Category: News

What is it?

The Ioniq is key to Hyundai’s electrification offensive. It was the first car to go on sale in the UK with a choice of all-electric, hybrid and plug-in hybrid powertrains in 2016 at a time when most manufacturers were still dabbling in electrified R&D.

However, with a number of rivals hitting dealer forecourts over the next 12 months, the all-electric version was due a refresh. With prices starting in the £30,000 ballpark, it will hope these enhancements and its extra practicality will make it appealing against the likes of the Honda e and Mini Electric, which have really been causing a buzz ahead of their imminent launches.

What’s new?

Perhaps the most significant improvement, given the advancement in battery technology in the past three years, is the fact Hyundai has upped the battery size to offer more range. This could be a real selling point against rivals that’ll need a trip to a charge point while the Ioniq motors on. Considering range is typically an EV buyer’s biggest concern, focusing development here should be a shrewd move.

Elsewhere, the South Korean firm is keen to push its new connectivity services, fronted by an app called Bluelink that lets you interact with the car from your phone, a suite of active safety systems and driver aids, and aesthetic upgrades inside and out.

What’s under the bonnet?

The all-electric powertrain is comprised of an electric motor making 134bhp and 295Nm of torque, and a 38.3kWh battery. The latter is the key news here, because it means the Ioniq Electric’s battery capacity is 36 per cent up on before, offering an impressive 193-mile range.

The new on-board charger runs at 7.2kW, up from the old 6.6kW unit, which means charge times are reduced. However, the battery is rated to accept up to 100kW, so if you find yourself at a fast-charging station Hyundai reckons it can be topped up to 80 per cent of charge within an hour.

What’s it like to drive?

Electric vehicles might have made headlines with the likes of Tesla because of their lightning-fast acceleration, but the Ioniq is rather more sedate. It’s been tuned to offer a decent surge without pinning you to your seat, making it ideal for relaxing inner-city commutes. That said, there’s enough poke to make you wonder why you didn’t switch from underpowered petrol cars long ago.

The wheel-mounted paddles let you choose how much regenerative braking you’d like. Go for full whack, and you rarely need to touch the brakes around town, which is easy to get used to and works with the silent progress to make everyday driving more relaxing.

Perhaps the only downside is that there is a noticeable and mildly annoying whirr from the motor, though it’s not too intrusive and easy to tune out after a while.

How does it look?

Styling-wise, the Ioniq is quite a unique prospect – it looks rather awkward from the rear yet handsome from the front, but importantly individual enough that you’ll never mistake it for anything else. And in an age of shared parts and platforms, that’s certainly welcome.

This latest model has received a number of aesthetic changes to keep it looking fresh. There’s a new design for the closed-off grille, completely new LED daytime running lights, headlights and taillights, redesigned front and rear bumpers, and redesigned 16-inch alloy wheels. There are also four new colours available across the Ioniq range.

What’s it like inside?

The cabin has been given a once over, too. The new 10.25-inch widescreen infotainment system dominates the dashboard, housed in a gloss black surround that morphs into the controls for the air conditioning system. Unfortunately, these are touch buttons that are difficult to use on the move, while the glossy surround will be a fingerprint magnet. The screen itself is clear and responsive, though Hyundai’s operating system continues to lag behind competitors in design and ease-of-use.

It’s more positive news elsewhere, though, with the Ioniq Electric doing a good job of elevating the interior to feel more upmarket than elsewhere in the range. There are premium-feeling materials used throughout, and while it can’t touch its new rivals for being truly premium inside, buyers prioritising range from their circa-£30k EV won’t feel like they’ve made a massive concession to cabin quality.

What’s the spec like?

There are two trim levels available for the Ioniq Electric, called Premium and Premium SE. The former starts the range at £29,450 after the government’s plug-in car grant (PICG) and comes with 16-inch alloy wheels, automatic LED headlights and LED daytime running lights, 10.25-inch touchscreen with navigation, and a leather steering wheel.

Opt for the higher specification Premium SE trim, starting from £31,450 after PICG, and you add chrome exterior door handles, privacy glass, leather seat upholstery, heated and ventilated seats and automatic windscreen wipers. Extra safety equipment includes blind spot detection, lane follow assist and rear cross traffic alert.

Verdict

On paper, the Hyundai Ioniq is a tempting option in the practical, mainstream electric vehicle market. Forthcoming and existing rivals in this price range might sport more upmarket interiors, but typically have much less space and, more importantly, lower range.

And in the real world it largely delivers – this all-electric model has a decent enough cabin and plenty of kit, is easy and relaxing to drive, and has enough range that most will rarely need to recharge. For those who simply can’t take the plunge into full EV ownership just yet, though, the Ioniq’s plug-in hybrid stablemate might prove its most compelling rival.

Nissan has revealed the all-new Juke, the second generation of the model that defined the crossover market.

With almost one million on the road in Europe, this new model is incredibly important for the Japanese manufacturer. It addresses two key criticisms faced by its predecessor – despite sales success, many bemoaned its oddball styling and cramped interior.

