Category: News

What is it?

Mazda has a habit of regularly updating its cars with small refinements and improvements, rather than saving them all for a big update every few years. Such is the way with the 2018 CX-3 compact crossover, which you might find difficult to tell apart from its predecessor.

Small changes aside, it’s the same recipe we’ve come to appreciate from Mazda – good looks, a straightforward interior, smooth, naturally-aspirated petrol engines and excellent driving manners.

Does the extra veneer improve the CX-3’s weak points, though?

What’s new?

Oddly enough given the current anti-diesel rhetoric, one of the largest changes for the updated CX-3 is the addition of a new 1.8-litre oil-burner. Mazda UK admits it’s unlikely to be in huge demand, though – the outgoing 1.5 only accounted for 20 per cent of sales.

Elsewhere, changes are discreet to say the least. There’s a revised front grille and some new LED taillights, while the interior sees a redesigned centre console and some new fabric trim.

What’s under the bonnet?

Of the three engines on offer, it’s the base unit that impresses the most. The naturally-aspirated, 119bhp 2.0-litre is smooth and refined around town and mated to a slick six-speed manual it’s also good fun to wring out. The payoff for going naturally aspirated is that official fuel economy results tend to be far closer to reality – the claimed 45.5mpg is certainly achievable.

Compared with modern turbocharged units it does take rather a lot of thrashing to get up to speed, though – you’ll need to explore those upper rev bands a fair amount to get going, which can become tiring.

Also on offer is a 148bhp version of the same engine, which disappointed with an obtrusive and thrashy engine note, while the new diesel is impressively economical but slightly agricultural in character. Four-wheel-drive is an option for the higher-powered petrol engine, while both petrols can also be had with a six-speed automatic gearbox.

What’s it like to drive?

Mazda is somewhat like Ford – both brands are skilled at making ordinary cars with exceptional handling. While the Focus pips the 3 and the Fiesta the 2, Mazda’s CX-3 certainly has the Ford Ecosport licked when it comes to handling in the compact crossover segment.

The CX-3’s steering is sharp and accurate, and front-end grip inspires more confidence than many other cars in this class. There’s not a huge ride penalty, either, and the CX-3 is vastly more comfortable than a Kia Stonic.

Mazda’s tweaked the suspension to give the car a more grown-up feel, but the slightly soft edge might not be to your taste – it soaks up bumps well but tends to bounce over larger crests in the road surface.

It’s a comfortable cruiser though, despite rather a lot of wind roar from those large side mirrors.

How does it look?

Facelifted Mazda CX-3 still a very pleasant thing. pic.twitter.com/xNeEBxO7iZ

— Tom Wiltshire (@mctreckmeister) September 18, 2018

Much like the old CX-3, and that’s no bad thing. Mazda’s family face sits well on the front of this car, and the overall effect of a smaller CX-5 is quite handsome.

The CX-3’s updated grille is flanked by slim LED headlights, mirrored in the distinctive new LED taillights. The whole effect is lifted further by the addition of Mazda’s Soul Red Crystal paint – one of the best colours available on cars today, and an option box well worth ticking.

To be critical, the CX-3 perhaps isn’t quite as well-proportioned as cars such as the Seat Arona – it’s a little nose-heavy, with a few fussy design details. However, it’s still a smart-looking compact crossover.

What’s it like inside?

The CX-3 lifts its interior from the Mazda 2, so there’s a pleasantly driver-focused aspect to the cabin with a wonderfully straightforward gauge cluster. There are rather a lot of different materials on show, of varying quality – we’re not the biggest fans of the suede stripe across the dash on certain models, but other aspects such as the metal surrounds to the air vents feel solid and premium.

The redesigned centre console drops the manual handbrake for an electric one, but as a side effect the controller for Mazda’s infotainment system moves further forward to a far more comfortable location. The system itself is decent, but we’d suggest adding Apple Carplay and Android Auto to improve it further – an optional, dealer-fit extra.

There’s a decent amount of space on offer, but the CX-3 is still more cramped for rear occupants than some rivals such as the Skoda Karoq.

