Category: News

What is it?

That’s right, it’s finally here. After years of teasers, reveals and promises, we’re finally behind the wheel of the BMW i8 Roadster. A soft-top version of the iconic hybrid sports car, the Roadster is aimed at those who want the wind in their hair when piloting one of the most futuristic looking vehicles available. It’s also able to offer genuinely low running costs and emits next to nothing, but can that help the i8 Roadster to top the bill when it comes to performance drop-tops? Let’s find out.

What’s new?

The biggest change here is, of course, the lack of a roof. BMW has whipped off the i8’s top and, because of its predominately carbon-fibre underbody, it hasn’t had to laden the car down with additional strengthening. That means the Roadster’s weight stays down, and as a result it’s just 60kg lighter than its hard-top brethren. The roof mechanism itself is clever too, taking just 15 seconds to raise or lower at speeds of up to 31mph. The exterior over the car has also been lightly breathed upon to freshen its looks, though we’ll come to those in more depth later.

What’s under the bonnet?

The i8 Roadster makes use of exactly the same powertrain as the regular i8, so you’ll find a 1.5-litre three-cylinder turbocharged petrol engine linked to an electric motor. The combustion engine powers the rear wheels via a six-speed automatic transmission, while the electric motor powers the front wheels through a two-speed automatic ‘box. BMW has also increased the car’s battery cell capacity, so while you still get 369bhp and 570Nm of torque, the Roadster can still travel up to 33 miles on electric power alone. Both units combine to offer the best performance possible, with the electric motor filling in the gaps of the petrol’s power delivery. Thanks to this, 0-60mph takes just 4.4 seconds, and it can a top speed of 155mph too.

What’s it like to drive?

Usually when converting a regular hardtop into a convertible, you’d expect a significant penalty to the way the car drives. Lopping the roof off usually requires additional bracing to stop the car from flexing too much, and this adds weight, therefore blunting the vehicle’s performance. However, as we mentioned, the i8 Roadster hasn’t suffered too much with the conversion, with a negligible amount of weight added. This means that it steers just as keenly as the Coupe, and manages the weight it does have impressively well through the corners.

Push the i8 Roadster a little harder and it does fall into understeer, the front tyres scrubbing wide with little effort. We’d also like the brakes to be sharper; currently they feel underpowered and vague, leaving you guessing as to how much pedal force you need apply at any given moment.

How does it look?

The regular i8 still looks like nothing else on the road, despite having been around for some time now. The Roadster, in our eyes at least, looks even better – particularly in the ‘E-Copper’ colour our test car was finished in. The bubbles behind driver and passenger have been accentuated, giving it the look of a 1950’s racer, while the two-tone alloy wheels fitted to our test car stood out too.

The front of the car has benefited from some additional design touches too. There are revised air ducts finished in gloss black, while the headlight’s look has been updated as well. It’s still the i8 motoring fans know and love, just turned up a little bit more.

What’s it like inside?

The i8 Roadster’s interior remains largely unchanged over the Coupes, though it does benefit from the addition of a few new colour and material combinations. It’s still a well-made place to be, albeit one that is starting to feel its age a touch now; the screen, though clear, isn’t quite as pin-sharp as rival systems while the multifunction steering wheel hasn’t got the features you’ll find on other current BMWs.

The Roadster, does however, have practicality on its side. Though soft-tops are usually the less spacious option, this i8 packs more luggage space than its hard-top stablemate. In fact, you’ll find 188 litres of storage space in the Roadster – close to 35 litres more than the Coupe.

What’s the spec like?

Prices for the i8 Roadster start at £124,735, there’s plenty of equipment included as part of that base price. You get 20-inch alloy wheels, for instance, and full leather upholstery too, while a suite of safety assistance systems such as forward collision warning, city collision mitigation and high beam assistant all help to keep the Roadster as safe as possible.

It can be easy to ramp up the car’s price however. Apple CarPlay, for instance, is a £235 optional extra – which seems a little mean given it is standard on the majority of hatchbacks currently on sale today. Our test car weighed in at a hefty £135,075, with options such as LaserLight headlights (£5,100) contributing to its rather chunky price tag.

Verdict

BMW already claims that the Roadster will outsell the Coupe three to one – and we’d we can already see that being the case. There’s little reason why you wouldn’t go for the soft top; it’s quick, great to look at and its roof mechanism is simple and easy to use. The hybrid powertrain keeps running costs to a minimum, yet despite there’s a whole lot of performance accessible under your right foot. It’s an impressive car alright, and one you’d likely never tire of driving.

Facts at a glance

Model as tested: BMW i8 Roadster
Price: £135,810 (€171,390)
Engine: 1.5-litre turbocharged petrol linked to electric motor
Power: 369bhp
Torque (Nm): 570Nm
Max speed (mph): 155
0-60mph: 4.4
MPG: 141.9
Emissions (g/km): 46

The tragic loss of Sergio Marchionne ends an era for Fiat, bidding farewell to a man who changed its fortunes so thoroughly that it could afford to save the failing Chrysler brand by the end of the 2000’s.

