Author: Tom Wiltshire

There’s been a lot said about the cleanliness of diesel engines in the last few years, with manufacturers scrambling to find ways to reduce the amount of polluting compounds including nitrogen oxides produced by these engines.

One way of bringing these pollutants down to acceptable levels is AdBlue. It’s the friendly face of a process known as Selective Catalytic Reduction (SCR), which transforms harmful nitrogen oxides into the rather more benign solution of water and nitrogen – both of which can be released into the atmosphere without harm.

SCR is a very effective system, but it can’t run on its own. It needs a small amount of a liquid to be injected into the exhaust – AdBlue. AdBlue is a man-made solution of a chemical called urea, which is capable of converting nitrogen oxides when exposed to the interior of a hot exhaust.

What’s in the AdBlue solution?

AdBlue solution is a mixture of de-ionised water and urea.

That chemical may sound familiar – it’s found in urine – but don’t worry, there’s no pee in your Peugeot. AdBlue is a man-made solution created by heating up ammonia and carbon dioxide.

Does my car use AdBlue?

Consult your owner’s manual if you’re unsure, but there’s a high chance that if your car is a modern diesel, it has an AdBlue system. It’s nothing to worry about – it should require no extra maintenance, and should only need refilling once between services at the very most.

Where can I buy AdBlue?

AdBlue is for sale at most car maintenance shops, such as Halfords, and can also be purchased from most petrol station forecourts. Prices vary from site to site, but it’s usually around half the price of the equivalent amount of diesel.

AdBlue can be bought in containers from one litre up to 25 litres and beyond. However, once exposed to air it has a short shelf life, so try and only buy as much as you need. Again, consult your owner’s manual or contact your vehicle’s manufacturer to find out how much AdBlue you might need. An Audi A4, for example, has a 12-litre AdBlue tank.

How do I fill up with AdBlue?

First, locate your AdBlue filler. They can be in fairly logical places – many manufacturers put them next to the diesel cap – but they might also be hidden away. On a Land Rover Discovery Sport, it’s underneath the bonnet, and the Mercedes S-Class hides it in the spare wheel well. Once again, consult your owner’s manual.

Your AdBlue container may have been supplied with a filler hose and nozzle, which is ideal for preventing spillage – it’s a nasty, smelly solution if spilled on clothes, and can damage your car’s paintwork. If no hose was supplied, you’ll need to provide your own funnel to prevent spillage.

Simply tip the solution into the car and when you’re full, you’re full! Most vehicles with AdBlue will have a gauge of how full the tank is buried somewhere in the car’s infotainment. Keep searching until you find it, and you’ll know how much AdBlue you need.

What happens if my AdBlue runs out?

You’ll need to be pretty oblivious not to notice when your car’s running out of AdBlue. Dashboard warnings should flash up in plenty of time, giving you at least a few hundred miles in which to fill up your AdBlue.

Continue driving and the car’s likely to become very irate. It’s not going to cut out on you – after all, AdBlue is a post-engine treatment and doesn’t affect how the car runs. However, some engines may limit performance when AdBlue supplies are depleted.

Most will not start at all if the AdBlue tank is empty – after all, if a car’s been approved for road use with an AdBlue system in place, running without it is technically illegal.

Help, I’ve…

– Put AdBlue in my diesel tank by mistake

Do NOT start the engine. AdBlue is not a fuel, and it could cause serious damage if it gets into the fuel system. Call a breakdown provider or mechanic and get your tank professionally emptied and cleaned.

– Spilled some AdBlue

Don’t worry. AdBlue isn’t harmful to the environment, but if it’s a big spill it’s best to try and keep it away from drains or waterways. Small spills can simply be washed away with water.

– Got AdBlue on my paint

It’s easy to drip AdBlue down your paintwork by mistake. Simply rinse off with water and give the car a proper wash as soon as you’re able.

– Contaminated my AdBlue

Don’t use anything but pure and clean AdBlue in your vehicle. Any contaminants or particles may damage the SCR system

What is it?

The van-turned-MPV has been a mainstay in the market for a number of years now — if one that has been dwindling for a while.

The PSA Group — consisting of Peugeot, Citroen and now Opel/Vauxhall — has been right at the forefront of this particular game for some time with the big-selling Peugeot Partner Teepee and Citroen Berlingo twins, and it’s not giving up the ghost just yet. A new wave of these machines is on the horizon, and this is the first — the Peugeot Rifter.

With the ever-growing presence of SUVs though, does buying a van-based MPV still make sense in 2018?

What’s new?

