Author: Tom Wiltshire

The European New Car Assessment Programme, or Euro NCAP for short, is the premier car safety testing organisation in our region. It takes several examples of every new, volume-produced car on sale in Europe and puts them through a series of taxing crash tests to highlight any that might be unsafe for their occupants.

Cars are rated in four categories, before being awarded an overall star rating out of five. Car manufacturers are keen to chase this full five-star approval, as it’s a big selling point to be used in marketing exercises.

But how does Euro NCAP test its cars? We reveal all…

Adult and child occupant tests

The first two scores of any Euro NCAP results refer to the car’s ability to keep its occupants in both rows of seats safe in the event of a crash. Cars are put through four main tests.

The first involves running into a deformable concrete barrier, offset to the driver’s side of the car. The test takes place at 40mph. Two adult dummies sit in the front seats, and two child dummies sit in appropriate child seats in the rear.

The second test is a full-width frontal impact at 31mph, into a rigid barrier. This test takes place with ‘small female’ dummies in the driver and rear passenger seats.

Both of these tests put the car’s whole crash structure under scrutiny. Everything, from the rigidity of the passenger cell to the effectiveness of the seatbelts is monitored by sensors and cameras, and the dummies are all fitted with sophisticated equipment to decipher whether the forces acting on them would result in an injury.

Side impacts are then tested. The car is stationary, and a wheeled rig is crashed into the side at 31mph – with a structure on the front to simulate a car of similar size and weight, as if it were being t-boned at a junction. The intrusion of the rig into the vehicle, and how well the impact is controlled.

Finally, the car is placed onto a moveable platform and slammed sideways into a rigid pole, as if it had left the road and skid sideways into a lamp-post. Again, intrusion into the car and the effectiveness of side and head protection airbags is crucial.

Finally, the seats are tested for their effectiveness in protecting occupants from whiplash.

Pedestrian safety tests

These tests involve firing simulated body parts into the front of the car – no, it’s not as mad as it sounds. Portions of a dummy simulate the upper and lower legs as well as the head, and are fired into the car’s front as they would be in a 25mph impact.

Safety aids test

This is an area of testing that’s become far more important in recent years – as cars become ever more sophisticated, more and more include autonomous safety aids such as automatic emergency braking, speed alert, attention assist and lane-keeping assist.

Where these systems are present, Euro NCAP tests them with a selection of adult, child, and cyclist dummies, as well as imitation cars. Autonomous braking is tested at a selection of speeds to simulate urban and faster roads, while pedestrians are tested in a variety of situations.

French car manufacturers may have poor reputations for boring things such as reliability, dependability, or build quality, but there are several areas where they excel. Innovation, for a start — French cars often debuted or popularised some of the techniques or features that are commonplace on cars today, such as front-wheel drive or the turbocharged hot hatchback.

Cars from our continental neighbours are also, quite often, staggeringly beautiful. You only need to look at some of the vehicles below to know that France has a sense of style that’s hard to find anywhere else.

But, given a good budget of £20,000, what are the best French classics you can buy today? Read on to find out…

Peugeot 504 Coupe

Peugeot’s 504 is one of Africa’s favourite cars of all time — many examples are still chewing up the roads out there today, with insane mileages on the odometer. But along with the practical estate and saloon models, Peugeot also made the Coupe — and by god, was it gorgeous. And styled by Italians. Well, you can’t win them all.

A classically slinky silhouette, rakish roofline and simple yet dramatic styling means these are real standouts, while proven underpinnings meant they were dependable too. Right-hand drive models are rare, but you should be able to pick up a good example on the continent for around £12,000.

Citroen DS

Is there any French car more iconic than the Citroen DS? Named for the French word for ‘goddess’ — déesse — this gorgeous vehicle had technology that’s not even a given today, including fully independent hydraulic suspension, swivelling headlights and a padded dashboard for rudimentary crash protection.

The DS was produced for many years, making finding an example fairly easy. Repairs can be expensive, especially to the hydraulic system, but around £10,000 should buy you a working example that will be mechanically complete if in need of a little TLC.

Citroen HY van

Chances are you’re already familiar with the Citroen HY van. Simply head to any festival, village fete or vegan barbecue and you’ll find one converted to a food truck or coffee shop. They’re arguably some of the most iconic commercial vehicles ever — after the VW Microbus, that is.

Converted examples can easily fetch in excess of £30,000, depending on the quality of the work inside, but a running example in great condition will only be about half of that. And their popularity means you’ll have no trouble finding a garage to work on it or components to fit.

Renault Avantime

The most modern car on this list, the Avantime was Renault at its quirky best. Looking back, the idea was insane — take the platform from the Espace MPV, and fit a gorgeous two-door coupe body on top. Add in giant frameless windows and a huge sunroof, and you’ve got all the best bits of a convertible, paired to sharp-edged styling.

In reality, the Avantime was never a great seller, but that means they’re bargains today — and appreciating all the time. Ropy examples will fetch £3,000 now, but keep it tidy and you’re unlikely ever to lose money. Spend closer to £8,000 and you’ll have your pick of Avantimes — and given their proven Renault mechanicals, maintenance shouldn’t be an issue.

