Category: News

What is it?

Say the words ‘BMW 8 Series’ to any car enthusiast and you’ll probably get wet shoes as they melt into a puddle, babbling about V12 engines and pop-up headlights. Now, the contemporary 8 Series isn’t quite as instantly iconic or quirky as the original, but it’s an important step for BMW – a car that can challenge ultra-luxury offerings such as the Mercedes S-Class Coupe, but in true BMW fashion – by placing driving dynamics and passenger enjoyment rather than comfort at the top of the list of priorities.

What’s new?

The 8 Series is an all-new car, so while it shares plenty with other BMW models, under the skin the overall package is like nothing else in the range. Initially, it’s exclusively available as a two-door coupe, but BMW will also introduce convertible and four-door ‘Gran Coupe’ variants to the line-up. All will share the same trio of engines, too. It also occupies a new market sector for BMW, sitting between truly focused sports cars such as the Porsche 911 and genuine luxury models such as the S-Class Coupe. Forthcoming four-door models will also rival the Porsche Panamera.

What’s under the bonnet?

Although there will be a 40d diesel model available, we drove the M850i – a step down from a full-fat M car but still packing a 4.4-litre V8 with 523bhp. It’s paired with an eight-speed torque converter automatic gearbox, and the combination is simply brilliant.
Power – as you’d expect from such hefty numbers – is ample, and the 8 Series always feels like it has more to give. The gearbox is silky smooth when you’re just ambling around at low speeds, but put your foot down (and whack it into ‘Sport’ mode) and changes are ferociously quick. That’s backed up by the figures – 0-60mph arrives in 3.5 seconds and top speed is limited to 155mph.
Despite being turbocharged, the V8 gives plenty of punch right through the rev range, and in the upper echelons it roars like a tiger – though how much of this is artificially generated, we’re not sure. Regardless, it’s an impressive powertrain and one we wouldn’t hesitate to recommend, despite the obvious cost and economy penalties over the diesel.

What’s it like to drive?

BMW’s sporting heritage is clear to note as soon as you begin to press on. The 8 Series isn’t a darty, quick sports car like a Porsche 911, but the fluidity of its handling, the ease with which it grips in fast corners and the way it simply gobbles up a twisting road means it’s incredibly satisfying to drive.
Two aspects of the 8 Series help it in the corners – four-wheel drive and four-wheel steering. The former is BMW’s well-known xDrive system, which in the 8 Series is rear-biased for greater poise but can push all the power to the front wheels if necessary.
The latter works as most systems do, turning the rear wheels in the opposite direction for faster and tighter cornering at slow speeds, or in the same direction for greater motorway stability. It really works, too – this feels like a far smaller car than its 4.85-metre length would suggest, although the sensation of the rear shifting by itself does take some getting used to.
Meanwhile, ride comfort is a good middle ground between the pillowy softness of an S-Class and the hardened sports suspension of a Porsche 911.

How does it look?

Having quite a good day today. Again not allowed to say what the car is like, but the location is brilliant. pic.twitter.com/UD9q0F1RNY

— Tom Wiltshire (@mctreckmeister) October 20, 2018

The 8 Series has seriously elegant proportions – a long bonnet and rear deck, flowing lines and a compact passenger cabin. A few styling details don’t sit too happily on this frame, though – the traditional ‘kidney’ grilles look a little too stylised and don’t play totally naturally with the super-slim LED headlights, while the rear’s complex interplay of surfacing, shutlines and aerodynamic controls is a little messy from some angles. Yet the overall shape and a few features such as the double-bubble roof are just wonderful.
It’s worth mentioning the car is extremely spec-dependent, too. The vehicles we drove were all covered in black detailing on the window line and front grille as well as having black alloys. Models that feature chrome detailing look totally different – less sporting and a little classier.

What’s it like inside?

Inside, it’s classic BMW – which is a good and a bad thing. The driver-focused cabin is simplicity itself to use – all the controls are well situated and the iDrive infotainment system is one of the best in the business. There are some intricate touches just for the 8 Series as well, such as a cut-glass gear knob and infotainment selector. The driving position is also perfect, and infinitely adjustable.
If we’re being critical, though, there’s little of the ‘wow’ factor that you get with some rivals. This cabin would be equally at home in a 5 or even 3 Series, and we’d quite like a little more than just a shiny gear selector to mark it out as the brand’s flagship.
In practicality terms, a big coupe has never been the most spacious of things – but we’d have liked a little more legroom in the rear of the 8 Series. Thankfully, the forthcoming Gran Coupe should solve that and bring an extra pair of doors into the equation, too.