It's a raft of Rifters today pic.twitter.com/baZenmoU9s

— Ryan Hirons (@RyHirons) June 26, 2018

Although the concept of a van-MPV is nothing new, the Rifter itself is a pretty fresh machine. In fact, it’s a new name — replacing the old Partner Tepee in the range and distancing itself from the Partner van it’s based on.

It’s got a new look as well — taking on Peugeot’s most recent (and we think pretty good looking) corporate design. Inside the cabin, the firm’s stylish i-Cockpit cabin also makes an appearance.

As for engine options, there’s nothing groundbreaking here with a choice of powertrains plucked from the rest of PSA’s range — namely PureTech 110 and 130 petrol engines, along with BlueHDi diesels in 75, 100 and 130 guises.

What’s under the bonnet?

We took the helm of a Rifter powered by the BlueHDi 130 unit — a 1.5-litre engine delivering 128bhp and 221Nm of torque, here paired up to an eight-speed automatic gearbox. No official word on 0-60mph times, but don’t expect it to be quick getting the MPV to its claimed 116mph top speed.

As for efficiency, Peugeot claims 65.7mpg is possible on the combined cycle with CO2 emissions of 114g/km.

Don’t expect it to be the last word in performance, but the diesel engine provides ample power to cart around the Rifter without ever feeling asthmatic. Gear changes from the automatic ‘box also feel seamless and, despite the van roots, there’s little noise from the engine itself — allowing for a relaxing ride.

What’s it like to drive?

The Peugeot Rifter was never destined to be a serious driver’s car, but the experience behind the wheel is a little less than stellar — its van roots shine through all too well.

Steering falls on the light side yet the Rifter requires a ton of input at low speed to navigate around relatively tight turns, while at higher speeds body roll is incredibly present — perhaps to be expected for such a tall machine.

It doesn’t ride particularly well either. While it’s soft enough to remain comfortable on a cruise, it does mean the Rifter is easily unsettled by speed bumps and potholes. On the plus side, tons of visibility combined with compact dimensions allow for easy placement on the road and makes parking a breeze.

How does it look?

Style isn’t the name of the game in this market segment, but the Rifter is a pretty good-looking thing in its own right. The introduction of Peugeot’s corporate style pays off here — with the angular language sitting well on the van dimensions.

Compared with SUVs — even those from Peugeot — it’s not a fashion icon but does manage to pack genuine practicality into a good-looking package.

Looking for a bit more? GT-Line models bring the option of 17-inch alloy wheels and body-coloured bumpers — although we’d be inclined to skip these on a machine built purely for function over form.

What’s it like inside?

Step into the driver’s seat of the Peugeot Rifter and you’ll be greeted by the firm’s i-Cockpit cabin which is slowly but surely taking over its entire range. It brings a high-positioned instrument cluster, eight-inch touchscreen infotainment system (on Allure and higher models) along with a compact, race car-esque steering wheel to create an encapsulated feel.

While it certainly looks good, the steering wheel feels rather out of place in a car of this type — and the futuristic, premium look is offset by the use of hard plastics pretty much everywhere.

This may just be meaningless to many buyers though, who are looking for pure practicality. We’re glad to report the Rifter offers tons of that. The three rear seats all feature Isofix mounting points meaning all the kids can come along for the ride in child seats, while a 775-litre load capacity with all seats in place means you can fit more than enough for a family week away in the back with ease. Still not enough? A seven-seat version will be landing in the UK in 2019.

What’s the spec like?

Pricing for the full range has yet to be confirmed, but we do know that the Rifter GT-Line BlueHDi 130 as tested here will be available from £24,220.

For the money, equipment on offer includes keyless start, automatic dual-zone climate control, satellite navigation and tons of gloss black exterior highlights to bring a stylish edge — on top of LED daytime running lights, an eight-inch infotainment system with Apple CarPlay and Android Auto support amongst others.

While equipment levels are good for the price, we’d be inclined to save some money and opt for a lower trim model if practicality is mostly what you’re looking for here. If sat nav is a must, go for the Allure models — Apple CarPlay and Android Auto rivals, and betters, most manufacturer infotainment systems on sale today.

Verdict

The Peugeot Rifter manages to bring a hint of style to a segment often not associated with it, while also retaining the practicality and daily usability MPV buyers will be hoping to expect — and although it may struggle to hide its roots as a van, we can forgive that.

If you’re looking to turn heads, you’d be better off opting for a smaller SUV but if sheer practicality is the priority, the Rifter offers that along with good levels of equipment should you need it — although we’d be inclined to keep the options list boxes ticked to a minimum.

