 years was always going to be an emotional time, and Land Rover chose to do it with this ‘Heritage’ edition – inspired by the original ‘Huey’.

2018 Land Rover Defender Works V8

As a last hurrah for the iconic off-roader, Land Rover Classic created these incredible machines. Fitted with a Jaguar-sourced V8 engine, it’s good for 400bhp and has been fettled to deal with the extra performance. They’re built on late-model Defenders, significantly upgraded inside and out. The run of 150 models sold out in 37 minutes.

The convoy

Our convoy was just one of many taking place across the world – but with the might of Land Rover’s collection, and the generosity of the Heritage Motor Museum at Gaydon, ours was probably the most historically interesting.

The journey took in winding country routes between Land Rover’s facility in Solihull and Land Rover Classic in Coventry.

We drove this incredible Discovery 3, built for the G4 challenge – though it never took part. Our convoy was led by a military Land Rover Lightweight, followed by a Series I Range Rover, a bare-metal Defender (left unpainted to show off its aluminium construction) a luxurious Holland & Holland Range Rover, our Discovery, and bought up at the rear by a modern Discovery 5.

We met up with the European press group about a mile from Land Rover Classic, and joined together for a grand convoy – in age order – to finish the day.

Japanese company Asratec has unveiled a working prototype of something many small children have been waiting their whole life for – a real Transformer.

The robot, named the J-deite RIDE, is a four-metre high behemoth capable of folding itself down into a fully-functioning car.

In bipedal “humanoid mode”, J-deite RIDE can walk – albeit slowly – at speeds of up to 100 metres per hour.

At the flick of a switch, the ‘robot control system’ performs the transformation, and it folds down in seconds into an electric car. In this form, it’s capable of speeds of up to 40mph courtesy of a lithium-ion battery pack.

Asratec will show the Transformer off at the wackily-titled DokiDoki Japanese Festival in Manchester, as well as the trade show IAAPA Attractions Expo in Florida in November.

【现实版变形金刚 日本展出新款变形机器人】当地时间4月25日，一款变形机器人“J-deite RIDE”在东京附近的一个工厂揭幕，在仪式上，这个现实版的变形金刚也展示了如何从机器人变身为跑车的过程。变形机器人能在跑车状态下以时速60公里奔驰，还能在10秒内变成步行速度30km/h的机器人。 pic.twitter.com/hj7FaG2ogv

— 中国新闻社 (@CNS1952) April 26, 2018

Creator Kunio Okawara says he intends to sell the car to amusement parks, where he hopes it will inspire a whole array of robotic rides and attractions. The company suggests transforming go-karts or transforming demonstrations at parades.

For now, J-deite RIDE is a concept, but the firm is on the hunt for companies looking to get their name on the side of real-life Transformers.

This is VW’s current GTI family in its entirety and we were lucky enough to sample all three cars both on road and on track around Spain’s Ascari circuit. Though the GTI line-up isn’t intended to be a series of hardcore track monsters, all three coped remarkably well with the high-speed work on a shortened version of the famous Ascari track.

What are they?

Consisting of the Mk7.5 Golf, Mk6 Polo and Mk1 Up!, they’ve all been breathed on by the brand’s GTI division and gifted more power, stiffer chassis, glitzy makeovers and iconic design touches such as tartan seats and the GTI’s signature red pinstripe. With power figures ranging from 113bhp for the tiny Up! GTI to 242bhp for the Golf GTI with Performance Pack, there’s certainly a wide spread of ability here. But all share the same end goal – to be fun pocket rockets, built with VW quality and tame enough to be more than usable day-to-day.

What’s new?

The Polo and Golf GTI ranges have been around for a while, so it’s the Up! that’s the newcomer here. VW claims its effervescent character channels that of the original Golf GTI, and being similar in size, power and weight, the comparison isn’t as mad as you might think.
The Polo is a relatively new too. It’s based on the Mk6 Polo and is lower and wider than its predecessor. As in all of the three cars, there’s been a full GTI makeover – tartan seats, red pinstriping, unique alloy wheels and, in the case of the Polo and Golf, resculpted exterior fixtures all feature.

What’s under the bonnet?

On track in all three of these later. pic.twitter.com/Hx10t5zOGo

— Tom Wiltshire (@mctreckmeister) April 19, 2018

The Up! GTI is the baby of the trio. It packs a turbocharged 1.0-litre three-cylinder engine, producing 113bhp for a 0-60mph sprint of 8.6 seconds and a maximum speed of 122mph. It’s a wonderfully fizzy engine – keen to rev, more than powerful enough for the tiny body and it sounds ridiculous thanks to a portal which amplifies the engine noise into the interior. The Up! GTI doesn’t take itself too seriously, and that’s very appealing.

The Polo is a rather more grown-up proposition. It packs a 2.0-litre four-cylinder petrol with 197bhp – it’s the same unit as the one in the Golf, but detuned slightly. The Polo’s still capable of a sub-seven-second 0-60mph sprint. Currently only available with a seven-speed dual-clutch gearbox (a six-speed manual is coming later in the year), what it lacks in character it makes up for in performance. This is a genuinely rapid car, even if excellent refinement means it doesn’t always feel it.

Finally, the Golf. We know this car well – this Mk7.5 model is barely an update over the previous Mk7, and features a virtually identical powertrain to the outgoing model. We drove the full-fat Performance Pack model with 242bhp, in both six-speed manual and seven-speed DSG forms. Both are excellent.

What is the Up! like to drive?

