Category: News

In order for an engine to function, it requires air. This air needs to be clean to ensure it runs as efficiently as possible.

To remove unwanted particles such as dirt, pollen and salt from the air that your engine will suck in to create the controlled explosion that powers your car, it incorporates a filter, designed to do just that.

An air filter is fitted to the engine’s intake manifold, working as a defence barrier to all the dirty particles. However, like most things, the air filter will gradually become less effective and will need to be changed regularly.

How will changing my air filter be beneficial?

Carrying out this simple task will do as much as increase fuel efficiency, reduce emissions and even prolong your engine’s life. An engine needs to intake a significant amount of clean air to run at its optimum level of efficiency – if you starve your engine of the air it needs, it will have to drink more fuel in order to create the big bang it requires to drive your wheels.

An engine is pretty robust, but if a filter begins to fail and allows those dirty particles to enter its complex system, it could cause serious damage to its internal parts in the long run, costing you a fortune as a result – it’s the sensible option to spend £10 on a filter today than have to spend more than a thousand on a new engine in the future.

If this isn’t enough incentive, remember that neglecting your vehicle’s air filter could result in you pumping more carbon into the atmosphere, as your emission levels gradually increase.

How often should I change my air filter?

Air filters tend to have a life span of 12 months – or 12,000 miles – depending on how regularly you drive, which is why they’re usually changed during your vehicle’s annual service. But you could actually save some pennies by carrying out this task yourself, and it shouldn’t take you very long – especially if you’re a commuter.

How do I change my air filter?

• First, you need to buy your new filter. You can do this by visiting your local car parts suppliers, such as Euro Car Parts. All you’ll need is your vehicle’s year, make and model to determine which filter you require.
• Next, you’ll need to locate your vehicle’s air filter box. It’s probably best to have a read through your owner’s manual if you’re not sure where the box is located under the bonnet. It’s pretty easy to spot, though – just look for the plastic box sitting on top of or to the side of your engine, which a large hose connected to it.

• Once you’ve found the box, you’ll need to open it in order to access the filter. You’ll either need a screwdriver to loosen a handful of screws securing the box, or it’ll be clasped with metal clips, which you’ll you just need to unclasp.
• Once you’re in, remove the filter. Make sure you give it a check over – if you see lots of dirt, grime and discolouring, it’s time for a change!
  The next, and final step is to slot in the fresh new filter. Make sure the filter is securely in place and snug in the plastic box before securing the lid.

Voila! You’ve successfully changed your filter and your engine will be running like a dream again – and it will only cost you five minutes of your time.

Autonomous cars are coming. As exciting and/or terrifying as it may sound, there’s a good chance that in the future we’ll all be carting around in driverless vehicles.

It may sound like an age away, but driverless technology has made leaps and bounds over the past few years and we’re seemingly getting very close to just hopping into a car that can take us anywhere, all by itself. At least, that’s what manufacturers will want you to think.

“The technology is in advance of what the consumer understands and what the laws allow you to do,” Matthew Avery, director of insurance research at vehicle research firm Thatcham Research, tells us. We’ve been invited down to Thatcham’s test centre to experience first-hand some of the misconceptions of today’s ‘autonomous’ technology.

The firm, along with the Association of British Insurers, is urging manufacturers to deliver more clarity on what constitutes a driverless feature and a driving assistance feature.

“Manufacturers advertising self-driving cars in their literature isn’t a good thing” Avery continued, “I think the consumer needs to be brought in clearly step-by-step.”

Our first practical demonstration brought us to the passenger seat of a Tesla Model S 75D — perhaps the car most known for its ‘autonomous’ capabilities today. Just before setting off with its Autopilot mode in full swing, we’re alerted to the firm’s advertising of the feature online.

‘Full Self-Driving Capability’ reads the headline, with the promise of the car being able to match speed to traffic, automatically change lanes and self-park — among others.

“It asks me once to put my hands on the wheel, and that’s it for the rest of the journey” states Avery as we reach a faux motorway laid out on the runway in Autopilot mode — and a quick glance over to the dashboard proves he isn’t wrong.

An important safety message from @ThatchamRsrch expert Matthew Avery. @EuroNCAP will have more to say on the future of autonomous driving technology later this year. #forsafercars #AVs #AutonomousVehicles #autonomousdriving pic.twitter.com/PYYKiW4Vkd

— Euro NCAP (@EuroNCAP) June 12, 2018

It is worth mentioning Tesla insists that buyers are clearly told how Autopilot functions, and are reminded of their responsibility to pay attention when using the system. A Tesla spokesperson said: “The feedback that we get from our customers shows that they have a very clear understanding of what Autopilot is, how to properly use it, and what features it consists of.