Aston Martin has announced its latest ‘Super GT’ model to take the reins of flagship from the aging Vanquish S. This is the new DBS Superleggera.

Both parts of the name reference history. The DBS nameplate was first used in 1967 and resurrected in 2007 – both times for the firm’s flagship grand tourer model. Superleggera harks back even further, to lightweight methods pioneered for the DB4, DB5 and DB6 by the Italian coachbuilder, Touring.

The DBS replaces the much-loved Vanquish S, a car that was beginning to feel somewhat redundant with the launch of the more powerful and more modern DB11. The DBS certainly has the right tools at its disposal, though, with its 5.2-litre twin-turbocharged V12 engine pushing out 725bhp compared with the 595bhp the Vanquish had.

It’s also around 40kg lighter than the Vanquish S and 72kg lighter than the DB11 thanks to extensive use of carbon fibre. All the body panels are crafted from the material, and they sit atop the lightweight bonded aluminium structure seen first in the DB11.

Those figures all help the DBS Superleggera achieve an impressive 0-60mph sprint time of 3.2 seconds, which it deals with on the way to a 211mph top speed. Power is sent to the rear wheels via an eight-speed automatic gearbox, while a mechanical limited-slip differential aims to keep things tidy in the corners.

The DBS’ gorgeous bodywork is dictated by aerodynamics – Aston Martin claims up to 180kg of downforce is generated at the car’s top speed, more than any road-going Aston that’s gone before it. This is thanks to a Formula 1-inspired double diffuser as well as the open channels behind the front wheels. Despite the added downforce, Aston says the aerodynamic additions don’t generate any extra drag.

Up front, there’s a gaping grille and slim LED headlights, clearly marking it out as an Aston Martin while managing to look different to anything else in the range. The classical proportions of long bonnet and short tail are present and correct, while the bodywork is tucked in just ahead of the rear wheels to accentuate the car’s powerful haunches. A full-width rear light element connects the DBS to the latest Vantage.

Inside, there’s a 2+2 seating layout and driver-focused cabin lifted mainly from the DB11. Despite the car’s hardcore leanings, the interior remains a place of luxury – leather and Alcantara trim come as standard, as does sat-nav, all-round cameras, an eight-inch infotainment display (borrowed from Mercedes) and connectivity for Bluetooth, iPhone and USB.

First deliveries of the stunning Aston Martin DBS Superleggera will begin in the autumn. Prices kick off from £225,000 in the UK.

The fourth-generation Ford Focus is set to continue the current car’s legacy, with Ford promising impressive driving dynamics as a key selling point. However, buyers in the family hatchback segment are notoriously picky, and so the American brand is responding with a new and luxurious interior packing some as-yet-unseen tech.

The latest of these to be revealed is the Focus’ new head-up display. It’s the first ever fitted to a Ford and benefits the driver in one key way – allowing them access to vital driving information without being forced to take their eyes too far off the road.

When looking down at conventional dials, the eye has to re-focus for close-up vision – before focusing again on the world outside when the driver looks away. A head-up display limits this.

However, previous displays fitted to plenty of modern cars have a serious issue with drivers in polarised sunglasses. The glare-reducing sunglasses often render head-up displays invisible.

Technology, which was first developed for fighter jets, is helping improve the driving experience for new Focus owners. ^RW

— Ford Europe (@FordEu) June 21, 2018

However, Ford has utilised tech first seen in fighter jets to counteract this, with a special feature which ‘bounces back’ polarised light to the driver. Traditional displays use light waves which vibrate parallel to the road – the same waves polarised lenses block. The Ford display uses waves that vibrate perpendicular to the road, solving the problem.

The solution is based on technology first developed for fighter jets.

“Wearing polarised glasses can make a massive difference to visibility for drivers affected by glare, such as when stretches of water, snow or even tarmac reflect sunlight,” said Glen Goold, chief engineer for the new Focus.

“The head-up display we are introducing for the all-new Focus offers one of the brightest screens, has among the largest fields of view, and will be clearly visible to all our customers.”

We’ve all heard of barn finds – cars that have been squirrelled away ready for discovery many years later, dusty and in need of love. But Coys auction house has unearthed a ‘container find’ – a huge collection of ultra-rare car parts – and it’s putting them up for auction at its Blenheim Palace sale later this month.

The parts come from a private collection and include valuable spares from mainly Italian manufacturers, including Ferrari, Maserati and Abarth.

