Author: Tom Wiltshire

Nissan has developed safety technology that it says will help drivers see hidden or obscured obstacles.

Designed to combine the digital universe with the physical one, ‘Invisible-to-Visible’ – or I2V – merges data from 360-degree sensors with data from the cloud, enabling the car to show the driver their surroundings, pointing out hazards and even predicting what’s coming next, showing what might be behind a building or around a bend.

It will go on show at the Consumer Electronics Show (CES) in Las Vegas next week, and project engineer Tetsuro Ueda explained: “Simply put, the ‘metaverse’ is the virtual universe. Sensor data, cloud data and artificial intelligence live in the digital world, and their communication language is binary.

Nissan’s new Invisible-to-Visible technology is coming to #CES2019, innovating how cars integrate into society. For more details, visit our newsroom: https://t.co/xKpZ5rv6R2 #Nissan #IntelligentMobility pic.twitter.com/uIdNzN6BED

— Nissan (@Nissan) January 3, 2019

“However, humans can’t understand what’s being communicated just by looking at the binary data. I2V technology merges the digital world and the real world to a new level of connectivity that connects cars to the metaverse.”

Local data about physical surroundings is collected by on-board sensors and combined with global data about transport infrastructure from the cloud. “These allow the artificial intelligence to drive the car. When the car processes the data and visualises it, the driver feels at ease and can trust the car,” said Ueda.

Other data can be presented to the driver via various methods. Nissan’s examples include a floating avatar that acts as navigator, as well as superimposed road instructions and voice warnings.

The system can even display animated local guides to show drivers around unfamiliar cities and call on cloud data to figure out when and where a parking space might become available.

CES runs from January 8 to 11.

Motorists can travel for free for the first time in 52 years on the two Severn bridges as the tolls are scrapped from Monday.

The abolition comes as thousands of people are expected to make their journeys home for the festive period.

Charges on the original Severn Crossing have been in place since 1966, when the fee stood at two shillings and sixpence – the equivalent of 12.5p in decimal currency today.

They were then introduced on the second crossing – renamed the Prince of Wales Bridge in April this year – when it opened 30 years later in 1996.

The current fee for a car crossing from England into South Wales is £5.60, and regular commuters are expected to save more than £1,400 a year.

The tolls were reduced on New Year’s Day 2018 after the bridges were returned to public ownership, but the Government resisted calls to immediately abolish crossing fees.

https://twitter.com/HighwaysSWEST/status/1073518185968750592/photo/1?ref_src=twsrc%5Etfw%7Ctwcamp%5Etweetembed%7Ctwterm%5E1073518185968750592&ref_url=https%3A%2F%2Fexplore.pressassociation.com%2F%23!%2Fready%2Fstory%2Ffcf6cd2d-1e91-4f6e-92b9-d8a87993706a

The Government said scrapping of the tolls would provide an immediate benefit of over £100 million per year for Wales, and over a billion pounds of economic benefit over the next decade.

Businesses will also benefit from strengthened links between communities ranging from west Wales to the south west of England by making it easier for consumers and employees to cross the border.

The final driver to pay to cross over from England to Wales on Sunday was Welsh Secretary Alun Cairns.

“The end of the tolls is a major milestone for the economies of south Wales and south west of England, and will remove historic barriers between communities,” Mr Cairns said.

“Scrapping the tolls means an end to generations of people paying to simply cross the border and delivering this has been one of my key aims as Welsh Secretary.

“A week before Christmas drivers will no longer have to pay every time they cross the border, meaning more money in their pockets, helping them with the cost of living and leaving them with and more cash to spend in their local areas.”

Chris Grayling, Secretary of State for Transport, added: “We made a commitment in the manifesto to deliver free crossings over the Severn and that’s exactly what we’re delivering.

“This move will put £1,400 a year in the pockets of thousands of hard-working motorists and help transform the economy in the south west and South Wales creating new opportunities and helping drive future growth.”

Earlier this year, more than 30,000 people signed a petition against the Second Severn Crossing being renamed after the Prince of Wales.

The new title, which has the agreement of the Queen and Prime Minister Theresa May, was to recognise Charles’ 70th birthday year and 60 years since he became the Prince of Wales.

Up to 75 per cent of motorists planning on buying a real Christmas tree this year are unaware of the laws around safe loading of bulky items, a new report claims.

The UK buys around eight million real trees each year, and with many motorists blessed with high ceilings and cursed with a small car it means an annual struggle to fit a seven-foot tree into the boot of a supermini.

According to research by Fiat Professional, three-quarters of drivers aren’t aware of safe loading laws – which could leave them liable to receive up to three licence points and an unlimited fine.

A total of 500 people were surveyed as part of Fiat Professional’s research.

While there are no specific rules surrounding Christmas trees, the Highway Code contains specific laws regarding abnormal loads. It states: “You MUST secure your load and it MUST NOT stick out dangerously. Make sure any heavy or sharp objects are secured safely.”