First and foremost, Marchionne was there to make the best business possible, and some cars in this list reflect that.

However, that’s not to say that Fiat Chrysler brands haven’t also had the opportunity to produce some of the most unique, convention-burning cars on the market.

For both the sensible decisions and the eccentric moments, here are some of FCA’s greatest hits under Sergio Marchionne.

Fiat 500

The re-introduction of the 500 could well be Marchionne’s greatest achievement. Releasing this new-retro model when such cars were at their peak was a brilliant move, and the car continues to sell almost a dozen years after its introduction.

Ferrari 458 Speciale

The last of a magnificent era, the 458 Speciale will likely be the last of the naturally-aspirated V8 supercars from Ferrari. This car is going to be priceless someday.

Alfa Romeo MiTo

Based on the Fiat 500, the MiTo takes the faux-retro Fiat and turns it into a new breed of car to wear the Alfa badge. It’s an extremely pretty supermini, and a good choice if you want to separate yourself from the hoards of 500 owners.

Dodge Challenger Hellcat

The Chrysler brands – especially Dodge – seem to have been empowered to go slightly mad during the Marchionne era. The 697bhp Hellcat is a truly steroidal muscle car, and things only got crazier with the 2017 Demon, which added another 100 ponies.

Abarth 695 Biposto

Imagine the Hellcat/Demon treatment being sprinkled onto a Fiat 500. Here’s the result. The 695 Biposto isn’t all about the figures, but putting a 187bhp engine into a well-sorted Italian city car is certainly something of a fever dream, and one we’re eternally glad happened.

Jeep Renegade

Jeep has certainly benefitted from Marchionne’s leadership, coming out of its shell and into the 21st century. The Renegade is a great example of that, and since reaching most markets in 2015, half a million have been sold. You can’t argue with sales!

Alfa Romeo Giulia

The day of the soul-less Alfa Romeo is over, thanks to the drivable, well-sorted Giulia. It’s a brilliant car overall, and in full-fat, 503bhp Quadrifoglio spec, it makes an incredible performance saloon too.

Ferrari LaFerrari

Since the F40, Ferrari has made a once-per-decade habit of strutting its stuff with an epic hypercar. The LaFerrari is its hypercar for the 2010’s, combining the iconic V12 with a KERS hybrid system. To put it simply, it works – and works incredibly well.

Jeep Grand Cherokee TrackHawk

There are plenty of SUV’s that stake their claim to performance, without being able to live up to it – but the TrackHawk definitely can. Not only does it house the 697bhp V8 from the Challenger Hellcat, but it also has a degree of agility it has no right to have.

Fiat Fullback

Marchionne’s Fiat has a knack for synergising with other manufacturers, and the Fullback is a great example of that. In all respects, this capable pick-up is a Mitsubishi L200 with an Italian badge.

Ferrari SF70H

Ferrari went through the Formula One doldrums in the late-2000’s and early-2010’s. Marchionne re-structured the team when he entered the world of Ferrari in 2014, and the Mercedes-challenging 2017 car was the fruit of his labour.

Alfa 4C

Alfa knows how to make something beautiful, but its chances to work its magic on something mid-engined have been limited. The 4C is a shining example of why we need more of the ideal sportscar layout from the marque.

Dodge Durango

Based on the Grand Cherokee, sales of the third generation Durango are going up and up in the US. There’s also a 475bhp SRT version, to continue the theme of crazy SUVs!

Abarth 124 Spider

Based on Mazda’s MX-5, the 124 Spider is a brilliantly perky little sportscar. The turbocharged MultiAir engine is punchier than the MX-5’s range of motors, and its raucous exhaust note is a winning merit too!

SRT Viper

The decision to split SRT’s nameplate away from Dodge was questionable, but there was nothing bad to say about the last Viper. It didn’t sell well, but it is arguably the best of these burbling V10 brutes.

 

Ferrari FXXK

Essentially the LaFerrari Le Mans car that should have existed, the FXXK is the ultimate track day car. It serves as yet another way for Ferrari to captivate high-octane millionaires through their XX and Clienti driving programmes.

Chrysler Pacifica

The SUV is taking over America just like everywhere else. However, the minivan isn’t giving up the fight, and the Pacifica has sold a shade under 200,000 units in less than two years.

Maserati GranTurismo MC Stradale

The GranTurismo is a very effective grand tourer. Amplify its strengths with the addition of lightness and race car bravado, and you’re onto a winner.

Alfa 8C

Named as a tribute to the iconic 8C racing car, this should have been an epic European sportscar. In reality, it was more of a muscle car with a svelte Italian coupe shape – but that’s more than enough for us, and the 500 owners.