“When using Autopilot, drivers are continuously reminded of their responsibility to keep their hands on the wheel and maintain control of the vehicle at all times. This is designed to prevent driver misuse and is among the strongest driver-misuse safeguards of any kind on the road today. Tesla has always been clear that Autopilot doesn’t make the car impervious to all accidents and the issues described by Thatcham won’t be a problem for drivers using Autopilot correctly.”

Expectedly, the Tesla easily navigates itself between the clear white lines ahead of us — even when encountering a slight bend — but the big problem arises when those lines come to a sudden stop.

Lost, it tries to pick out a path to follow on the blank tarmac ahead of us before letting go and bringing itself to a gentle stop — but not without a rather jolty ride along the way.

“We like that it brings itself to a stop — what we don’t like is that it hasn’t observed any input during the process, putting a potentially distracted driver and those around at risk,” Avery said, more calmly on this runway than likely would’ve been the case on a busy public highway.

It’s not only Tesla with this sort of issue, though. In fact, what was up next proved to be much more dangerous.

We hop into a BMW 530e fitted with ‘Driver Assist Plus’, which the German manufacturer describing it as offering “partially autonomous driving” — ‘partially’ proving the keyword.

“It’s better than the Tesla in that it asks every 15 seconds if my hands are on the wheel, but it’ll take any movement — so I only have to give the wheel a wiggle” mentioned Avery, once again in the driver’s seat.

Spent the day with @ThatchamRsrch discussing the misconceptions of today's autonomous technology — along with a pretty good seat for a demonstration pic.twitter.com/6Ab3lOnpiw

— Ryan Hirons (@RyHirons) June 8, 2018

We approach the same faux motorway as the Tesla — only this time as the car comes to the radius, it continues straight onwards — across the multiple lanes and sends us facing the prospect of hitting a concrete barrier at speed. Or it would have, had we not been on a runway.

Our final exercise for the day started with us being told: “you’ll be safer in the back”. Consider us excited.

So, into the rear of the Tesla, we climbed. We followed behind the BMW with Autopilot enabled, this time showing how it deals with a late lane change from the car in front.

Our first run saw the BMW peel away into the right-hand lane at a good distance from stopped traffic ahead — allowing the Tesla to read a parked car (actually in this case, a soft Ford Fiesta-esque target built to mimic a car) early on, coming to a safe halt behind. A good start, we thought.

Spent the day with @ThatchamRsrch discussing the misconceptions of today's autonomous technology — along with a pretty good seat for a demonstration pic.twitter.com/6Ab3lOnpiw

— Ryan Hirons (@RyHirons) June 8, 2018

We approached the same situation again, only this time the 530e ahead made a very late manoeuvre at speed — one that could happen in the event of a sudden traffic jam. The Model S didn’t have time to read the hazard itself — one that an attentive human could likely pick up beforehand — and despite pre-warning the driver and slamming the brakes on, flew straight into the back of the soft target.

It serves as a stark reminder though that we’re still a long way from a full autonomous future — and just how informed the consumer needs to be on remaining attentive. It’s poor enough happening at a closed course, but had that been on a public road? Chaos.

Full autonomy is coming and with the rate ‘autonomous’ technology on offer today is rapidly improving. For now, though, it’s clear that we’re a while off hopping into a car that we can pay no attention to while in the driver’s seat — and Thatcham’s message to manufacturers on clarity is something to be listened to.

What is it?

Much like Fatboy Slim in the 90s, Jeep’s back once again for the Renegade with a facelifted version of its compact SUV.

Introduced back in 2013, the Renegade was brought in by the FCA-owned, iconic American firm to capitalise on the boom in popularity for big-in-nature, but small-in-stature cars with using its legendary ruggedness as a key selling point.

It’s proven popular so far in parts of Europe, but the Renegade remains a rare sight on UK roads — though Jeep will be hoping a refresh of the model might bring it to the forefront of a market that shows no signs of slowing down.

What’s new?

On the face of things, this may look little more than just a fresh face on an ageing body — and you actually wouldn’t be too far wrong.

The new Renegade doesn’t revolutionise the formula, but there’s definitely some noteworthy changes — the most obvious being its new front fascia that brings an array of LEDs to the mix.

New powertrain options are present, too. An entirely refreshed petrol range features for the compact SUV — though diesel options remain unchanged at the core, with a few minor tweaks to update them.