Renault Alpine GTA

The Alpine GTA was a facelifted and modernised version of the old Alpine A310, and retained that car’s unconventional rear-engined V6 layout. Though the car’s slippery shape and decent power output ensured good performance, its handling was the real highlight.

Turbo models are sought-after and right-hand drive examples seriously rare. However, go out armed with a £15k budget and you’ll have your pick of the few examples on our shores. Head across the channel and you might get even luckier.

Peugeot 205 GTI

The myth, the legend, the 205 GTI. Is this the best hot hatchback of all time? … actually, that’s a rhetorical question, because of course it is. The 205 GTI had it all — great looks, willing engines, and incredible handling that taught an entire generation of teenagers how to steer on the throttle.

Our budget opens up almost the whole market to you, and unless you seriously overpay you’re very unlikely to lose any money. Interiors can be expensive to refit, so look for a tidy one and rust is always a bugbear on French cars of this age, so check carefully.

Renault 5 GT Turbo

The 205 GTI may be the most legendary hot hatch, but the 5 GT Turbo runs it bloody close. Exceptional mid-range punch from its turbocharged engine and forgiving suspension actually made it an easier daily drive than the Pug.

Although it didn’t look as nice, and it’s not as well regarded, it’s certainly no cheaper. You’ll be looking at the wrong side of £10,000 for a good example. Worth it? We say definitely.

Panhard 24

The French tradition of advanced engineering and forward-thinking in fairly common, workaday vehicles is exemplified in the Panhard 24. Here was a car that was so advanced in its aerodynamics that a mere 848cc air-cooled two-cylinder engine gave it performance comparable to any British competitor with a 2.0-litre four-cylinder.

The 24 was the last car Panhard built before concentrating on military vehicles, and it’s quite a rare beast now. If you can find one, £20k should pay for it — plus some light restoration.

Matra-Simca Bagheera

Three-abreast seating doesn’t have to be the preserve of just the McLaren F1 or the Fiat Multipla. A little-known French sports car also featured it — the Matra-Simca Bagheera. Thanks to a lightweight fibreglass body, the car’s dinky 1.3 and 1.5-litre engines were more than capable of pulling it along.

Quality wasn’t exactly stunning, and so Bagheeras are rare beasts today. Find one, though, and you’ll be driving one of the rarest cars on British roads.

Citroen Traction Avant

The Citroen Traction Avant (or ‘front-wheel drive’, translated literally) set the mould for three major innovations in car design. Monocoque body construction, front-wheel drive and four-wheel independent suspension were unheard of back in the 1930s, and they gave this car a unique selling point.

It remained in production for more than 20 years in one form or another, a testament to its forward-thinking approach. £20,000 will buy you a tidy example.

We’re all familiar with car manufacturers teaming up. Sometimes it’s bourne out of necessity – struggling car makers with weak balance books end up joining forces in a bid to produce volume models that they need to stay afloat. Sometimes, it’s done for convenience, such as on occasions when it’s far simpler to borrow or buy another manufacturer’s tech than to develop it yourself.

Partnerships can be anything from full badge-engineering to simply sharing a few bits of switchgear. However, it often occurs between brands you’d never expect. Here are some of the most unexpected instances of cars being related…

Volkswagen Touareg – Lamborghini Urus

Sitting at two ends of the badging spectrum, you might not expect a Lamborghini to share parts from a humble Volkswagen. But a lot about the VW Touareg and Lambo’s Urus are similar; both sit on the same PL73 platform, and share this with the Audi Q7 and Bentley Bentayga too.

The Urus uses a 4.0-litre twin-turbocharged V8 engine which you won’t find in the Volkswagen, though it, again, shares this with another Volkswagen Group stablemate – the Porsche Cayenne Turbo.

BMW Z4 – Morgan Plus Six

Morgan has famously used BMW-sourced engines for some time; its Plus 8 model used one of the Bavarian manufacturer’s V8 powerplants for several years. But, when that ceased production, Morgan needed a new way of powering their flagship model, which is why you’ll find the turbocharged straight-six engine from BMW’s current Z4 in its all-new Plus Six.

On the old Plus 8 it was hard to notice that the engine was straight from BMW, however on the Plus Six it’s a bit more obvious – the prominent ZF gearshifter in the middle of the car is the same as the one you’ll find on the current-generation 5 Series, among others.

Subaru Impreza – Saab 9-2X Aero

On paper, the Saab 9-2X Aero spec sheet would raise some eyebrows. An all-wheel drive Saab wagon powered by a four-cylinder boxer engine? Surely not.

However, once you work out that – beyond some gentle styling changes – the 9-2X is essentially just a Subaru Impreza, the dots are connected fairly easily.

Saab, an at-the-time a General Motors-owned brand, was well-versed in sharing platforms with other entities from its parent firm’s umbrella by the time this car arrived in 2005. And, since Subaru’s parent firm was 20 per cent owned by GM at the time, this exercise was just another example of that.