Ferrari 812 Superfast

Name most other cars ‘Superfast’ and you’d be laughed out of civilised society. Ferrari’s 812 is one of very few cars on this earth deserving of the title, housing a 6.5-Litre V12 with 789bhp; powerful naturally-aspirated production car of all-time.

Ever dreamt of getting behind the wheel of a car equipped with the kind of futuristic technology we marvelled at in the 1980s television show Knight Rider?

Tesla could soon make that a reality if a recent Twitter post from Elon Musk is anything to go by.

The founder of the electric car company answered one Twitter user’s question of “Will we get KITT like AI [artificial intelligence] in @Tesla cars any time soon?” with a simple “Yes”.

Yes

— Elon Musk (@elonmusk) July 29, 2018

For those unfamiliar, KITT – an acronym for ‘Knight Industries Two Thousand’ – was the name of the very communicative Pontiac Firebird driven by David Hasselhoff’s character Michael Knight in the original Knight Rider TV series.

The muscle car featured a distinctive strip of red lights on its front bumper and was able to talk to Hasselhoff and obey his every command as the pair fought crime together.

We doubt we’ll see a Tesla with the same black paint job and lighting accessories as KITT anytime soon, but Musk’s response does indicate that a form of communicative AI technology will make its way to Teslas at some point in the future.

Musk has made a habit of revealing the latest plans for his businesses through Twitter rather than issuing news releases or making announcements at press conferences.

Back in May, the South African billionaire revealed that an in-development performance version of the Model 3 hit 60mph in 3.5 seconds, and also claimed that it could out-perform BMW’s M3.

Cost of all options, wheels, paint, etc is included (apart from Autopilot). Cost is $78k. About same as BMW M3, but 15% quicker & with better handling. Will beat anything in its class on the track.

— Elon Musk (@elonmusk) May 20, 2018

Musk also sent team members from his Space X and Boring Company ventures to assist with the recent Tham Luang cave rescue in Thailand after Twitter exchanges, and regularly airs musings and little pieces of information regarding Tesla online.

In recent times, Musk has stirred up controversy on the social media platform, criticising negative press coverage of Tesla products and making an offensive comment towards one of the rescue workers who saved children from the Tham Luang cave.

Got £4 million burning a hole in your pocket? You could consider spending it on this — a Mercedes-Benz AMG CLK-GTR.

You might be thinking to yourself “hang on, £4 million for a Mercedes CLK?”, but this is no ordinary German coupe. In fact, just take a glance at it and you’ll see this is something truly special.

This 1998 AMG CLK-GTR is the ninth example of just 25 cars built in order to homologate the manufacturer’s endurance racing efforts in the late ‘90s. It boasts race car looks, sure, but what lies underneath all the aerodynamic bodywork?

Well, there you’ll find the real meat of this car. Sitting in the middle of the chassis is a 6.9-litre V12 engine — even bigger than the 6.0-litre unit in the race car — delivering a staggering 604bhp and 775Nm of torque to the rear wheels via a six-speed sequential gearbox.

The result of all that performance? 0-60mph in 3.6 seconds and a possible top speed of 212mph.

This particular AMG CLK-GTR has also covered just 894 miles in its lifetime, partially as a result of strict United States ‘Show and Display’ regulations which heavily restrict the usage of the car — surely making it one of the more pristine examples anywhere in the world.

RM Sotheby’s, the auctioneer of the Mercedes, estimates the car could sell for $5.25 million (circa £4 million) when it goes under the hammer at Monterey Car Week in California on August 25.

What is it?

Aston Martin was faced with a tough act to follow when it discontinued its hugely capable Vanquish S last year, but it is hoping that this – the DBS Superleggera – has what it takes to fill its forefather’s shoes. Wading into battle with the Ferrari 812 Superfast firmly in its sights, the DBS is a meaner, faster adaptation of the DB11 platform. It also features a turned-up-to-11 version of Aston’s famed twin-turbo V12, which should give it more than enough performance to match its brutish looks.

What’s new?

Aston has really thrown everything it could at the new DBS. Many of the vehicle’s body panels have been crafted from carbon-fibre to reduce weight, while a lightweight bonded aluminium structure helps keep the DBS’ bulk down further. There is, of course, that V12 engine too – though we’ll look at that in more detail shortly.

You also have, thanks to a double-diffuser, a car which generates genuine downforce – 180kg at its highest speed, in fact. Make no mistake, this is one Aston that is out to drive just as well as its jaw-dropping styling looks.

What’s under the bonnet?