What’s the spec like?

As expected for a car costing well over £70,000 (almost £100,000 in 850i form) there’s a good level of spec on offer. Clearly, climate control, cruise control, electric seats, adaptive LED headlights, a whole suite of safety aids and a wireless charging pad all come as standard, but the options list has a few things to offer. We’re big fans of the M-striped seatbelts, front seat ventilation and soft-close doors, and it’s also possible to option an exterior carbon-fibre package for an even racier look.

Verdict

The 8 Series is a seriously impressive coupe and one that shows BMW’s ability to blend the luxurious with the sporting is still alive and well. It doesn’t feel quite as special as some rivals, however – a Porsche 911 is still far better to drive, while a Mercedes S-Class Coupe trumps it on luxury. So the appeal of the 8 Series will depend on whether you see it as the best of both worlds or an uncomfortable middle ground. We’re leaning towards the former.

• Model as tested: BMW 8 Series M850i xDrive Coupe
• Price: £100,045
• Engine: 4.4-litre twin-turbocharged V8
• Power: 523bhp
• Torque: 750Nm
• Max speed: 155mph
• 0-60mph: 3.5 seconds
• Fuel economy: 29mpg
• Emissions: 224g/km
• Rivals: Bentley Continental GT, Porsche 911, Mercedes S-Class Coupe

What is it?

To add another offering in the varied small saloon segment, here’s the Volvo S60 – a compact four-door from the Swedish brand designed to take on the likes of the Mercedes C-Class and the upcoming and all-new BMW 3 Series. It’s based on Volvo’s Scalable Platform, and therefore shares its underpinnings with the XC90 and V90, to name just two.

It’s also the first car to be built in Volvo’s new manufacturing plant in Charleston, USA – a possible reflections of the brand’s concerns surrounding America’s potential change to import tariffs. We’re testing it here in range-topping T8 Polestar Engineered specification.

What’s new?

The standout feature of this latest Volvo is the complete lack of any diesel option. That’s right, this is the first car in the modern Volvo range to lack an oil-burner as an engine choice, leaving just petrol and plug-in hybrid offerings instead. It reflects Volvo’s push towards electrification – and to clarify, that means the use of petrol and hybrid offerings – not just solely electric powertrains.

Many of the latest design features that we recognise from current Volvo vehicles have been carried over the S60 – though we’ll come to these in a little more depth later – while the interior has also been treated to plenty of plush materials that we’ve come to expect from the manufacturer.

What’s under the bonnet?

This top-of-the-range T8 Polestar Engineered S60 utilises an in-line four-cylinder petrol engine which is both supercharged and turbocharged. This is linked to a rear-mounted electric motor which drives, unsurprisingly, the rear wheels. Combined, they produce a substantial 399bhp and 430Nm of torque, which can push the S60 to 60mph in 4.5 seconds and onwards to a 155mph top speed. Despite this performance, and thanks to the inclusion of hybrid assistance, Volvo claims that the T8 will return 134mpg combined while emitting just 48g/km CO2.

This Polestar Engineered T8 benefits from a series of high-performance parts, too. Look closely and you’ll see six-piston Brembo brakes peering out from behind 20-inch forged wheels, while Ohlins adjustable dampers have been fitted too. There’s also a bump in power over the regular T8 – around 15bhp more, in fact.

What’s it like to drive?

We tested a conventionally powered T6 (an engine yet to be confirmed for the UK) prior to our time in the more powerful T8, and it proved to be a good basis for its pokier stablemate. The lower-powered car’s steering, though lacking any real feedback, is well weighted and direct, giving the S60 plenty of agility in the corners. The T8’s engine response is linear and predictable, with the combination of combustion and electric unit blending seamlessly to provide effortless forward progress. It’s punchy, too, particularly from a dead start where the electric motor and its instantaneous torque makes itself known.

The ride is a little firm, in all honesty – even the standard S60 on regular suspension felt a touch jostling even on smooth Californian canyon roads – and the T8’s firmer setup only exacerbated this. We’d argue towards a smaller wheel size to help remedy this – the Polestar’s 20-inchers are a touch too large, in our opinion.