Tesla Roadster – Lotus Elise

Back before Tesla’s rise to worldwide fame, it needed some help with producing one of its first all-electric sports cars – the Roadster. It’s why the California-based technology company entered an agreement with Lotus, the famous British sports car maker.

Lotus helped create a new chassis for the Roadster, which shared some parts with the Elise of the time. Features such as the windscreen and some suspension components were shared with the British two-seater, for instance.

DeLorean – Renault

The DeLorean is arguably one of Northern Ireland’s most famous exports. It had all the ingredients for success – rakish styling, remarkable brushed-aluminium bodywork and a mid-mounted V6 engine.

The origins of that V6, though? Not exactly glamorous. The PRV engine, as it was christened, was a joint project between Peugeot, Renault and Volvo, and tended to be applied to big, lazy luxury cars rather than sports models. It put out just 130bhp. It was also paired to a rather sub-par Renault gearbox.

Proton Satria Neo – Lotus

When Proton debuted the Satria in 2006, it owned Lotus, so it made sense to perform a little brand synergy by way of using the British firm’s renowned handling and setup abilities for the then-new supermini.

By all accounts, this actually worked well, so while the Satria Neo never set the world alight against more refined competition, it did take incredibly well to being flung around twisty roads and roundabouts.

Ford Mondeo — Aston Martin DB9

When Aston Martin launched the DB9 in 2003, it was still a part of the now-crumbled Premier Automotive Group empire owned by Ford. Parts sharing between the Premier brands including Aston, Volvo, Jaguar and Land Rover was not uncommon, but few realise the ties between the Ford Mondeo and Aston’s flagship ‘00s grand tourer.

The DB9’s 6.0-litre V12 was lauded for its sound and performance, but few remember – or perhaps, few choose to acknowledge – that the engine is essentially just a pair of Ford Duratec 3.0-litre V6s welded together.

Which bonnet did that V6 start to reside under just a year prior? The rather less James Bond-worthy Mondeo ST220.

Infotainment systems are some of the most desirable features of modern cars. A portmanteau of the words ‘information’ and ‘entertainment’, these devices arguably date back decades to earlier in-car stereo systems. However, the term really came into use with the modern generation of in-car entertainment – namely, large-screened devices that offer multiple ways to interact with, listen to or monitor your data.

In essence, then, while your car in the 90s may have had a tape desk or a CD player, your car in 2019 will likely have the equivalent of a home computer slotted into the dashboard. But what can these systems do, and how do they work?

What can an infotainment system do?

Infotainment systems aim to offer, as the name suggests, a huge array of informative and entertaining functions. Some of these include:
Music playback. Though physical media such as CDs are being phased out, most infotainment systems will offer AM/FM and DAB radio, auxiliary connectivity, USB playback and even online music streaming.
Satellite navigation. Often an optional extra, and several manufacturers are ditching it in favour of…
Smartphone mirroring. Compatible with Apple iPhone or Android devices, these systems use a connected smartphone to replace the car’s own interface and provide infotainment functions, including sat-nav.

Really well put together cabin and good interface finally from VW. Besides Apple CarPlay/ Android Auto u also have the Volkswagen Connect app which acts as a personal assistant and gives u info about the car’s state, journey and possible destinations. SVP #TCross #suv #subcompact pic.twitter.com/170G7Mf6yu

— Siddharth Vinayak Patankar (@sidpatankar) March 12, 2019

Camera monitoring. Reversing cameras are almost par for the course now, but many models offer a surround-vision array of cameras for a full 360-degree view of the car.
Internet access. Gives access to connected services such as weather, traffic information or even petrol prices, and can also include a WiFi hotspot for passengers to use.
Vehicle settings. The complex systems around a vehicle can often be modified through the car’s infotainment system.
Driving data. Trip computer information can be expanded on in the larger display of an infotainment system.

How do you interact with an infotainment system?

Different manufacturers have different ideas on the best way to use infotainment. The majority of cars use a touchscreen display – sometimes paired with a few buttons to access the core functions more quickly. These have the advantage of being easy to integrate and self-explanatory to operate, but some argue that it involves taking your eyes off the road for too much time.

Some employ rotary dials to control the display, however, with the likes of BMW and Audi both utilising a more hands-on approach to infotainment.

Many incorporate some type of voice recognition too, though these vary in effectiveness between manufacturers. Some are even experimenting with gesture controls.

Keep your eyes on the road. The All-New BMW #5Series is equipped with gesture control. pic.twitter.com/1x1G9DpFur

— BMW USA (@BMWUSA) February 13, 2017

Will an infotainment cost me more?

The answer is mixed – sometimes yes, and sometimes no. It depends on the car and the company that makes it. A lot of cars get infotainment thrown in as standard today, but prestige companies such as Porsche and Mercedes will require a bit of extra cash to secure their best systems. You can even upgrade to extra widescreen versions, which blend the dials ahead of the driver and the main screen into one, sweeping display.

What is it?