The Juke sports larger dimensions than before, while the top-mounted bubble daytime running lights and indicators have been replaced by slimline units, and the circular headlamps house full LED technology as standard.

Inside, there’s more space than before – Nissan reckons rear passengers have 5.8cm of extra knee room and 1.1cm more head room, while boot capacity is 20 per cent bigger than before at 422 litres.

There are also new soft-touch materials for the dashboard and door trims, a Bose sound system, and sport seats included as standard with optional Alcantara or leather upholstery. An eight-inch touchscreen display has integrated Apple CarPlay and Android Auto, while the NissanConnect app lets drivers check the status of their car from their phone.

One petrol engine is offered across the Juke range. It’s a 1.0-litre three-cylinder turbocharged unit making 115bhp and can be paired with a six-speed manual transmission or seven-speed dual-clutch auto.

Prices start at £17,395 for the entry-level Visia model with the manual gearbox, with automatic cars starting at £20,395. The priciest entry point to the new range is the £25,395 Premiere Edition.

Basic safety equipment included on all trim levels includes cruise control and speed limiter, intelligent emergency braking, high beam assist and traffic sign recognition. ProPilot, Nissan’s advanced driver assistance technology, is standard on the automatic versions of the high-spec Tekna and Tekna+ grades, and can be optionally specified on automatic N-Connecta models.

First deliveries of the new Nissan Juke are scheduled to begin at the end of November.

One of the biggest events on the motoring calendar kicks off next week – the Frankfurt Motor Show. It’s often home to some of the biggest new car reveals and concepts, giving us a better idea of where the motoring world is going and the vehicles we can start getting excited for.

We’ve picked out some of the key releases that we know are due to take place — though there is always space for surprises when it comes to Frankfurt…

Alpina B3 Touring

Alpina knows a thing or two about making fast estate cars — and the B3 Touring has historically been one of its most popular offerings. Now, there’s a new one, based on the latest BMW 3 Series, promising more power and performance than ever before.

Also, because it’s an Alpina, expect subtle yet purposeful looks and (more likely than not) intricate alloy wheels.

Audi RS6 Avant

It’s the performance car we’ve been waiting for — the all-new RS6 Avant. The previous-generation RS6 proved to be a turning point for Audi, with brutal performance and rock-solid handling combining to create a car which was both practical and savagely quick.

This latest version ups the ante. There’s more power, more tech and a more aggressive look too. It’s definitely one to look out for.

BMW X6

BMW’s X6 has long been a chalk-and-cheese option in the firm’s line-up. It’s now been updated, and the big coupe-styled SUV gets new tech and a refreshed design. A special edition ‘Vantablack’ model has been created too, using ‘the darkest colour’ possible.

It’s still likely that the X6 will divide opinion, but BMW obviously believes it has its worth.

Cupra Tavascan Concept

The Tavascan Concept is the latest model to come from Cupra — the performance brand which is now very much its own thing, rather than a part of Seat. This latest car is all-electric, with motors at each axles, showing the electrification which Cupra is trying to integrate into its line-up.

There’s no indication that the Tavascan will enter production, but it definitely shows the direction that Cupra is trying to head in.

Honda e

Honda’s cutesy all-electric supermini is making yet another public appearance in nearly-but-not-quite production form. Will we finally get to see the final road-going car in Frankfurt? Probably not, but it’s sure to be about 95 per cent identical to what you see here.

We’ll likely be given an indication as to what technology the eventual road-going car will sport though, along with a more production-ready look.

Lamborghini supercar

There’s a lot of mystery surrounding Lamborghini’s big reveal in Frankfurt. So far, we’ve just had a teaser that shows a sinister silhouette of a supercar with a wild headlight design reminiscent of those on the otherworldly Terzo Millennio concept.

The clever money is on the Italian firm’s long-rumoured hybrid hypercar, but with the accounts flush following the huge success of the Urus SUV, whatever it is, it’s sure to have utterly mind-bending performance.

Land Rover Defender

The new Land Rover Defender project has been leakier than an old Defender after a particularly audacious river crossing. So far we know there will be three body styles – a short- and long-wheelbase, and a slightly longer-bodied version – with five- to eight-seat versions, and six engines including a plug-in hybrid.

So unless these facts and figures miss the mark there’s not much to learn about the Defender at Frankfurt, though we’ll get our first proper look at the car Jaguar Land Rover hope will appeal to well-to-do families as much as farmers in need of a new workhorse.

Mercedes-AMG GLB35 

AMG’s mission to increase the number of semi-fast performance cars Mercedes-Benz offers continues with this, the GLB 35. It’s easy to write this off as a mindless niche-filling exercise, but just look at it – it’s a genuinely good-looking thing.

The 2.0-litre turbocharged four-cylinder engine makes about 300bhp, which should make for brisk if not ballistic performance in a vehicle this size, and will likely make the kind of subtly fruity exhaust note we’ve come to expect from these AMG-lite models.

Mini Electric

The mainstream electric vehicle onslaught is getting into full swing, and the Mini Electric might be the car to watch. It’ll be going toe-to-toe with the Honda e, but while the Japanese firm will have to win over buyers not convinced by spending circa-£30k on a supermini, the German-British brand should have no trouble.