Back once again with the Renegade master pic.twitter.com/kbS7le4ZgK

— Ryan Hirons (@RyHirons) June 11, 2018

What’s under the bonnet?

One of the new petrol options on offer powered our Jeep Renegade test car. It’s a three-cylinder 1.0-litre turbocharged unit, delivering 118bhp and 190Nm of torque — here paired up to a six-speed manual gearbox that sends power through to the front wheels. There’s been no official word on how that translates into performance times or efficiency yet.

It’s a flexible enough unit, offering a nice, wide band of power across the rev range that proves plentiful around the town — although a lack of refinement becomes quite noticeable on the motorway cruise. The six-speed gearbox has a positive feel to it too, with a satisfying robustness to each change and with ratios well-matched to the engine.

What’s it like to drive?

The Renegade never really set the world alight with its driving experience upon introduction, and the facelift version hasn’t really done anything to fix that.

While the new petrol engines are very good, the SUV is little on the vague side in terms of steering input — making it a less town friendly than rivals. At speed, poor ride quality and high wind noise means it’s not well suited to chewing up motorway miles either.

What it does offer over rivals is genuine go-anywhere capability — at least in off-road focused Trailhawk form. The sense of ruggedness is pedalled by marketing across the compact SUV spectrum, but the Renegade actually has the actions to back the words. A brief off-road run in the trail-rated version proved pleasant, tackling some pretty tough conditions without so much as a wheel spun.

How does it look?

The Jeep Renegade is arguably one of the more interesting cars in its segment when it comes to design — scaling down the trademark boxy Jeep style into a funky little shape.

A bit of nip-and-tuck has done it no harm, either. This facelift hasn’t brought a whole lot in the way of visual changes, but a redesigned front fascia with full, circular LED headlights brings it up-to-date and allows it to further stand out in a very crowded market.

It’s a shape that suits brighter colours, too. Our test car was finished in a dark blue hue, but a glance at some more vibrant tones on offer gave us a better impression of how quirky the Renegade looks.

What’s it like inside?

The boxy theme continues to the interior of the Jeep Renegade — but we wish it hadn’t.

Space is quite cramped up front and it’s hard to find a driving position that’s just about right — often feeling too high sat, far away from the pedals while also being too close to the steering wheel. You’d struggle to fit any regular sized humans in the back row, too.

That said, headroom is plentiful thanks to the car’s tall design and although hard plastics are present — there’s also faux-leather seats which feel plush, along with a dashboard coated in soft-touch plastic.

There’s plenty of quirks to be found too, adding to the funky nature of the Renegade. Take a glance around the cabin and you’ll see speaker surrounds that feature embossed emblems of the iconic seven-slot Jeep grille, which can also be found next to the rear-view mirror. A little glance at the bottom right corner of the windscreen will reveal a miniature Willy’s Jeep decal, too.

What’s the spec like?

Exact specifications and pricing for the UK have yet to be confirmed, so it’s hard to say just how much value you’re getting for the money, but we can tell you our Limited trim test car had a reasonable amount of kit on.

Exterior equipment included the new LED headlights and 19-inch alloy wheels — while inside the car, cruise control, a panoramic sunroof and an 8.4-inch infotainment display with support for Android Auto and Apple CarPlay took the spotlight.

There’s new safety assistance tech for the facelift Renegade as well. Lane departure warning and ‘Intelligent speed assist’ — which automatically adjusts cruise speed — with traffic sign recognition will both come as standard across Europe. Automatic parking will come later in 2018, too.

Verdict

While a facelift of the Jeep Renegade has gone some way into improving the quirky SUV, we still think it will remain an infrequent sight on UK roads.

It just doesn’t drive as well as rivals, and space is pretty limited. That said, if you want to stand out — this is the car to do it, offering bags of funk in a tiny package. It helps that the Jeep badge brings tons of appeal, too.

And if you truly want to take your compact SUV off-road, the Renegade Trailhawk might actually be the class leader.

Facts at a glance

Model as tested: Jeep Renegade Limited
Price: TBA
Engine: 1.0-litre turbocharged three-cylinder
Power (bhp): 118
Torque (Nm): 190
Max speed (mph): TBA
0-60mph: TBA
MPG: TBA
Emissions (g/km): TBA

Porsche is celebrating 70 years of its sports cars this year, and to honour that landmark achievement it has created this – the 911 Speedster. Let’s take a look at the key aspects of this striking new car.