How does it look?

If we were honest, the looks of the S60 aren’t groundbreaking – but that’s simply because they play so close to the other cars in the range. The front ‘Thor’s Hammer’ headlights are present and correct, while the lights are the rear could have been the units taken from the larger S90, but put on a hot spin. It is, again, a minimalistic and thoroughly Scandinavian design, and it looks particularly good in the flesh.

It’s an agile, taut design – and alludes the S60 to a far sportier ethos than that of Volvos of old. Would we like it to be a little more exciting? Perhaps. But in this segment, playing it safe isn’t a particularly bad thing, particularly when you consider the understated designs that have been coming from German rivals.

What’s it like inside?

It’s business as usual in the cabin of the S60, but this is something we’re quite happy about. So far, the cabins of the XC90, V90 and XC40 – to name but three – have been exceptionally well put together, and this has, thankfully, been carried on over to the S60. It’s a beautiful blend of high-quality materials and well-executed tech, and everything feels built to last. The large central touchscreen dominates the interior, and this is complimented by the central screen in between the dials in front of the driver. There’s plenty of headspace for those sat up front, while those in the back do equally well.

The boot is decent too, offering up 442 litres of space with the rear seats in place. It’s slightly less than that of the Mercedes C-Class, which offers 480 litres of seats-up load area.

What’s the spec like?

Though full specifications of the S60 have yet to be confirmed, the Polestar Engineered-spec cars we tested came fitted with a host of equipment, including a full satellite navigation system, Bowers and Wilkins stereo and nappa leather upholstery.

We’ll have to wait and confirm closer to the car’s full launch as to what is standard with each specification – though expect a strong amount of tech to accompany this range-topping car.

Verdict

The S60, even in standard form, is an excellent alternative to current and forthcoming German rivals. It’s well built, beautifully finished and looks good out on the road – even if its design plays rather safe. This T8 Polestar Engineered model makes a particularly strong case for itself, thanks to its combination of strong performance and good economy figures. We’ll have to wait and see what Volvo expects customers to pay for this model – though we’d reckon at the mid-£50,000 mark – to see its value-for-money, but off-the-bat impressions are good – and rivals had best be worried.

Facts at a glance
Model as tested: S60 T8 Polestar Engineered
Price: £55,000 (est)
Engine: 2.0-litre supercharged and turbocharged four-cylinder
Power: 399bhp
Torque (Nm): 430
Max speed (mph): 155
0-60mph: 4.5
MPG: 134
Emissions (g/km): 48

Audi has facelifted and updated its R8 flagship for the 2019 model year, giving it a refreshed look, more power and greater dynamism courtesy of suspension and steering tweaks.

The exterior facelift is relatively subtle. There’s a lower and wider grille, bringing the R8 in line with more recent releases such as the Q8. It sees the slim headlights thrust further apart, and they retain a sharp-edged LED daytime running light signature.

A new front splitter and a wraparound front spoiler finish the fascia off, while the sides see new skirts and deeper air intakes, while the rear has a full-width honeycomb grille to aid cooling of the mid-mounted engine.

The exhaust tailpipes also change from square to oval, and receive a new matt titanium surround on top-spec Performance models. Finishing the visual tweaks to the exterior are fresh new colour options and 19- or 20-inch alloy wheel designs.

The new Performance model is essentially the previous V10 Plus rebranded, and both the renamed model and the standard car get a substantial power boost. The regular model sees power increase from 533bhp to an impressive 562bhp, while the Performance now packs 612bhp over the previous V10 Plus’s 603bhp.

0-60mph times drop by 0.1 seconds, to 3.2 and 3.3 seconds for the Coupe and convertible Spyder models respectively in standard form, and to 2.9 and 3.0 seconds for the Performance Coupe and Spyder – another 0.1 second improvement.

Audi promises reworked steering and suspension systems, improving stability and precision when cornering. It’s also retuned the steering to widen the gap between the car’s drive modes, meaning customers should notice more of a difference between the car’s Comfort, Auto and Dynamic setups.

The new model will go on sale in 2019, with the cost expected to rise slightly over the current model’s £112,525 asking price.

Uber has launched a plug-in grant as well as a scrappage scheme to help its London-based drivers make the switch to an electric vehicle.