In fact, in August, Mini confirmed to the PA news agency that over 45,000 people had expressed an interest in buying one, with about half those coming from the UK.

Porsche Taycan

It seems like an age since Porsche first revealed plans for an all-electric sports car, but Frankfurt will see them deliver the production car at last.

The Taycan could be the first genuine ‘Tesla killer’ — boasting an impressive range that’s said to be upwards of 300 miles while delivering big on performance. Time will tell if it can take the new electric crown…

Vauxhall Corsa

The return of the Corsa marks a big moment for Vauxhall. It’s underpinned by the same platform that you’ll find under the latest Peugeot 208, as a result of the firm’s PSA ownership. It already looks to be one well-proportioned car.

There’s also going to be an all-electric version – though it’s unclear if we’ll see this at Frankfurt or not.

Volkswagen ID. 3

Said to be the third most important car in Volkswagen’s history, after the Beetle and Golf, the ID.3 could be a revolution for the new car market.

It’s not the firm’s first fully-electric vehicle, but its first real attempt at making the technology rival internal combustion-powered options. Expect to see it at the Frankfurt show, and then everywhere on UK roads soon after.

Volkswagen T-Roc Cabriolet

When Volkswagen first showed off the T-Roc crossover, it was in ‘Breeze’ concept form — a drop-top look at what would become a hard-top car.

Nobody was ever quite sure if a convertible version would happen — and yet, the T-Roc Cabriolet was born. It’ll be making its public debut at Frankfurt.

What is it?

For 40 years, the Vauxhall Astra has been a mainstay of the British car market. Since the first iteration was introduced in 1979, more than 3 million units have been sold and seven generations have elapsed – making it one of Britain’s favourite models.

Now, Vauxhall has revealed the mid-generation facelift for the seventh generation, and with it is offered with a series of new updates to bring up to scratch against the likes of the latest Ford Focus, Hyundai i30 and new Kia Ceed. But can the Astra maintain a high level of popularity with the British public in refreshed guise? We get behind the wheel to find out…

What’s new?

Surprisingly for a mid-life facelift, there’s quite a lot new here. Vauxhall, now under the stewardship of French giants PSA Group, has added a completely new range of engines and transmissions to suit. The firm has also been hard at work in the wind tunnel, claiming to make this Astra the most aerodynamically efficient model in its class – with the estate Sports Tourer said to be even sleeker. Chassis tweaks have been made to the Astra for improved comfort and damping control over bumps.

There has also been a cull of the trim levels, with Vauxhall now offering seven specifications for people to choose from. But with that comes new features, such as infotainment touchscreens as standard across the line-up, while wireless charging, a digital instrument display and ergonomic sports seats fitted to the top-end models.

What’s under the bonnet?

As previously mentioned, the refreshed Astra comes with a series of new engines – three to be precise. There are two petrol blocks – measuring 1.2- and 1.4-litres in size – and a single diesel unit, a 1.5-litre. All three engines are three-cylinder units.

We tried the highest output petrol, the 143bhp 1.2-litre, which also develops 225Nm of torque. Alongside a six-speed manual transmission, the Astra can get from 0-60mph in 8.8 seconds and reach a top speed of 137mph.

With this combination on board, the hatchback feels more than fast enough and nice to use. You can rev the engine quite highly before needing to change gear and it feels well-refined. Through the WLTP cycle, it’s claimed that this Astra can return up to 54.3mpg and just 99g/km CO2.

Here’s Vauxhall’s facelifted Astra. Nice to drive and the new equipment is very handy indeed pic.twitter.com/ncQ70bwtTF

— Jack Healy (@jack_healy19) August 30, 2019

 

What’s it like to drive?

Chassis changes are telling, as the Astra felt stable and composed on the bumpy test route weaving through the Leicestershire countryside. A few bumps were transferred into the cabin, but they were few and far between, while wind and road noise is well-concealed. Having only driven on 17-inch alloys, we can confirm that it feels well-damped with these alloys fitted.

There is a lack of feel due to the electronic steering, but it’s direct and only goes to understeer when really pushed. When cruising, the Astra settles down very well and will remain a favourite for those needing a cossetted hatchback for long distances. Despite the sloping roofline and smaller rear windows, all-round visibility is good, while it’s easy to get comfortable with a height and reach-adjustable steering column and well-bolstered seats with adjustable lumbar support.

How does it look?

With the facelift comes a new fascia, which features more prominent chrome detailing and a new grille for a sportier look. And that new front-end is the start of a much sleeker vehicle, with this Astra the smoothest-looking yet. All of these design changes, including special flaps behind the grille to direct airflow, have all been added to improve fuel efficiency.

Vauxhall also continues to offer the Astra with the class-exclusive Matrix LED headlights, with the units featuring a signature design. LED daytime running lights are fitted as standard. The rear is almost identical to before. It’s certainly not an ugly car and we’d say it looks smarter – although we think the Sports Tourer estate version is the better looking of the two body types.

What’s it like inside?