The Up! GTI doing some rather milder off-roading than I subjected it to on track. pic.twitter.com/gUtf8yWAzG

— Tom Wiltshire (@mctreckmeister) April 20, 2018

Even the baby Up! didn’t feel out of its depth, despite being pushed to its limits (and a little beyond). With a snickety manual gearshift and great response from that dinky engine, it’s great fun to throw around – though for sheer pace, it can’t keep up with its larger siblings.
The Polo seemed as though it wasn’t entirely at home on track. With a comparatively porky 1,355kg kerb weight, it’s a little less willing to be chucked around.

How does the Polo fare?

Head onto a flowing B-road and the Polo’s balance makes for a seriously fast cruiser, though, and ample reserves of grip ensure that the car’s mature character is never in danger of becoming unstuck. For us, though the Polo is less compelling a choice than its siblings. As the prodigal middle child, it should be aiming to be the best of both worlds – in reality, it’s a compromise between the two, without the ability of the Golf or the character of the Up!.

As for the Golf?

First ever (short) drive in an icon today. Shouldn't have waited so long. #golfgti pic.twitter.com/jWlCJhuf4c

— Tom Wiltshire (@mctreckmeister) April 19, 2018

It’s as good as it’s always been. Of course, for track supremacy, you’d be far better off with one of the race-biased Clubsport cars – but the standard GTI is still very quick, beautifully balanced and incredibly mature.
On track, it understandably left the Polo and Up! in its wake – you can thank the extra horsepower for that. On road, the Golf’s best feature is still its real-world pace and usability. Comfortable over all surfaces, refined and relaxing when you take it easy and powerful and punchy when you put your foot down, the Golf wears its four decades of development with pride.

What’s the quality like?

Regardless of which model you sit in, the first impression is one of rock-solid build quality. This is a VW strong point across its entire model range, and compared with the slightly tinny feeling of many a hot hatchback it’s rather reassuring.
The feeling of quality is most exceptional in the Up! – not that it’s the best-built of the trio, but that it’s so remarkably solid for its light weight. It does suffer somewhat due to its city-car origins – there’s no reach adjustment for the steering wheel, for example, and the included phone mount and free VW app are a poor substitute for a full-on infotainment system.

Verdict

There’s no doubt that all three of these cars are true GTIs, despite being very different in character. The Up! GTI has the most to live up to – as the newest member of the family, direct successor to the brilliant Lupo GTI and spiritual successor to the Mk1 Golf, it’s been dealt a tough hand. But the result is utterly brilliant, brimming with character and pep while remaining totally usable every day.

The Polo is immensely fast and capable, but does feel like the weak link here somewhat. The high price tag and disappointing interior are downsides, but the Polo’s real issue is its rivals. The brilliant Fiesta ST and Peugeot 208 GTI by Peugeot Sport are both cheaper than the Polo and offer more thrills, if less maturity.

Finally, the Golf. It’s the world’s most iconic hot hatchback, and one that has the most scrutiny on it every time it’s updated. And we’re glad to say it doesn’t disappoint. It may be pricey considering the power on offer, and lack the thrills that some rivals such as the wild Honda Civic Type R or Renaultsport Megane offer. But as a daily driver? There’s not much better, at any price.

Mercedes has chosen the Beijing Motor Show to show off its latest concept car. Named the Vision Mercedes-Maybach Ultimate Luxury, it’s a jacked-up, three-box saloon with SUV styling cues that hides a Tesla-rivalling 740bhp all-electric powertrain.

The Vision SUV takes its design from previous Vision concepts – that means sleek, curving lines and an enormous, glitzy front grille with a Maybach bonnet ornament above. There’s a chrome styling line that runs the full length of the vehicle and in a pleasingly retro touch, bisects the rear window.

The Vision Mercedes-Maybach Ultimate Luxury, just presented at Auto China, shows how the typical strengths of an exclusive high-end saloon and an SUV can be combined. Let this short video guide you through the key facts! #AutoChina #MercedesMaybach pic.twitter.com/S5KQIL2Bs3

— Mercedes-Benz (@MercedesBenz) April 24, 2018

To further distance the car from just looking like a high-riding saloon, Mercedes has added black plastic cladding around the wheel arches and hefty chrome scuff plates on the bumpers.

Car culture in China is disproportionately focussed on saloons, hence Mercedes’ decision to give the car a three-box silhouette.

Mercedes says that the Vision SUV is primarily intended to be chauffeur-driven – another nod to Chinese culture, where most of the upper-classes wouldn’t dream of driving themselves. The interior therefore is trimmed with adjustable rear seats, as in the S-Class luxury saloon, with a wide centre console featuring an integrated tea service.

Up front, the Vision SUV benefits from Mercedes’ latest driver tech, including twin 12.3-inch displays for driver information and controlling the in-car entertainment.

Under the skin lies a 740bhp electric powertrain, which sends torque to all four wheels. It claims a theoretical maximum range of 311 miles on a charge, while top speed is limited to 155mph.

The Mercedes-Maybach Vision SUV Concept is unlikely to see production in its current form – as with previous Vision concepts, it’s more a display of intention. In the future, we can therefore expect to see Mercedes-Maybach launching a hyper-luxury SUV inspired by this concept, to rival the likes of the Bentley Bentayga and upcoming Rolls-Royce Cullinan.

“The Vision Mercedes-Maybach Ultimate Luxury is a totally new archetype of a kind never seen before,” says Gorden Wagener, chief design officer at Mercedes’ parent company Daimler AG. “Our concept combines the DNA of an SUV with that of a saloon to produce an ultra-modern SUV of three-box design.

“With sensuality and pure sophistication, we have created a timeless vehicle that underscores the position of Mercedes-Maybach as the ultimate luxury brand.”