History

There’s a reason why this concept looks a little bit retro in places. It’s been designed to pay tribute to the very first Porsche 356 “No.1” Roadster, which gained its operating permit back in June of 1948.

Design

The rear cover of the car is created from carbon-fibre, and covers a roll-over protection structure. It’s been shaped into a ‘double bubble’ design, which is a design cue we first saw on the 1988 911 Speedster.

There’s no convertible top, rather just a lightweight tonneau top that can protect the car from the rain when it’s parked up. It also gets a 50s-style central fuel tank cap positioned in the centre of the car’s bonnet. The headlights have intricate x-designs overlaid on top of them, in a nod to the process of taping up original race car headlamps so as to avoid them shattering.

Interior

If you’re after creature comforts in your drop-top Porsche, you may have to look elsewhere. To aid lightness, the Speedster Concept lacks satellite navigation, air-conditioning or even a radio. However, the cabin has been finished in high-quality ‘Cognac’ leather – so it’s not all bare-bones here.

Chassis

The Speedster utilises the chassis found in the current 911 GT3, and the whole car sits on classic-looking Fuchs design 21-inch alloy wheels.

Powetrain

The Speedster uses a flat-six engine with close to 500bhp, similar to that found in the current GT3. Here, it sends power to the rear wheels via a six-speed manual gearbox, and Porsche say that it is capable of revving up to 9,000rpm.

The exhaust system has also been heavily developed, with engineers adding titanium tailpipes for a sporty engine note.

Production

There are chances that the Speedster will enter production, though Porsche isn’t confirming this yet.

After months of teasing and pre-production drives, we’ve finally been let loose in Jaguar’s electric I-Pace.

The I-Pace, with its impressive 298-mile range, is bringing the fight to the only other electric SUV currently available in the UK – the Tesla Model X.

With both cars’ price pushing the more premium end of the market, which one offers the most for your money? We drove them back-to-back to compare what’s on offer.

Size

When it comes to space, the Model X does have more of it purely because it can accommodate seven people. With a high roofline, there’s plenty of headroom too. The I-Pace is far more coupe-like and compact in design, with only five seats.

Comfort

If you spend a lot of time in the car, the I-Pace is where you’ll want to be. Despite those sculpted, sporty seats’s appearance, they are actually very comfortable. Pair that with the optional air-suspension and the Jag floats down the road. Meanwhile, the seats in the aren’t very comfy for long journeys and the car rattles across bumps, although it also has air-suspension that can be modified to counteract some of this.

Speed

Who said electric cars aren’t about going fast? If it’s one thing they’ve got going for them it’s great pace off the line. While the middle of the range 100D Model X can hit 60mph in 4.7 seconds, the I-Pace will do it in 4.5. However, opt for the Tesla’s more powerful P100D and that time drops to 2.9 seconds. The Tesla also wins on top speed, being able to reach 155mph when the Jaguar can only do 124.

Range

The Model X has been putting other EVs to shame with its range since 2015, boasting 351 miles from the 100D on one charge. However, the I-Pace does come close with 298 miles of range. These figures both sound like a lot, but day-to-day it means most people won’t have to ever worry about charging away from home. Unless you drive very carefully, it’s unlikely you’ll get spot on these claims though, but you can drive your EV without any of that nasty range anxiety.

Tech

If you’re looking for something a bit wacky in the I-Pace, you might be disappointed. What you’ve got here is everything you would expect from a car today. In fact, it’s pretty easy to forget you’re even in an electric car. It does get the infotainment system you’d also find in the Range Rover Velar and the option to cut out sound from outside the car with noise-cancelling or add in spaceship like sounds that respond to your driving.

For buyers who love tech, the Model X has a lot more to offer. The iPad-like screen with Google Maps, Spotify and TuneIn all built in works well and, for the show-offs among you, the falcon wing doors are a real treat.

Design

Electric cars often get the special treatment when it comes to design, and they can be an acquired taste. In the case of the Model X it’s certainly been divisive. The bulbous exterior, falcon wing doors and other touches such as the very large windscreen have not been popular with everyone. The I-Pace, on the other hand, is stylish and sporty. It fits in beautifully with the Jaguar SUV range and is sure to impress on the open road.

Cost

The Model X starts at £71,350 for the lower powered 75D version but jumps to £88,050 for the 100D or £128,250 for P100D models. The I-Pace starts at £63,495 for the S and climbs to £74,445 for the top HSE model or £81,495 for the highly specified First Edition model. However, both are eligible for the £4,500 Government grant.