Around six per cent of respondents to Fiat Professional’s survey said they have previously transported a tree ‘in a manner which may have contravened the rules of the road’ by leaving it hanging from the back of their vehicle. An impressive 25 per cent admit to just ‘throwing it in the car’ without any security to prevent it moving around.

Five per cent carry the tree home on the roof of their car, whether or not they have a roof rack.

A Driver and Vehicle Standards Agency spokesman said: “A dangerously loaded vehicle will incur an instant three penalty points on your licence, along with an uncapped fine.” That could mean bills of thousands of pounds for those in contravention.

The advice given in the Highway Code states that while loads may overhang the rear of your car, there are some concessions. For example, the car’s number plate must always be visible – so if it’s mounted on the tailgate, drivers may need to purchase a supplementary plate.

Loads which overhang the rear must also be marked out with a reflective flag or cover – for most, this can be as simple as wrapping a high-visibility vest around the tree’s trunk.

Regardless of whether the tree is loaded into the rear of the car or on its roof, it must be properly secured. Rope or ratchet straps are advised, but whichever you use it’s essential the tree doesn’t move around.

If you’ve got a little vehicle and a big tree, consider borrowing or hiring a larger car or pickup truck for the festive run.

What is it?

We could have predicted that the sleek and sexy Peugeot 508 would spawn a more practical estate model. After all, this market segment is peppered with the things – and the 508 SW sits bang smack in between more workaday models such as the Skoda Superb and premium offerings such as the BMW 3 Series.

At least that’s what the increasingly premium Peugeot wants you to think. In reality, it’s pitching the 508 SW as a design-focused lifestyle estate – the sort of car you’d buy if a VW Passat is too straight-laced. That’s not to say it isn’t practical and capable, however.

What’s new?

Unsurprisingly, the front end of the 508 SW is identical to the Fastback model. The difference is hanging over the rear wheels – 40mm of it, in fact, which doesn’t sound like a great deal.

The increased height of the roofline also means the SW sits 17mm higher than its Fastback sibling, with a boxier rear. Boot space underneath the parcel shelf is now 530 litres, a fair whack larger than the 487 litres of the Fastback – and with the rear seats folded, 1,780 litres is liberated compared to the saloon’s 1,537 litres.

Other than that, the underpinnings are identical, with the two cars sharing Peugeot’s EMP2 chassis and engine architecture. They also ride on the same wheelbase for simplicity’s sake.

What’s under the bonnet?

There’s a choice of three diesel and two petrol engines, and all but the base-spec diesel are mated as standard to an eight-speed automatic gearbox.

The range kicks off with a 1.5-litre 128bhp diesel, rising to a pair of 2.0-litre units with 158bhp and 178bhp respectively. On the petrol front, there’s the choice of two 1.6-litre engines with 178bhp or 223bhp. Diesel is expected to make up the majority of the mix to begin with, but as customers continue to desert the fuel the company is expecting a three-way split between diesel, petrol, and next year’s plug-in hybrid models by 2021.

Regardless of fuel type, all the engines seem a little vocal – but that’s due in part to excellent suppression of wind and road noise. Less forgivable is the fake noise pumped in when the cars are in ‘Sport’ mode – it’s a din.

The basic 128bhp diesel will suit most drivers, but for the extra punch on offer we’d step up to the mid-range 158bhp model which feels much stronger during overtaking and merging into faster traffic. The opposite is true for the petrol models – the 223bhp unit feels like overkill, and isn’t worth the extra over the 178bhp model. Fuel economy is strong across the range, with even the most powerful petrol quoting an official figure of 49.5mpg. The 128bhp diesel automatic claims 74.3mpg.

What’s it like to drive?

Here it is – the 508 SW. Unsurprisingly as it's big, handsome and French, I adore it. pic.twitter.com/g5WGvNN5Sw

— Tom Wiltshire (@mctreckmeister) November 29, 2018

The 508 SW doesn’t suffer at all for its bulkier bottom compared to the Fastback model. There’s little doubt this is one of the most dynamic models – GTI aside – that Peugeot’s produced in years, and it’s really rather good even when compared with premium rivals.

Make no mistake, the 508 SW isn’t as enjoyable as the rear-wheel drive BMW 3 Series Touring, but it makes the Volkswagen Passat feel leaden and remote in comparison. Down a twisting B road, the 508 SW is genuinely enjoyable, while it’s also a very comfortable cruiser.

It’s not perfect – the dinky steering wheel that comes along with Peugeot’s i-Cockpit interior design (more on that later) means that the rack feels somewhat over-assisted, and there’s zero road feel. The driving position it forces you to adopt takes some getting used to, too, though it’s still comfortable.

How does it look?