Over 800,000 Range Rover Evoques have been sold since its 2011 launch. The first-generation car effectively replaced the useful but frumpy Freelander, and proved to the world that the three words ‘premium’ ‘compact’ and ‘SUV’ can be a licence to print money.

Eight years down the line, there’s an all-new model, but it’s entering a much more crowded battlefield than its predecessor did, with competitors such as the Audi Q2 and Volvo XC40 proving very popular. Does the new Evoque do enough to stay ahead in the brawl?

What’s new?

The styling of the new Evoque may be similar to the old car, but it doesn’t mean they’re identical. In fact, short of the door hinges, everything you see and touch is new to the Evoque.

There’s a range of updated engines under the bonnet – more on them later – and an interior that will be familiar to anybody who’s sat in the latest generation of Range Rover or Range Rover Sport. So while Land Rover will admit the styling was intended to be an evolution rather than a massive step-change, the underlying platform is a lot newer than you might think from first glance.

What’s under the bonnet?

Didn't expect to like the new Evoque as much as I did but it looks really smart, is a superb cruiser and is way better off road than it needs to be. Ticks many boxes. pic.twitter.com/SK2wZpGbKk

— Tom Wiltshire (@mctreckmeister) March 13, 2019

The new Premium Transverse Architecture that underpins the Evoque is set up for petrol, diesel, plug-in hybrid or full EV powertrains. Just the two former are available from launch – there are three petrols and three diesels.

The basic 148bhp diesel makes do with front-wheel drive and a manual gearbox, but the other five – 178bhp and 237bhp diesels as well as 197bhp, 247bhp and 296bhp petrols – all have a new nine-speed auto, four-wheel drive and a mild-hybrid system to boost performance and economy. All are four-cylinder units.

The big takeaway from the two engines we drove – 237bhp diesel and 247bhp petrol – was refinement. Both make excellent cruisers, with long gearing for relaxed progress. The petrol was our preference in spite of its relative thirst, as it’s superbly quiet and smooth yet feels far perkier than the diesel if you press on.

What’s it like to drive?

Slightly over-light steering and a large, thin-rimmed steering wheel give the impression that the Evoque won’t corner. But move past the initial uncertainty and you’ll find a very sweet-handling car. Grip levels are excellent, and even the basic non-adaptive suspension remains impressively flat through the corners.

Wheels in sizes up to 21-inches are available, but Land Rover’s done an impressive job of isolating the judder you feel from large rims on poor road surfaces. Ride comfort’s excellent across the board, especially at a cruise.

In true Land Rover tradition, we also tested the Evoque on some reasonably challenging off-road routes. Terrain Response 2 – the firm’s off-road tech – is fitted to all models, and it really makes heading off the beaten track as effortless as staying on tarmac. Of course, most Evoques will stay in the city… but it’s nice to know they can handle the odd muddy field.

How does it look?

The new car looks similar to the old Evoque, but details have been simplified and kinks and creases ironed out. Details have been carried over from the previous model – the rising waistline, ‘floating’ roof and wheel-at-each-corner stance – but the removal of the plastic wheelarch extensions and the addition of hidden door handles gives a very slick, concept-car look. It’s very similar to the Velar, and that’s a good thing.

Land Rover’s signature LED lights sit up front, while the full-width element across the rear combined with the letterbox rear window gives it a pleasingly squat stance. If we have one complaint, it’s the colour palette, which apart from a rather tasty red is devoid of anything bold.

What’s it like inside?

The dual-screen setup of the dashboard has been lifted from the Velar, leaving few traditional buttons. It does take a little getting used to – and we found the gearshifter gets in the way of the lower screen. The upper has a super-wide orientation, which works well though it can leave the map screen quite limited.

Space is an improvement on the previous model, though legroom is still limited for passengers in the rear. The boot’s improved by ten litres, and the seats fold to give a totally flat load bay. We’re also big fans of Land Rover’s innovative – if pricey – premium fabric upholsteries. They’re more welcoming and comfortable than leather without feeling cheap, and are also totally vegan.

What’s the spec like?

S, SE and HSE trim levels are available, with sporty R-Dynamic versions of each. All models have LED headlights, alloy wheels, climate control, a suite of cameras, cruise control and all of Land Rover’s off-road goodies, but entry level cars do feel rather spartan with their analogue gauges, manual boot and barely-adjustable seats. Opting for S brings you navigation, but it’s not until SE that Touch Pro Duo with its twin screens becomes standard.

The Evoque’s options list is extensive and includes some very clever camera systems – one that replaces the rear view mirror and another that makes the bonnet ‘invisible’ for tricky manoeuvres. Things can quickly become expensive, though – a quick run through ‘essential’ equipment on the online configurator bought our Evoque past £50,000.

Verdict

The new Evoque feels like the correct way to go – a useful upgrade without risking scaring existing owners away from the showrooms. It’s a handsome SUV with a good interior, superb cruising manners and more off-roading capability than the majority of drivers will need. A Porsche Macan is sharper to drive, and a Volvo XC40 more spacious and better-suited to families. But the Evoque is super-stylish and we think it’ll sell like hotcakes.