What’s the spec like?

All CX-3s are well equipped – Mazda’s options list rarely extends further than the paint colour. Trim levels start out with SE Nav+, which brings air-con, cruise control, keyless start and Mazda’s infotainment system.

SE-L Nav+, meanwhile adds rear parking sensors, climate control and some extra safety kit. Top-spec Sport Nav adds leather, a Bose surround-sound system and keyless entry, plus LED headlights.

It doesn’t come cheap – the CX-3 starts from £18,995, where a basic Seat Arona can be had from less than £17,000.

Verdict

For keen drivers, the Mazda CX-3 should still be on the compact crossover shortlist – it’s a great little car to drive in and out of the city. Potential buyers should take a good test drive to make sure the character of the naturally-aspirated engine suits them, though – and if you’re not too worried about premium equipment, there is better value to be found elsewhere. But for the most part this is an excellent car with plenty going for it.

Ferrari has lifted the lid on two new limited-edition special-series models – the Monza SP1 and SP2.

Inspired by the Italian’s manufacturers historic racing cars, the Monza SP1 and SP2 have been unveiled as part of Ferrari’s Capital Market’s Day in Maranello – an event which sees the firm looking towards the future and detail its business plan for the coming years.

Presenting the new #FerrariMonzaSP2, inspired by the legendary #Ferrari sports cars of the past. https://t.co/H69e95WO2b pic.twitter.com/nwvewDg5sp

— Ferrari (@Ferrari) September 18, 2018

Designed to tickle the fancy of ‘dedicated clients and collectors’, the Monza SP1 and SP2 draw design inspiration from cars such as a the 1948 166MM, as well as the 750 Monza and 860 Monza.

The SP1 has been designed as a stripped-out single seater, while the SP2’s second seat means that a passenger can be brought along for the ride, too. An extensive utilisation of carbon-fibre has helped to keep both cars as light as possible, while the pair use the a V12 engine for drive – with each capable of hitting 60mph in a staggering 2.7 seconds from a dead stop.

Both cars feature doors which open upwards, while the bonnet of both the SP1 and SP2 is crafted from a single piece of carbon-fibre that is hinged at the front to allow a better view of the engine when open.

As a result of their lack of windscreen, the Monza SP1 and SP2 presented a challenge to designers looking to manage the amount of air directed into the cabin itself. Therefore, a ‘virtual wind shield’ – a system located into the fairing ahead of the instrument designed to redirect air flow to better driver comfort – has been implemented into the car’s design.

No prices for the Monza SP1 and SP2 have been announced, nor has the number of models destined to be produced.

Audi has revealed its all-electric SUV at a glitzy world premiere in San Francisco.

Called the E-tron Quattro, it’s one of the most tech-focussed cars on the market with some truly unique features.

While buyers will be impressed with its range of more than 200 miles on a single charge, those who love high-tech kit will be wowed by its world-first video camera wing mirrors, six touchscreens and stylish LED lights.

It comes with Quattro all-wheel drive that its designers claim is better than any version used on an Audi before.

Homologation for the UK hasn’t been completed yet, but Audi estimates it’ll have a range of 248 miles in real world conditions. That puts it up against premium electric car rivals the Tesla Model X and Jaguar I-Pace for range, however higher capacity 100D Teslas and Mercedes’s EQC will exceed this.

Although specific details for the UK are yet to be confirmed, prices will start at around £70,805 when it goes on sale in November. Audi has said that some European customers will have theirs before the end of 2018.

The electric car is capable of 0-60mph in 5.7 seconds and it can hit a limited top speed of 124mph thanks to its 402bhp (300kW) power output and torque of 664Nm, which is available almost instantly.

The E-tron can be charged to 80 per cent in 30 minutes using a fast charger and sets a new standard with its ability to charge using a high powered 150kW unit. At home, it can charge at 11kW in around eight hours and has the option to charge at 22kW too.