The 508 SW is the best-looking car Peugeot’s current design language has produced – arguably, it’s even better-proportioned than the already-gorgeous Fastback model. Of course, the front ends are identical, so the SW adopts a sharp corporate grille, ‘sabre-tooth’ LED daytime running lights and sleek design throughout.

The rear end is less boxy than many rivals, admittedly at the expense of practicality. However, what the sloping roofline does give is a dramatic rear end, equipped with a full-width gloss panel containing the taillights and with ‘Peugeot’ spelled out just underneath the rear window.

The 508 SW’s looks aren’t as massively spec-dependent as some rivals, either. A basic ‘Allure’ 508 SW still looks fantastic, where a basic VW Passat or Skoda Superb has a real bargain-basement flavour.

What’s it like inside?

And here's the Zebrano wood boot floor on First Edition models. It even smells good. Weighs a ton though! pic.twitter.com/s50qn9Q2B6

— Tom Wiltshire (@mctreckmeister) November 29, 2018

The 508 SW lifts its interior almost unchanged from the Fastback model, which means you get the latest evolution of Peugeot’s i-Cockpit dashboard system. That’s definitely a good thing – the combination of a squashed steering wheel and high-set dials has evolved since it was first introduced on the 208, and it’s now a really comfortable place to sit and spend time.

All the major controls are oriented towards the driver, which combined with the high centre console gives a proper cockpit feeling. The digital dashboard is a triumph, too – it’s easy to read, well customisable and features swooping graphics that really look the business.

To be critical, accessing most major controls – especially the climate control – through the touchscreen can be a pain. And while rear headroom has increased marginally over the Fastback, legroom hasn’t – a product of using an identical wheelbase. At least the boot is wide and flat with no load sill, though overall capacity is well down on the likes of the Skoda Superb.

What’s the spec like?

Peugeot hasn’t revealed full UK specifications for the 508 SW just yet, but it’s a fair guess that trim levels will be virtually identical to the Fastback. All cars get the i-Cockpit with a touchscreen infotainment display, ‘Connected’ navigation, dual-zone climate control, rear parking sensors and Apple CarPlay and Android Auto compatibility.

The 508 SW is also launching with a limited-run ‘First Edition’ trim. This loads on the luxury kit, including Night Vision, full LED headlights, 19-inch alloy wheels, wireless smartphone charging, a Focal audio system and a gorgeous Zebrano wood finish for the dashboard and boot floor.

Verdict

The Peugeot 508 SW has the potential to be a serious player in this class – it looks fantastic, drives well, and has more personality than many of its rivals. That does come at a price though, and the SW is expected to be a couple of thousand pounds more than the already expensive Fastback. Time will tell whether this move pays off for Peugeot and if the brand can shake off its past to become a genuine premium manufacturer – but this is a great start.

The Los Angeles Auto Show is one of the last big motor shows of the year, but don’t let that fool you into thinking that manufacturers will be hanging fire on big reveals until the dawn of 2019.

This year’s event promises glimpses of some key new cars – from the all-new Porsche 911 to the range-topping BMW M340i. Here, we round up 12 of the crucial cars you need to look out for.

Jeep Gladiator

Jeep’s new Wrangler has already arrived on our shores, but the Gladiator manages to make it look like a ‘regular’ car in comparison. A pick-up version of the Wrangler, the Gladiator gives you a little more practicality and makes it more appealing to those who prefer a more ‘outdoor’ lifestyle.

It’s believed the Gladiator will initially be offered with a V6 petrol engine, although a diesel powertrain is rumoured to be arriving further down the car’s lifetime.

BMW 8 Series Convertible

We’ve already seen BMW’s new 8 Series Coupe, but LA will see the public debut of this swish Convertible model. Like its hard-top sibling, it’s intended to split the difference between out-and-out luxury rivals such as the Mercedes S-Class Cabriolet and more sporty offerings such as the Porsche 911 Cabriolet.

It’ll be offered with the same choice of 3.0-litre V6 diesel or 4.4-litre V8 petrol engine, and eschews a hard top for a more traditional folding soft-top roof. Practicality is said to be virtually unchanged, while it weighs just about the same as the coupe and is almost as stiff, too.

Mazda 3

Having launched a couple of teasers in recent weeks, Mazda will finally be debuting the all-new 3 at this year’s LA Auto Show. It’s set to be displayed in hatchback and saloon form, and you can expect a car that has evolved a design rather than revolutionised it – although some cutting-edge tech should feature under the skin.

It’s believed Skyactiv-X tech will make its first production outing on the new car, bringing the efficiency of diesel to a petrol engine. Expect to see it become the norm for Mazda, which has stated that internal combustion will remain a key focus of its future product plans.

Porsche 911

Porsche’s 911 is one of the most well-known sports cars of all time, and now there’s an all-new one. This ‘992’ series car will be available with a variety of powertrains, although for the first time all are due to be turbocharged. A series of hybrid models is expected, too.