Passing your driving test is a major milestone – it proves to the world that you’re capable of driving securely and safely on public roads in the UK. But any veteran driver will tell you that learning to drive doesn’t stop just because you’ve got your pink licence – the best drivers constantly evolve, learning new skills and how to deal with challenging situations.

Experience may be the best teacher, but it can take a long old time. That’s why advanced driving courses exist. They aim to give you a feel for driving on roads and in conditions that aren’t covered in the normal driving test, and some can even have other benefits – from industry-recognised qualifications to a reduction in the price of your car insurance.

Advanced driving courses tend to fall into two categories. There are those designed for new drivers – usually motorists who’ve just passed their test, and want a little extra peace of mind before they deal with conditions that aren’t covered in the regular DVLA examination.

Then there are those aimed at experienced drivers – courses in precision driving, defensive driving or even track driving. These are often more for fun than any other benefit, but can certainly improve your skills in everyday driving.

Here are some training courses that could benefit you…

Pass Plus

Pass Plus is one of the most popular advanced driving courses around. It’s aimed at those who’ve just passed their test, and many driving instructors offer it – so there’s a good chance you’ll be able to continue with an instructor you’re comfortable and familiar with.

There’s no official examination for Pass Plus, just a series of 6 ‘subjects’ usually assessed across a couple of sessions. Pass Plus covers driving on motorways and dual carriageways, driving at night and – where possible – driving in adverse weather conditions.

Well done Emma, amazing news! If you're thinking about doing Pass Plus, you can find out further info @ https://t.co/UvJzEBCFtt. Marie.

— DVSA Support (@DVSA_HelpMe) November 5, 2018

A Pass Plus registered driving instructor will be able to give you a certificate on completion of the course, which you can then show to your insurer. Many car insurers offer reductions for new drivers who are Pass Plus qualified. Prices for the course vary by instructor, but it’s usually around £180.

IAM Roadsmart

The Institute of Advanced Motorists advanced driver course is more comprehensive than Pass Plus, and aimed at drivers of any age – but often those who’ve been on the roads for a few years opt for the course.

It’s extensive, with training usually taking place over a few months. Candidates are paired with an IAM member, who will assess their skills in a number of areas such as control, observations, positioning and their ability to deal with unexpected situations. IAM certification is then granted after an advanced driving test.

Get yourself ready for spring by becoming an advanced driver. Boost your confidence behind the wheel, learn new techniques and skills and get ready to love driving all year-around. #SpringIntoAction #ThursdayThoughtshttps://t.co/0bD1OwPYV5 pic.twitter.com/NPsK0A0Npe

— IAM RoadSmart (@IAMRoadSmart) March 7, 2019

IAM training costs £149, but it’s widely recognised by insurers and could very easily net you a discount.

RoSPA

Huge congratulations to the students who passed the @RoSPA Advanced Security Driving Course last week.

The hard work, dedication and positive attitude certainly paid dividends and I'm sure the training will help you in future endeavours. ????‍?

It was a pleasure having you! pic.twitter.com/awclOyGieg

— Specialist Operations Academy (@S_O_A_UK) January 29, 2019

With tests administered by serving or retired police officers – all of whom will have undergone extensive advanced training while in the force – RoSPA bills itself as the highest standard of civilian driving available.

It bases itself upon the police handbook, which states: “Advanced driving is the ability to control the position and speed of the vehicle safely, systematically and smoothly, using road and traffic conditions to progress unobtrusively with skill and responsibility.”

Tutoring is free via a series of volunteer groups, though you’ll be asked to pay £20 in order to join. Once you’re ready, the test takes around 45 minutes to an hour and costs £67.

The AA

The AA runs its own driving school for those trying to pass their test for the first time, but those who’ve already passed but are still a little unconfident can opt for one of the firm’s Qualified Driver courses. They encompass the same sort of areas as Pass Plus – motorway driving, inclement weather and night driving to name a few, but there’s no examination or formal qualification at the end.

Courses vary, so it’s best to contact the AA for more details. Of course, as a full driving school, the AA can also offer Pass Plus certification.

The Motability scheme is an incredibly successful one – some estimates suggest it counts for as much as 10 per cent of all new car leases in the UK.

It’s a system by which those who receive certain disability-related benefits – usually the Higher Rate Mobility Component of the Disability Living Allowance – can apply to lease a new car, which is usually replaced every three years.

Motorists can use the whole of their allowance to pay for the vehicle, or just part. Vehicles with a list price of more than £25,000 require an advance payment, too.

There’s a wide range of choice available, so those on the scheme don’t have to be limited by what they drive. Everything from tiny city cars to sporty models are available.

For the more severely disabled, Motability also provides wheelchair-accessible vehicles (WAVs), which can accommodate wheelchair users as passengers or in some cases, even as a driver. However, these tend to be made by specialist converters to meet an individual’s own needs, so we’ve concentrated on standard cars here.

For most, we’ve also added an automatic gearbox for added ease of driving.