As standard, the car gets a CCS rapid charger port on the driver’s side of the car, but buyers can choose to add a second AC port on the passenger side so they’re never caught out by an awkward charger.

Features such as this have been carefully thought through to make it one of the most practical electric cars on the market. The ports are hidden behind a discreet cover, which moves sideways rather than out – making it easier to charge even in a tight garage.

The car’s cameras make it possible to see a 360-degree recreation of the vehicle and its surroundings on the main infotainment touchscreen. The high-definition seven-inch OLED touchscreens in the door, connected to the side cameras, can also be easily adjusted too.

While the E-tron doesn’t look dissimilar to other SUVs in the Audi range, the aerodynamics have been key in the design and engineering process.

As standard it gets air suspension that’s capable of altering the height of the car depending on the speed. The roofline, body panels and wheel designs all help to reduce drag and increase range.

Orange touches are unique to this car, on the seats, brake calipers and E-tron logo, with only this, partially-closed grille and the clever light signatures that would distinguish this car as an EV.

The small SUV will face tough competition from the Tesla Model X, Jaguar I-Pace and Mercedes EQC but it has all the right credentials in the practical family car stakes with five seats, 600 litres of boot space and a further 60 litres of storage space under the bonnet.

What is it?

Put simply, the Mazda MX-5 is an institution – the world’s best-selling roadster, a Japanese icon and the brand’s best-known car worldwide. It’s the car, Mazda says, that brings interest to the brand – keen drivers are attracted to the rest of the more practical lineup after being drawn in by the sporty and emotive MX-5.

And, with the UK buying more MX-5s than any other country in Europe, we’ve taken to it rather better to the dinky roadster anyone might expect from a country best known for its potholes and drizzle. This facelifted model, then, has to get some crucial elements right if the discerning British market is to continue its adoration.

What’s new?

You’ll struggle to tell updated model from the outgoing car at a glance, as it’s visually identical save for a small hump on the rear, which houses a reversing camera. As before, the manually folding soft-top is available alongside an electric ‘Retractable Fastback’ hard-top.

The changes are mostly under the skin, and the headline alteration is a brand-new 2.0-litre petrol engine to replace the existing unit. It offers 181bhp, up from the old car’s 158bhp, thanks to a raft of upgrades – this is more than just a slight tune-up.

Inside, a few crucial changes have been made off the back of existing owners’ feedback, while there’s also added safety kit. All versions are now compliant with WLTP emissions regulations, too.

Though I like the RF, a soft-top with cloth seats in Soul Red is my favourite MX-5. This thing is pretty mega with the extra grunt. pic.twitter.com/PDtq1Ys0fv

— Tom Wiltshire (@mctreckmeister) September 12, 2018

What’s under the bonnet?

The existing – and brilliant – 1.5-litre engine is carried over to the new car is virtually unchanged, but the headline feature is the new 2.0-litre engine. A power increase of 23bhp is well appreciated, though the five extra Newton-meters of torque is barely worth mentioning.

Of more note is the rev limit, which now sits at 7,500rpm — rather than 6,800rpm in the old car. That allows the driver to play to the MX-5’s strengths even better, as the most fun is to be had when wringing this car by its neck. The new engine is more free-revving than the old one too, giving it a character closer to the superb 1.5-litre. It’s a brilliant update.

Mazda’s refusal to give in to popular convention and turbocharge the MX-5 does mean that a hot hatchback such as the Ford Fiesta ST will easily outpace it, but a 6.3-second 0-60mph sprint is not too shabby. Nor is the claimed 40.9mpg – achieved thanks to Mazda engineers’ fanatical obsession with weight-saving and efficiency at component level.

There is an automatic transmission on offer with hard-top RF models, but the gearbox of choice is definitely the snappy and slick six-speed manual – truly one of the best in the business.

What’s it like to drive?

Drive the MX-5 hard and you’ll be unable to keep the smile from your face. So many of the ingredients are instantly right – with a perfectly low-slung driving position and compact pedal box, plus a thin-rimmed steering wheel with which to keep everything pointing in the right direction.