Vauxhall has incorporated a series of new features into the cabin and has decluttered the dashboard considerably. It’s well put together and solidly built, with scratchy plastics few and far between. It isn’t the most exciting cabin in the world, but it does the job more than well enough. The Elite Nav model we tested also came with leather upholstery throughout, with the front sports seats being very comfortable.

The facelifted Astra is also rather spacious, with even taller drivers allowing for lots of legroom in the rear. The 370-litre boot space is also well-shaped and the boot lip isn’t too high either, making it easy to load and unload.

What’s the spec like?

With the refreshed model, Vauxhall has ensured that entry-level options come with a good standard of equipment. Starting from £18,885, the base SE model features 16-alloy wheels, a seven-inch touchscreen infotainment system, smartphone mirroring, air conditioning, Bluetooth and cruise control – covering all the essentials.

In the Elite Nav trim we tried, Vauxhall also includes 17-inch alloys, an eight-inch touchscreen, climate control, leather seats and steering wheel with heating function, front camera system, LED headlights and an eight-inch digital instrument cluster. Prices for that start from £23,955. Our test car also came with front and rear parking sensors – an option box we’d definitely tick – and a heated windscreen, with a few other additions besides, taking the total cost to £26,210.

Verdict

With the new range of engines and equipment, Vauxhall has done an impressive job with this mid-life refresh for the Astra. It may not be as complete as the rival Ford Focus, but it manages to be comfortable, nice to drive and spacious – all the things a typical hatchback buyer needs.

The automatic transmission on the diesel is a major let down though, so we’d recommend going for the manual gearbox if you’re going to plum for the more efficient engine.

This mid-life update is a good step up for the Astra, and on the whole, makes it a more appealing package. It’s likely to remain incredibly popular with its core market and continue to be a strong contender in the large hatchback segment.

Facts at a glance

• Model: Vauxhall Astra Elite Nav
• Price: £26,210
• Engine: 1.2-litre petrol
• Power (bhp): 143
• Torque (Nm): 225
• Max speed (mph): 137
• 0-60mph: 8.8 seconds
• MPG: 54.3
• Emissions (g/km): 99

Getting a car into production is no easy feat – a lot of changes and complications can occur along the way. Though many may make the cut, it’s not unusual for some cars to get close to reality before being prematurely axed, destined to never hit the road.

These elusive machines leave a lot of ‘what if?’ questions, and sadly we’ll never know the answer. We’ve picked out some of the best cars that could’ve been…

Honda NSX V10

That’s right, the reborn NSX almost reached production with a V10 – and a front-mounted one, in fact. Back in 2008, videos and pictures emerged of Honda testing a camouflaged sportscar, sparking a lot of excitement from fans of the ‘90s icon.

Unfortunately, Honda scrapped the idea to focus on more fuel-efficient models, meaning the front-engined V10 NSX never saw the light of day. Well, it partially did actually, in the form of the HSV-010 race car — though a road-going variant wasn’t to be. The NSX instead was reborn as a mid-engined, V6 hybrid machine that’s still interesting — but it could’ve been a whole different beast…

Jaguar C-X75

 

You may recognise this sleek supercar from the Bond movie Spectre where it was used to chase 007 and his Aston Martin DB10 through the streets of Rome. The development C-X75 features a hybrid powertrain consisting of batteries that were charged by two diesel-fed micro gas turbines, while the production model was set to replace the turbines with a small internal combustion engine.

In 2011, Jaguar had plans to put the C-X75 into limited production, with the British brand announcing that a maximum of 250 cars would be produced and each costing just under £1 million. Just a year later though, the project was canned.

BMW M3 Compact

 In an attempt to attract younger buyers into the showroom, BMW thought of producing an M version of the ‘90s 3 Series Compact. The German firm even built a prototype featuring the E36 M3’s 317bhp straight-six engine – although the production model was likely to receive a less powerful six-cylinder – and a 150kg drop in weight. Sadly, it was never to be.

Range Rover SV Coupe

 This niche two-door luxury SUV was very much set for production. Land Rover was going to make 999 examples, each costing around £240,000, until the manufacturer informed customers that it had decided not to go ahead with the model earlier this year.

Instead, as with most of the carmakers on this list, it decided to focus on other, future products, including electrification. Maybe 5.0-litre supercharged V8 SUVs with only two doors isn’t such a booming segment after all.

Lamborghini Estoque

 

Now this is a complicated one – there’s no shortage of rumours and speculation surrounding the Estoque. In 2008, Lamborghini came out with this – a four-door concept car with a V10 powerplant under the bonnet.

The Italian supercar manufacturer never officially announced the car would go into production, to a lot of enthusiast’s disappointment, but that didn’t stop the reports of the car hitting the roads.

What is it?

Many might consider the Polo, Golf and Passat as Volkswagen’s longest-serving nameplates on sale today, but it is in fact the Transporter van that holds this accolade – offering an astonishing 70 years of service to breakdown firms, couriers and independent businesses.

We’re now in the Transporter’s sixth generation, hence the T6 – a logical nameplate, for a change – with over 12 million being sold since 1949. It’s also Volkswagen’s best-selling van by some distance, and the fourth most popular overall van in the UK.