Initial sightings of the testing have revealed a car that looks strikingly similar to the previous-generation 911 from the front, albeit with a more up-to-date approach to the rear-end styling, which appears to play things closer to the looks of the current Panamera saloon.

Bentley Continental GTC

Bentley’s flagship Continental is getting its roof lopped off to create this – the Continental GTC. Initial pictures of the car are scarce, but it’s pretty safe to assume that it’ll deliver the same luxurious approach to driving as its hard-top stablemate.

The GTC is expected to be powered by a W12 engine initially, although a lighter V8 version is thought to be on the cards later in the car’s life cycle.

BMW M340i

Until the arrival of the new BMW M3 (expected some time in 2020) this – the M340i – is going to take the place at the top of the range. A turbocharged straight-six produces 369bhp and sends power to all four wheels via BMW’s xDrive all-wheel-drive system.

A range of styling tweaks help differentiate this car from the rest of the 3 Series range, with a mesh grille and small boot spoiler adding to the M340i’s sporty looks.

Kia Soul

Kia’s kept details of the new Soul fairly close to its chest, but a few teaser images confirm that the quirky compact SUV will retain key features such as its squared-off roofline. With its predecessor having been a surprise hit in the Californian market, the updated Soul’s debut in LA is no accident.

It will be offered with an all-electric powertrain alongside a range of combustion engines. Given it shares a platform with the Stonic, we’d expect at least the 1.0- and 1.4-litre petrols to be offered. It’s possible a plug-in hybrid may make it to market, too.

Mercedes-AMG GT R Pro

Is the 577bhp Mercedes-AMG GT R not enough for you? Well, this upcoming machine from the crazy minds in Affalterbach might just be enough to scratch your itch.

The GT R Pro looks to turn everything up to 11, with more power, more aggressive aerodynamics and less weight. No exact performance specifications have been revealed yet, but expect to hear more on that in the coming days. If industry rumours are to be believed, this still won’t be the most hard-core variant either, with a Black Series in the pipeline…

Volvo – Nothing

‘Nothing’ may seem an odd name for a car, but it’s actually a description of Volvo’s stand – at least for ‘Automobility LA’. The trade show and press days before the LA Auto Show proper will see Volvo’s stand entirely bereft of cars, signifying the brand’s concentration on services such as ride-sharing and new ownership models.

It’s likely that the main show will see Volvo display its latest concept, the 360c, possibly alongside some of its recently released models such as the S60 and V60 Cross Country.

Volkswagen Beetle Final Edition

Volkswagen is about to end production of its most iconic model – at least for now. The new, new Beetle has seen slow sales in recent years, and its farewell model marks the end of a nameplate stretching back to 1938.

It won’t be going without a bang, though, as the firm will sell a ‘Final Edition’ – albeit just for the US. This run-out model gets the choice of unique beige and blue colours, along with extra chrome as standard and a new wheel design.

Audi e-tron GT

Fully electric, fully a super car – the World Premiere of the all new Audi e-tron GT concept at the @LAAutoShow on November 28.#LAAutoShow pic.twitter.com/xfkK2RbR0v

— Audi Sport (@audisport) November 25, 2018

Audi’s e-tron brand is entering the electric scene at a rate of knots, with an all-electric SUV recently revealed and set to go on sale next year, while a second machine under the nameplate is set to be revealed this week.

The e-tron GT saloon is believed to be sharing a platform with the upcoming Porsche Taycan, so expect something with real sporting credentials and some serious performance from its electric powertrain. It’s thought the LA reveal will just be a concept car though, so we’ll have to wait for a production variant at a later date.

BMW X7

You certainly won’t be able to miss the BMW X7 on the German brand’s stand. This enormous SUV hit headlines for its, shall we say distinctive grille treatment and was branded ‘ugly’, ‘fat’, ‘naff’ and ‘unsettling’ by various media outlets.

It’s aimed squarely at markets such as the US, hence its debut in LA, and will be offered in the UK with two petrol engines and a single diesel. Given the size of the thing, it’s expected that the more efficient diesel will be the volume seller.

It’s no secret that we spend a hell of a lot of time sat behind the wheel. The average commute in the UK is 54 minutes – and many people undertake that journey by car.

As with anything that involves sitting in one position for a long time, it’s vital that you orient yourself in a way that’s comfortable, ergonomic and most importantly, won’t cause joint, back or neck issues in the future.

In the car it’s even more important to sit in the correct manner, as you need to operate all the major controls safely and comfortably. Plus, in the event of a crash, safety equipment will work best on a body that’s sat correctly.

But how do you ensure your driving position is safe, secure and correct? Here’s our top tips…

Setting the seat

The vast majority of cars on sale will have six-way adjustment – at the bare minimum. That means it’ll go forward and back, the backrest will tilt, and there will be height adjustment to move the seat up and down.