MX-5s have never been about ultimate pace – rather, how much fun you can have at slower speeds. We’re pleased to report that the chassis of this car is identical to the outgoing model, and so retains the sense of fun that characterizes these cars.

Everything’s fantastically well balanced, and the quick steering allows for lightning fast reactions. Best of all, the Mazda won’t punish inexperienced drivers should they try to press on a little too hard. Even when stressed beyond reasonable limits, the Mazda’s chassis remains safe and predictable.

Yet the MX-5 also remains a very capable daily driver. Though those with long motorway commutes may find it tiring, though it’s almost as much fun nipping through city streets as it is on a fantastic B-road.

How does it look?

There’s little to report here, as Mazda’s kept the styling of the facelifted model virtually identical to the outgoing car. We feel it could have taken this opportunity to tidy up some of the car’s details, though. We’d like to see an integrated aerial replace the old-fashioned stalk of the current car, for example.

Broadly speaking, however, the MX-5 remains a great-looking little roadster, with keen proportions and plenty of slashy styling detail. The new Soul Red Crystal metallic paint finish looks the part, too.

What’s it like inside?

Mazda’s improved the interior based on customer feedback. The flimsy cupholders have been replaced with supposedly sturdier units – we couldn’t notice much difference – while the actions of the seats and doors is also slicker.

Best of all – tall and small drivers rejoice – there’s now reach adjustment to the steering column for the first time. It makes it so much easier to get comfortable.

Though Apple CarPlay and Android Auto don’t feature as standard, they will be available as dealer-fit options.

What’s the spec like?

In typical Mazda fashion, specs are pretty simple and the options list short. All cars come with alloy wheels, LED headlights, keyless entry, and air-conditioning for no extra cost.

If you opt for the 2.0-litre engine, the range kicks off with SE-L Nav+ trim, which brings climate control, DAB radio, cruise control and a 7.0-inch multimedia system, plus 17-inch alloy wheels. Sport Nav+ adds sports suspension with Bilstein dampers, heated leather seats, automatic lights and wipers and a Bose stereo system, while the new top-of-the-range GT Sport Nav+ level brings a bootlid spoiler, stainless steel scuff plates and Sand leather seats.

All 2.0-litre models also come with a limited-slip differential at the rear to mark them out as a real driver’s option compared with the 1.5-litre.

Safety kit has been stepped up for this latest model, too. There is blind-spot monitoring – especially useful in the RF, which suffers from poor rear visibility – lane departure warning, cross traffic alert and front and rear autonomous emergency braking.

Verdict

This modest update to the MX-5 is a brilliant one, as it brings in an engine that finally has the effervescent and fizzy character of the 1.5-litre, but with enough power to delight serious drivers. Outright pace may not have improved that drastically, but the new engine is enough to turn the 2.0-litre MX-5 from a great car into a fantastic one. The additional comfort and safety features are also well appreciated.

Facts at a glance

Model: Mazda MX-5 SE-L Nav+ 2.0
Price: £23,085
Engine: 2.0-litre four-cylinder petrol
Power: 181bhp
Torque (Nm): 205
Max speed (mph): 136
0-60mph: 6.3sec
MPG: 40.9
Emissions (g/km): 156

Some corners of motorsport are designed to pit the fastest road cars on earth against one another to see which manufacturer can take home performance plaudits.

Inevitably, such stakes prompt the world’s top brands to find ways to beat the rulebook, often by producing some seriously impressive machinery on licence plates.

The history of these road cars built to appease racing rulebooks is lengthy and diverse – here are some prime picks from the history of homologation specials.

Mercedes CLK-GTR

The ‘90s were a renaissance period for GT racing, with manufacturers throwing millions at the then-new FIA GT Championship and the legendary Le Mans 24 Hour race.

The CLK-GTR is powered by a 6.9-litre V12 engine, and later a 7.3-litre version, the ultra-low slung, mid-engined sportscar only shared the grille and headlamp design with the standard CLK. In every possible sense of the cliché, this supercar with a limited run of 35 production cars was a racer for the road.