Small car: Kia Picanto

Weekly rental: £49.25
Advance payment: £0

The dinky Kia Picanto is a great city car. It offers willing engines and fun driving dynamics, so it’s great to punt around town. It’s also pretty spacious thanks to its standard five-door body shell. Kia’s warranty is class leading, it’s well equipped from the very base specification – and you can have it for less than 50 quid a week.

Mid-sized car: Kia Ceed SW

Weekly rental: £59.75
Advance payment: £0

We’ve opted for another Kia in this class, simply because the Ceed SW is such an excellent car in almost all respects. Exciting? No. But in this estate form it’s superbly spacious, and the 1.0-litre turbocharged petrol engine is a good companion for the smooth-shifting seven-speed automatic.

Family car: Skoda Octavia

Weekly rental: Total allowance
Advance payment: £145

A £145 advance payment will secure you an example of the Skoda Octavia – remarkable for offering space levels more familiar to cars in the class above. You’ll find no shortage of room for passengers or luggage, and the Octavia also offers a premium interior and low running costs.

MPV: Citroen Berlingo

Weekly rental: Total allowance
Advance payment: £695

The Citroen Berlingo may look like a van… okay, it is a van. But that’s no bad thing. An enormous boot and more headroom than you can shake a stick at plus handy sliding doors make this the ideal family wagon. It’s also a popular base for WAV conversions.

SUV: Suzuki Vitara

Weekly rental: Total allowance
Advance payment: £299

Somewhat of a left-field choice, but the Suzuki Vitara is actually a brilliant small SUV. The firm’s BoosterJet engines are powerful and characterful, and the Vitara just exudes a sense of practicality and determined ruggedness.

Convertible: Mini Cooper Convertible

Weekly rental: Total allowance
Advance payment: £1,249

Our first choice in this category would be the brilliant Mazda MX-5 – but it’s not necessarily the best choice for those with mobility issues due to its tiny cabin and low-slung driving position. The Mini Convertible is far from a poor substitute, though – great to drive, fun to look at and dripping with charm.

The Geneva Motor Show, taking place each March in the Swiss city’s Palexpo exhibition centre, is the event that the motoring world plans its whole calendar around. It’s typically the location for European manufacturers to reveal their most important and pivotal models, announce major step-changes to their brand or corporate strategy and play around with amazing concept cars.

This year has proved to be the most electric year yet – and we mean that literally, with virtually every single car manufacturer launching some form of hybrid or electric car. We’ve seen everything from humble hatchbacks to the most powerful road-legal car ever made powered entirely by electric motors.

But that’s not to say traditional petrolheads can’t find something to love, too. Here are some of the most exciting cars we found at the 2019 Geneva Motor Show.

Renault Clio

Okay, okay, so a new Renault Clio isn’t exactly the most remarkable discovery in the world – even less so when it looks so similar to the outgoing model. But don’t be fooled, this is an all-new model, and one glance at the stunning interior with its vast central screen and premium touches should convince you of that.

A plug-in hybrid powertrain will join a range of turbocharged 1.0-litre petrols, and Renault’s promised that the new car will be even better to drive than its perky predecessor. We’re now looking forward to a Renaultsport model…

Lamborghini Aventador SVJ Roadster

From a humble supermini to Lamborghini’s new halo model. The Aventador SVJ has many things going for it – a Nurburgring lap record, 759bhp V12 engine and those spacecraft looks to name but a few – but it’s that pesky roof that’s the problem.

So what has Lamborghini done? Lopped it off. The Aventador SVJ Roadster is only 50kg heavier than its hard-top sibling and packs the same punch, but best of all, you’ll now be able to hear that glorious naturally-aspirated engine in all of its high-revving glory.

Pininfarina Battista

You thought 759bhp was a lot? Pfft. The latest model from bespoke Italian brand Automobili Pininfarina, the Battista, packs 1,874bhp. Yep, you read that right.

Pininfarina claim the all-electric, four-wheel drive supercar will hit 60mph from rest in less than two seconds and go on to more than 217mph – and will go 280 miles on a single charge, too. Add in classic supercar proportions and, presumably, a price tag in the millions, and this could be one of the models to make electric supercars as desirable as their petrol-powered cousins.

Polestar 2

Volvo’s spin-off sports brand, Polestar, unveiled its second model at Geneva – imaginatively named the ‘2’. It’s set to be the brand’s first ‘mainstream’ car and as such it packs a curious mixture of SUV, coupe and saloon styling cues into a single slick package.

It’s also all-electric, with a promised range of more than 300 miles. If the starting price is low enough, this could give Tesla’s affordable Model 3 a real run for its money.

Honda E Prototype

One vehicle that isn’t chasing a low starting price is the Honda E Prototype – despite its dinky dimensions, Honda will be pricing it as a premium product. Given the reception it’s had, that’s perhaps not as crazy as it sounds.

The sleek E Prototype offers a high-tech interior, cheeky styling and plenty of desirability. The new electric city car to covet?

Peugeot e-208

Giving the Honda a run for its money is the new Peugeot 208 – available for the first time as an all-electric model named the e-208. It will sit alongside its petrol and diesel-powered siblings, but thanks to clever packaging there’s no compromise in practicality from the bulky battery pack.