First, adjust the distance you sit. In a manual car, you should be able to press the clutch pedal to the floor with a slight bend in your leg. For an automatic, your foot should rest comfortably on the dead pedal and you should be able to comfortably operate the accelerator and brake to their full range of motion.

For the backrest, you should aim for a slight lean backwards. This takes the pressure off the base of your spine and distributes your weight along your whole back.

Next, height. This is mainly for your own comfort – some prefer to sit low in the car, while others opt for a higher seat and a better view out. Just ensure that adjusting the seat height doesn’t affect any other parameters.

Your car may be more sophisticated – some luxury models offer as many as 16 adjustments. A common addition is lumbar support, which adds bolstering to the small of your back for greater support. You may also have seat squab length adjustment – a brilliant addition for those with long legs, as it helps support underneath the thigh.

Seat tilt adjustment and side bolster adjustment can also be offered.

Finally, adjust the headrest – a crucial aspect for safety, rather than comfort. The top of the headrest should be in line with the top of your head.

Setting the steering wheel

Most modern cars have a steering wheel that adjusts for reach and rake – in and out, and up and down, in other words. Basic models or smaller cars may eschew one or both of these.

You should be able to rest your wrist on top of the wheel with your arm outstretched. When turning the wheel, your shoulders should remain in contact with the seat – you shouldn’t have to lean forward to turn a corner.

It also goes without saying that you should be able to see the car’s major dials and gauges at a glance, too.

Other adjustments

Set your mirrors again once you’ve achieved the perfect driving position – obviously this should be to maximise your view behind you. Some cars also offer an adjustable-height seatbelt, which can be vital for very tall or short drivers to prevent the belt rubbing on your neck.

Clearly, not everybody is the same shape and size, and some drivers simply won’t be able to get the perfect driving position in every car. But follow these steps and you’ll at least get close.

Land Rover has revealed the second generation of its massively popular Range Rover Evoque, replacing the current model that has been on sale since 2011.

With more than 700,000 units sold worldwide, the Evoque’s been a considerable success for the brand – in 2012 and 2013, it made up over a third of Land Rover sales. Perhaps that’s why the brand hasn’t deviated far from the original styling with this model.

The new Evoque features the latest version of Land Rover’s corporate grille, flanked by distinctive LED daytime running lights and large side air intakes. The sides are made even sleeker by the use of pop-out door handles – a trick first seen on the Range Rover Velar – and the Evoque’s trademark ‘floating roof’ remains, thanks to blacked-out door and windscreen pillars.

Round the back of the car, there’s a further nod to the Velar with a full-width styling element containing the tail lights.

The big news for the Evoque, however, is the new platform on which it sits. The old car used underpinnings that could be traced back to the Mk2 Ford Focus – a throwback to the days when Ford owned Land Rover.

But the new platform – catchily named Premium Transverse Architecture – is bang up to date and, crucially, allows the installation of new hybrid powertrains.

The Evoque will be available from launch with a 48-volt mild hybrid system – uniquely deployable across the entire engine range and consisting of an integrated starter/generator and underfloor battery pack. A plug-in hybrid will follow in around a year’s time, likely to be a smaller evolution of the system fitted to the larger Range Rover and Range Rover Sport PHEV. A three-cylinder petrol engine will also follow.

Initially, however, a trusted range of four-cylinder petrol and diesel Ingenium engines will be offered. The range kicks off with a 2.0-litre 148bhp diesel (the only engine available with a manual gearbox) as well as 178bhp and 237bhp versions of the same engine. On the petrol front, a 2.0-litre is offered with 197bhp, 247bhp and 297bhp power outputs.

Nought to 60mph times range from 6.3 seconds to 10.4 seconds, while up to 44.9mpg is possible from the lowest-powered, manual diesel. All but the basic manual model feature four-wheel drive as standard, with Land Rover’s automatic Terrain Response system for a modicum of off-road capability.

The Evoque will launch with five trim levels, although the first four can be equipped with additional ‘R-Dynamic’ goodies for a bit of extra style. As standard, though, all cars get automatic LED headlights, 17-inch alloy wheels, a heated windscreen, ambient lighting, dual-zone climate control, keyless start, heated front seats, a rear-view camera, lane keep assist, cruise control, autonomous emergency braking and a 10.2-inch touchscreen infotainment system.

The top-spec First Edition trim loads on the kit, with matrix LED headlights, 20-inch wheels, a Meridian sound system, perforated leather upholstery, 16-way electric seats, a head-up display, powered tailgate, adaptive cruise control and 360-degree cameras.

The Evoque is available to order now, with prices kicking off from £31,600 for a front-wheel-drive diesel manual model. The range currently tops out at £50,400 for a 247bhp petrol model in First Edition trim.

What is it?