Here’s where things get really interesting. Powering the DBS Superleggera is a 5.2-litre twin-turbocharged V12 engine, the same as you’ll find in the DB11. However, whereas that engine in the DB11 AMR produces 630bhp, the DBS kicks out 715bhp and an incredible 900Nm of torque. With power sent to the rear wheels through an eight-speed ZF transmission, the DBS can hit 60mph in 3.2 seconds and continue onwards to a 211mph maximum speed. Hang the car in fourth gear when travelling at 50mph, and you’ll crack 100mph in just 4.2 seconds.

As you’d imagine, economy figures aren’t the best. Aston claims 22.9mpg on the combined cycle, while CO2 emissions are pretty high at 285g/km. However, this is to be expected of a large, extremely powerful supercar.

What’s it like to drive?

The first, and overreaching factor when you first drive the DBS Superleggera is its unquenchable thirst for speed. Plant the throttle, there’s a slight pause, and then the whole car sprints forward like few other vehicles on sale today. It’s also accompanied by an interesting, turbocharger-led exhaust note – there’s a proper scream as they both spool up while accelerating.

The chassis is similar to that of the DB11, and in that sense, it shares the same feeling of cross-country readiness; there’s still a small amount of play to the suspension which, though still firm, reminds you that this is billed as an all-out grand tourer. Adaptive dampers are fitted as standard, and these do allow you to firm up or soften off the ride – a feature which is likely to be welcome on the UK’s rutted roads.

How does it look?

We can’t argue with the way the DBS Superleggera looks. It’s an immensely imposing car to look at, with its large front grille and angled bonnet scoops (with the latter a reference to the previous-generation DBS) combining to create one angry looking car.

The DBS comes with elegant forged wheels, and these do help to contribute to the car’s overall thuggish looks. We’ve heard criticism of the lack of a traditional ‘winged’ Aston Martin badge at the rear of the car, here replaced by the brand’s name in chromed letters – but in the flesh, it doesn’t look all that bad. The large grille somehow works well with a British number plate too; if anything, it helps to break up the vast expanse of black. Our test car, in ‘Satin Xenon Grey’, looked particularly mean.

What’s it like inside?

The interior of the DBS is finished beautifully, with the soft leather used throughout the cabin helping to create a luxurious feeling. During our time with the car, everything felt well put together, and nothing squeaked or rattled – though you’d hope so given the car’s £225,000 base price.

We’re still left underwhelmed by the main infotainment area. It just remains – as it does on the DB11 – simply too cluttered, and too littered with many, many buttons. It can make simple actions, such as changing the interior temperature, far more of a hassle than it really needs to be. That said, it’s contrasted by a steering wheel which is beautifully shaped and trimmed in Alcantara.

What’s the spec like?

There’s plenty of kit included with the DBS as standard. You get Aston’s 8.0-inch infotainment pack – a Mercedes-borrowed system which works reasonably well despite lacking the sharpness and clarity offered by rival manufacturers – alongside a full satellite navigation system and a premium audio system.

New Aston DBS today. Angry looking thing, this one pic.twitter.com/8P4ZfVjooP

— Jack Evans (@jackrober) July 10, 2018

You also get a 360-degree parking camera, which really does come in handy on the DBS – it’s a very large car, with corners that are difficult to see and a rather small rear window which combined, make parking a bit tricky.

Verdict

The Aston Martin DBS Superleggera more than eclipses the Vanquish S it replaces. It feels more composed, more up-to-date and more exciting to drive, too. Its performance is intoxicating; the twin-turbo V12 delivers all of the drama you could possibly want from a supercar, and its styling is different enough to help it completely stand out against any other car of its type on sale today. It’s an exceptionally well-rounded and truly capable offering from Aston.

Facts at a glance

Model as tested: DBS Superleggera
Price: £225,000
Engine: 5.2.-litre twin-turbo V12
Power: 715bhp
Torque (Nm): 900Nm
Max speed (mph): 211
0-60mph: 3.2
MPG: 22.9
Emissions (g/km): 285

Legendary bike maker Harley Davidson has unveiled plans to launch an electric motorcycle next year along with a host of radical new models.

Best known for its Easy Rider-style cruiser bikes, made famous by motorcycle gangs like the Hell’s Angels, Harley Davidson says it will introduce an adventure bike, sports naked models and a range of urban mobility e-bikes.

Exciting new roads lie ahead for #HarleyDavidson. Get ready. We’re blowing the doors wide open. Click to learn more.#FindYourFreedom

— Harley-Davidson (@harleydavidson) July 30, 2018

In what Motorcycle News has described as “the biggest shake-up in recent memory” for the brand, Harley Davidson’s new range will change the face of the manufacturer.

The first electric bike, dubbed the “Livewire concept”, will arrive in 2019 and is a performance-focused electric bike that is likely to come with a premium price tag. Harley has not revealed range or power figures yet.

Following soon after the Livewire model will be two middleweight electric bikes – smaller, lighter and lower powered commuter-style machines, that will arrive during 2021 and 2022. No prices have been revealed for these either.