BMW M3

When it comes to homologation specials, there are very few badges that have made as much of an impact as the M3.

The M3 arrived as BMW’s answer to the Group A touring car regulations, which were starting to come into their own by the mid-‘80s.

While the likes of Ford’s Sierra RS500 were contemporaries for the M3, nothing took on a road car life quite like the BMW — which would go on to become the most famous sports saloon of all-time, and truly cement the marque’s straight-six engine as an icon for enthusiasts.

Mitsubishi Lancer Evolution

With Mitsubishi’s Galant starting to lose out to others in the World Rally Championship, the Japanese marque debuted the first Lancer Evolution, which heralded a golden era of the sport with Subaru, Ford and Toyota serving as the primary challengers.

Much like its fellow Japanese hyper-saloons, the Impreza and the Skyline GT-R, the value of the ‘Evo’ lineage extended beyond its homologation purpose, and the model would soldier on for several years after the marque pulled out of the sport. It would ultimately bow out after the tenth variant.

Lancia 037

The Lancia 037 is the ‘80s follow-up to the Stratos. If the Stratos is considered extreme, then the Group B-homologated 037 is almost lethal.

With an ultra-light Kevlar body and a mid-mounted 2.0-litre supercharged inline-four engine the 037 was a brutal machine. Just 207 lucky owners got to experience this rear-wheel drive beast, whose 0-60mph time of 5.4 seconds is highly impressive given it only had 205bhp on tap.

Ferrari 250 GTO

When a car can sell for $70m, you know it’s special.

The Ferrari 250 GTO, of which only 36 were ever built, consistently makes headlines today as the star of many high-profile auctions.

In 1962, the GTO – ‘Gran Turismo Omologata’ – was making headlines as a highly successful racer, with the glorious styling aiding its reputation too. Ultimately, the 250 GTO would become a defining image of how a grand tourer should look.

In May, a 250 GTO sold for $70,000,000 (£53,770,500), becoming the world’s most expensive car sold at auction.

Ford RS200

Another mid-engined Group B special, the RS200 is one of the most spectacular cars of the mid-80s halcyon era of rallying.

With 237bhp on tap from a 1.8-litre four-cylinder engine, the power figures – once again – pale compared to the car’s reputation, however, 0-60mph in five seconds will certainly silence any doubters it may have.

BMW M1

The genesis of the M badge – does anything else really need to be said?

The M1 was built as a homologation special for the Group 4 sportscar regulations, which, in an unfortunate twist, were heading towards the end of their lifespan by the time the car was produced.

The 3.5-litre, 273bhp straight-six in the M1 became the cornerstone for the M models for years to come. The M1 stands out as quite possibly the most refined road-going supercar of the 1970s.

Porsche 911 GT1 ‘Strassenversion’

In 1996, the GT racing scene was coming into its own, with cars of all shapes and sizes hitting the track, and the McLaren F1 heading the way. However, when Porsche arrived with the 911 GT1, everything changed.

The 911 GT1 was, in essence, a parts bin project, with heavy borrowing from the Porsche 962 Group C car, and a smattering of 993, and later 996-esque parts to convince the governing bodies that the car was in fact based on a 911.

A limited run of 22 street versions, complete with the race car’s twin-turbo 3.2-litre flat-six, rolled off the production line between 1996 and 1997.

Nissan Skyline GT-R

Nissan phased out the GT-R badge in 1973 after the demand for ‘hot’ Skylines slowed due to an oil crisis. It came back 16 years later in spectacular fashion with the R32. The all-wheel drive super saloon was built for Group A racing, but like so many great homologation cars, took on a life of its own.

Well beyond fighting the likes of the M3, the RS500 and Mercedes’ 190E on-track, the GT-R quickly became a supercar killer in road and race form, and cemented itself as one of the most iconic performance cars of all-time.

Dodge Charger Daytona

As far as muscle cars go, it doesn’t get much more outlandish than this.

As aerodynamic devices became the hot new thing in motor racing, some outlandish designs came to the fore – NASCAR was no exception.

