Author: Tom Wiltshire

Facelifting is one of the sneakiest tools in a car manufacturer’s arsenal. Much like applying Botox and rhinoplasty to an aging face to make it look fresh again, simply altering a few bits on a car’s front end, maybe introducing a new trim level and some fresh wheel designs can be enough to justify an ‘all-new’ label.

Of course, simply because a car’s been facelifted doesn’t make it bad. In fact, sometimes facelifting a model is what it really needs – streamlining the way it looks in order to show off the rest of its attributes to their full capacity. After all, an ugly car could be fantastic to drive or amazingly practical, but if it looks daft on a driveway, it’s not going to be popular.

Here are a few of the times that a facelift worked really well…

Subaru Impreza

The second-generation Subaru Impreza arrived in 2000, and despite having the same basic shape as its predecessor, the devil was in the detail. Specifically the front end – with its bulbous, circular headlights giving it a permanently frightened expression leading it to be christened the ‘Bugeye’ Impreza.

The controversial front end was facelifted twice – first, to the more conventional ‘Blobeye’ and finally to the sharp-edged ‘Hawkeye’. You couldn’t call either of them pretty, but finally the Impreza had a front end that wasn’t overly offensive and was worthy of the car’s rally-honed underpinnings.

Ford Scorpio

The Ford Scorpio’s almost legendary for its appearance – described as ‘gopping’ by ex-Top Gear host James May. And it’s true, the Granada’s replacement dropped its predecessor’s classy, straight-edged styling for something more akin to a slightly scary balloon animal.

It’s a shame, as the Scorpio’s underpinnings were great – blending comfort with poise and good handling. The admittedly subtle facelift didn’t do much to the bustling rear, but extra headlight detailing and a less offensive grille made the front end much easier to look at.

Jaguar XF

Jaguar’s XF is credited with saving the company, banishing away thoughts of the old S-Type with style. But the car’s styling dated quickly, which is why the facelifted model – with a far sleeker front end, more characterful grille and the addition of a popular four-cylinder diesel engine – was such a boon.

The biggest and most effective change, however, was the headlights. The pre-facelifted car had a permanently surprised look, while the updated model ditched the rounded elements for far more conventional and attractive units. Well worth doing.

Land Rover Discovery 3/4

The Discovery 3 had plenty going for it – near-unparalleled off-road ability, for a start, thanks to its innovative double-chassis design. It wasn’t exactly ugly either, but with its beefy black bodykit and unashamedly utilitarian details, it didn’t exactly appeal to the trendy inner-city customer Land Rover was aiming for.

The 2010 ‘4’ facelift fixed all that, though, with a Range Rover-inspired aesthetic that lifted this car from the farmyard to the country club with ease.

Ford Fiesta

The Ford Fiesta of 2009 was a fabulous car, well deserving of its multiple awards and massive sales success. But the styling was arguably a little too anonymous to compliment the fabulous chassis underneath.

Come 2013 and the facelift changed all that, with Ford’s new Aston Martin-esque trapezoidal grille turning this little car into a serious looker. Finally, the Fiesta had bodywork to match its fabulous drive.

Fiat Multipla

The pre-facelift Fiat Multipla is, to some, the ugliest car in the world. Harsh but fair, we’d say, with the awkward bulge underneath the windscreen likened to a muffin top and the tiny headlight units lending the front of the car a piggy gaze that was far from attractive.

But that vile body concealed a seriously clever interior, so in a bid to boost sales Fiat gave the Multipla it’s most boring corporate face. The move certainly made the Multipla less offensive, but at the expense of all of its character.

What is it?

Few vehicles are as recognisable as the Jeep Wrangler – it harks back to the Willys MB of 1941, giving it more heritage than even the Land Rover Defender. Like the Defender, the Wrangler is a no-nonsense bruiser of an off-road vehicle, but unlike the Defender, you can actually buy one new.

For 2019, the Wrangler’s been made more suitable for tarmac while retaining its core sense of purposefulness. After all, Jeep says that customers who want a Wrangler will only buy a Wrangler – and they’re a choosy bunch indeed.

What’s new?

The Wrangler rides on a new platform that’s both bigger and lighter than its predecessor. That’s not to say it’s gone all lightweight and fluffy – this is still a two-tonne-plus car – but it does liberate a little more interior room and make for a more nimble experience on the road.

Under the bonnet are a pair of new four-cylinder engines, a petrol and a diesel, and both have seen a decrease in capacity but an increase in efficiency. Jeep says that critics from various owners’ clubs bemoaned the loss of the 3.6-litre V6 until they drove the new 2.0-litre petrol – high praise indeed.

The off-road gear is near enough as you’d expect, but the interior, technology and safety kit have all been given a boost. As for the styling, it’s classic Jeep but with a few more nods to modernity.

What’s under the bonnet?