The Volkswagen Group is brilliant at making the most of what it has – and the A1 is a chief example. Using the same MQB chassis and engine architecture enjoyed by the latest VW Polo and Seat Ibiza, it’s a really premium product that bears only a passing resemblance to its siblings – and every resemblance to its bigger brothers within the Audi range.

The previous A1 was a roaring success, thanks to its fashion-led design and trademark solidity, trading blows with the likes of the Mini Cooper. The new car swaps cuteness for sharp angles and motorsport-inspired styling, while hopefully retaining everything that made its predecessor so popular.

What’s new?

What do we think? Not a fan of the black badges at all but sea-green and bronze is a frighteningly good combo. pic.twitter.com/cEFy9ltoyi

— Tom Wiltshire (@mctreckmeister) November 14, 2018

As mentioned, the A1 now rides on the MQB A0 platform – a selection of chassis components that underpin most of the Volkswagen Group’s small car range. That endows the A1 with a choice of engines, from which Audi has chosen just three – all petrol.

The interior’s also been given a makeover, with a newly spacious feel courtesy of the MQB platform and its long wheelbase – plus bags of technology, befitting Audi’s high-tech positioning.

Best of all is the personalisation on offer. The new A1 can be had with a wide choice of exterior colours, contrasting colour packs, alloy wheels and interior ambiences – which can be mixed up any way the buyer pleases.

What’s under the bonnet?

There are three petrol engines on offer for the A1. The entry-level is a 1.0-litre, three-cylinder unit with 115bhp – expected to be a big seller in the UK.

Next up there’s a 1.5-litre four-cylinder with 148bhp or a top-spec 2.0-litre with 197bhp – lifted from the VW Polo GTI, but not badged as one of Audi’s hot ‘S’ models. The lowlier pair of engines can be had with six-speed manual gearboxes or optional seven-speed dual-clutch autos, while the 2.0-litre is automatic-only.

The 1.0-litre is a really sweet engine, with a welcome slug of torque between 2,000 and 3,000rpm making relaxed progress very easy. It’s very refined at a cruise, with just a hint of three-cylinder thrum at low revs. It pairs well with the six-speed manual, too, which has a reassuring solidity to its action.

The 1.0-litre isn’t especially fast, but then nor is the 1.5-litre – and that’s noisier, thirstier and less pleasant to use. Topping the range is the 2.0-litre, which is powerful and turns the A1 into something of a hot hatchback – but it’s likely to be very pricey to buy.

What’s it like to drive?

The A1 handles much like its siblings from within the VW Group – the VW Polo and Seat Ibiza. That’s definitely not a bad thing – there’s an expensive feel to the way this car rides and handles, with sharp edges taken off all the bumps and a pleasing weight to the steering.

There’s not a lot of excitement to be had, though. The A1 doesn’t handle anywhere near as sweetly as a Mini or a Ford Fiesta, as it doesn’t feel as light on its feet. That’s not really backed up with a cushioned ride, either – all A1s get a sporty suspension setup, which despite taking the edge off poor surfaces does jolt occupants over larger imperfections in the road.

Many will like the neutral way the A1 handles, but keen drivers will be left wanting more. Maybe a potential forthcoming ‘S’ model could remedy that…

How does it look?

Physically incapable of shipping a colour combo more than this pic.twitter.com/1zzcQgxChC

— Tom Wiltshire (@mctreckmeister) November 14, 2018

The new A1 is a really smart-looking little thing, and it’s blessed with the ability to wear lower-spec trims without looking like a poor relation. Our ‘Sport’ model had 17-inch alloy wheels as well as a flat paint colour and didn’t suffer for it – mainly thanks to sharp LED running lights front and rear that lend a high-tech look to the car.

There are divisive elements – there’s a rather wide C-pillar, inspired by the Q2, and the triple slots between the bonnet and the grille lend an aggressive edge to the car. But it’s possible to customise the A1 to within an inch of its life, so you need never see two the same – available for testing were some really eye-catching combinations. Sea-green bodywork with bronze wheels, anybody?

What’s it like inside?

Of all the cars we expect to disappoint with their interiors, the A1 wasn’t high up the list. We’ll start with the good. There’s far greater room in here for passengers and luggage – thank the MQB platform for that – and the A1’s 335-litre boot is on a par with anything else in this segment. The seats are also very comfortable and well adjustable even on more basic models.

There’s great technology on offer, too. The driver has digital dials as standard, upgradeable to a full 12-inch Virtual Cockpit as an option, while the top-spec touchscreen infotainment system is superb. Controls are also simply laid out and easy to follow.

The big disappointment is with the quality of the materials. Sure, areas such as the top of the dashboard are crafted from squidgy soft-touch plastic – but the centre console and especially the doors feel downright cheap. Given that you spend a lot of time with your elbows resting on the door cards, the hollow feel is less than pleasant – and not something we’d expect even from the smallest Audi in the range.