Four years after the T6 first went on sale, here we have the facelift T6.1, but can it deliver?

What’s new?

The days of vans being backwards next to cars are long over, and this latest Transporter shows this vividly – predominantly in the cabin.

A new dashboard gives the Transporter an ever more car-like feel, while VW has bolstered connectivity levels through the standard 6.5-inch touchscreen with smartphone mirroring and VW’s ‘We Connect’ range of online services.

Safety has also been enhanced significantly, with the Transporter coming as standard with new driver assistance features, such as autonomous emergency braking and crosswind assist – the latter automatically applies brakes if the van becomes unstable.

The Transporter has also been given a trademark ‘nip and tuck’ facelift, but more on that later.

What’s under the bonnet?

Volkswagen ditched petrol engines a couple of years ago in the Transporter (they accounted for just one per cent of sales, says VW) so diesel completely rules here, and it’s the infamous 2.0 TDI that accounts for all versions.

To meet tight emissions regulations, there has been a few changes to the line-up – some engines becoming more powerful; others less. In the new engine range power outputs of 89, 108, 148 and 196bhp are now offered.

Our test van is the 108bhp version, which is paired to a five-speed manual gearbox. This level of power doesn’t sound much, but a plentiful 250Nm of torque means that this engine is surprisingly eager to get up to speed.

Next year Volkswagen will also introduce an all-electric version of the Transporter – broadening the van’s appeal further.

What’s it like to drive?

The Transporter has always had refinement on its side, and this facelift has thankfully not changed that.

It remains one of the best vans to drive on sale today – offering a comfortable and supple ride (ideal for delivery drivers bouncing over seemingly invisible speedbumps). As with any van, when it’s unloaded, the lack of sound insulation is noticed immediately, but once fully loaded (we tried both) it helps to iron out the issue.

The relatively light steering is also a bonus around town – making the Transporter no more difficult to manouevre than a typical hatchback, albeit opting for rear parking sensors and a reversing camera would likely be a worthy investment to make from the options list.

How does it look?

The cynical might compare the styling of the new T6.1 (the ‘.1’ meant to resemble an iPhone-style update) to the T5, which debuted in 2003. However, a lot has changed in that time – it’s just hard to go too outlandish with a commercial vehicle’s design.

The most notable changes are at the front, which is headed up by new twin headlights (LEDs on range-topping models), along with revised daytime running lights. A redesigned front bumper is another feature on the facelift, along with a new grille with a more imposing chrome strip.

Choosing between the trim levels can hugely affect the van’s looks, as opting for the entry-level Startline brings black plastic bumpers and steel wheels, while those wanting something a bit classier to look at should choose the Highline – bringing alloys and painted bumper trim.

What’s it like inside?

Step inside the T6.1, and purely looking at the dash you could be forgiven for thinking you were in a Polo or Golf – the quality is that good. The plastics all feel solid and built to stand the test of time, with the switchgear also being easy to use.

A big difference on this update comes in the form of the now standard 6.5-inch touchscreen – known as ‘Composition Colour’. While not coming with satellite-navigation, it brings smartphone mirroring and We Connect, which adds a host of online connected services. These include access to emergency call and a parking locator.

Up front there is also a decent amount of room for adults to sit three abreast, while the load bay is also a generous size, with buyers able to choose a long-wheelbase version – adding an additional 40cm of room. Unfortunately, VW has not yet announced details on the payload of the Transporter.

What’s the spec like?

Volkswagen has made big strides when it comes to the standard equipment of the Transporter, with features such as electric windows, electric mirrors, Bluetooth and a 6.5-inch touchscreen all now being added to the list of kit included. The Startline is the base model, with provisional prices expected to start from £21,635. Full pricing will be revealed when order books open in November, though it’s expected to be slightly more than comparative rivals.

From launch the only other grade available on the van will be the Highline, which gains alloy wheels, painted bumpers, cruise control, rear parking sensors and a heated windscreen. It’s the best-selling trim – being most popular with independent businesses and one-man-bands, with the Startline being the fleet favourite.

The Transporter van annoyingly misses out on certain features found on other T6.1 derivatives (Caravelle, for example) – such as digital dials and the Volkswagen Group’s latest 9.2-inch MIB3 infotainment system.

Verdict

The Transporter has long been regarded as one of the best vans on sale today, and that continues with the T6.1. It is now more connected than ever, and comes with a much lengthier list of standard equipment.

These improvements have only enhanced the Transporter, which will likely continue to make this model one of the best-selling vans on sale in the UK. However, it’s only when full pricing and technical data is announced when we’ll know if the T6.1 is class-leading.

The performance SUV sector is booming. When the likes of Lamborghini and Alfa Romeo join the fray, you know things have become serious – and consumers are snapping them up thick and fast.

But with high performance, more often than not, comes a high price tag too. However, there are some used examples which offer all the thrills of a performance SUV at a fraction of the price. Here, we’re looking at some of the best for under £25,000.

Audi SQ5

Audi’s first-generation SQ5 was one of the first all-rounder sports SUVs. Diesel-powered (the SQ5 was the first oil-burner Audi S model, in fact) and effortlessly understated, its twin-turbocharged V6 produced well over 300bhp, and could go from 0-60mph in under five seconds.