Rather capable, this thing. This is a Sahara without all the off-road gubbins and on road tyres, managed everything the Rubicon did without any complaint. Needs: V8, somewhere for left foot, snorkel, spotlights pic.twitter.com/D8hr3tU9L5

— Tom Wiltshire (@mctreckmeister) February 19, 2019

The old 3.6-litre V6 petrol and 2.8-litre diesel have been replaced with a 2.0-litre and a 2.2-litre respectively – both four-cylinder turbocharged units. The 268bhp petrol is our pick of the pair. It’s smooth, more refined than the diesel and shouldn’t suffer much in terms of real-world efficiency. Surprisingly, it’s also got slightly lower CO2 emissions.

That’s not to say the diesel is bad, and its low-down pulling power may appeal to some. Both engines are paired with an eight-speed automatic gearbox – best described as ‘fine’ – and selectable 4WD. That’s selectable by a great big lever by the handbrake, by the way – no puny little rotary knobs here.

Hard-core Rubicon models feature a whole host of off-road kit too, including locking differentials, an anti-roll bar that can be electronically disconnected for greater suspension travel and chunky off-road tyres.

What’s it like to drive?

On the road, previous Wranglers have suffered from a bouncy ride and vague steering – much like a Land Rover Defender. This new model is a big improvement, and while it’s certainly not up to the standards of a Land Rover Discovery, it’s now a vehicle you could conceivably take on a long trip.

The steering is over-light but not too vague, while the ride is passable and aided by very comfortable front seats. Push it too hard on tarmac and the Wrangler will get out of shape fairly quickly, with plenty of body lean – but owners aren’t really too bothered about that, and at more sedate speeds the Wrangler isn’t too offensive at all.

Off road is where it excels, though, and round our challenging Lake District test route even models on road tyres never felt like they were struggling. It’s easily the equal of legendary badges such as the Toyota Land Cruiser and Range Rover.

How does it look?

Today driving the new and much improved JEEP Wrangler in wet n windy Lake District. We are currently mountain climbing in this very capable 4×4.. it is simply crawling over the rocks.. no problem at all… pic.twitter.com/gK2F6wdscX

— Martin Ward (@MartinW_cap_hpi) February 20, 2019

Even if you were unfamiliar with the Wrangler name you’d instantly be able to identify the new model as a Jeep – thanks in part to extensive badging but mainly because of its classic design features. The seven-slot grille and circular headlights (now LED units across the range) give the front end an instantly recognisable ‘face’, while the tailgate-mounted spare wheel, standard soft-top and trapezoidal wheel arches are all welcome touches too.

With their black roof panels, off-road tyres and decal packs, the Rubicon models are the most eye-catching, and certainly the ones that will appeal most to traditional Jeep customers. Overall, the Wrangler has a rugged charm that’s impossible to ignore – equal parts purposeful and lovable.

What’s it like inside?

There are definitely a few niggles with the Wrangler’s interior. First, the driver’s footwell suffers serious intrusion from the centre console, leaving nowhere for your left foot. You’ll have to either sit it underneath the brake pedal or fold your left leg uncomfortably under your right.

The infotainment, while fully featured, is still the same disappointing Fiat system you’ll find across the Jeep range – so it’s awkward and low quality in places, and not really up to scratch for a car of this price.

The styling, however, is excellent. The flat-faced dashboard is a charming throwback, and it’s decked out with little Jeep details. Most of the switches feel high quality, and even having the window switches centre-mounted isn’t an issue. The glovebox is a little stingy, but there are two large cupholders and a cavernous centre storage compartment.

Rear passenger space, meanwhile, is decent even on three-door models. Your guests won’t be riding in luxury, but they’ll have plenty of room for short journeys – and there’s even a good-sized boot.

What’s the spec like?

There are three trim levels available. Entry-level Sahara features most of what you’d expect, including an eight-inch touchscreen infotainment display, climate and cruise control, Apple CarPlay and Android Auto plus all-round LED lights.

It’s hard to imagine why you wouldn’t pay a mere £2,000 extra and opt for Rubicon, though. These models get a host of styling and equipment upgrades, including that brilliant extra off-road gear.

Jeep claims owners are very happy to lavish tens of thousands of pounds on aftermarket kit for their Wranglers – and a key addition to Rubicon models is a heavy-duty electrical system to accommodate this. It includes four auxiliary switches, pre-wired under the bonnet to make fitting winches, spotlights or other off-road gear really simple. Very clever.

Verdict

Let’s be honest – the Wrangler is a purchase to be made with the heart, not the head. Those who simply need an honest, rugged 4×4 are more likely to buy one of the many pick-up trucks on the market, and those who want a luxury SUV have options from every corner of the market. The Wrangler’s main appeal is in its character – it’s as much of an icon as the Land Rover Defender and a slice of pure Americana. Improvements to its interior and on-road manners are welcome, though.

A survey has found that most drivers are in favour of new, long-range camera equipment being used to catch motorists who break the law.