They will be able to claim up to £4,500 off the cost of a new electric vehicle, thanks to the grant funded via a ‘clean air fee’ of 15p per mile, to be paid by customers on all London journeys from 2019.

It will be based on how many miles the driver covers in the capital. Someone using the app for an average of 40 hours per week could see around £3,000 worth of support towards a new electric vehicle in two years.

Dara Khosrowshahi, chief executive of Uber, said: “The Mayor of London has set out a bold vision to tackle air pollution in the capital and we’re determined to do everything we can to back it. Our £200 million Clean Air Plan is a long-term investment in the future of London aimed at going all electric in the capital in 2025.

“Over time, it’s our goal to help people replace their car with their phone by offering a range of mobility options – whether cars, bikes, scooters or public transport – all in the Uber app.”

The firm is also introducing a diesel scrappage scheme, which will be open to anyone with a pre-Euro 4 diesel-powered car who lives in London – not just Uber drivers.

Anyone eligible for the scheme will receive £1,500 of credit to spend on Uber journeys. However, just 1,000 incentives are available – meaning those who qualify for it will need to be quick in order to take part.

Uber is also partnering with home charging suppliers such as BP ChargeMaster, EO Charging and EVBox to make more affordable charging options for drivers using the app, to make replenishing their electric vehicle’s battery at home quicker and more efficient.

Britain loves a hot hatch. Ever since the original Volkswagen Golf GTI landed on these shores back in the 70s, a nation of petrolheads fell in love with the notion of a car that could offer bags of performance while also being able to ferry the kids to school.

Since then, every manufacturer under the sun seems to have had a crack at the much-loved formula — with some pulling it off better than others. The result is a market flooded with practical, but seriously punch machinery.

We’ve picked out some of the best hot hatches £10,000 can snag you on the used market…

Ford Fiesta ST

We’re starting this list with the Ford Fiesta ST because quite frankly, it’s already legendary. There are myriad ways to tinker with the basic hot hatchback recipe, but Ford just got it so ‘right’ with the Mk7 Fiesta ST.

The car’s best feature was its honesty. There was nothing fancy about its non-adjustable suspension or relatively basic 1.6-litre turbocharged four-cylinder engine. It built on the handsome regular Fiesta with a subtle bodykit and some excellent alloy wheels, while all you got inside to mark it as an ST were a few badges and some truly brilliant Recaro seats.

It’s in the drive where this thing marked itself out, as the Fiesta ST is about as much fun as you can possibly have on four (or sometimes three) wheels. £10k should buy you a well-looked after example, possibly from a dealer’s own approved used stock.

Mini John Cooper Works

Marketing bumpf is usually just wishful thinking, but in Mini’s case ‘go-kart handling’ really is the name of the game. All Minis corner like hot hatchbacks, but opting for one with the famous John Cooper Works badge on the rear means you get the power under the bonnet to really exploit the car’s playful chassis.

For our £10k budget, you’ll be looking at late examples of the second-generation ‘new’ Mini, in good condition with full service history. Shop carefully – after all, 211bhp hot hatchbacks don’t attract the same careful owners as, say, a Honda Jazz, so make sure all maintenance has been done and budget some cash for consumables, such as tyres, shock absorbers or a new clutch.

If you choose wisely, you’ll end up with an adorable premium hatchback that also goes like the clappers.

Suzuki Swift Sport

Suzuki’s Swift Sport was the last of a breed in its previous generation — offering a back-to-basics naturally aspirated engine paired up to a bolt-action-like six-speed manual gearbox.

A new, turbocharged machine now joins the firm’s line-up — but the outgoing machine presents itself as a compelling option for any hot hatch enthusiast. Although not the most powerful, with ‘only’ 128bhp from its 1.6-litre four-cylinder unit, it excels on tighter roads — thanks to a lightweight chassis with a playful character.

Well-kept examples can be had comfortably under 10k, and also offer bags of equipment such as cruise control, Bluetooth connectivity and keyless go. Expect even more to flood the market as owners switch to the new generation.

Honda Integra Type R

‘Type R’ is about as iconic in Japanese enthusiast circles as Skyline, drifting and rotary engines — and its debut in the UK ensured it’d become a success here too.

Roll back to 1997 and this — the Honda Integra Type R opened the batting for the iconic nameplate in the UK. Its screamer of a VTEC engine was paired up to an ultra-strong, racing homologated chassis and this meant the Integra could chew up almost anything else on the road — gaining a reputation as a serious drivers’ machine.