Michelle Kumbier, COO at Harley-Davidson, said: “We’re going big into electric with a family of products. They’re going to be easy to ride, ‘twist and go’ and be less intimidating for new customers.”

The electric bike announcement comes amid news that Harley Davidson will launch a further 16-strong range of new bikes that will move the brand even further away from its core Hell’s Angel look, opening it up to even more buyers.

One of those new bikes is the Pan America – an adventure-style touring bike set to rival BMW’s popular GS.

It will come with a new 1250cc v-twin engine, traction control and ride-by-wire technology. No prices have been revealed, but it will be in dealers by 2020.

Mind-blown… Harley have unveiled a radical new range of bikes! Read more here: https://t.co/FKMqnsBr3z pic.twitter.com/dzn5bBXkGT

— Motor Cycle News (@MCNnews) July 30, 2018

Writing online, Motorcycle News journalist Jordan Gibbons said: “Aimed squarely at attracting a new, younger audience both to the brand and to motorcycling in general, this new range of middleweights and electric bikes will take the company into totally new territories.

“At the same time, Harley Davidson is also modernising and improving their core Tourer and Cruiser offering with brand new electronics and improved connectivity, changing the way their dealers operate and even exploring direct-to-consumer online sales. Strap in folks, this is going to be a wild ride.”

What is it?

The family hatchback sector is under siege from SUVs, but that doesn’t mean it’s dead – far from it. There’s enough life in this market sector yet that Kia has gone in all guns blazing with this – the all-new Ceed.

Though it may come from a Korean brand, the Ceed is designed, engineered, built and sold entirely in Europe, so in theory it should be perfect for European tastes. But there’s no denying the strong competition – the best-selling Ford Focus and VW Golf are both seriously good cars, with considerably more heritage than the 2006-born Ceed.

What’s new?

Been driving the new F̶o̶r̶d̶ ̶F̶o̶c̶u̶s̶ Kia Ceed. It's a goodun. pic.twitter.com/JZp2Sghw6c

— Tom Wiltshire (@mctreckmeister) June 19, 2018

Let’s get the trifles out of the way first – the new car loses the apostrophe of the old Cee’d and simply becomes Ceed: Community Europe, European Design. Easy.

Of more note is the new bodywork, which is wider and lower than the outgoing car, though identical in length and wheelbase. The styling’s sharper, there’s a new LED daytime running light signature front and rear, and the cabin is now oriented towards the driver.

A 48V mild hybrid system is coming later, but for now the only new tech to note is a host of safety improvements including level 2 autonomous ‘Lane Follow Assist’, which can steer, brake and accelerate the car in traffic.

What’s under the bonnet?

There is a choice of three petrol engines and a lone diesel. Kicking off the range is a naturally aspirated 1.4-litre petrol, which is likely to be best suited to town use given its measly 99bhp output.

We’d opt for the middle ground, a 1.0-litre turbocharged three-cylinder which puts out 118bhp. Though acceleration isn’t exactly scintillating, it has enough power to overtake in relative comfort, and cruises effortlessly thanks to long gearing. Put your foot down and the muffled thrum it emits is quite pleasant, too. A turbocharged 1.4-litre unit sits above, with 138bhp.

High-mileage drivers and penny pinchers will enjoy the diesel, which is smooth, quiet, and torquey. All of the engine options come with a six-speed manual gearbox as standard, with a slick seven-speed dual-clutch automatic available with the most powerful petrol and diesel engines.

What’s it like to drive?

Kia has invested heavily in making the Ceed drive as well as its rivals – and with a talented team including ex-BMW M division engineer Albert Biermann, the transformation is remarkable.

The Ceed feels confident in the corners, staying flat and gripping well. The nicely-weighted steering rack is intuitive, making smooth cornering easy, and it pairs well with the willing engines and slick manual gearchange.

The caveat is a slightly firmer ride – a conscious decision on the part of Kia, as it chased ‘firm, but never uncomfortable’. The lessons the brand has learned with the performance-oriented Stinger really show – one can even call the Ceed ‘fun’. It’s not quite as engaging as a Focus, but beats out rivals such as the Peugeot 308.

How does it look?

At first glance, the Ceed is a little disappointing – imagine averaging out the differences between a Ford Focus and Vauxhall Astra. Step closer and smart details do start to make themselves known, however.

Bold LED daytime running light signatures feature front and rear, and the nose has the latest incarnation of Kia’s ‘Tiger Nose’ grille.

Gone is the old car’s rising beltline – this Ceed has a strong horizontal focus across the sides and rear, making it look longer and lower.

There are six new exterior colours on offer as well as some really striking alloy wheels available on higher trim levels.

What’s it like inside?

Inside is classic contemporary Kia – which brings with it some pros and cons. On the plus side, everything inside is fantastically intuitive, with controls exactly where you’d expect them and an infotainment system that, despite not being the newest or shiniest, remains one of the easiest to use in the business.

