DriveBlog

Biofuels - vision or mirage?

driver@driveblog.co.uk — 2008-04-09T15:54:31+01:00

Everywhere you go these days – particularly in the United States – the talk is of biofuels. People seem to have latched onto the idea that we can grow our own fuel as being the panacea for all our fossil fuel ills.

America is particularly enthusiastic because of the promise that biofuel could be used to replace imported oil.

But, have the supporters of biofuels stopped to think things through?

According to experts at the Macaulay Institute for land use research, achieving the target of 5% of biofuel content in petrol and diesel by next year (2009) would require ONE FIFTH of Britain's agricultural land to be turned over to biofuel production!

Remember that is for only 5% biofuel. Presumably 25% biofuel would need all the agricultural land in Britain.

So where would we grow our food?

If we, or the Americans, can't grow food, will we snatch it from under the noses of those in third world countries?
Alternatively will we continue to grow food? If so, will we look to third world countries to grow our fuel, by stopping their food production, or destroying their rain forests to replace them with oil producing palms?

Either way it becomes a rich v. poor country issue, with only one common outcome.

Exploitation or even starvation for poorer countries.

From that perspective, it seems that a biofuel future is not so much a vision, more of a mirage.

BMW’s Canine Repellent Alloy Protection

driver@driveblog.co.uk — 2008-04-01T09:18:43+01:00

On April 1, BMW announced the first details of the new Canine Repellent Alloy Protection system. Designed to stop dogs fouling against the sparkling alloys of new BMW cars, the innovative Canine Repellent Alloy Protection system (C.R.A.P.) is the latest offering in the BMW EfficientDynamics programme.

Using the EfficientDynamics Brake Energy Regeneration system, energy that would normally have been lost during engine over-run and during braking is harnessed as Rim Impulse Power (R.I.P.) and stored for future use. Whenever a dog tries to relieve itself on the wheel of a suitably-equipped BMW, a small and relatively painless electric shock is immediately administered to the animal, thus deterring it from future fouling.

Dr Hans Zoff, Head of Automotive Security from BMW AG, said; “Research shows that most BMW customers like to keep their cars clean and dog fouling is a constant irritant. Not only does the Canine Repellent Alloy Protection system support this aim, but it does so using energy created through the EfficientDynamics programme. Beauty through engineering perfection – our philosophy in a wheel nut.”

Average speed cameras could be a threat to safety

driver@driveblog.co.uk — 2008-03-28T09:58:59+00:00

News of a potential increase in the use of average speed cameras, sends shudder down my spine. It's not that I have any desire to flout the speed limits. I just think that the best place for our eyes to focus, as drivers, is on the road.... not on our speedometers!

In any case, the statistics are quite clear. Exceeding speed limits – according to Government figures – is the cause of only 5% of accidents. So – if we are really serious about road safety – we should be putting more emphasis on what causes the other 95% of accidents.

Failure to look properly accounts for a third of all accidents. These should be focussed on the road – not on the speedometer!

The benefit of traditional speed cameras is that they can be (but often aren't) used to ensure that we do slow down where speed is critical. Situations like dangerous road junctions. Or outside playgrounds or schools.

There they encourage drivers to think about the speed they are doing, glance (and hopefully only a glance!) at the speedometer, before getting their eyes back where they should be, on the road.

Average speed cameras (unless you happen to have cruise control) mean that you have to watch the speedometer like a hawk, to the inevitable detriment of looking at the road and observing what is going on around you.

And guess what is by far the largest cause of accidents, accounting for a third?

Failure to look properly!

That ought to give those who want average speed cameras something to think about.

Ford says Tata to Jaguar and Land Rover

driver@driveblog.co.uk — 2008-03-26T13:07:35+00:00

One of the most open secrets in the motor industry was confirmed at today when the Ford Motor Company made the official announcement of the sale of Jaguar and Land Rover to Tata Motors of India.

The US $2.3 billion deal will provide a welcome boost for Ford's finances and should end the uncertainty about the immediate future for the British brands. In addition to their car manufacturing business Tata recently took over steel maker Corus and are also the company behind the Tetley Tea brand.