As with anything Japanese and 90s, prices for the Integra are beginning to creep up and only just come in under budget here — but for that, you’re securing a hatch that’s not only going to be an absolute riot to drive, but one you’ll have no problem making a pretty penny on when time comes to sell.

Renaultsport Megane

The Renaultsport Megane is a genuine legend – it’s held many a lap record in its time, thanks to handling that can only be described as legendary.

Available in more pedestrian forms or hardcore ‘Cup’ and ‘Trophy’ variants, there’s a Megane RS to suit every kind of driver – as well as every budget. We’re talking serious future classic value on some of these, so opting to pay £10k now for a tidy and desirable model

VW Golf GTI

It’s impossible to create a list like this without mentioning the OG, the daddy, the one that started it all – the Volkswagen Golf GTI. An icon of more than four decades, the GTI wasn’t the first hot hatch, but it was the one that popularised the idea that a car could be fun, practical, cheap to run and no harder to own than a regular runabout.

Our budget sees a huge choice of Mk5 and Mk6 models – which were the perfect antidote to the catastrophic Mk4. Though the DSG automatic was available, they’re very fragile at this age so we’d opt for the weighty six-speed manual instead.

With up to 227bhp on offer and the same neutral and massively capable chassis that’s categorised the GTI since launch, these really are great cars and worth the investment.

Mazda3 MPS

Think ‘hot hatch’ and it’s unlikely this Mazda is going to spring to mind — but the 3 MPS is arguably a hidden gem in the world of performance motoring.

The 3 always boasted quality driving dynamics, as is to be expected from any Mazda really, but it got the power to match courtesy of an incredibly potent 2.3-litre engine. On top of that, it boasts some pretty aggressive looks to boot.

A positive of its relative obscurity comes in the value on offer now — with all but the most pristine models available within the £10k budget. Get in before the rest of the world sees how much potential lies in the Mazda…

Abarth 500 Essesse

So it may have to looks of a regular Fiat 500, but the Abarth 500 is a totally different beast altogether.

The playful little thing will happily carve up any tight road you throw at it and keep up with cars that may well look more the part in the process. Matching its performance is a real ‘look at me, I’m really a Ferrari’ exhaust note, too.

While £10k means you can cast your Abarth net far and wide, we’re highlighting the desirable and rare 500 Essesse models from early in the car’s production run here — which gets more power, and improved chassis components from factory.

Vauxhall Corsa VXR

Vauxhall’s hot hatchbacks have often played second fiddle to Ford in the popularity stakes, and the Corsa VXR is no exception – it didn’t sell anything like as many units as the Fiesta ST of the time. But that doesn’t mean it deserves to be discounted, as it’s still a remarkable little thing.

The Corsa VXR offers more power than the Fiesta of its time, but can be had for a far cheaper price. Both cars handle brilliantly and are usable every day, while the Corsa’s interior is actually a little more user-friendly and well-built than the Fiesta. Ultimate fun factor and street cred aren’t quite up there, but the little Vauxhall is still worth a look.

Motorists could soon be encouraged to use the ‘Dutch Reach’ when opening their door to protect cyclists from injury – or worse.

The Department for Transport is reviewing the Highway Code, looking to reduce casualties from so-called ‘dooring’.

It may introduce the Dutch technique – praised by road safety organisations – which sees drivers use their opposite hand to open their vehicle door.

The move forces them to twist their body, making them look behind before they open the door and get out. The technique gets its name from the Netherlands, where it is included in the driving test.

The #Government has announced the #DutchReach and guidelines around safe passing distances for #cyclists are to be included in Highway Code. Great success and a significant milestone for cycle safety ?! https://t.co/oBZUq0cw7q pic.twitter.com/1FdTXWDZBv

— Cycling UK (@WeAreCyclingUK) October 18, 2018

Neil Worth, road safety officer for Gem Motoring Assist, said: “Cyclists are vulnerable, and we welcome this move to provide them with better protection. For drivers and their passengers it’s a small and simple change, but it could make a big difference.”

The RAC’s head of roads policy, Nicholas Lyes, agreed with the change, adding: “We support the introduction of the Dutch Reach principle to the Highway Code – a small change every motorist can make when exiting their vehicle that can make a huge difference to the safety of cyclists.”