Gloucestershire Police tried out the cameras, which can spot lawbreaking drivers from up to a kilometre – nearly two-thirds of a mile – away.

Christened ‘the long eye of the law’ by officers, the test was centred on the A417, which has a 70mph limit. During the month-long initiative, they clocked 1,293 speeding offences – including 10 of 100mph or more. The highest speed recorded was 126mph.

A total of 32 other offences were spotted, including tailgating, using a mobile phone at the wheel, failing to wear a seatbelt, and not displaying a legal registration plate.

More than 1,200 vehicles were caught speeding in November on the A417 and A419 by our 1 kilometre long-range camera.

The camera, which is still operating, captures motorists driving dangerously between Gloucester and Swindon.

More: https://t.co/5r72P3DBOz#SafeSocialDriving pic.twitter.com/dh4Mtka1vh

— Glos Police (@Glos_Police) December 19, 2018

It wasn’t just about catching lawbreakers in the act, though – police were able to help 10 drivers who broke down and another 10 who needed help for other reasons.

A survey by the RAC afterwards found that the majority of drivers favoured wider usage of the cameras. Of 2,201 motorists polled, 59 per cent were in favour of the devices, with 28 per cent against and 13 per cent not expressing an opinion.

Of those against them, the majority (68 per cent) believed that catching drivers from a long distance held no deterrent value – unlike speed cameras and visible speed camera vans.

Others (44 per cent) thought that the use of long-distance cameras was unfair as drivers wouldn’t be able to see them in advance, while 35 per cent were concerned about privacy issues.

Gloucestershire police and crime commissioner Martin Surl said: “This is not about bashing the motorist. I’m just as pleased to see police were there to help drivers in trouble as well as being able to challenge those breaking the law.

“Many people have come to me with their concerns about speeding and other safety issues along this road. This is a new model of collaborative roads policing which, if it proves a success, can be put into practice elsewhere.”

RAC road safety spokesman Pete Williams said: “With dramatically fewer roads police officers on patrol these days, enforcement of multiple motoring offences via long-range camera could be seen as a more efficient use of police time, and something that is clearly very much welcomed by drivers who don’t break the law in these ways.”

Police officers in Derbyshire have arrested a man on suspicion of dangerous driving after a video showing him driving at 170mph on the A38 near Egginton was posted on Facebook.

The force posted a snapshot from the video, which showed the speedometer of the offending Audi S3 registering a staggering 170mph, on their social media channels.

The standard top speed of an Audi S3 is 155mph, electronically limited by the factory – but removing the limiter and tuning the engine can increase this.

In a post on Facebook, Derbyshire Constabulary’s roads policing team confirmed its intelligence unit had viewed and downloaded the video for investigation. It has also seized a mobile phone for analysis.

The force issued a damning statement on its Facebook page warning other drivers against similar behaviour.

It said: “We’ve all got one of those ‘friends’ who likes to post to show off and just loves attention. Unfortunately for the driver of an Audi S3 from Matlock, the temptation to show off got a little too much.

“He posted a video of the S3 screaming it’s [sic] guts out whilst the speedo was showing 170mph, identified as on the A38 near Egginton in the south of the county.”

Yesterday we arrested a male from Matlock on suspicion of dangerous driving. This follows him posting a video on Facebook which shows his speedo reaching 170mph on the A38. Investigation ongoing. Audi S3 and mobile phone #Seized. #Fatal4 pic.twitter.com/qqToWQy0HM

— Derbyshire Roads Policing Unit (@DerbyshireRPU) February 21, 2019

The speed limit on the A38 dual carriageway is 70mph.

The Audi S3 driver has been arrested on suspicion of dangerous driving and released under investigation as the force continues inquiries.

The police statement added: “Driving like this isn’t funny and it isn’t clever. We cannot fathom why people jump in cars and think they can do whatever they like.

“If you think you can, we’re coming for you next. Don’t become a statistic and don’t make someone else one.”

Active aerodynamics are one of the cleverest features you will find on any car on the market. These trick devices were once limited to the most extreme supercars on the road, but more affordable machines are picking up the technology too.

Never heard of them, or simply want to know more on this tech? We explain…

What are active aerodynamics?

The Formula 1 inspired Mercedes-Benz AMG Project One!

Flexing it's active aerodynamics and showing off that crazy interior! pic.twitter.com/Ans4u1ThQD

— Drew (@ifiwasperfect) August 20, 2018

Aerodynamic features themselves play a role on every car — affecting fuel economy, performance and even refinement. Now, most cars are designed with static aerodynamic devices, that perform a continuous function and never change airflow.

Now this can be great for increasing downforce, or reducing drag, but it’s very much one way or the other. Step in active aerodynamic technology — which electronically adjust themselves to optimise air flow for certain driving conditions.

What form do they take?