In among the hoard are parts for some truly legendary cars, such as the Ferrari 250 SWB and GTO, F40 and 512LM, along with the Maserati 250F and ‘various other Italian competition cars’. These cars are some of the most desirable in the world and command incredible sums at auction – a Ferrari 250 GTO recently sold for more than £50 million in a private sale.

Coys has spent the past few days combing through the container, cataloguing parts and attempting to place a value on them, and Chris Routledge, the auction house’s managing director, told of their incredible condition, with many still in their original packaging.

The #CoysAuction team retrieving lost and found #treasure! Car parts from the #Ferrari 250GTO and other legendary racers. Watch this space as we uncover more…#classiccar #carparts #discover pic.twitter.com/H6TobOlnly

— Coys of Kensington (@coys1919) June 6, 2018

“Something of this scale and with the importance and rarity of the cars they are related to is unprecedented,” he said. “We are looking at at least £1 million-worth of spares, probably more, and I have never seen anything like it.”

He added: “It’s an Aladdin’s cave which is going to excite people all over the world. There are wire wheels in their original wooden boxes, carburettors in their original oiled wrapping paper, exhaust pipes, radiator grilles, dashboards – the list just goes on and on. It will take us several days to catalogue the parts and once we have done that we will issue a full list of the spares.”

The parts are to be offered for sale on June 29, just before Coys’ Blenheim Palace auction on June 30. There will be no reserve placed on the lot.

Routledge said: “I feel a bit like Howard Carter uncovering Tutankhamun’s tomb in 1922. Every time we remove one box or item there is something else of huge interest hiding behind.”

What is it?

The first-generation Toyota Aygo – launched in 2007 – was a brilliant city car, virtually without rivals until the likes of the Volkswagen Up! showed the world that they could be as mature as superminis. The second-generation version, brought out in 2014 and once again built alongside identical models from Peugeot and Citroen, moved the game on slightly with a bold new look.
It’s now received its first major upgrade since launch, giving it a new set of gloves in the fight against its rivals such as the Up!, Vauxhall Viva and Suzuki Celerio.

What’s new?

The old ‘X’ styling motif has been toned down, with the interchangeable coloured panel now replaced with a simpler ‘face’, similar to the rest of the Toyota range. It’s flanked by new headlights with LED daytime running lights – mirrored by LED features in the tail lights – and bolstered with two eye-catching exterior colours: Blue Burst and Magenta Fizz.
Inside, there are few obvious changes, though the old infotainment system has been replaced with a more modern Pioneer head unit incorporating Android Auto.
Under the skin there has been a raft of alterations, with minor improvements to the engine and serious work on reducing noise, vibration and harshness.

What’s under the bonnet?

Though the Aygo’s siblings from Peugeot and Citroen are offered with an additional, higher-powered engine, the Toyota gets just one. It’s a 1.0-litre three-cylinder naturally aspirated unit, pumping out 71bhp and 93Nm of torque. The latter figure has actually decreased from the last model, but Toyota says it’s now spread over a wider area, improving driveability.
The engine offers up a characterful thrummy sound and pairs well with a progressive clutch and decent five-speed gearbox, but it’s very slow indeed. Despite performance figures that are broadly in line with other city cars, it feels far less peppy than its Skoda Citigo rival, and joining motorways or faster roads is a full-throttle effort.
It is, however, very efficient. Toyota claims 68.9mpg on the combined cycle – helped by the car’s light weight.

What’s it like to drive?

As with most cars in this class, the key feature of the Aygo’s driving experience is lightness – all the controls are free and easy, and the short-travel clutch is a nice bonus, allowing for quick gearshifts.
As with most city cars, the Aygo is pretty chuckable, with the narrow tyres clinging on without too much momentum to challenge them. It’s rather remote, though, with the chassis and steering not as communicative as they could be.
It rolls heavily in the corners but the payoff is a comfortable ride – the Aygo deals effectively with city potholes and speed bumps. Toyota’s worked hard on improving refinement, and while the result is a slight improvement over the old car, it’s still not as hushed as rivals. The engine gets very vocal when it’s worked hard – and you will need to work it hard – and wind noise is noticeable at higher speeds.

How does it look?

Driving the new Aygo today. Prefer the new look to the old – still not a fan of the angry robot face inside though pic.twitter.com/hqYEcZvxkz

— Tom Wiltshire (@mctreckmeister) June 7, 2018

Before this facelift, the Aygo took the inspiration for its bold design from Japanese manga comics. The revisions tone things down rather, making for a car that’s less divisive but also more anonymous.
Overall, it’s a smart-looking little thing though, with eye-catching LED daytime running lights and a subtler ‘X’ design for the grille. The rear styling has remained the same, but we like the all-glass hatch and continuation of the ‘X’ theme.
Though basic models do look rather, well, basic, step up the range to mid-spec x-play or above and you get bolder alloy wheels plus personalisation options for the front spoiler lip and the panels below the headlights.