What’s the spec like?

Our mid-range ‘Sport’ model (named ‘Advanced’ in the German range) came with all the essentials. The LED head- and tail lights really enhance the exterior look of the car, as did smart 17-inch alloy wheels – sadly, the latter are optional. What you do get as standard are 16-inch alloys, sports seats, rear parking sensors and cruise control, as well as Audi’s MMI plus infotainment system.

Step up to S line and you’ll gain 17-inch wheels as standard, LED interior lighting, even firmer sports suspension and leather-trimmed upholstery. The options list holds goodies such as heated seats, a connected upgrade for the infotainment system, the aforementioned Virtual Cockpit and a top-end Bang and Olufsen 3D sound system.

Verdict

Audi gave us almost everything we expected with the A1 – impeccable driving manners, sharp styling and a range of high-end equipment, plus the personalisation touches that will make it so popular with the crowds of buyers who might otherwise buy a Mini. Some of the interior quality is disappointing, but otherwise this is an excellent supermini – albeit, for a high price.

It’s a niche, we’ll admit, but everyday hundreds of people head out onto the roads to deliver pizza. And yes, motorcycles, scooters and bicycles are used to get the job done, but a lot of deliveries are made in cars. Which brings us to this particular problem.

What if you’re after a new car, but want to ensure it’s adept at delivering those delicious cheesy roundels as well? We’re here to help – these are the best cars for delivering pizza.

Skoda Superb

The Skoda Superb is big, well-specced but, most importantly, softly sprung. It means that not only will you be able to get a vast amount of pizzas inside the car, it’ll be smooth and spongy over even the worst inner-city roads. So you won’t get pepperoni all over the floor, which is nice.

Add into that decent running costs and rock-solid build quality, and you have a pretty decent pizza runabout. It even has umbrellas in the doors, so you needn’t get wet when carrying orders to the door in the rain.

Volkswagen Amarok

Volkswagen’s big, bad Amarok may be able to go over all manner of terrain while carrying well over a tonne of payload, but we’d argue it’d be well-suited to delivering pizzas too. Provided you specify a load cover over the rear bed, it could provide enough space for hundreds of pizzas.

In addition, should the weather turn bad – and going off recent UK winters it certainly can – you’ll be able to deliver pizzas even if the largest blizzard rolls in.

Seat Ibiza

The little Seat Ibiza is robust, good to drive and excellent on fuel too. It’s ideally suited to inner-city roads, so for those urbanite pizza delivery drivers, this is the car for you. Light steering makes it an easy car to park, and it gives you the ability to dart in and out of inner-city traffic too.

It’s got a lot of interior space to offer, too. It means there’s a decent amount of room for those deep-dish pizzas.

Volkswagen Tiguan

Volkswagen’s Tiguan may be one of the most popular crossovers currently on sale, but there’s no reason why it can’t be ideal for pizza delivery too. It rides impeccably well, and its relatively compact dimensions mean you shouldn’t have too much trouble parking it up on the street, either.

It comes with Volkswagen’s excellent navigation system too, ideal for avoiding traffic which could slow down those darts from door to door.

Smart ForTwo ED

Smart’s iconic ForTwo is perfectly suited to life in town, but why not go one step further? The all-electric ED would mean minimal running costs, and you could nip silently around city centres and top up the range when you stop.

Yes, this won’t be as adept at longer journeys as conventional cars – but it’ll be hard to beat in the city.

Toyota Aygo

The Toyota Aygo is a firm favourite for just-passed drivers looking to keep insurance costs down, as well as those drivers who want to keep fuel and maintenance bills as low as possible. It could find favour with delivery drivers too, however.

There’s just enough space for a few pizzas, and thanks to decent cubby and storage compartments there’s enough room for the dips, too.

Mazda MX-5

A two-seat roadster may not be the first vehicle which springs to mind when it comes to delivering pizzas, but the Mazda MX-5 could fit the bill a little better than you’d think. Its boot is square and flat, and would be able to swallow up almost as many pizzas as the people you’re delivering them to.

Then, if you need to keep pizzas in the cabin – there’s a powerful heated seat to keep them warm for later. Ideal!

So, you want to switch out of your petrol or diesel car. There are plenty of good reasons for this – perhaps you’re worried about the environmental impact you’re having, or you want to take advantage of tax benefits for low emissions vehicles. Maybe you simply want to save some dosh at the pumps.

However, full-electric cars aren’t yet suitable for every driver, so a hybrid car might seem to be the answer – merging combustion technology with electrification to give, in theory, the advantages of both.

But is a hybrid car the right choice for you? Read on to find out…

Types of hybrid

First of all, you need to establish what type of hybrid you’re looking for. First of all, there’s a mild hybrid. These use very small electric motors and battery packs exclusively to aid the engine, and never drive the wheels directly. Often, they’re virtually indistinguishable from driving a standard combustion-engined car, and manufacturers may not even signal that the system is there.