However, there’s no denying that it’s all a bit black and basic in here. Though materials are good quality, they’re not particularly pleasant to look at, and the end result looks slightly cheap.
It is very spacious, though. Kia claims the best rear leg and shoulder room in the class while the boot, at 395 litres, is not only one of the largest in capacity, it also boasts the widest opening and lowest load sill. The estate model is bigger yet, with a boot that dwarfs many cars from the class above.

What’s the spec like?

High equipment levels are a major pull factor for first-time Kia buyers, and the brand hasn’t disappointed with the new Ceed. Eschewing entry-level ‘1’ trim in the UK, the range kicks off with ‘2’ trim, which features a 7-inch infotainment display with Apple CarPlay and Android Auto, Bluetooth, automatic lights, keyless entry and a raft of standard safety equipment including autonomous emergency braking, high-beam assist, lane departure warning and blindspot monitoring.

Spec up and you’ll gain Lane Following Assist, which can drive the car itself in traffic as well as a great JBL-tuned stereo.

Pricing isn’t quite such a bargain as the previous car, but it’s still on the low end considering the level of standard equipment. For the Kia’s £18,295 starting price you’d barely get four wheels and an engine on a Volkswagen Golf.

Verdict

The Kia Ceed has come of age, and in the process become a seriously good C-segment hatch. It’s good to drive, seriously roomy and, with that class-leading seven-year warranty – a good option for private buyers who keep their cars for a long time.

A Volkswagen Golf still feels the superior product in terms of quality, while the Ford Focus is better to drive. But the Kia doesn’t disgrace itself and feels like a product you’d recommend on more than just its warranty and reliability.

Facts at a glance

Model as tested: Kia Ceed 1.0 T-GDi 2
Price: from £18,295
Engine: 1.0-litre 3cyl petrol
Power (bhp): 118
Torque (Nm): 172
Max speed (mph): 118
0-60mph: 10.9 seconds
MPG: 50.4
Emissions (g/km): 128

What is it?

Having already firmly established the Sportage as a mainstream choice of an affordable yet well-equipped full-size SUV, Kia is looking to refresh the model with a new facelifted version.

Although it’s almost identical to the previous generation model on the surface – with the aesthetics merely having been ever so slightly tidied up, rather than completely overhauled – there are a number of new technological features on the car.

There’s also an updated range of engines available, with the diesel powertrain having been replaced and a mild hybrid option being introduced.

What’s new?

Looking at the facelifted Sportage for the first time, you won’t notice any staggering changes. However, inspect closely and you’ll see that the design has been somewhat streamlined in comparison to before, with new bumpers at the front and rear, as well as updated headlight signatures.

The Sportage’s infotainment system has received an upgrade, with a sleeker, frameless eight-inch touchscreen now available as an optional extra. Semi-autonomous features such as Lane Keep Assist are now included as standard from a lower grade than before.

There’s a new choice of engines as well, with the diesel option being downsized to a 1.6-litre U3 unit and a mild hybrid powertrain being offered as well.

What’s under the bonnet?

We tested two different engines in the Sportage – the 1.6-litre four-cylinder U3 diesel and the 2.0-litre four-cylinder 48V mild hybrid powertrain.

The most obvious choice of powertrain for buyers will likely be the new 134bhp 1.6-litre diesel engine, which is both economical and punchy – offering 58.9mpg and providing a plentiful 320Nm of torque. Acceleration is perfectly adequate, if a bit sporadic, with the car gaining speed at a fluctuating rate as it climbs through the gears, reaching 60mph in 11.4 seconds and carrying on to a top speed of 112mph.

That said, we feel that the 2.0-litre mild hybrid is the superior powertrain. The electric element means there’s a great thump of instant torque – a whopping 400Nm of it – when you hit the accelerator, with the engine feeling much more potent than its conventional counterpart, thanks to an output of 182bhp and a top speed of 125mph.

In addition, both these engines’ performances are noticeably improved by the Sportage’s Sport Mode feature, with the eight-speed dual-clutch transmission we tested changing gear at higher revs.

The Sportage is also available with a 1.6-litre GDi or T-GDi petrol unit, with up to 174bhp and 265Nm of torque.

What’s it like to drive?

The first thing to note when it comes to the Sportage’s driving dynamics is that it does have the quite light steering that is commonplace among cars from other cars in the Kia range. However, this is not as much of a problem in this case as it is with other models for two main reasons.

Really impressed by the new Kia Sportage, especially the hybrid version which I think gives the car a great new dimension. pic.twitter.com/zGo3HkQwM9

— Tristan Shale-Hester (@tristan_shale) July 25, 2018

Firstly, whereas you might wish to have a lot of feel in a small hatchback so you can throw it into a corner and feel like a teenager again, it’s sensible for a big car such as the Sportage to be easy to manoeuvre.