Speed meets poise! The adaptive rear spoiler of the Panamera GTS splits after rising, which makes it much broader – and ensures the lift in the rear axle is efficiently reduced. pic.twitter.com/QcyuMZFCd9

— Porsche Retail Group (@PorscheRetail) January 8, 2019

Most common, and without a doubt most eye-catching, are active rear spoilers. These wings tend to be fitted to high-end supercars like the McLaren P1 and Bugatti Veyron, but you’ll find them on a number of more comparatively pedestrian cars too. They’re easy to spot, and move about to optimise speed, grip and braking ability.

Other systems take the form of moving air ducts, front spoilers and even flaps on bodywork in some cases.

How does an active system improve on static devices?

Well, that’s down to the flexibility of the systems. For example, having a rear wing that lowers itself at speed can reduce drag and ultimately velocity — but if that same wing can then raise itself, there’s the added benefit of improved stopping power and also more grip through corners.

So why doesn’t every manufacturer use these?

The McLaren Senna features fully active aerodynamics that delivers an incredible 800kg of downforce. Unbelievable for a road-legal car#McLarenSenna pic.twitter.com/If3rcnB5vX

— McLaren Automotive (@McLarenAuto) March 8, 2018

There are two answers to this — cost, and weight. These systems are expensive to develop, expensive to fit and expensive to repair — which will all ultimately see the list price and potentially cost of running a car rise.

On top of the cost, active aerodynamics bring more mechanical items which ultimately add weight to a car. For cars focused on a lack of weight rather than sheer power, it may be more beneficial to fit a fixed aerodynamic component opposed to a moveable one.

What cars use active aerodynamics?

The honour of the first road car to use active aerodynamics is the Porsche 959 of 1986, which was fitting for a car that changed the supercar game in its time. It was only a year later though that the humble Volkswagen Corrado adapted this technology in the form of a moving rear wing.

Nowadays, you’ll find them on most high-end machines like the Ford GT’s rear wing, Ferrari 488 GTB’s hidden active flaps and the Pagani Huayra’s weird bodywork plates. More conventional cars to use the tech include the Audi TT and recent examples of the Porsche Cayman.

What is it?

“No more boring cars” was the bold proclamation of Toyota president Akio Toyoda last year, but even the brand’s executives will admit the Corolla nameplate doesn’t exactly stir the soul. A reputation for unparalleled reliability and dependability the world over is a fine thing to have, but for the new 12th-generation model, Toyota’s chasing a bit more dynamism and soul.

The rebirth of the Corolla name is significant too, as it marks the first time since 2006 that Europe’s received the same C-segment car as the rest of the world – hence the death of the ‘Auris’ nameplate.

What’s new?

Vast quantities of Corolla today. First up, mid-spec 1.8 Hybrid in Touring Sports estate form. Looks sharp enough from the front. pic.twitter.com/kKnf8DvepY

— Tom Wiltshire (@mctreckmeister) February 13, 2019

In short, nearly everything. The new Corolla is based on the TNGA chassis platform, with the same underpinnings as the new (and impressive) Rav4 as well as its Camry and Lexus ES sister cars.

A choice of three body styles – hatch, estate (or ‘Touring Sports’) and saloon – gives plenty of choice for buyers, but those hoping for a diesel will be disappointed. Where a high-powered diesel would otherwise sit in the line-up is a new ‘high-performance’ hybrid powertrain. It’s Toyota’s first acknowledgement that buyers don’t necessarily want to sacrifice power and cruising comfort when they make the switch from diesel to hybrid.

What’s under the bonnet?

The bulk of the engine line-up is hybrid – although a 1.2-litre turbocharged petrol remains at the bottom of the range, paired with either a six-speed manual gearbox or a CVT automatic.

Both hybrids are CVT-only, and the range kicks off with the same 1.8-litre powertrain as found in the current Prius. Its overall power output of 120bhp isn’t necessarily the issue, but accessing that power can be slightly painful – the CVT’s habit of sending revs spiraling at the merest twitch of the throttle soon becomes tiresome.

The 2.0-litre unit is far better, with its modest power increase making for a far more relaxed drive. Both hybrid powertrains are superb in town conditions, though – quiet, refined and with enough shunt off the line to keep up with traffic. They’re also very efficient, with NEDC CO2 figures as low as 76g/km.

What’s it like to drive?

The old Auris was rather a dull steer, and although the Corolla is an improvement it’s definitely not going to give the Ford Focus a run for its money. The main issue is with the over-light and remote steering, which doesn’t inspire much confidence when pushing the Corolla into bends.

There are some good points, though. Body roll is well contained, and the Corolla hides its weight – even the bulky hybrid battery pack – when slinging it about in faster corners. It’s also fairly comfortable, likely thanks to its standard multi-link rear suspension on all models.

As a first for the Corolla, Toyota’s also fitted optional adaptive dampers, which allow the driver to choose between Sport and Comfort modes. In reality, the former is unlikely to get used much – the powertrain simply doesn’t encourage spirited driving.

How does it look?