Of course, being an Audi quality was rock-solid with the SQ5, while residuals have remained strong owing to that premium badge and the car’s excellent performance. Even so, you should still be able to nab a tidy example for under our £25,000 budget.

Porsche Macan

It’s cheating a little to include the first-generation Macan alongside the SQ5; the paired shared many components after all. However, the Porsche separated itself from its Ingolstadt cousin by its driving dynamics – which were sharper – as well as its interior, which felt more driver-focused than the SUV with four rings on the front.

The Macan S was the pick of the bunch, with a 3.0-litre petrol V6 providing ample punch. Fortunately, these are a great buy on the used market – and our £25,000 price cap will net a clean example of Porsche’s baby off-roader.

Mercedes ML63

The Mercedes ML – now known as the GLE – was one of the founders of the regular SUV range, offering go-anywhere capabilities as well as a top-notch level of luxury. However, for those with a little more need for speed, there was the AMG-fettled ML63 version.

Based on the second-generation ML, it featured a naturally-aspirated 6.2-litre V8 under the bonnet (other versions used a 5.5-litre V8), driven through a seven-speed automatic transmission. It could go from 0-60mph in just 4.8 seconds, bellowing and shouting the entire way. It’s certainly a car for those who like to make an entrance, this.

BMW X5 M50d

Much like the Mercedes, BMW’s X5 has been a mainstay in the SUV segment for some time now. And, like the car with the three-pronged star, there’s a performance version of it too, for those who like to sit up high but go quickly too.

Called the X5 M50d, early variants were powered by a beefy 3.0-litre straight-six diesel – the 5 on the back paid no relevance to engine size on this occasion, unfortunately. That said, it still represents great value for money, with plenty of options for under £25,000.

Range Rover Sport 5.0-litre

Range Rover’s first-generation Sport was a more dynamic take on the well-known off-roader. It combined the luxurious edge associated with the brand together with a more road-orientated dynamic setup.

It could also be fitted with a supercharged 5.0-litre V8, giving the Sport monstrous performance as well as a raucous soundtrack. And guess what? You can get used examples for well under our £25,000 budget

Volkswagen Touareg V10 TDI

A V10 powered SUV may sound absolutely ludicrous, and to be quite honest, it is, but Volkswagen made one and we’re grateful for it.

The Touareg V10 didn’t just use any 10-cylinder engine though, rather an unconventional diesel-powered unit. The result is masses of torque low in the rev range — ideal for spooking a supercar or two.

Summer holidays don’t have to mean cheap flights to far flung corners of the continent. Sometimes, a European road trip can be a great way to get away from the hustle and bustle of life while seeing new parts of the world.

However, as you drive around Europe — or even popular UK tourist destinations — you might notice that not all number plates are the same. In fact, every country has its own set of rules that dictate the order of the letters and numbers, and often you can glean information such as the year the car was first registered or even where it was first sold.

Read our guide to learn the rules behind some of Europe’s number plates so you can decipher them out on the road…

Germany

The German number plate is incredibly simple. The first one to three digits are dictated by the vehicle’s registration district, which is followed by a combination of one or two letters and one to four numbers that form the vehicle’s unique identifier.

Typically, larger districts will have a single letter, such as B for Berlin and F for Frankfurt, to allow more variation for smaller districts. Meanwhile, electric vehicles have an ‘E’ as the final letter instead of a number, while classic cars over 30 years old end with an ‘H’.

Between the district ID and vehicle ID are two stickers, which are a vehicle inspection sticker and federal state sticker, which identify the number plate as legally registered.

Italy

Italy’s number plates have undergone several revisions over the years, with the latest system introduced in 1994 and refined in 1999. It uses the format of two letters, three numbers and two letters, with a blue band either side. On the left, the typical EU country code – in this case ‘I’ – and on the right, the code for the province and year the vehicle was registered in. This latter section is optional, though.

Other than that, though, the lettering is random, so if the owner hasn’t opted to include the province code on the right-hand side, there’s no information to be gleaned. However, some authorities have special codes in red at the start of the plate, such as EI for the military or VF for firefighters.

France

Our friends across the channel introduced their latest system fairly recently, largely copying Italy in 2009. It follows the same two letters, three numbers, three letters format, with the blue strip on the right dictating a region.

Where it differs from Italy is in the fact that the region’s emblem or coat of arms is used in place of letters, while a number is used to indicate the department within that region. Also, where the vehicle is actually registered doesn’t matter – the first owner chooses whichever region and code they’d like.

Spain

Spain has a very simple set-up that counts vehicles nationwide, meaning a little information can be gleaned from the alphanumeric set, which is four numbers followed by three letters.

The first four numbers start with 0000 and end with 9999, and each vehicle that is registered gets the next number up, for example 0000, then 0001, 0002, etc. The three letters are a combination of consonants that started with BBB and will end with ZZZ. This gives 80 million possible combinations.