This low-drag, high-winged Charger was sold in a very limited run to make it eligible for stock car competition – just 503 examples of the 375bhp brute were built, and auction listings have gone as high as $900,000 (£691,560) thus far.

Lancia Delta HF Integrale

After Group B ended in 1986, there was something of a scramble to find its replacement.

The Group A regulations would ultimately be adopted for rallying, and Lancia became dominant with its Delta 4×4 models.

The rallying prowess would translate to the road with the later HF Integrale variants, which are among the most sought-after hot hatches on the market today. With 212bhp at the end of its life, a well-sorted chassis and a brilliantly boxy exterior, it’s no surprise that the Integrale continues to be lusted after nearly 30 years on.

What is it?

With the world turning towards electric mobility, it’s only a matter of time before commercial vehicles become a mainstream target of electrification for a number of manufacturers — and Volkswagen is one of the first to be doing so.

This is the Volkswagen e-Crafter which — as you may have guessed by the name, following on from the trend of sticking an ‘e’ in front of electric stuff — is a battery-powered variant of the Crafter van, aimed squarely at town-based businesses.

What’s new?

Although the Crafter has been around in its current guise since early 2017, Volkswagen insists the battery powertrain is not shoehorned in — rather the platform was designed with electrification in mind.

That aside, there’s little else to distinguish it from the van it’s based on. The German firm has introduced this to give city-going business users a van that works with anti-fossil fuel regulations and also reduces costs over the long term.

What’s under the bonnet?

Powering the e-Crafter is an electric motor lifted from the e-Golf, which sends power to the front wheels. The system develops 134bhp and 230Nm of torque, with the van’s top speed capped at 56mph — so don’t expect this to be much of a motorway cruiser.

As for range, Volkswagen claims 107 miles on the NEDC cycle on a full charge with the battery capable of fast-charging as standard. Of course, being electric, emissions aren’t a concern here.

As with all electric machinery, the e-Crafter delivers a fair bit of punch. Although not exactly quick, the instant and constant torque makes it potent enough for zipping around town and isn’t hampered much by a medium load of cargo in the back.

So yeah, this trip to Hamburg was a bit of a departure from the usual car launches. A pretty fun one, at that. #volkswagen #crafter #ecrafter #hamburg

A post shared by Ryan Hirons (@rth42) on Aug 29, 2018 at 2:55pm PDT

What’s it like to drive?

The e-Crafter, much like its fossil-fuel brethren, is rather car-like to drive considering it’s a huge van. Its electric steering is well-weighted, and it’s also quite a maneuverable machine.

Large, double-stacked mirrors make visibility a breeze — aided further by the standard inclusion of a reversing camera, which works wonders when navigating tight spots.

While the Crafter may be ideal for business use in town, it falls flat if you’re looking to head long distance. With a maximum top speed of 56mph and limited 107 mile claimed range, it’s hard to suggest as anything more than an inner-city workhorse. In defence of Volkswagen, it knows this, and pitches it as no more than machine for the local grind.

How does it look?

Despite being electric, the e-Crafter does well in making no huge visual fuss of its battery-powered mechanicals. It looks just like a regular Crafter, aside from a bit of badging and a lack of exhaust pipes, and that’s a good thing in this case.

The design is sharp, with Volkswagen’s corporate look heading it up, while standard LED headlights give it a pronounced look on the road.

Otherwise, it’s all very standard van — slab sides and tall dimensions – but this is of course a machine designed for functionality over form.

What’s it like inside?

Being a van, it’s all about space and ruggedness in the Volkswagen e-Crafter. It may have hard, scratchy plastics in the cabin, but they’re there for good reason — along with plenty of cubby holes and other storage spots, the interior has been designed to handle anything thrown its way. It’s also recognisably VW inside, with the family dashboard making a sharp and stylish appearance.

What about its intended purpose, though? The e-Crafter has a payload of up to 1.72 tonnes, with space for 4 wooden pallets to fit in comfortably, making it well up to the task of an inner-city machine.