The Corolla uses a vast array of cuts and slashes to bring interest to its bodywork and the result looks pretty good – even if it doesn’t have the same classy simplicity as something like a Golf.

Nevertheless, the Corolla does accomplish something that others fail at – namely, its three body styles of hatchback, saloon and estate all look well sorted and like they were designed from the outset as such, rather than afterthoughts.

The Corolla’s tidy design looks best in one of the two top-tier trim levels – Design or Excel – mainly because of the larger alloy wheels on offer that tie the design together. Lower-spec Icon and Icon Tech look a little lost on their dinky 16-inchers.

What’s it like inside?

Toyota’s listened to customer feedback on the interior. Previous Auris owners complained about rear legroom, so it’s been extended to equal anything in the class bar the Skoda Octavia.

Buyers weren’t fans of the ‘joystick’-style gear selector either, so it’s been replaced with a more conventional – albeit less space-efficient – traditional automatic selector. Elsewhere, the car takes its fundamentals from the new Rav4, including the partially digital instrument panel and the eight-inch centre touchscreen.

The overall ambience in most models is a little dark and forbidding owing to the sheer amount of black plastic, but as with most Toyotas everything feels built to last. There’s plenty of adjustment to the driving position, visibility is good, and material quality is excellent – if not as plush as on a Volkswagen Golf. But you’d be kidding yourself if you said it was exciting.

What’s the spec like?

The Corolla starts at above £21,000 – slightly expensive by the class standards on paper but not at all when you look at the equipment bundled in. Chief among this is the inclusion of Toyota’s Safety Sense 2 pack on all models, which brings pre-collision alert, adaptive cruise control, lane-keep assist, auto high beam and road sign assist. You’d need to pay extra for most of these on all but top-spec models of the Focus or Golf.

LED headlights are also standard, as are dual-zone climate control, a reversing camera and that eight-inch infotainment system. For Icon Tech models, navigation and all-round parking sensors are added.

Next up is Design, with 17-inch alloy wheels, automatic wipers and mirrors, privacy glass and LED foglights, while range-topping Excel brings 18-inch alloys, matrix LED headlights, keyless entry and partial leather upholstery. It’s an impressive equipment list and one that definitely offsets the car’s slightly higher price. There’s still no Apple CarPlay or Android Auto, though.

Verdict

There are few surprises with the new Corolla, but is that such a bad thing? Toyota’s taken what the old car did very well – ease of driving, low cost of ownership and a reputation for reliability – and added a few key improvements that should attract plenty of new buyers. The high-powered hybrid powertrain is something of a novelty but it’s an excellent addition to the range, while generous equipment levels and all that safety kit are sure to be selling points. Business buyers should also find its running costs very attractive indeed, particularly with that super-low CO2 figure.

Automatic transmission has been around in one form or another for nearly a century now. Invented in the 1920s but popularised in the 1940s by Cadillac and Oldsmobile, the concept of removing one of driving’s toughest skills is one that’s remained attractive right up to today.

Automatic transmissions historically have been there to take the load off – removing the need for a driver to depress the clutch, select the gear, release the clutch and – in vehicles without synchromesh – to match the engine and transmission revs to ensure a clean change. Instead, drivers are simply able to select ‘Drive’ and set off without a care in the world.

In recent times, they’ve also become the choice of transmission for serious performance machines, able to deal with extreme power more safely and effectively than a human driver could.

But not all automatic transmissions are the same, so what are the different types? How do they work, and is there any difference to the user?

Torque Converter/Traditional automatic

For most of the last century, a torque converter automatic was near enough the only choice you had. These gearboxes use a fluid coupling known as a torque converter, which acts as a connection between the engine and gearbox.

This torque converter allows the slippage of a clutch with no danger of components wearing out. It also has no issues coping with serious amounts of power – great for modern performance cars.

Early torque converter automatics had several distinct pros and cons. The fluid nature of the torque converter with no solid connection between engine and gearbox, combined with a severe lack of gears – usually three or four but often as few as two – meant that efficiency was somewhat lacking.

Performance took a hit too, and torque converter automatics were slower than their contemporary rivals. On the plus side, though, they’re the easiest and most reliable kind of automatic transmission, and they’re also very smooth – ‘slushbox’ wasn’t always an insult back in the day.

In modern torque converter autos, these problems have been nearly ironed out. The modern torque converter is one of the best transmissions you can buy – capable of providing super-smooth shifts when you’re just bumbling along, or razor-sharp ones when you put your foot down. A mechanical lock engages when the engine and gearbox are running at the same speed, reducing losses through the transmission. Modern autoboxes can also have as many as eight gears, helping performance and economy.

You’ll find the modern torque converter in everything from small economy cars to the most luxurious and powerful machines on the market. Nowadays, there’s really no disadvantage to ordering one – unless of course you prefer the involvement of a manual gearbox.

