Category: News

The behaviour of a biker who was chased by police for miles at speeds up to 125mph was “frankly ridiculous and posed a real danger to other road users”, officers have said.

William Daniel Wark was going so fast on his 750cc Kawasaki bike that officers abandoned their pursuit as it was getting too dangerous, North Yorkshire Police said.

The force has released video of the riding after confirming that Wark, 24, was given a 10 month suspended prison sentence and banned from the road for 12 months at Bradford Crown Court.

The force said he was recorded riding at 111mph on the A65 between Clapham and Ingleton on April 21.

125mph police pursuit biker William Daniel Wark, 24, from #Pontefract, handed a 10 month suspended prison sentence and banned from the roads for 12 months for dangerous driving on the A65 between Clapham and Ingleton on 21 April 2018 https://t.co/9LB4NP7Fgg pic.twitter.com/5O7C5BgUAM

— North Yorkshire Police (@NYorksPolice) June 20, 2018

When police went to stop him, he led them on a pursuit that lasted for several miles and reached speeds of 125mph.

Police eventually called off the chase but Wark was tracked down through the registration plate of his Kawasaki Zephyr 750 and arrested the next day, a spokesman said.

Officers said machinist Wark, of Pontefract Road in Pontefract, pleaded guilty to dangerous driving at Skipton Magistrates’ Court on May 11 and was committed to the crown court for sentencing.

He was also ordered to carry out 200 hours of community service.

Roads Policing Officer Mark Brook, who was involved in the pursuit and led the investigation, said: “The speeds Wark reached were frankly ridiculous and posed a real danger to other road users.

“We cannot and will not tolerate that sort of behaviour on North Yorkshire’s roads.

“So I’m glad that the court has reflected the severity of his offending in the sentence they handed out.”

He said: “Wark obviously didn’t consider the consequences of riding at that speed.

“However, we see the consequences first hand.

“We have to gather body parts off the carriageways at fatal collisions.

“We have to break devastating news to partners or parents when we tell them their loved one is lying in a morgue.

“If people could see what we see, they’d never ride like that.”

What is it?

Just when you thought Audi couldn’t stretch its range any further, along comes the Q8, an answer to a question no one really was asking. Like spilt water spreading to fill every crevice, Audi is working its way towards critical mass by taking a rolling pin to its line-up and spreading it wafer thin.

The German firm says the Q8 is a car for buyers who want the elegance of a luxury coupe and the convenience of a large SUV, but quite how many of those buyers exist remains to be seen.

Based on the firm’s range-topping Q7 SUV, the Q8 is shorter both in height and length, but wider, and debuts the new ‘face of the Q family’ with a bold and imposing grille.

What’s new?

Audi is targeting buyers of the BMW X6 and Mercedes Benz GLE here, so that means the Q8 has to stand out from the crowd. With looks dominated by that new nose and swooping body lines, it cuts a fine figure in the tough SUV-coupe class.

What’s under the bonnet?

Audi has employed some clever technical tricks under the bonnet to increase efficiency. A mild hybrid system (MHEV) uses a large battery to increase the amount of time the engine can use its start-stop system and even allows it to completely shut down and coast at speeds between 34mph and 99mph.

At launch, just one engine will be available, a 3.0-litre diesel badged 50 TDI. This offers 286bhp and 600Nm of torque and is able to propel the Q8 to 60mph in 6.3 seconds and on to a top speed of 144mph. Fuel economy and emissions have yet to be revealed. A less powerful 3.0-litre diesel and a 3.0-litre petrol will join the range later this year.

What’s it like to drive?

Our test route was thousands of metres above sea level in the Atacama mountains in Chile, where we struggled to breathe, and so too did the Audi engines. That said, despite some wheezing, the high-powered 3.0-litre diesel model we tested performed well, albeit with some unusual audible rattling.

The steering felt weightier than you’d expect in an Audi SUV, and on the smaller wheeled option with air-suspension cranked up to comfort, it coped well with the rutted roads that crossed the South American deserts. Its dynamic ability was hard to fathom on these arrow straight highways, but on the few bends we did tackle there was little body roll.

How does it look?

Unless you’re in the market for a large coupe SUV, chances are something like the Q8 won’t appeal. However, Audi has done a great job of making a sloping roofed off-roader look handsome. It’s far more attractive than the awkward BMW X6 and that’s likely to ultimately win it attention.

What’s it like inside?

Inside, the smart twin-screen set-up first seen on the A8 has been implemented. It splits heating and car controls to the lower display and entertainment to the top. It’s minutely adjustable and a real joy to use. Haptic feedback, that makes it feel like you’re pressing a physical button rather than a touchscreen, makes it easy to work with on the move, and the controls are intuitive.

Especially clever is the latest natural language voice control which lets you say things like ‘I’m hungry’ or ‘I need fuel’ and the system will pull up nearby restaurants or petrol stations. The sat nav can learn your regular routes too – even if you haven’t added them to the system – and will warn you of unusual traffic issues on your commute.

The dash swoops around the driver and passenger in coupe-car style and the multi-adjustable seats are very comfy. The interior materials look and feel luxurious too, but our test car’s centre console did squeak a little too much for a brand new car.

What’s the spec like?

The S line specification includes LED headlights, 21-inch alloy wheels and adaptive sport air suspension as standard. A reversing camera, phone charging box, ambient lighting, powered tailgate and keyless go are some of the other highlights also included.

A high-end Vorsprung specification will be made available shortly after launch which adds huge 22-inch alloys, sportier (and heated) seats, a head-up display, more leather, panoramic glass sunroof, and power door closure, among many other niceties.

Verdict

In a market of frankly quite ugly large SUV coupes, the Audi Q8 stands out as a bit of a looker. The whopping new grille takes some getting used to, but it helps it cut a dramatic figure on the road. Although it’ll appeal to limited numbers of buyers, the Q8 is a compelling package that’s enjoyable to drive, comfortable and packed with usable and useful technology. Audi might be spreading its range rather thinly these days, but this could well be yet another niche it’s filled rather successfully indeed.

Facts at a glance

• Model as tested: Audi Q8 50 TDI S Line
• Price: £65,000 (est)
• Engine: 3.0-litre V6 TDI
• Power: 286bhp
• Torque: 600Nm
• Max speed: 144mph
• 0-60mph: 6.3s
• MPG: TBC
• Emissions: TBC
• Rivals: BMW X6, Mercedes Benz GLE, Maserati Levante

The French car manufacturer Peugeot has attempted to solve commuters’ so-called ‘last mile’ issues by introducing an all-electric folding bicycle capable of integrating into the boot of its 5008 SUV.

The bike is fitted with a battery and a motor capable of powering it for between 18 and 25 miles, at speeds of up to 12.5mph.

It can easily be stowed away in the boot space of Peugeot’s new 5008, allowing those commuting into congested urban areas to cycle the last mile or so of their journey – therefore avoiding any potential parking problems.

Gilles Vidal, Director of Peugeot Design, said: “Peugeot is the only brand that offers two- wheel, three-wheel and four-wheel mobility solutions which are manually powered, electrically assisted, hybrid, fully electric or equipped with an internal combustion engine.

“Thanks to this enormous flexibility in our range, we can offer a mobility solution for every requirement. Together, the 5008 SUV and eF01 electric bike combine two modes of transport to create a complete door-to-door solution, no matter what your destination might be.”

The EF01 can be recharged in just an hour, and also features its own mobile charging dock giving riders a more flexible way of topping up the bike’s battery. It can be folded or unfolded in just 10 seconds.

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.