What’s it like inside?

After the bold exterior, the interior is a little disappointing. Some colour – as you’d find on the VW Up! or Renault Twingo – would lift things, but the Aygo is mostly a sea of different-coloured grey plastics.
It’s not very spacious either. While rivals can accommodate adults in the rear, albeit for brief journeys, limited legroom and a severe lack of headroom mean you wouldn’t be able to fit four six-footers in this car, no matter how short the trip. The boot is also tiny, with a high loading sill to lug things over.

What’s the spec like?

Mid-spec x-play grade gets most essential kit including air conditioning, height adjustment for the driver’s seat, Safety Sense automatic emergency braking and a touchscreen infotainment display. It’s a big upgrade over the screen in the old car and, crucially for younger buyers, supports Apple CarPlay and Android Auto.
Higher trims add exclusive paint finishes and alloy wheels but not much extra equipment. The x-plore grade adds foglights, a reversing camera and built-in sat nav, while high-end x-cite and x-clusiv gain climate control air conditioning, part-leather upholstery and keyless entry.
Step up the grades and things do quickly become expensive, though. A mid-spec x-play starts at £11,375 – more than £1,000 above a mid-spec Skoda Citigo SE, while our top-spec x-clusiv was an eye-watering £13,895.

Verdict

The Toyota Aygo fails to overcome some of the hurdles that other city cars can leap – it’s still very slow, unhappy cruising on the motorway and lacks the space that rivals offer. Remain in town though and it’s a great option – easy to manoeuvre, effortless to park and fun to dart about in. The purchase price is a little high compared with rivals’ but running costs should be very low indeed, and Toyota’s standard five-year warranty is a big plus for private buyers.

Rebecca Chaplin puts the new Jaguar I-Pace to the test on road, track and off road to find out if that claimed 298-mile range is realistic and if electric motoring is finally easy for anyone to live with.

What is it?

Electric cars have seen huge growth in their first decade as a readily available mode of transport – but they’ve still not made it into the public consciousness as a viable vehicle for everyday life. Try now to forget all your preconceived ideas about EVs. Forget the gimmicks and concept-like design, and instead imagine a performance Jaguar with enough practicality to suit your nuclear family.

Not only has Jaguar produced a car that looks as desirable as any other car from the marque, it’s apparently capable of travelling up to 298 miles on one charge, takes just 45 minutes to charge to 80 per cent and it’ll be available from just under £60,000 with the government grant. You’re right, it sounds too good to be true.

What’s new?

The I-Pace is a completely new car, designed from the ground up specifically for Jaguar. It’s the first electric car created by the brand – if we forget about the one-off electric E-Type – and follows on from the design language of the Big Cat’s existing SUV ‘Pace’ range. That said, while it is recognisable as part of the family, this electric vehicle has a unique style as it’s been created with maximum range in mind.

What’s under the bonnet?

For the technically minded among you, the I-Pace has two permanent magnet electric motors that each produces 197bhp, putting power directly to each wheel and giving you all-wheel drive. The battery has a capacity of 90kWh.

But what does that actually mean for those who buy one? It means Jaguar has taken the best of both worlds in this car. Performance cars have become synonymous with worsened economy figures, and I’m not going to pretend that if you put your foot to the floor it won’t hurt your range, but this car will manage up to 298 miles on one charge if driven sensibly. That’s paired with blink-and-you’ll-miss-it acceleration thanks to the instantly available 696Nm of torque. There’s only one powertrain available and it has 395bhp.

What’s it like to drive?

If you put all of the numbers to one side, there are two key benefits to driving an electric car that you really have to feel to understand. Firstly, because torque is available as soon as you put your foot on the accelerator, power delivery is nearly instant, giving that 4.5-second time of 0-60mph. Then there’s the regenerative braking – something that you can switch between high and low if it’s too aggressive for you on the I-Pace – which means as soon as you pull back off the accelerator pedal the car will start braking for you and you’ll find you rarely need to use the actual brake pedal.

Thanks to the air suspension on the First Edition and available to specify on other models, the I-Pace floats down the road. The stability is increased too by the batteries that sit as low as possible in the car and reduce its centre of gravity. Handling is responsive, although this can be switched up as well by putting the car into Dynamic mode, but Comfort and Eco modes are also available.