Secondly, that Sport Mode setting we mentioned earlier does a fantastic job of weighting up the steering, creating a much more heftier feel that gives you a lot more confidence in the corners. To be able to switch between the two extremes with the press of a button is very useful.

The eight-speed dual-clutch transmission is another good point, changing gears with a focus on performance or economy – depending on whether or not Sport Mode is engaged – and also allowing the option for the driver manually select a gear using a pair of flappy paddles.

How does it look?

The Sportage’s facelift hasn’t changed the car’s aesthetics in any dramatic way at all. However, the new bumpers at the front and rear, and the updated headlight signatures do offer a slightly smarter look that keen Kia enthusiasts may notice. This is representative of the gradual improvement we’ve seen in how models from the South Korean brand both look and drive over relatively recent years.

However, the Sportage still isn’t an exciting or trendy looking car. It stands up to some rivals, such as the Nissan Qashqai and Skoda Karoq, but can’t match the stylishness of examples such as the Mini Countryman.

What’s it like inside?

In spite of a few scratchy plastics lower down in the cabin – which is acceptable in any non-premium model – the Sportage’s interior is generally a nice place to be. There’s an abundance of leather for a car of this value and, despite being kitted out with a wide range of gadgets, the buttons have been laid out in a logical way as opposed to looking like they’ve been applied completely random.

The optional eight-inch frameless touchscreen is also a highlight, blending seamlessly into the dashboard. As for the infotainment system itself, there’s a pleasing symmetry between its digital layout and colour scheme and that of the Sportage’s other dials and instruments.

What’s the spec like?

The starting price for the Sportage is £20,305, which will buy you a grade 1 model with 16-inch alloy wheels, cruise control, DAB radio and Bluetooth, among other standard features.

Grade 2 specification starts at £22,405 and adds 17-inch alloy wheels, satellite navigation and some basic semi-autonomous driver aids, such as Lane-Keep Assist and High-Beam Assist.

Costing from £25,510, the GT-Line model features sporty styling, front parking sensors and a smart entry system.

The Sportage Edition 25 starts at £25,655 and comes with a JBL premium sound system, an eight-inch touchscreen infotainment system with sat-nav and premium paint at no added cost.

The grade 4 car costs from £27,260, which also gets you the eight-inch screen and JBL sound system, as well as a panoramic sunroof, Forward Collision Avoidance Assist and Blind Spot Collision Warning.

Finally, the top-spec GT-Line S model costs from £31,245 and includes adaptive cruise control, electrically adjustable seats, an electronic parking brake, a 360-degree around view monitor, a powered tailgate and a wireless phone charger.

Verdict

It’s hard to find anything really wrong with the Sportage. It may not be the most interesting or stylish car in the world, but it’s a winner in terms of drivability, practicality and affordability. Add into the equation the new dimension brought to the model by the introduction of the mild hybrid powertrain and it becomes clear that this really is a vehicle that could suit pretty much anyone’s needs.

Facts at a glance
Model: Kia Sportage
Price: £34,545
Engine: 2.0-litre 48V diesel mild hybrid
Power (bhp): 182
Torque (Nm): 400
Max speed (mph): 125
0-60mph: 9.2 seconds
MPG: TBA
Emissions (g/km): TBA

France is no doubt one of, if not the, most popular destinations for Brits looking to flee abroad for the summer. With just the Channel separating us, access is easy thanks to frequent and inexpensive ferries.

For many, driving through our European neighbours is the only way to do it — and with scenic views, wonderful roads and easy passage to other areas of the continent, who can blame them?

If you’re looking to hop in your car and head over, you’re going to need to prepare yourself though. Here are our tips for driving in France this summer.

Prepare your car

Before leaving for France, it’s vital to prepare your car for the trip. French road law requires equipment that isn’t mandatory in the UK — namely a warning triangle, high visibility vest, first aid kit, a foil blanket, spare bulbs and a breathalyser that has both not been used and carries NF approval markings.

You will also need to adjust your headlamp beams so as to not dazzle other drivers, as well as placing a GB sticker on or next to your registration plate (this is also required when driving in any other European country). It’s easy to pick up these supplies at many petrol stations, your local supermarket, car parts shop or even on the ferry.

Make sure to carry identification documents for yourself, along with proof of insurance and the V5C for your vehicle. It’s always a good idea to do essential checks on your car ahead of a long trip too.

Check insurance and breakdown coverage

Alongside preparing your car for the journey, checking your insurance and breakdown coverage may be the most important part of a drive across France.

Don’t just assume you have the correct policy to take your car abroad. While many insurers offer European driving on standard policies, it’s better to be safe than sorry — especially as some offer reduced coverage when on the continent, as well as imposing limits on the number of days you can drive outside of the UK.