Tata are already active in the mainstream and 4x4 sector. Seen here is the Tata Safari.

Commenting on the acquisition, Ratan Tata, Chairman of Tata Sons and Tata Motors, said:

"We are very pleased at the prospect of Jaguar and Land Rover being a significant part of our automotive business. We have enormous respect for the two brands and will endeavour to preserve and build on their heritage and competitiveness, keeping their identities intact.

"We aim to support their growth, while holding true to our principles of allowing the management and employees to bring their experience and expertise to bear on the growth of the business."

New Tiguan is a great all-rounder

driver@driveblog.co.uk — 2008-02-29T20:20:04+00:00

When Volkswagen set out to build their new off-roader, the Tiguan, their stated intention was to produce a smaller version of the Touareg.

The newcomer certainly looks the part. Like its bigger sibling the lines are classy, perhaps even understated. Indeed, despite its newness, the Tiguan caused little stir on a week of commuting and a weekend at the tourist haunts in Perthshire.

My test car was the two litre diesel, which currently comes in 140PS form. A more powerful 170PS version will be available later this year. However, I found the current engine lively enough. It’s 0-62 acceleration of 10.5 sounds slower than the car feels and the usual diesel torque means is plenty of punch at overtaking speeds.

Inside the Tiguan is relatively spacious, comfortable and, in usual Volkswagen style, exudes an aura of build quality.
There are two versions to choose from – Sport, or Escape. The main difference is the front end treatment. Because the Tiguan has a fairly long front overhang, the spoiler could be in mortal danger if you indulged in serious off-roading. The Escape, therefore, has a shallower cut-away front with a skid plate, to allow more challenging angles of attack.

The test car had two gadgets that would be the envy of any L-driver. The first, fitted as standard, is an auto-hold that takes the terror out of hill starts. The second is the £450 option of Park Assist. This doesn't just beep at you, it actually parks the car!

My only previous experience with a similar system was on a top-of-the-range Lexus. The Tiguan trounces it for ease of use. You simply drive slowly past a line of parked cars and the system alerts you when it finds a space big enough. Then ¬– when you start reversing – it automatically steers the perfect reverse park!

All four passengers (and the dog) on the Perthshire jaunt agreed that the Tiguan offered good space and comfortable conditions. It’s a refined vehicle to drive, proving equally at home on city streets, dual carriageways or country roads.

I was most impressed with the Tiguan’s ability on the twisty mountain roads around Loch Tay. Where other off-roaders can have passengers feeling like they are on a stormy crossing of the Pentland Firth, the Tiguan stays remarkably flat. That, combined with responsive steering and good handling, makes this an ideal vehicle for these roads.

I was also pleasantly surprised by my overall consumption, at just a shade under 35 mpg. That’s an excellent figure for a 4x4 off road vehicle.

My test car had the excellent £1250 six-speed 'tiptronic' automatic gearbox. The Tiguan suits this transmission well, and it gives the option of an effective sports mode or manual changes.

So is this a really ‘soft roader’ with no ability to take to the heather tracks? Well, no. Like many other small off-roaders, it does lack a low-ratio gearbox or differential locks. But, one prod of the off-road button adjusts the throttle response, engages hill-descent assist and uses the brake sensors to stop the wheels spinning.

A few weeks ago I had the chance to drive the top-of-the-range V10 Touareg. Climbing into the Tiguan after that is a stern test. At £20,050 it is almost a third of the price of its bigger brother, but it stands up to comparison. Yes, Volkswagen have built their small Touareg!

My test car was the two litre diesel Tiguan which currently comes in only one form, putting out 140PS. But a more powerful 170PS version will be available later this year. I actually found the current engine lively enough. It’s 0-62 acceleration of 10.5 sounds slower than it feels and the usual diesel torque means that, at overtaking speeds, there is plenty of punch.

Inside it is spacious, comfortable and, in usual Volkswagen style, exudes an aura of good build quality. Initially I wished for a steering wheel that adjusted lower, but soon became used to the taller driving position.