Once a letter combination hits 9,999 registered vehicles, it rolls over to the next letter combination, and the counter goes back to 0000. For example, 9999 BBB would be followed by 0000 BBC, and 9999 KBB would roll over to 0000KBC.

This means you can generally tell whether a car is new or old based on the letter combination.

Russia

If you’ve spent any time on YouTube you’ll no doubt have fallen down the Russian dashcam rabbit hole, so understanding the number plates might actually be quite interesting.

Private vehicles use the format of one letter, three numbers and two letters – to make sure the number plates are easy to understand when Russians driving their vehicles abroad, few Cyrillic symbols, which are used in the Russian alphabet, are used. The combination is random.

To the right-hand side in a box is the region number the vehicle is registered to. Most regions have just one number, but there’s a limit of 1,726,272 vehicle IDs per region, so some densely populated areas have been given multiple region codes – Moscow has eight, for example.

What is it?

In case you hadn’t noticed, SUVs are big business now. Hatchbacks and small estates continue to be shunned in favour of compact off-roaders and crossovers – and Skoda is a company well aware of this. It’s why it has now bolstered its SUV line-up with this – the new Kamiq – which sits alongside the Karoq and Kodiaq in the firm’s range of high-riders.

It’s based on the same underpinnings as the Volkswagen Polo and Seat Arona. A compact platform, that’s for sure, but one that affords a fair degree more interior space than its dinky proportions would lead you to believe.

What’s new?

As we’ve mentioned, that compact platform underpins the Kamiq, and you’ll find many other aspects of the car influenced by Skoda’s Volkswagen Group owners too. The benefit of this is that there are many high-end functions now available on the pint-sized Czech machine, such as lane keep assist, front assist with city emergency braking and predictive pedestrian protection too.

There’s plenty of interior tech on offer here too – though we’ll cover this in more detail later on – while Skoda has fitted systems such as Apple CarPlay and Android Auto to ensure that even the most tech-savvy aren’t left disappointed.

Driving the new Skoda Kamiq. Diesel power for this one pic.twitter.com/JIkLZNdYoc

— Jack Evans (@jackrober) August 21, 2019

What’s under the bonnet?

Powering our particular Kamiq is a 1.0-litre turbocharged petrol engine putting out 113bhp and 200Nm of torque. Despite its compact size, this powertrain can push the Skoda from 0 to 60mph in a snick under 10 seconds, and flat-out you’ll be doing a heady 120mph.

But of course, efficiency is further up the agenda here than outright performance, so it’s good to see that the Kamiq can return up to 53.3mpg while emitting between 120 and 150g/km CO2, depending on trim. Here, our car utilises a six-speed manual gearbox, though a DSG auto is available too.

Skoda believes that this engine is likely to be the most popular, though it is joined in the range by a larger 1.5-litre petrol, and a 1.6-litre turbocharged diesel too.

What’s it like to drive?

Given that the Kamiq rides considerably higher than the Scala hatch, you could forgive the dinky SUV for wallowing a little in the bends. However, this isn’t the case. When pushing on, the Kamiq handles admirably, managing its taller ride height impressively well. The ride quality is also superb – no Skoda-related pun intended – and it’s helped by a distinct lack of road noise, though there’s a little bit of wind chatter.

The steering is relatively lifeless but accurate, and the 1.0-litre engine under the bonnet does a decent job of getting the Kamiq up to speed in good enough time – though it can be a little vocal under hard acceleration.

Our car rode on standard springs; Skoda now offers selectable dampers on the Kamiq, giving you the option of firming up the ride for a more ‘sporting’ feel. In truth, we’d be happy without the option – the Kamiq rides just fine as it is and firming it up seems a little unnecessary.

How does it look?

You could argue that the appearance of the Kamiq is that of the larger Karoq albeit put on a hot wash, but you can’t argue with Skoda’s approach here. It has managed to give its cars a distinct ‘face’, and there’s a definite lineage between the SUVs ranging from the Kamiq up to the Kodiaq which helps to give the line-up a far more ‘family’ orientated look.

It’s a smart design, though, with squat, boxy proportions combining with chrome accents and gloss black detailing to give a well-rounded overall appearance. The smallest 16-inch alloys could end up looking a little lost in the arches despite the car’s compact size – though we’d expect that most buyers will opt for the largest 18-inch versions.

What’s it like inside?

Despite being on the same platform as the pint-sized Seat Arona, the Kamiq has a long wheelbase which means it’s able to offer more interior space. It’s noticeable, too; sit in the back and there’s plenty of leg- and headroom, even for taller passengers. Our car came with a panoramic sunroof and – bucking the trend you usually find with this option – it didn’t impede headroom at all.

Up front, things are light and airy. There are some cheaper plastics to be found, but then this is to be expected of a car in this segment. The top of the dash has been trimmed in a soft-touch rubberised material, though, and this really does help lift the overall perception of quality in the cabin.

When it comes to boot space, there’s 400 litres of seats-up room available, and this can be boosted up to 1,395 litres by folding the rear seats down. It’s impressive – a Volkswagen Golf can only offer 380 litres, for context.

What’s the spec like?