Dual-clutch

As the name suggests, a dual-clutch gearbox operates two robotised clutch mechanisms. Usually, one deals with odd-numbered gears and one deals with even-numbered gears, and the two hand across between each other for rifle-quick gearchanges.

The Volkswagen Group was the first to put a dual-clutch box into a production car – on the 2003 Golf R32. From there, it made its way across performance vehicles to become the automatic transmission of choice for the whole Volkswagen Group – you’ll find it on everything from superminis to supercars. It’s not just a Volkswagen innovation, either – many manufacturers have a dual-clutch box in their stable.

Dual-clutch boxes are extremely fast to change under load, and the way power is passed between clutches means there’s little to no drop in power as the gears are switched. They can also be very smooth, making for a relaxed and steady progress.

Economy and performance are not affected badly and in some cases can even be better than their manual counterparts.

In debit, dual-clutch transmissions can suffer from hesitation. The gearbox’s electronic controller has to predict what the driver will do and react accordingly, and it doesn’t always get it right. This is most obvious in stop-start traffic, where the dual-clutch box can be hesitant, and when pulling away from a barely-stopped position, such as at a roundabout.

Dual-clutch transmissions can also be very fragile – early Volkswagen DSG boxes have a rather high failure rate, as do other, more modern ‘boxes such as Ford’s Powershift.

CVT

The CVT, or continuously variable transmission, is a very interesting kind of automatic gearbox. It’s particularly interesting in that it doesn’t really have gears – instead, it uses a single infinitely variable ratio to give theoretically any number of ‘gears’. This allows the engine speed to be altered at will to allow for maximum fuel economy, increased performance, or a mix of both.

Traditional CVTs work via the use of v-shaped between two cone-shaped gears. Altering the diameter of the cones – in parallel so that the belt remains taut – changes the gearing, allowing the car to choose its own ratio.

Other systems use planetary gears while some utilise cone-shaped rollers and pivoting wheels.

CVT gearboxes do have operating losses, but the ability to run the engine at its most efficient speed – rather than whichever gear is closest – means they can be very efficient indeed. The payoff is a rather odd, disconnected feel – CVT gearboxes tend to send the engine’s revs spiralling every time the driver puts their foot down, leading to an unpleasant ‘rubber-band’ effect as the road speed catches up with the engine speed.

Some manufacturers have attempted to get around this by engineering in ‘steps’ to their CVTs – essentially points where the transmission will hold its representation of a ‘gear’ and simulate a ‘box with stepped ratios. This can make the drivetrain feel a little less unnatural, but somewhat moots the point of having infinitely variable ratios in the first place.

CVTs are very popular for use in hybrid vehicles. Their smooth nature makes them more natural to use when switching between electric and petrol power, and they help keep the engine at its optimum point for recharging the car’s internal battery.

Automated manual

This type of transmission is fading out of use, but remains in place on some cheap cars and small automatics. It’s the smallest, lightest and cheapest way to get an automatic into a vehicle, but has several disadvantages.

Automated manual gearboxes leave the existing manual clutch and gearbox systems in place and merely robotise the action – it’s like taking a manual car and giving the driver’s left arm and leg a bionic makeover.

The pluses are, as mentioned, light weight and low cost. These gearboxes are very simple and very efficient, and don’t add many components to the car.

On the downside, their simple nature simply doesn’t work very well. Humans can change gear with a single clutch because we know what we’re doing before we do it – robots have to catch up, and the resulting gearshifts are poor, jerky and extremely slow. It’s generally recommended to avoid an automated manual gearbox if you can.

Engine placement doesn’t factor in a great number of car buying decisions these days – because the default position for a car is to be front-engined. If you’re looking towards more performance-oriented machines though, engine placement makes a huge difference – totally impacting how a car looks, drives and handles.

Here, we’ve rounded up the three possible engine layouts – front, mid and rear – with the advantages and disadvantages.

Front-engined

As mentioned, the vast majority of cars on the road today are front-engined. Of course, there are plenty of reasons for this. For a start, most cars, especially smaller ones, are front-wheel drive, so packaging the entire drivetrain up front makes a big difference to the amount of passenger space on offer.

Front-engined cars come in two flavours – front-front, and front-mid. This simply refers to the engine position in relation to the front axle, with front-mid cars having the majority of the engine block positioned behind the front wheels for improved weight distribution.

Having the weight over the driven wheels also improves traction, for front-wheel drive cars at least. Of course, many rear-wheel drive cars are front-engined too, and in this application the layout’s greatest strength is in its even weight distribution.

Front-engined, front-wheel drive cars can be prone to understeer under acceleration – this is due to the car’s weight moving towards the rear and off the driven wheels. Rear-wheel drive cars suffer less with this, but can be difficult to manage in slippery conditions.