How does it look?

There are some key style points that make the I-Pace stand out from other Jaguars. It might be billed as an SUV but it doesn’t really look like one. Designer Ian Callum explained that to accommodate the batteries the car had to be taller, which led to this profile, but at 1.5m the I-Pace still has a sleek, sporty look. The wheels sit flush with the body of the car, giving it a stockier appearance but aiding with the aerodynamics too. It’s also got a cutaway in the bonnet for cooling that you might not even notice unless you’re standing next to the car.

What’s it lke inside?

The interior is unmistakably Jaguar, with a leather finish in the First Edition cars. The dashboard protrudes into the car as if someone had pinched it in the middle and pulled, further giving a feel of elegance and speed inside. Sporty seats in the front and three in the rear give space on a par with other C-segment saloons and SUVs. There are 656 litres of space in the boot – however, it’s high and flat with the boot lip because of those batteries and motors. At my measly height of four inches over five foot, lifting something heavy from the ground into the boot isn’t easy.

What’s the spec like?

While the whole car might be new, you’ll recognise the infotainment as very JLR. In particular, the dual touchscreen on the centre console is from the Range Rover Velar. You also get a third screen behind the wheel and can specify the car with a head-up display. These features all look the same, but for an EV there are some extra touches to make life simpler. If you’re planning a route, the I-Pace can tell you how much battery will remain at each destination and this data will update as you drive. It also has other electric-specific features, such as a false futuristic noise you can have pumped around the cabin as you drive. If you’d rather just enjoy the silence, though, you can turn this off, which acts as an exterior noise canceller too.

Verdict

With 0-100 km/h in just 4.8 seconds, a range of 480km and zero tailpipe emissions, New #Jaguar #IPACE is the EV drivers have been waiting for. Discover our first all-electric performance SUV: https://t.co/sv0yU9mSGR pic.twitter.com/yOuN34gujE

— Jaguar (@Jaguar) March 1, 2018

What’s the best thing about this car? Once out on the open road you could soon forget that it’s an electric vehicle at all if it weren’t for the dials showing your electric range rather than fuel remaining. While the price will still make it unattainable for a lot of drivers, let’s not forget it’s still a Jag and a luxury one at that. However, compare it with the only other all-electric SUV on the market, the Tesla Model X, and this car is a bargain even in this high-spec First Edition guise. With genuine performance credentials and more range than most owners would ever need, the Jaguar I-Pace makes an extremely convincing case for EV driving.

Model as tested: Jaguar I-Pace EV400 First Edition
Price: £81,495
Engine: Two permanent magnet electric motors
Power: 394bhp
Torque: 696Nm
Max speed: 124mph
0-60mph: 4.5 seconds
MPG: n/a
Emissions (g/km): 0g/km
Range: 298 miles

As markets, technology and consumer tastes change, so do car manufacturers’ model ranges. Unfortunately, this can lead to the demise of some much-loved nameplates – culled at the hands of the company accountants.

We miss some of these cars like we do departed relatives, and many enthusiasts take it as a personal insult if a manufacturer drops a model range that’s dear to their hearts. We’ve rounded up seven of our favourites from days gone by…

Honda S2000

The current Honda performance range operates at extreme ends of the performance spectrum – there’s the £30k Civic Type R and the £140k NSX. A reborn S2000 would, in our eyes, be a brilliant addition to the range, especially if it channels the character of the original.

The old car is a Japanese performance icon, with an engine that would rev to a staggering 9,000rpm – with peak power not arriving until 7,500rpm. That meant that performance from the 2.0-litre VTEC engine was hard-won but utterly intoxicating.

VW Caddy pickup

Name a small pickup truck that you can buy right now in the UK. We’ll wait. You can’t think of one, can you? While small, car-based pickups used to be common, they’ve all been phased out in favour of massive, bloated trucks – united in their goal to carry over a tonne in the load bed to qualify for tax-busting commercial vehicle status.

We say bring back small pickup trucks, such as the VW Caddy, for those who need load-lugging ability but don’t want a vehicle the size of a planet with an agricultural diesel engine under the bonnet.

Citroen DS

Citroen split off its DS nameplate a few years ago into a totally separate sub-brand, but the reborn company is yet to produce anything worthy of carrying the iconic badge. The original Citroen DS was an incredibly beautiful luxury car with a true ‘magic carpet’ ride – so far, all the modern DS has given us is a cute supermini, an awful hatchback, a bloated and uncomfortable executive car and a brash SUV.