Unlike its diesel stablemates though, the e-Crafter is not rated for towing — making it a hard sell to anyone looking for trailer functionality with their van.

What’s the spec like?

Creature comforts are pretty minimal for the e-Crafter — after all, it’s a workhorse, not a luxury machine — but there’s plenty of gear to improve safety and make the van a more practical and livable machine.

Standard features include ParkPilot assistance, cameras at both the front and rear of the vehicle, automatic post-collision braking (the first in its class to boast this), cruise control with lane keep assistance and cross wind assist.

There are some luxuries, as well. There’s a full-colour infotainment display complete with navigation and Bluetooth support, a heated windscreen and heated ‘comfort’ seats.

On paper, the Volkswagen e-Crafter looks set to be a well-equipped van when it arrives on UK shores — but pricing has yet to be confirmed, so we’ll have to reserve judgment on its value for money.

Verdict

The Volkswagen e-Crafter shows there’s a place in the current world for electric vans, as well as hope that they’ll continue to grow stronger in the future.

With great town usability and a respectable payload, it makes sense as an inner-city runabout. If you’re looking to expand beyond that though, the e-Crafter’s limited range and capped top speed make diesel options still the better choice in this case. That said, we predict the future of electric vans becoming a common sight on roads might be sooner than you’d think.

Facts at a glance

Model: Volkswagen e-Crafter
Price: N/A
Engine: Electric
Power (bhp): 134
Torque (Nm): 230
Max speed (mph): 56 (restricted)
0-60mph: N/A
Range: 107 miles
Emissions (g/km): 0

Lego replicas of rare, exotic cars are nothing new – but this full-size Bugatti Chiron facsimile boasts something no other does.

Built using more than a million Lego Technic elements, this electric replica can actually be driven.

Power comes from 2,304 motors and 4,032 Technic gears, producing 5.2bhp and 92Nm of torque. Weighing around 1.5 tonnes, the car is capable of ‘over’ 12mph – quite a bit shy of the real Chiron’s 261mph top speed from its quad-turbocharged W16 engine.

Perhaps most impressive about it, though, is the fact that it’s made entirely out of Lego – save for the wheels and badges – with no glue holding the pieces together.

BUGATTI and @LEGO_Group achieved the impossible: a full-sized LEGO Technic Bugatti Chiron that drives! #BuildforReal #BUGATTI #Chiron #LEGOTechnicBugatti pic.twitter.com/C3LA2AJ5KZ

— Bugatti (@Bugatti) August 30, 2018

There aren’t any plans for this Bugatti to go into production, but in theory you could walk into one of the Danish firm’s stores and buy the pieces to build one for yourself. Be prepared to lose a lot of time if you decide to do so, though. The experts at Lego spent 13,438 hours developing and constructing the model, which features working lights, a retractable rear wing, functional speedometer and removable steering wheel.

Lena Dixen, senior vice-president of product and marketing for the Lego Group, said: “This life-size model is a first of its kind in so many ways, and with it we wanted to push the boundaries of our own imagination.

“For over 40 years, Lego Technic has allowed fans of all ages to test their creativity with a building system that challenges them to go beyond just creating new designs – to also engineer new functions. It’s a fascinating example of the Lego Technic building system in action and its potential for creative reinvention.”

If the project seems a little daunting to build at home, Lego does offer a smaller Chiron model in its regular Technic range. Priced at £329.99, the 1:8 scale kit consists of 3,599 pieces and features moveable pistons, a functioning paddle-shift gearbox plus an adjustable spoiler – and is somewhat cheaper than the £2.5m real thing.r

Every year during Monterey Car Week, the eyes of the world turn to the exclusive community of Pebble Beach, California. That’s because since 1950, it’s played host to the Pebble Beach Concours d’Elegance – a motor show in which the world’s most interesting, rare and valuable cars are judged on their authenticity, history, style and current condition.

With so many well-heeled car collectors in one place, it’s no wonder car manufacturers have leapt on Pebble Beach as the ideal location to launch their impressive one-off concept cars, high-end production models and design studies.