Edmund King, president of the AA, said: “The government seems to be going Dutch, despite Brexit, with the proposal for the ‘Dutch reach’ to be included in the Highway Code to enhance cycle safety. We do need more consideration for cyclists and pedestrians.”

Calls to update the code come as police forces in Hampshire and the Thames Valley crack down on cycling safety.

Operation “Give Space, Be Safe” is currently taking place in Southampton, with a team of police officers targeting drivers who don’t leave enough of a gap when passing cyclists.

An unmarked officer with cameras fitted to his bicycle monitors those overtaking him, and if at any point he feels intimidated or unsafe, he radios a police motorbike, which pulls in the offending vehicle.

The motorist is then shown video footage from the bicycle before being offered prosecution or a 15-minute roadside safety demonstration on the correct procedure for passing cyclists.

Although the Highway Code doesn’t specify a passing distance for cyclists, it does tell drivers to leave “at least as much room as you would when overtaking a car”. Hampshire and Thames Valley Police recommend a gap of at least 1.5 metres.

Today we have been in Southampton running our #GiveSpaceBeSafe close pass operation with our partners from Southampton City Council. We caught 9 motorists who drove far too close to our cyclist, below is one of them. All elected to attend our check site & receive education #1656 pic.twitter.com/AVimYxkkY2

— Hants Roads Policing (@HantsPolRoads) October 18, 2018

Rob Heard, the road safety sergeant for Hampshire and the Thames Valley in charge of the operation being run in Southampton, said: “Cities account for around a quarter of all our fatalities and serious collisions. It’s quite surprising how people don’t give room even when they have the space to do it.

“We’re engaging with motorists and reminding them of the dangers of passing too close.”

The operation pulled over nine motorists in just three hours, highlighting how common the offence is.

Sgt Heard added: “My top tips to motorists would be to hold back until it’s safe to overtake, don’t overtake when you approach a pinch point, and imagine if you were a cyclist – think: ‘How much room would I like to have when being overtaken?’ It’s all about sharing the road and being safe.”

It’s a beautifully warm and sunny evening, and I’m driving an open-topped roadster along some very pleasant country roads surrounding the village of Hambleden, near Henley-upon-Thames. I must admit, though, that I’m finding it a little difficult to relax, as the car I’m in is left-hand drive, doesn’t have any door mirrors, cuts out if left to idle and – most worryingly – is worth £2 million.

It’s BMW’s own 507, maintained as part of the brand’s UK heritage fleet and I’ve been allowed to take it for a drive as part of an event commemorating the brand’s open-topped history – as well as looking to its future.

In attendance alongside the 507 is the all-new Z4, albeit in pre-production form so we’re not allowed to drive it. It sits in a frankly stunning lineup which includes – in order of age descending – a brand-new i8 Spider, a previous-generation Z4, a Z8, a Z1, that incredible 507, a 327 and a 328. It’s an amazing collection which would likely cost close to £4 million to replace, assuming you could find such wonderful examples in the first place.

BMW’s brought the new Z4 together with its predecessors primarily to show off its design. The man behind the car, Australian designer Calvin Luk, points out elements taken from previous models – such as the long, thin taillights and wide kidney grilles inspired by the 507 and Z8, as well as all-new design features such as the double-stacked headlights and more cab-forward proportions.

Customer feedback means the driving position’s moved forward, so the hood is shorter, and the wheels have been thrust out to each corner. It’s certainly different to any BMW that’s come before it, and though many aspects of the styling are divisive – such as the huge grilles and sharp lines – the overall proportions are very tidy.

But back to my poorly 507, which as I mentioned has an issue with idling. However, the roads are clear and I soon grow accustomed to its heavy steering and non-existent rear visibility. Without any need to stop and risk the engine cutting out, I’m able to give the car a few beans and hear that 3.2-litre V8 sing.

This is the reason I will never give up this job willingly. pic.twitter.com/y2kgbEXmtA

— Tom Wiltshire (@mctreckmeister) September 27, 2018

The 507 wasn’t a success in its day – only 251 were built – making it incredibly rare, collectable and valuable. It’s for this reason I can’t really relax behind the wheel – but instead spend my time alternating between concentrating fiercely on the road ahead and marvelling at how the front wings raise up from the cabin to give the impression of a hood a mile long. It’s a little bit intoxicating.