In terms of driver appeal, front-engined cars still have a lot going for them. Virtually every hot hatchback on the market is front-engined and front-wheel drive, for example – making them cheap, predictable to drive and easy to handle for less experienced motorists. Front-engined, rear-wheel drive cars, meanwhile, are often considered the ‘ideal’ layout for a sports car – you’ll find this layout on everything from the bargain Mazda MX-5 to the hugely expensive and accomplished Ferrari 812 Superfast.

Mid-engined

Most vehicles considered ‘supercars’ are mid-engined – a layout that positions the engine ahead of the rear axle but behind the passengers. Right where you’d expect the back seat to be, in fact, which is why so few mid-engined cars offer more than two seats.

However, there’s more to life than packaging, right? The advantages of mid-engined cars lie in their handling – placing the car’s heaviest component, the engine, in the middle ensures perfect 50/50 weight distribution.

Having the weight in the centre also improves stability, making mid-engined vehicles seriously nimble while still having plenty of traction under acceleration.

Disadvantages? Well, besides the packaging issue, mid-engined vehicles can also be more difficult to control if they do begin to spin out. That’s again due to the weight distribution – the centre of gravity being in the centre makes it more difficult to stop its momentum.

Rear-engined

It’s rather sad that there are only three rear-engined vehicles on sale in Europe today – the Porsche 911 and its variants, the Renault Twingo and the Smart.

That never used to be the case – in the middle of the last century, rear-engined economy cars were ten a penny, at least before the Mini popularised the front-engined, front-wheel drive layout.

In performance applications, it’s only Porsche that’s persisted with the rear-engined layout, but the German brand’s pretty much perfected how to make a rear-engined car drive and handle well.

Rear-engined vehicles offer brilliant traction, as the weight is always over the driven wheels, and as there’s so little interference with the front wheels the handling can be pin-sharp and accurate. Braking can also be improved, as the weight over the rear axle counteracts the car’s tendency to dip forward under braking and allows the rear brakes to provide a greater portion of the stopping power.

Having the engine slung out behind the rear axle means passenger space can be improved – the 911 still offers four seats.

However, balancing a rear-engined car is a tricky job – there’s a reason some older models were nicknamed the ‘Widowmaker’. They’re prone to ‘snap’ oversteer – where the weight slung out at the rear tries to swing forwards, causing a dangerous spin. This makes them perhaps the most difficult of the three main engine layouts to drive quickly.

British sports car manufacturer McLaren will not halt production after Brexit as its chief financial officer says it is “well sheltered” from the economic uncertainty.

Despite most UK-based car manufacturers announcing plans to stockpile parts or halt production altogether, the supercar maker famed for its P1 hypercar and 720S sports car says it will continue building at its current rate.

McLaren group CFO Paul Buddin revealed the firm has been building up reserves of some key parts to smooth production issues, but he is confident the factory can continue at its current rate of 20 units per day.

He said: “The Woking production centre will not be held back or halted in any way in light of Brexit and we will continue to build at the current rate of 20 cars per day through the Brexit period – we are not planning a special shutdown.”

That’s not the same story for other UK-based car plants. Honda announced in January that it will halt production at Swindon for six days after Britain’s departure from the EU on March 29, while Jaguar Land Rover, Toyota and Vauxhall have all said they are either stockpiling parts, cutting jobs or planning to halt production lines after Brexit.

Some of these manufacturers only have space in warehouses for days’ worth of parts, not weeks, and delays at borders could see those production lines stopped for even longer.

The #720SSpider – a car that has looks every bit as jaw-dropping as its performance, with scenery to match. #McLarenInTheUSA #Arizona pic.twitter.com/Ep8bwCDq4u

— McLaren Automotive (@McLarenAuto) February 6, 2019

Buddin explained that McLaren brings in 50 per cent of its parts from continental Europe and as such has plans to boost reserves of these marginally – however, he doesn’t envisage Brexit causing the luxury car firm quite the same headache as more mainstream rivals.

He added: “We operate in a different way to the likes of Nissan and Toyota – they based themselves here to take advantage of the European Union; we didn’t. JLR’s issues are more diesel related and we don’t have any of that.

“We may increase part stocks generally across our range to smooth production through, but there is not one thing we can do to guard against it – it is a big unknown.

“But that said, Brexit is not impacting our investment in the UK. We announced our ‘Track 25’ plan in July 2018 and we said that our £1.2bn investment in the UK was going ahead irrespective of Brexit.

“For us, this is more of a short-term issue. We keep on top of developments with the government and potentially we might see disruption to imports into the UK, but we are prepared and ready to deal with that.”

Buddin pleaded for a deal that offered frictionless borders for import and exports.

He added: “We don’t want issues bringing goods in. We bring parts in and we export cars out and therefore we don’t want friction either way.

“We just want some certainty. We want to know what the rules are and when we know that we’ll crack on with them. It’s the uncertainty of not knowing and the more time that passes the less time we will have to deal with it. McLaren is quite flexible and once we know what the rules are we’ll just get on with it.”

What is it?