All cars get a version of infotainment system, though the screen’s size varies depending on specification, going from a base 6.5-inch unit right the way up to 9.2 inches. A new built-in eSIM means that the Kamiq’s satellite navigation can be consistently kept up-to-date, and also allows drivers to access Skoda’s mobile online services.

As mentioned, Apple CarPlay and Android Auto are included as standard, which helps to integrate a smartphone into the car’s system via a cable – or wirelessly via the Wireless Smartlink optional extra. And, as we’ve seen on other cars released recently, the Kamiq packs USB-C ports – so if you’re using older USB connections, you’ll need to buy an adaptor.

Verdict

There’s really no reason why you wouldn’t be happy to find yourself with the keys to a Kamiq. It’s arguably one of the most practical and spacious cars in the segment, and it’s backed up by willing driving characteristics too. Though prices haven’t been released yet, we’ve been tipped off that mid-range SE cars fitted with the 1.0-litre engine we’ve driven here will come in at just under £20,000, and given the amount of tech on board, overall build quality and sparkling driving dynamics, that seems quite the deal to us.

Facts at a glance

• Model as tested: Skoda Kamiq
• Price: £TBA
• Engine: 1.0-litre turbocharged petrol
• Power (bhp): 113
• Torque (Nm): 200
• Max speed (mph): 120
• 0-60mph: 9.7 seconds
• MPG: 42.8-53.3
• Emissions (g/km): 120-150

It’s commendable when a car design team comes up with an idea that defies convention, but while it has sometimes paid off, the envelope can be pushed either too early, or the wrong way entirely.

From electric cars that came too soon, to concepts to change the face of mobility as a whole, these are the outlandish cars that tried in vein to be inventive.

Sinclair C5

Sir Clive Sinclair made headway in the early days of computing with his eponymous company and products like the ZX Spectrum, but not all ventures equated to success for the entrepreneur.

His interest in electric cars resulted in the formation of Sinclair Vehicles, which debuted the pedal-assisted C5 in January 1985. Production had stopped by August, and the company as a whole went into liquidation in November, after sales and reviews of the early EV proved equally poor.

While the C5 still retains something of a cult following today, don’t expect a revival any time soon; the concept is likely not best suited to the modern world of legislation and lawsuits.

General Motors EV 1

With a touted electric range as high as 160 miles (for post-1999, second-generation cars), and charging times that still don’t read terribly today, the General Motors EV 1 looked like a real leap-forward in emissions-free motoring when it debuted in 1996.

The cars were distributed to the public on a lease basis, and in 2002, all of the cars were pulled from the road. Controversially, a majority were then destroyed, while others would arrive at educational establishments or museums in deactivated form.

While those who leased the cars understandably didn’t want to let them go, an alleged cost to GM of $250,000 per car versus a $300 per month lease fee may go some way to explaining the project’s demise.

Nissan GT-R LM Nismo

It is rare that we feature racing cars in lists of this nature, but it’s equally rare for a manufacturer this big to make something this radical, and for it to go this badly wrong. Nissan was hardly coy with the project, either; the GT-R LM Nismo even played a starring role in a Super Bowl advert in 2015.

That year’s Le Mans 24 Hours saw the racing debut of the car, which was unique among its premiere (LMP1) class rivals for being front-engined. It also delivered its internal combustion engine power to the front wheels, with an electric motor delivering power to the rear axle.

Unfortunately, development for the GT-R was troubled, and on race weekend the car was 20 seconds per lap off the pace. None of the three entries were classified as finishers, and while development continued until the year’s end, the project was cancelled before it ever raced again.

Proton Gen-2

Sold in the UK as a unique ‘dual-fuel’ car, the Gen-2 could accept either petrol or LPG. The fact that it could be fuelled on the latter was touted as the main selling point for the Proton, which was a problem for two reasons.

Firstly, LPG wasn’t readily available at many fuel stations when the Gen-2 arrived in 2008 – and it still isn’t a decade on – plus, beyond the duel-fuel gimmick, it wasn’t a particularly great car.

DMC DeLorean

The worst thing a manufacturer can do is yell from the rooftops about proposed innovations, and then fail to deliver.

The DeLorean was supposed to feature a Wankel rotary engine, and the chassis was to be built using a new manufacturing method dubbed elastic reservoir moulding. However, both of these plans, as well as other outlandish ideas, had to be scrapped, and the car was instead almost completely re-engineered.

A brief production run of what proved to be an underpowered, far from perfect vehicle persisted from 1981 to 1983 in Northern Ireland. From there, it was destined to be a history book footnote, until Marty McFly arrived to propel the car to 88mph and perpetual cult icon status.

Aston Martin Lagonda

With a look that can generously be described as bold, the Lagonda really owed it to itself to be as radical as its design would have you believe. And to Aston Martin’s credit, it certainly tried.

With LED dashboard displays, touch pad controls, a gas plasma display and plenty of other quintessentially 1970s innovations, the interior of the Lagonda was straight out of a Tomorrow’s World episode.

Unfortunately, these innovations were as unreliable as they were bewildering to customers, and despite soldiering on from 1974 until 1990, well under 1,000 were built and sold.