The 50kWh battery promises around 211 miles from a single charge, and it’s mated to a 134bhp electric motor driving the front wheels. Peugeot’s also lobbed the book at the new 208 in terms of technology, with LEDs aplenty and a glorious new 3D-effect digital dial pack.

Seat El-Born

Seat’s first proper all-electric model will be based on the same scalable electric platform as its Volkswagen ID. siblings, but the Spanish brand’s gone its own way in crafting what looks like a practical, compact MPV.

The El-Born uses the latest VW Group technology inside and out, and though it’s technically still a concept Seat says it’s very nearly production ready. And the name? El Born is a neighbourhood in Barcelona.

VW ID. Buggy

The other end of the Volkswagen Group electric spectrum is this – the ID. Buggy. It’s a testament to the versatility that an electric platform offers, as having all the powertrain components contained within the floor means that manufacturers can go wild with the body they place on top.

Volkswagen’s chosen to fit the Buggy out like a classic California Dune Buggy – with chunky off-road wheels, a weatherproof interior and no roof or doors. We absolutely love it.

Ferrari F8 Tributo

With rivals such as the McLaren 720S beginning to steal Ferrari’s mid-engined thunder, the brand had to update its brilliant 488 GTB. The result is this – the F8 Tributo, which uses the same engine as the limited-run 488 Pista – a remarkable 710bhp turbocharged V8.

Redesigned aerodynamics, reduced weight and fresh styling also appear, and the F8 Tributo promises that its performance will be accessible to a wider range of drivers than the Pista’s was.

Aston Martin Vanquish Vision

And this is the car that could soon give Ferrari a run for its money – the Aston Martin Vanquish Vision. Excluding the remarkable track-honed Valkyrie, the Vanquish Vision will become Aston Martin’s first-ever mid-engined model.

It’s set to use an all-new Aston Martin-developed V6 engine that will also form the brand’s first mainstream hybrid powertrain. Oh, and did we mention how well Aston Martin’s styling language translates to a mid-engined silhouette?

There’s just something about having eight cylinders, arranged in two angled banks of four, that strikes joy into the hearts of so many car enthusiasts. The V8 is, to many, the perfect engine – an ideal balance between longevity, smoothness, power and packaging.

It’s these factors that have made them the layout of choice for so many wonderful cars over the years. Here are a few of our favourites, found in the classifieds for a bargain price…

Vauxhall VXR8

This was the last thing we expected from Vauxhall at the time – but the VXR8 wasn’t really created by or for Vauxhall. It was actually a rebadged model from Holden in Australia – land of wide roads, cheap fuel and big, inexpensive muscle cars. So Vauxhall bought it over here, slapped a Griffin badge on it and sold it as a little-known performance monster.

The VXR8’s simple combination of powerful V8 and rear-wheel drive made it spectacular fun, and they can now be picked up for a song. You’ll find its predecessor, the Vauxhall Monaro, for even less.

Lexus IS F

Examples of the remarkable V8 Lexus IS F are just beginning to creep below the £20,000 mark – and what a bargain they are at this price. While its contemporaries were contemplating smaller engines and turbocharging, Lexus steadfastly held on to a 5.0-litre naturally-aspirated V8.

It’s also rather exclusive – you won’t see many others on the roads, and with Lexus’ legendary reliability you’ll see even fewer in the garage.

Mercedes-AMG E 63

Mercedes’ back catalogue is full of V8 monsters, but we’re big fans of the E 63 model – the brand’s BMW M5 rival. Depending on your budget, you’ll be looking at less than £20,000 for either W212 or older W211 models – both offer over 6.0-litres of eight-cylinder majesty wrapped up in a luxurious shell.

Plus, the older you go, the more discreet these cars become – W211 models are proper under-the-radar machines.

Range Rover V8

A big, luxurious car needs a big, luxurious engine right? That’s been Land Rover’s way of thinking with the Range Rover for years – while smaller V6 engines and recently four cylinders have been available, the range’s flagships have always had eight.

While V8 petrols are positively sublime we’d steer clear of them unless you’re the ruler of an oil-producing nation. Instead, go for the stonkingly good V8 diesel – it’s got more torque than a freight train and even sounds good. Budget for some repairs, though. With these cars, it’s not a question of if they’ll break down, but when.

Jaguar XFR

Jaguar’s sports saloons had begun to fall by the wayside against the onslaught of German competition, but the 5.0-litre supercharged XFR helped to turn the tables. Here was a vehicle that took amazing performance and wrapped it in a high-end smoking jacket.

There’s 503bhp on offer and those who have a penchant for fast estates can even opt for the marvellous Sportbrake model.

BMW M3

Purists moaned when BMW launched its current-generation M3 with a turbocharged straight-six engine. And why did they moan? The V8 in its predecessor, of course.

The 4.0-litre naturally-aspirated V8 found in the E92 M3 is a firm favourite with purists, mainly thanks to its 8,400rpm redline and exceptional throttle response. Tidy examples can be found for our budget price.