Come on, DS – give the people what they’re crying out for. In our minds, we’re picturing avant-garde styling aboard a platform shared with the Peugeot 508. The interior must be spacious and quirky but, crucially, it has to have hydraulic suspension. We’d buy it in a heartbeat.

Mazda RX-7

Although Mazda made a successor to the RX-7 in the RX-8, it failed to capture the essence of the legendary rotary machine.

Over the course of a 24-year production run and three model generations – the last of which was arguably the greatest – the wankel-powered monster gained fame for its incredible driving experience and glorious rotary engine note, wrapped up in ever-more sleek and sexy bodies.

Mazda is on a roll at the moment, and we think there’s no better time than now for it to reintroduce its most famous machine.

Renault Espace

Renault does actually produce its fifth-generation Espace for the continental market – the nameplate was pulled from the UK because of slow sales. But the current incarnation is more SUV than MPV and strays about as far from the original Espace’s formula as it’s possible to get.

At one point, the Espace was the best MPV on the roads. We want to see a return to that with good driving manners, palatial space in a clever and uniquely French interior and seven interchangeable, removable and hugely comfortable seats.

Toyota MR2

Mid-engined sports cars used to be cheap and attainable – now they’re £50k status symbols. Toyota’s MR2 was one of the most popular of these old-school pocket rockets, having been introduced in the 1980s and soldiering on until 2007.

Though the GT86 fills the gap in Toyota’s range for a reasonably priced, sporty machine, we miss the MR2 and the route it represented to affordable mid-engined ownership.

Volvo P1800

Sensible and Swedish they may be, but Volvo’s latest range of products is also seriously stylish. Just the time for a reborn version of the P1800 then, right?

There’s just something about that shooting-brake silhouette that makes the P1800 one of the coolest cars of all time, and it’s a shape we can see working very well with the current Volvo design language. Heck, hand it over to Polestar and we’ll gladly take a performance version too…

Volvo has joined forces with Amazon’s high-speed delivery service Prime Now to bring the test drive out of the showroom and directly to customers.

Motorists in four UK cities can now book test drives of the latest Volvo V40 hatchback through the internet retailer. The initiative, which aims to offer greater convenience, is available in London, Birmingham, Manchester and Edinburgh on selected weekends during June and July.

It’s actually a rather fitting partnership, with the two companies names harking back to the iconic Volvo Amazon of the 50s and 60s.

The process is very simple, with customers simply entering their details on the dedicated Amazon page, selecting their location and choosing a time slot.

The vehicle is then delivered to the customer’s home or workplace by a trained expert, who can explain all the functions and features during the drive, which has the advantage of taking place on roads familiar to the customer.

The drives last 45 minutes each, and if customers are still interested in the car after their experience they will be directed to their local Volvo retailer.

Should the initial run of Prime Now test drives prove successful, it’s likely Volvo will look into expanding the scheme. It comes just months after the manufacturer introduced its ‘Care by Volvo’ ownership package, which combines lease fees, vehicle tax, insurance and maintenance into one monthly subscription fee with no up-front cost.

Jon Wakefield, managing director of Volvo Car UK, said: “At Volvo Cars, we aim to make people’s lives easier. Our ‘Prime Now’ test drive offer does just that, allowing potential customers to try our V40 on their terms and in familiar surroundings.

“We’re proud to team up with Amazon to deliver this unique initiative – the first of its kind in the UK and the latest in a range of offerings from Volvo designed to take the hassle out of running a car.”

What is it?

Volvo’s renaissance began back in 2014 with the XC90 SUV. Since then, it’s had hit after hit, with sensible Scandinavian style and class-leading safety becoming standard fare across the model ranges. Now, one of the last of the old line of Volvos is being replaced – the V60.

The new model is more premium than ever, with bang up-to-date hybrid powertrains plus exterior and interior styling inspired by the larger V90. It’s also the second model that will be available to purchase through the brand’s ‘Care by Volvo’ subscription service.

What’s new?

This is an all-new car, and as such ditches the old platform for Volvo’s Scalable Product Architecture – the same chassis tech that underpins the XC90, XC60, S90 and V90.

Exterior design is all new, and though the overall shape isn’t far off the old car the detailing ensures you’ll never get the two mixed up. The interior is a rather more radical change, and apes its larger siblings with a portrait-mounted touchscreen.

New for the V60 is a lower-powered hybrid drivetrain, named T6 Twin Engine. This has a lower output than the T8 and will be a more cost-effective option.