Breathing a massive sigh of relief as I return the unscathed 507 to BMW’s custodianship, I grab the keys to a childhood icon – the Z1. This dinky fibreglass roadster was produced in tiny numbers between 1989 and 1991 – making it only a little older than me – and was the first to be given the ‘Z’ name.

Driving the Z1 and Z8 last night was rather special indeed. Boyhood dreams realised, and wasn't disappointed with either. pic.twitter.com/yRZsk9xVTL

— Tom Wiltshire (@mctreckmeister) September 28, 2018

Step towards the Z1 and it’s the party-piece doors that grab your eye first. Instead of opening outwards, they slide down – window and all – into the sills at the push of a button. That alone is enough of a party piece, but remarkably as all of the car’s crash structure is built into the sills it’s perfectly safe to drive around with the doors retracted at all times.

Unassisted steering aside, the Z1 feels for all the world like a modern, compact sports car. The straight-six engine sounds wonderful, the suspension is firm yet comfortable, and the five-speed gearbox is light and precise. Put simply, it’s brilliant fun on these roads, and I come away from my drive absolutely craving one.

Stepping out of the Z1 and into the brand-new i8 Spider is like going from a theater to a dentist’s waiting room. The hybrid i8 is indeed very fast, but it just seems too safe, comfortable and clinical after the classic models. Unlike the new Z4, the i8 was mostly designed from a clean sheet, and it shows – there are very few recognisable design influences in here.

Is that a bad thing? Of course not, and the i8 Spider is still a very impressive car. But I’m short on time and desperate to drive more of the classics, so I head back and swap into my other boyhood dream car.

The Z8 is another model that wasn’t exactly a contemporary success – reports at the time criticised its styling, its lazy V8 engine and the chassis, which was felt to be an uncomfortable middle ground between cushy GT and hardcore sports car.

I don’t know if it’s improved with age, but the Z8’s styling doesn’t look awkward at all any more – and rather than being disappointed, I’m revelling in the wonderful and ever-rarer sensation of a big V8 sports car with a manual gearbox. The Z8’s 5.0-litre naturally-aspirated V8 sounds fabulous when revved out, and the avant-garde interior is simply gorgeous.

I have GOT to get me one of these. pic.twitter.com/d42mZaSwAQ

— Tom Wiltshire (@mctreckmeister) September 27, 2018

Obviously dating from the early 2000s means you won’t find much in the way of modern technology in here, yet the controls and materials feel bang up-to-date and it drives beautifully. It’s nowhere near as sharp to drive as its looks suggest, but you soon learn to take it easy through the corners and allow the engine to stretch its legs on the straights. I’m enjoying it hugely.

Next, I attempt to squeeze into the £750,000 328 – but I’m 6’2 and ‘generously’ proportioned, so I don’t quite trust myself to drive this 1930s machine safely with my legs bent double and the steering wheel at my chest. The 327 is a different matter though, and I gladly set off for a spin – after a brief tutorial on the dashboard’s totally unmarked switches.

This car pre-dates the 507 by nearly 20 years, and so I keep the speed fairly low. Something this age demands a totally different driving style, with all the controls requiring serious heft and a gearbox throw a mile long.

This time, there’s not just limited rear visibility – there’s none, with the convertible roof blocking the interior mirror perfectly, but otherwise I’m enjoying myself. As a carefully-maintained heritage car, this is as perfect a driveable example as you’re likely to come across, and it feels remarkably tight for a car that’s eight decades old.

Lining this 30s car up alongside the modern Z4, the lineage isn’t quite as clear as it is with some of the modern cars. But all of the roadsters here have a clear sporting focus in their design – even the ones more suited to boulevard cruising than track usage.

More importantly, they’re all gorgeous to look at, great to drive and with the roof down on a warm evening, about as pleasant as motoring gets. I’m sad to leave.

Energy minister Claire Perry has admitted that she drives a diesel car in her constituency – despite government opposition to the fuel.

A Sky News interview with her saw the Tory MP for Devizes – who is also the minister for clean growth and leads government efforts to reduce carbon dioxide emissions – face a grilling on her clean energy habits, and came just a week after the UN urged countries to take more action to limit global warming to a pre-agreed 1.5 degrees centigrade above pre-industrial levels.

The 54-year-old said: “When I get to London I try to cycle a lot. But I have got a diesel car at the moment, a small diesel.