Nissan’s keen to point out that it’s listened to the feedback its customers gave it on the latest Micra. Although the car’s only been out for two years, customers criticised the engines – calling them underpowered and bemoaning the lack of an automatic gearbox.

So, this early-life upgrade addresses those complaints and gives the popular supermini a new edge – essential in such a crowded and talented marketplace, where best-sellers such as the Ford Focus and Volkswagen Polo dominate.

What’s new?

This isn’t a facelift, and so 2019 Micras don’t look any different to their predecessors on the outside. The changes come under the bonnet, where Nissan’s fitted a pair of new 1.0-litre turbocharged petrol engines to replace the ageing – and not particularly good – 0.9-litre unit. They offer 99bhp and 116bhp, and the former can be mated to an automatic gearbox, which is a first on this generation of Micra.

Nissan’s also introduced a new ‘sporty’ trim level. Called N-Sport, it’s available exclusively with the higher-powered engine and aims to take the fight to the Ford Fiesta ST-Line and Volkswagen Polo R-Line. Finally, there’s a new NissanConnect infotainment system – a vital upgrade.

What’s under the bonnet?

The Micra still offers the basic 1.0-litre non-turbocharged petrol engine and 1.5-litre diesel engines as before, but the big talk is on the two new 1.0-litre turbos.

The higher-powered unit is fitted with the Micra’s first six-speed manual gearbox, and offers comparable performance to most of its main rivals. However, for all Nissan’s claims of it being a ‘warm hatch’ the tinny sound, rubbery gearbox and reluctant power delivery mean it’s far from a thrill.

Far more pleasant is the new 99bhp unit, which revs cleanly albeit with an alarming turbine-style whirr. It can be had with an adequate five-speed manual or a CVT automatic. Surprisingly, we’d actually recommend choosing the auto – it’s one of the best of its breed, and manages to resist the urge to send the revs spiralling at the merest mention of throttle input.

What’s it like to drive?

The higher-powered engine comes complete with 17-inch alloy wheels, a quicker steering rack and lowered sports suspension. It makes the Micra more agile than the likes of the VW Polo, and it’s certainly easy to fling about city streets. It can’t hold a candle to the Ford Fiesta on the handling front, however.

Lower-powered models with the standard suspension do tend to lean through the bends but the payoff is a very forgiving ride – the Micra is one comfortable supermini. We weren’t able to test the limits of its ability too much on our soaking wet Portuguese test route, but the levels of grip and response from the steering were easily up there with the rest of its competitors.

How does it look?

There’s little news on this front – the only exterior changes for the 2019 Micra are some new trim combinations and the addition of LED front fog lights on certain grades. N-Sport models lower the ride and add niceties such as 17-inch alloy wheels, a chrome exhaust tip and N-Sport badging – but the makeover is far milder than that of a Fiesta ST-Line. Perhaps that’s because the N-Sport doesn’t have a true halo hot hatch’s looks from which to draw inspiration, as Ford and VW do with the Fiesta ST and Polo GTI.

Overall though, the Micra remains a fairly handsome and sharply styled supermini – and it remains one of the most personalisable on the market, with customers able to choose trim finishes for various exterior elements including the wheels, mirror caps and side mouldings.

What’s it like inside?

The Micra’s interior is generally one of the car’s strong points. Although space inside is only really average for the class, the sharply designed dashboard and lashings of interesting material choices – plus the sheer level of personalisation on offer – ensure there’s something to appeal to almost everyone.

The headline upgrade, though, has to be the new NissanConnect infotainment system. It now offers live services, but crucial for attracting younger buyers it also brings Apple CarPlay and Android Auto connectivity. It’s a big improvement over the old system, with greater responsiveness and a clear, easy-to-operate menu system – although the inbuilt sat nav can be a little dim-witted.

What’s the spec like?

The new N-Sport trim is based on the mid-spec Acenta, so rather than dazzling with lots of equipment it offers a sporty look and mid-range specification. Still, sports seats, keyless entry, fog lights, carbon-fibre finishes for the door mirrors and alloy wheels plus rear privacy glass add to an already generous roster of climate control, cruise control, all-round electric windows and the aforementioned NissanConnect infotainment system.

Automatic emergency braking and lane-departure warning are standard across the range, as are automatic headlights.

Verdict

These new engines are a vast improvement over the old 0.9-litre – and they definitely make the Micra worth further consideration. In fact, this updated model feels like the car that the Micra should have been at launch. It’s some way off the class best when it comes to driving dynamics, but now offers the same excellent economy, good levels of equipment and sharp looks as it did before, just without the poor engine to hold it back. The Xtronic automatic, meanwhile, could be one of the best non-electric inner-city cars you can buy.

Model as tested: Nissan Micra N-Sport
Price as tested: £19,005
Engine: 1.0-litre turbocharged three-cylinder
Power: 116bhp
Torque: 244Nm
Max speed: 121mph
0-60mph: 9.9 seconds
MPG: 56.5
Emissions: 114g/km