What’s under the bonnet?

Our car was fitted with the more powerful of the two diesel engines that will be coming to the UK. Badged D4, it has 188bhp, which mated to an eight-speed automatic and front-wheel-drive is good for a 0-60mph sprint of 7.7 seconds.

It never really feels that fast, though, with the gearbox seemingly tuned for economy over performance. The engine is a bit gruff at idle, but soon smooths out into inaudibility at a cruise.

When the V60’s saloon sibling comes along, Volvo will not offer a single diesel engine option, but the brand’s chosen to keep diesel on for this V60, with load-lugging capability important to target buyers. Eventually, potential customers will have the choice of two hybrid drivetrains, badged T6 and T8 Twin Engine.

What’s it like to drive?

Volvo says the V60 is its most dynamic car yet, but anyone expecting a sporting drive on the same wavelength as the BMW 3 Series will be disappointed. The V60’s best enjoyed as a relaxing cruiser, with a ride more comfortable than its competitors and excellent refinement regardless of engine.

Hustle it a bit and the car corners tidily, though the steering is a little remote – and the brakes feel oddly interfering, as though the car thinks it knows better than you how much force to apply.

What a very handsome car. Out in Barcelona with the new #VolvoV60 pic.twitter.com/Bw3n3eV0Ok

— Tom Wiltshire (@mctreckmeister) May 16, 2018

Adjustable driving modes do make a genuine difference to the way the car drives, with Dynamic sharpening the steering and firming up the ride. However, enjoyment is kerbed somewhat by the lack of gearshift paddles for the otherwise slightly lacklustre eight-speed automatic gearbox.

How does it look?

Don’t look too closely and the V60 might just be a V90 situated a little further away. Of course, there’s a little more to it than that. The muscular front end sees Volvo’s upright grille flanked by updated ‘Thor’s Hammer’ headlights, while around the back there’s a nod to the practical estates of old with a more upright rear tailgate than its larger sibling, contributing to greater boot space.

Volvo has chosen an insanely pretty bit of Spain to send us to. pic.twitter.com/FGLbR9T7D6

— Tom Wiltshire (@mctreckmeister) May 16, 2018

There’s more glass area all round, and a bold accent line sits above the rear wheelarch. It’s a great-looking car which will certainly stand out among the fleets of German executives in the company car park.

What’s it like inside?

Unsurprisingly for a modern Volvo, the interior is a lovely place to be. Slide into the supremely comfortable driver’s seat (14-way adjustable, heated and ventilated on our test car) and you’re met by Volvo’s usual combination of digital dials and a portrait-oriented nine-inch touchscreen infotainment system.

Love love love this fabric finish in the #VolvoV60. Who needs leather? pic.twitter.com/GrYtAjsavu

— Tom Wiltshire (@mctreckmeister) May 16, 2018

The overall ambience is dependent on spec – we favour light leather and wood trim, though we suspect plenty will opt for dark leather and metal – but what you get regardless is space, and lots of it. The V60 is the longest car in its class and boasts better boot space and rear leg room than all of its rivals. Four six-foot adults and their luggage could comfortably go away for a weekend in this car.

We do have a few quality gripes – certain areas, such as the shuttered cupholder cover, don’t feel quite as solid as we’d like – and relegating functions to the touchscreen can lead you to take your eyes off the road for long spells.

What’s the spec like?

Every V60 comes with a large suite of City Safety tech, though you’ll pay extra for radar-guided cruise control, blind spot assist or the semi-autonomous Pilot Assist. Our Inscription model came heavily laden, though, with everything from heated and cooled massaging front seats to a truly epic Bowers and Wilkins stereo.

Base Momentum trim is still well equipped, but it’s worth stepping up to the ‘Pro’ pack to gain active LED headlights and a heads-up display. Expect a sporty R-Design trim to follow later in the year, too.

Verdict

The V60 soundly thrashes its German rivals on space, interior ambience and looks. The case is less clear-cut after driving, though, with the Volvo’s comfort-biased set-up bound to put some drivers off. It’s still a good car to drive, though, and the allure of Scandinavian style and safety is hard to resist. Make no mistake, the V60 is seriously worth thinking twice about, even over rivals such as the Audi A4 Avant.

FACTS AT A GLANCE

Model as tested: Volvo V60 D4
Price: £37,610
Engine: 2.0-litre, four-cylinder diesel
Power (bhp): 188
Torque (Nm): 400
Max speed (mph): 137
0-60mph: 7.9 seconds
MPG (combined): 67.2
Emissions (g/km): 122