Next up, there’s the traditional or parallel hybrid – the original, popularised by the Toyota Prius in the late 90s. These use a larger battery pack and electric motor and are capable of travelling for a few miles on electric power alone. Often, the cars will set off on electricity, with the engine cutting in over a certain speed or throttle load. They can’t be plugged in, and gain all of their electric power from brake regeneration and engine power – earning them the somewhat-misleading nickname of a self-charging hybrid.

Plug-in hybrids are, as the name suggests, hybrid cars you can plug in to a socket or outlet. These use bigger battery packs and electric motors still and are usually capable of travelling at least 20 miles without using the combustion engine at all. The aim, of course, is that they be driven mainly on electric power, with the combustion engine cutting in for longer journeys or under heavy load.

Finally, there are range-extending electric vehicles. These are essentially electric cars with a combustion engine added to act as a generator, and are becoming increasingly rare despite their on-paper advantages.

What’s your mileage?

High-mileage users would still benefit from a diesel over a hybrid car in most situations. The fact is, the electric motors on most hybrid cars don’t provide much, if any assistance over a certain speed. This means that on a motorway cruise, a hybrid car reverts to being a petrol vehicle – but one burdened with the weight of a battery and electric motor.

This is especially true of plug-in hybrids, which often shock motorists by posting enormous fuel economy figures when the battery is charged – then immediately dropping to substandard levels when running on combustion alone.

That’s not to say a high-mileage driver wouldn’t see the cost benefits of a hybrid compared to, say, a standard petrol car – but motorway users will still favour diesel.

Where do you drive?

The benefits of a hybrid system are most keenly felt around town. Here, the electric motor can take the brunt of pulling away and low-speed work – where a combustion engine is at its most polluting – with the engine cutting in only when necessary.

Thanks to the electric motor’s instant torque, hybrids are particularly nippy off the line, and their acceleration – at least up to 30mph or so – may surprise a few more performance-oriented cars. If you take it gently, most hybrids will remain a full EV at these speeds, too, allowing for silent, relaxed, and somewhat eerie progress through crowded city centres. It’s actually a lot of fun.

Those same factors make hybrids a little less enjoyable on faster roads, though. Excluding performance hybrids such as the Honda NSX, most mainstream hybrid cars will use a CVT gearbox – these don’t respond well to heavy feet and will make faster progress downright uncomfortable as the revs spiral. The weight of a battery pack and motor often means hybrid handling is a bit ponderous, while the ultra-efficient low rolling resistance tyres don’t offer the last word in grip.

Where do you live?

If you’re buying a plug-in hybrid or range-extending electric car, having somewhere to charge it at home is critical. These cars benefit most from regular charging, allowing owners to make the most of the electric-only range before switching on the combustion engine.

Most of these vehicles, with ranges of around 30 miles on battery power alone, will easily cover a regular commute without ever switching on their engines – and that’s a recipe for some serious cost savings.

If you own a standard hybrid – that’s one without a plug – then you’ve nothing to worry about. These cars don’t require charging and can be treated as a normal petrol or diesel vehicle. You can happily run one even without a garage, driveway or other home charging point.

Worried about the environment?

There are a few environmental concerns surrounding hybrid vehicles. On long runs, a diesel will be both more efficient and emit less carbon dioxide, while the energy required to make batteries and mine the rare earth metals that make them up does contribute significantly to their environmental footprint.

However, when it comes to local emissions and air pollution, even a comparatively dirty hybrid will usually run rings around an equivalent diesel. A Toyota Prius, for example, emits just 78g/km of carbon dioxide under official testing – that’s miles below even the cleanest diesel car of comparable size. The ability to run on electricity alone at low speeds also helps with particulate emissions.

Are hybrid cars reliable?

In a word, yes. Hybrids have proven to outlast even the manufacturer’s wildest expectations in terms of longevity, and even the very oldest Toyota Prius and Honda Insight models from the 90s can still be going strong well into 2018.

If looked after, a hybrid’s battery pack will last the lifetime of the vehicle with no ill effects. There are also benefits to having that electric motor – with regenerative braking reducing wear on brakes and tyres, aiding maintenance costs. Just be sure you have the car serviced by a garage that knows what it’s doing.

How much do you have to spend?

Hybrids do command a cost premium over their combustion-engined brethren, due to the added complication of adding the electric motor and battery systems. Many drivers will soon see the benefit, though – after all, there’s a reason virtually every private hire driver in London uses a Toyota Prius.

For example, the hybrid Toyota Prius comes in from £24,245. For that money, you could opt for a rather plush Volkswagen Golf fitted with a 1.5-litre, 148bhp petrol engine, in swanky R-Line trim. So choose carefully when thinking of the cost benefits, and decide whether your mileage will be sufficient to make the most of it.