Audi RS4 Avant

The 4.2-litre V8 in Audi’s fantastic B7 RS4 Avant was as close to matching the one in the M3 as possible – an identical 414bhp and even higher 8,500rpm redline. The RS4’s successors have been criticised for being a little inert, but this model offered an enviable fluidity through the corners as well as a fantastically mechanical feel.

Of course, with quattro four-wheel drive and a capacious estate body, the RS4 offers some practicality too – ideal for taking the kids and the dog out for a relaxing 155mph run down the autobahn.

Ford Mustang

Say ‘muscle car’ to anyone and the chances are they’ll have visions of a Ford Mustang. The ‘pony car’ helped bring performance to the masses, and though right-hand drive is only available on the current model – which is outside our budget – an imported model could be an absolute bargain.

Owners have a habit of modifying Mustangs – often quite badly – so you may need to search for a while to find an unmolested example, but it’s worth it.

Toyota Land Cruiser V8

Land Cruisers are legendary for their ruggedness, and nothing says rugged quite like putting a massive V8 under that enormous bonnet. Our budget will buy you either a 4.7-litre petrol or a 4.2-litre diesel – we’d suggest opting for the latter unless you really want to get to know the cashiers at your local Esso.

You’ll enjoy unparalleled levels of toughness in a surprisingly family-friendly package – just make sure you brush up on your parallel parking, as getting this beast into a space is an ordeal.

Maserati Quattroporte

If you’ve ever wanted to look like an Italian mobster, this is the car for you. Maserati’s Quattroporte – Italian for ‘four doors’ is, as with many Italian cars, very flawed. But it’s also brimming with personality and flair.

£20,000 will buy you your pick of early models, leaving plenty of spare cash for a very thorough mechanical inspection. You’ll need it.

There were experiments with steam and electric power before but let’s get real, the car as we know it came into being when Karl Benz made the first petrol-powered internal combustion automobile. More than a century on, we’re pitching around in diesels, hybrids, electric vehicles and even hydrogen cars, but for the majority of the world petrol is still the default choice.

That’s the case in Europe – just, though a big push for diesel in the 2000s means that it still holds more than 40 per cent of the market, with petrol just ahead with around 55 per cent of the market.

But why should you consider a petrol vehicle for your next car, and what are the potential downsides? We take a look…

What’s your mileage?

Low mileage drivers, come on by. Of course, the ideal car for a quick jaunt into town is an electric or hybrid model, but these can be expensive and out of reach for a lot of people. Plus, there are very few electric superminis or city cars on the market – they just cost too much to manufacture – so buyers in these segments don’t have too much choice.

Petrol cars tend to be much cheaper than their diesel equivalents, so depending on how much you drive will dictate how quickly the increased fuel consumption will affect your finances.

For example, a 1.6-litre diesel Volkswagen Golf costs around £1,600 more than its petrol equivalent. For a high-mileage driver (according to Volkswagen’s official fuel consumption figures) the increased fuel economy of the diesel would be paid back in around 75,000 miles – or less than three years for someone covering 30,000 miles a year. But the average motorist in the UK does 12,000 miles a year, meaning the diesel would take more than six years to start paying for itself.

What type of journeys do you do?

Opting for a petrol for short runs is ideal. Unlike modern diesel engines, most petrols don’t have the same sort of sophisticated emissions control systems that become so easily clogged up on repeated short journeys from cold.

Petrol engines also warm up more quickly than diesel. This means that while their overall economy might be less, they reach their optimum operating temperature far more quickly. While a diesel may not be at its full efficiency until 30 minutes or so after starting, a petrol will likely manage it in half the time. This means that if you’re just dashing around town, you might find a petrol even more efficient than a diesel.

Do you enjoy driving?

This is a contentious one. We’re not saying that electric, hybrid or even diesel vehicles can’t be enjoyable to drive – of course they can. But there’s a reason that the go-to phrase for a car enthusiast is a petrolhead.

A petrol engine fitted to a hot hatchback or a sports car is the ultimate way to enjoy yourself on the roads for not too much outlay. They’re zippy, reasonably cheap to run, and brilliant fun – everything you want for fun on a budget.

At the high end, super-fast electric cars are beginning to blur the lines, but there’s still little to touch a screaming V8 or V12 petrol engine for sheer theatre.

In general, a petrol car – while it may be a little more tiring on long journeys or when heavily loaded – will be more fun to drive than its diesel equivalent due to improved engine response and lighter weight.

Can you afford it?

Probably. If you can’t afford a petrol car, you can’t afford a car – it’s the cheapest way to get on the roads in this country thanks to a glut of fantastic little city cars and superminis. The used market is awash with them, too.

Running a petrol car once you’ve actually bought it can be more expensive than equivalent powertrains. They’re the thirstiest kind of car you can buy, and thanks to higher carbon dioxide emissions they will also cost more to tax – most of the time.

Insurance is less of a concern, and petrol cars aren’t any more or less reliable than diesel counterparts – so maintenance shouldn’t be a problem either.