For the quirks, range and extra seats, the X has a lot of appeal. However, if you’re looking for a premium SUV with the added benefit of a long-range electric powertrain then the I-Pace is a very compelling choice.

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.

Fuel prices are on the increase in a big way – May saw the worst increase in the price of petrol in 18 years.

Thanks to a jump in the price of oil and a poor exchange rate with the dollar, the average prices of petrol and diesel across the country are currently 129.4p and 132.4p respectively. For many people, that’s enough to sack off the idea of a relaxing summer drive and break out the hiking boots instead.

But fun cars don’t have to be thirsty. We’ve rounded up ten of our favourites that should bring a smile to your face without breaking the bank…

Mazda MX-5

It’s one of the go-to names on the summer sports car segment – the Mazda MX-5. Providing wind-in-your-hair thrills for little outlay, the MX-5 is a reminder of why cars needn’t pack 500bhp to be fun to drive. Also, the MX-5 won’t cost the earth to run, thanks to decent economy figures and relatively low emissions.

Mazda claims that the smaller-engined MX-5 will return 47.1mpg on the combined cycle while emitting a respectable 139g/km CO2. These figures mean that you shouldn’t be spending too much time at the pumps, or paying all that much in vehicle tax, either.

Audi TT Ultra

If you’re looking for a refined, easy to drive and premium sports car, then you needn’t look too much further than the Audi TT ultra. We’ll agree, diesel engines don’t often fit the overall feel of a compact sports model, but the 2.0-litre turbocharged oil-burner under the bonnet is punchy enough to feel exciting.

It’s well worth mentioning that Audi claims that the TT Ultra will achieve over 60mpg on the combined cycle – so if you’re after a sports car with few drawbacks, then this is the one for you. It’s even got a decent amount of luggage space, so you won’t have to cut back on the amount of kit you bring along for the ride, either.

Fiesta ST

The previous Ford Fiesta ST gained near-legendary status among petrolheads for being one of the best hot hatchbacks you could buy. The latest model moves the game on even further, and continues to offer the best handling in the business – but now wrapped up in a more appealing, premium package.

The star here is the engine – it’s a 1.5-litre three-cylinder pumping out 197bhp and capable of 0-60 in just 6.2 seconds. Yet take it gently and the Ford will return 55mpg on the combined cycle, with usefully low tax and insurance to sweeten the deal.

BMW 218d Convertible

The BMW 2 Series is arguably one of the best-proportioned cars on sale today, with dynamic styling and premium touches combining to create an extremely attractive compact two-door. Though it’s available with a wide variety of powertrains, the 218d is our pick of the bunch if you’re looking to keep fuel costs to a minimum.

The 2.0-litre engine under the bonnet is punchy enough to keep things entertaining, while the 2 Series is also graced with excellent steering and inherent balance. It may not be the quickest car in the segment, but it’s easily one of the most enjoyable to drive. With a claimed fuel economy of 54.3mpg too, that enjoyment won’t be spoiled by having to fill up all that often.

Mercedes E220d Convertible

If you want one of the most stylish, premium and yes, practical convertibles around, a big Mercedes has always been a sound choice. But now the E220d adds low running costs to that list, with an impressive claimed fuel economy of 57.7mpg on the combined cycle. That’s lower than some superminis.

Don’t think you’ll be compromising either, as the 220d diesel delivers a 0-60mph sprint of 7.5 seconds and a top speed of 147mph. It’s all wrapped up in a slinky body with four genuinely usable seats, a good-looking and quick-folding fabric roof, and one of the most premium interiors on the market.

Caterham 160

When you think of a Caterham, images of screaming engines, bugs-in-your-teeth and frequent trips to the filling station may spring to mind. However, that needn’t be the case, as Caterham build a car that is designed to be enjoyed with as few drawbacks as possible – the 160. Underneath the bonnet thrums a Suzuki-sourced three-cylinder turbocharged engine with just 80bhp and, though that may not sound like much, it’s enough to propel the lightweight 160 to 60mph in just under seven seconds.

The low capacity engine, combined with the car’s overall low weight, means that the 160 sips fuel. Plus, with a fuel tank the size of a pipette, fill-ups really aren’t going to break the bank.

Fiat Panda 100hp

The little Fiat Panda 100hp has come to become somewhat of a cult classic. Despite its low power output – funnily enough, just under 100bhp – the Italian hatch is a huge amount of fun to drive, thanks to high grip levels and plenty of feedback to the driver.