2018 was no exception, with many new cars and concepts shown off on the immaculately trimmed lawns of Pebble Beach Golf Links. Here are some of the best…

Infiniti Prototype 10

Infiniti may not have a lot of heritage, but you’d be forgiven for thinking it had years of experience in classic motor racing with the evocative Prototype 10. It’s a single-seater electric racer designed to provide the maximum in driving pleasure. Of course, it doesn’t preview any future production car – it’s more an expression of where the brand’s signature angular design language is headed.

A forward-looking realization of the brand’s vision for electrified performance, Prototype 10 hints at future design cues from INFINITI #PebbleBeachConcours #conceptcar #EmpowerTheDrive #Prototype10 pic.twitter.com/WJ7snMkoFx

— INFINITI Motor Co. (@INFINITIMotor) August 23, 2018

Porsche Project Gold

Not strictly speaking a new car, but it’s as good as – this gloriously ‘resto-modded’ Porsche 911 is the product of Porsche’s Classic division, and took 18 months to create. It features a hand-stamped aluminium chassis, brand-new air-cooled engine and a lovingly restored 993 Turbo body. It’s set to go up for auction at Porsche’s 70th anniversary sale in October, where it’s likely to command a huge price.

Lamborghini Aventador SVJ

Lamborghini took the opportunity to unveil its most powerful production car yet at an exclusive gathering at the Quail, ahead of Pebble Beach. The Aventador SVJ takes the already crazy SV and adds even more oomph. With even more power from its huge V12 engine, and a no-holds-barred aerodynamic body kit, this might just be the ultimate embodiment of everything the Italian firm stands for.

Gorgeous scenery, a luxurious lounge and the unveiling of the new Aventador SVJ. Special guests of the week: the Lamborghini Huracán Performante and the Urus. #MontereyCarWeek was all this and much more for #Lamborghinihttps://t.co/3yJ2rmrEXp pic.twitter.com/1bLaKYVsYT

— Lamborghini (@Lamborghini) August 27, 2018

Ferrari 488 Pista Spider

America is the home of the convertible dream, so there was no better place for Ferrari to reveal the drop-top version of its most focused version of the 488. Set to be produced in limited numbers, the Pista Spider is the 50th convertible from the Italian brand and with 710bhp at its disposal, it’s also one of the most potent.

BMW Z4

BMW showed off the Z4 Concept at last year’s Pebble Beach, so the 2018 event was the perfect venue to display the production model. Launched in high-performance M40i form, the soft-top Z4 is sportier and more focused than its predecessor and will share plenty with the upcoming Toyota Supra.

The all-new #BMW #Z4 First Edition at the world premiere at Pebble Beach concours d'elegance: The beginning of a new way to drive the world. pic.twitter.com/mGOWJU1TkH

— BMW (@BMW) August 24, 2018

Mercedes-Benz Vision EQ Silver Arrow

Paying homage to the iconic W125 ‘Silver Arrow’ Grand Prix car was never going to be an easy job, but the 738bhp all-electric EQ Silver Arrow does a fair job. With streamlined bodywork, a cosy single-seat cockpit and retro-styled tailfin, it’s certainly a gorgeous thing – and should have the performance to match.

Audi PB18

Another all-electric, track-focused concept — but the PB18 e-tron is rather special. With trademark Audi styling potentially previewing its status as an R8 replacement, the PB18 adopts the latest solid-state battery tech and quick-charging to reduce weight, improve convenience and deliver a blistering 764bhp.

Showing off at the car show. The PB 18 e-tron concept car debuts at #MontereyCarWeek. pic.twitter.com/4A8OjUZ3YA

— Audi (@Audi) August 24, 2018

Bugatti Divo

Bugatti’s recent creations may be more associated with cruise liners than race cars, but the newly-unveiled Divo bucks that trend. Based on the Chiron, this track-focused machine may be down on top speed compared with its sibling — but it’s also lighter and produces bags of downforce, making it a sure-fire hit on the circuit.