Breakdown cover is a different ball game when abroad, particularly so in France. On most roads, you can use UK companies for coverage — although you’ll likely need to take out a separate policy. You’ll be provided with a UK-based number to contact, guaranteeing you’ll be in contact with an English-speaking advisor.

Motorways differ slightly, as they are privately managed across the Channel. Should you break down on a motorway, you’ll need to use an emergency orange telephone to request towing assistance to an area where your regular provider can offer assistance. You may be charged extra for recovery.

Road laws and conduct

As a general rule, most road laws and the highway code in France are similar to those in the UK — albeit on the right side of the road.

Stick to right lanes on roads with more than one and overtake on the left. It’s a common misconception that all roundabouts in France give priority to the right, but that’s not often the case anymore. However, some do still use this system – even if you’re already driving around it!

If you’re heading to large cities, you may need an emissions classification sticker — known in France as a Crit’Air vignette. These stickers denote the level of emissions your car produces, which may exempt it from certain areas.

While UK driving licences are valid in France, you must be older than 18 to operate a vehicle in the country.

Toll roads, toll roads, toll roads…

Unlike the UK, where the cost of using major roads is covered by paying your road tax, French autoroutes are controlled by private firms and as a result, commonly require a toll cost to use.

Prices vary and it’s worth carrying extra change, although Visa and Mastercard payments are widely accepted.

Drink-driving and drug laws

Despite the country’s reputation for fine wine — be wary of drink-driving regulations in the country.

The legal limit of alcohol in the blood is 0.5 grams per litre, although, for drivers with less than three years of experience, this is reduced to 0.2. Driving under the influence of drugs is strictly prohibited.

As a general rule, avoid drinking if you’re planning to drive and vice-versa.

Whether you’re heading to France on the ferry, doing a fly-drive to Frankfurt or simply milling round Milan in a Mini, there are several laws, regulations and rules for driving in Continental Europe that you’ll need to familiarise yourself with before getting behind the wheel.

Though most European countries are perfectly easy to make your way around, if you don’t want to get on the wrong side of the gendarmes you’d better toe the line – exactly as you’d follow the rules back home.

Of course, you should always research the specific country you’re driving in before you travel – but these are some general rules that apply to most of Europe.

Drive on the right

We’ll kick off with the really obvious one – in all of continental Europe, except the UK, traffic drives on the right-hand side of the road. Don’t forget it or you’ll be in for a nasty shock. Roundabouts and other junctions all work in reverse, too.

Preparation

Most European countries require several items to be carried with you in the car at all times. The requirements do vary from country to country, but it’s a good idea to put together a general European ‘car kit’ with the essentials in. This should include:

– A hazard warning triangle

– High-visibility jackets for every occupant of the car

– A GB sticker to be displayed on your tailgate

– Certificate of motor insurance and ownership documents if it’s your car

– A first aid kit

– Headlamp adjustment stickers – for cars with non-adjustable headlights, to be fitted all the time you’re driving on the right-hand side of the road

– Disposable breathalysers

Headlights

If you’re on a motorcycle, you should ride with your dipped headlights on at all times when moving. For cars, the requirements differ from country to country – but you can be given a hefty fine for not using your headlights when you should, so err on the side of caution.

Speed limits

Remember, speed limits on the continent are different to those in the UK and will be given in kilometres per hour or km/h. Most cars will have km/h speeds printed on their speedometers, or for modern cars with digital speedometers you should be able to switch to km/h.

If this isn’t clear to you, consider sticking a small cheat sheet to your instrument panel with the speed limits and their equivalents in mph – making sure not to cover anything important as you do.

In some countries, speed limits vary depending on the weather. In France, for example, the standard speed limits of 90km/h, 110km/h and 130km/h for rural roads, expressways and motorways respectively are lowered in inclement weather to 80, 100 and 110km/h.

One final point, radar detectors – of the sort used to pinpoint speed cameras and officers performance speed checks – are banned in almost all of continental Europe. The same applies to sat-navs or smartphones with a built-in speed camera alert, and this will need to be disabled.

Tyres

Of course, it goes without saying that you should check your tyres regularly for tread depth and inflation, but if you’re heading to some of Europe’s more northern excesses you’ll need to make sure you’re running on the correct type of tyre too.

During the winter, many countries mandate winter or at least all-season tyres be fitted – while in really slippy areas, snow chains are recommended too.

Drink-drive limits

Forget that continental drinking culture – at least, if you’re planning on driving. With the exception of Malta, every country in Europe has a lower drink-drive limit than the UK, and stiff penalties if it’s breached.

While England, Wales and Northern Ireland (Scotland has a separate, lower limit) allow a blood alcohol content of 80mg of alcohol per 100ml of blood, most other countries operate on a lower limit of 50mg. Others, such as Lithuania, Poland and Estonia, operate lower limits still, and a few including Hungary, Romania and Slovakia have a totally zero-tolerance policy.