In addition, as a result of being based on the regular Panda, replacing parts on the 100hp isn’t going to be a costly affair. You’ll find the same if you ever need to change up an exterior panel too. You’ll be able to snag a decent, reasonable-mileage 100hp for under the £3,000 mark – making it exceptionally good value-for-money.

Smart Roadster

Mercedes’ recipe for the Smart Roadster was about as unconventional as it was possible to be. A tiny body covered in plastic panels, a rear-mounted, 0.7-litre three-cylinder engine, a semi-automatic gearbox, and either a lift-out targa roof or a retracting convertible top.

The end result did have its flaws – notably the awkward and slow-shifting transmission – but the payoff for all of its compromise was the weight – or lack of. At under 800kg with a hilarious rear bias, the Roadster was more fun in the corners than many supercars – but cost a fraction of the price. That tiny engine promises fuel economy of well over 50mpg, and the plastic panels are easy to replace in the event of a ding. Prices are rising fast, but you can pick up an early model for around £1,500. Budget £3,000 for a tidy Roadster-Coupe, and more still for a desirable Brabus.

Skoda Fabia vRS (Mk1)

A diesel hot hatchback seemed like heresy, but the Fabia vRS showed the world it was not only possible but that the end result could be genuinely brilliant. With its peppy 1.9-litre, 130bhp diesel, the Fabia had a totally different character to most hot hatchbacks but retained strong performance, good handling and a compact frame.

That engine had a couple of advantages too. First, those inclined to tune their cars would find a simple remap could take the engine up to a safe 170bhp and beyond. Then, there was the fuel economy – Skoda claimed that the vRS was capable of 53.3mpg and many owners saw figures well in excess of this. Prices on the used market start at around £1,500.

Lotus Elise (Mk1)

What kind of car does £15,000 buy you these days? A dull, diesel hatchback? A leggy executive saloon with a salesman’s bum-print in the leather? How about a pedigree British sports car? Step forward the Lotus Elise.

The Elise is the Norfolk-based manufacturer at its best – a tiny body and super low weight means that the Elise makes the most of its modest 118bhp, and will outrun many a modern hot hatchback with its 5.8-second 0-60 sprint. It won’t break the bank either – the 1.8-litre K-Series lump is super easy to get parts for, while up to 50mpg on a long run is very impressive.

Audi has unveiled the latest offering in its five-strong SUV range – the Q8.

A new flagship for the brand’s model line-up, the Q8 is the heart to the Q7’s head. It’s a stylish off-roader with a coupe-like rear roofline, intending to compete with a huge number of rivals both in-house and from outside.

Just within the VW Group the Q8 has to deal with rivals such as the Volkswagen Touareg, Porsche Cayenne, Bentley Bentayga and Lamborghini Urus, while Mercedes’ GLE Coupe and BMW’s X6 both provide strong competition.

The Q8 features styling similar to that of its two preceding concepts – the Q8 Concept and Q8 Sport Concept. Audi says that this previews the next-generation design language for all the brand’s SUVs, mainly in the styling of the front grille.

The distinctive ‘Singleframe’ forms an octagonal surround to the grille, which Audi describes as ‘brawny’. Moving down the car’s flanks, there are standard-fit LED headlights, bold rear haunches and wheel surrounds that give the impression of bulky arches.

The rear features a tapering roofline and a full-width glossy styling element that encompasses the Audi badge and the rear lights.

World debut of the five-seat Audi Q8 SUV – the new luxury flagship in the Q range https://t.co/oefKQliHfr pic.twitter.com/v2wK6soJ08

— Audi UK Press Office (@AudiUKPress) June 5, 2018

Overall, the Q8 is lower and wider than its Q7 sibling, but shares the same wheelbase. With only five seats inside, though, there’s more room for rear-seat passengers.

The dash features the same layout as the A8, A7 and A6 – it consists of a twin-screen infotainment display and Virtual Cockpit digital dial pack.

The Q8 will launch with just a single engine option – a V6 diesel, badged 50 TDI and putting out 282bhp and 600Nm of torque. A lower-powered 228bhp diesel and 335bhp V6 petrol will join the range early in 2019, and all three engines are mated to 48V mild hybrid systems to allow seamless stop-start and coasting functions. Expect a hot SQ8 and hybrid e-tron model, too. All will be mated to quattro four-wheel drive.

Prices for the Q8 are likely to start slightly above the Q7 – expect a price tag of around £65,000 for entry-level 50 TDI models. The Q8 is set to go on sale in the summer.

 

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