“I did have a hybrid for a very long time, and then I switched to a diesel. But I’m pretty sure my next car will be an electric one.”

Perry also admitted that she didn’t have solar panels on her home as her roof wasn’t south-facing, and hadn’t given up meat despite research showing that farming meat produced more carbon dioxide than did transport.

Energy minister @claireperrymp reveals to Sky News that she drives a diesel vehicle.

It comes as the government asks climate change experts to advise on how to reach net zero emissions: https://t.co/pqGeemGcyy pic.twitter.com/P0O8qLrLKG

— Sky News Politics (@SkyNewsPolitics) October 15, 2018

Diesel vehicles tend to produce less carbon dioxide than petrol ones, so their adoption aids global climate change targets. However, they produce more local emissions such as nitrogen oxides and soot, leading to wide-ranging resistance to them by governments across Europe in a bid to clean up cities.

As a result, the European market share of diesel cars has dropped from 42.5 per cent at the start of 2017 to 36.5 per cent at the start of 2018.

Skoda has confirmed that its next model will be named ‘Scala’ – the Latin word for ‘stairs’ or ‘ladder’. The new Scala will be a mid-sized hatchback – the brand’s first real foray into this category – and should go head-to-head with some of Britain’s best-selling models such as the Ford Focus and Volkswagen Golf.

The current Skoda Octavia is based on the same underpinnings as the Golf, but the Czech brand’s ethos of offering good value for money means it’s far larger and competes confidently with cars in the class above it.

Introducing the ŠKODA SCALA: our all-new family hatchback. pic.twitter.com/ok8CbVusDN

— ŠKODA UK (@SKODAUK) October 15, 2018

The Octavia’s smaller sibling is the Skoda Rapid, a budget offering in the segment and one that’s not given its rivals too much trouble.

Bernhard Maier, chairman of the board at Skoda, said: “With the new Skoda Scala, we are proposing a new chapter in the compact class of Skoda.

‘‘It is a completely new development that sets standards in terms of technology, safety and design in this class. We are confident that the Scala has the best chance to redefine the A-segment for Skoda.”

The Scala was previewed at the 2018 Paris Motor Show by the Vision RS concept, so it’s likely that the new car’s styling will be a toned-down version of that.

While the show concept featured a hybrid powertrain, most of the models in Scala’s line-up when the car enters production will probably include traditional petrol and diesel units.

It’s also expected to be the first Skoda to be based on the ‘MQB A0’ chassis architecture already used to make the new Audi A1, Seat Ibiza and VW Polo.

Teaser images show only the car’s badging, but indicate that the Scala will feature the Skoda name spelled out across an extended glass tailgate – instead of on a traditional badge.

Cars with a royal connection often command a premium over their standard brethren, but anybody after a right regal runabout could get their hands on a comparative bargain, as Prince Andrew’s former Bentley Flying Spur is up for sale.

The four-door luxury limousine is available at Surrey car dealer Bramley Motor Cars, having been placed on sale just before younger daughter Princess Eugenie’s wedding to wine merchant Jack Brooksbank last Friday.

It’s had one owner since the Duke of York bought it new, but while he may have had some bearing on the sum being asked for, this Bentley is surprisingly well priced. With a tag of £94,450, it’s broadly in line with models of a similar age and mileage available elsewhere.

This example was registered in July 2015 and has just 11,500 miles on the clock, while a similar 2014 model with 21,000 miles is currently for sale at a private dealer for £97,995.

The prince’s Flying Spur would have cost around £150,000 to buy new, and according to the dealer was ‘his formal means of transport and was registered with his private number plate’.

It’s a rather tastefully specified example, too, featuring classically handsome Barnato green paintwork mated to a cream leather and dark wood burr interior. It’s also fitted with the desirable 6.0-litre W12 engine rather than the more practical but less theatrical 4.0-litre V8.

Although the Flying Spur is a particularly sought-after luxury motor, it’s not quite as exclusive as the vehicle that Eugenie and Brooksbank chose for their wedding transport. The couple left their Windsor Castle ceremony in a bespoke Aston Martin DB10 – one of just 10 produced to promote the James Bond movie Spectre.

Bramley Motor Cars, which is near Guildford, is no stranger to handling cars with a royal link. In 2016, a Bentley Mulsanne used by the Queen over two years and across her diamond jubilee celebrations was sold by the high-end dealership for £200,000.