There are two versions to choose from – Sport, or Escape. The main difference is the front end treatment. Because the Tiguan has a fairly long front overhang, the front spoiler and valance could be in mortal danger if you took to the really rough stuff. The road test Escape version has a shallower front with a skid plate style to allow sharper angles of attack.

The Tiguan has two gadgets that would be the envy of any L-driver. Fitted as standard is an auto-hold function, that takes the terror out of hill starts. More unusually, the test car had the £450 option of Park Assist. This doesn't just beep at you, it actually parks the car!

My only previous experience with this type of system was on a top-of-the-range Lexus. The Tiguan trounces it for ease of use. You simply drive slowly past a line of parked cars with Park Assist activated and the car will alert you when it finds a space big enough. Then ¬– when you start reversing – it automatically turns the steering to help you to execute the perfect reverse park! You just accept the compliments of your passengers.

All four passengers (and the dog) on the Perthshire jaunt agreed that the Tiguan offered good space and comfortable conditions. It’s a very refined vehicle to drive, proving equally at home on city streets, dual carriageways or country roads.
The diesel engine is quite quiet, only making its presence known at tickover or under low-speed acceleration. The ride, though taut, is generally good, with just a little crashing on speed bumps.

Its ability on the twisty mountain roads around Loch Tay was very impressive. Where other off-roaders can have passengers feeling like they are on a stormy crossing in the Pentland Firth, the Tiguan stays remarkably calm and flat. That, combined with responsive steering and confidence inspiring handling, makes this a good companion in such conditions.

My overall consumption, including commuting was just a shade under 35 mpg. That’s an excellent figure for a 4x4 off road vehicle. Any eco-warriers who look up their noses at this vehicle are most certainly misguided.

The test car had the excellent six-speed 'tiptronic' automatic gearbox, which adds £1250 to the basic on-the-road price. But it is a good choice. The car suits the auto box well, and you have the usual option of sports mode or manual changes.

So is this a really ‘soft roader’ with no ability to take to the heather tracks?

Well, no, it is quite competent there. Like many other small off-roaders in this class, it lacks a low-ratio gearbox or differential locks. But, the off-road button adjusts the throttle response, engages hill-descent assist and uses the brake sensors to stop the wheels spinning – Volkswagen say it mimics the effect of a differential lock.

A few weeks ago I had the chance to drive the mightily impressive top-of-the-range V10 Touareg. Climbing into the Tiguan after that is a stern test. At £20,050 it is almost a third of the price of its bigger brother, but it stands up to comparison.

Yes, Volkswagen have built their small Touareg!

Claim that potholes endanger lives

driver@driveblog.co.uk — 2008-01-31T16:53:05+00:00

Britain used to be known for the quality of its road surfaces. No, don't laugh, it really did. Manufacturers from this country went to France to give their suspension a serious test, now the continental manufacturers are coming here for testing because our road surfaces are notorious.

TyreSafe have highlighted the problem citing a report last year that revealed damage to vehicles from potholes and bad road surfaces amounted to £320 million in 2006.

Motorists are most at risk from potholes in hours of darkness or in periods of reduced visibility, TyreSafe rightly point out, adding that there are increased dangers for those who are more exposed on motorcycles.

Frequently, damage to the tyre is not immediately visible, they point ouot, and therefore motorists may be unaware of this until a potentially catastrophic failure occurs, thus putting the vehicle occupants and other road users at risk. Furthermore, at high speed, alignment of the wheel may be affected, thereby promoting uneven tyre wear and the potential for a tyre blow-out.

Whilst it should be common practice for motorists, TyreSafe says that one method of reducing damage to tyres caused by potholes is to maintain them at the levels of pressure recommended by the vehicle manufacturer. If any level of damage is suspected, motorists should visit their nearest dealer or tyre retailer for their tyres to be examined for any faults.

Freelander grows up

driver@driveblog.co.uk — 2008-01-24T19:26:21+00:00

I've long been a fan of the Land Rover Freelander. I remember the excitement of the launch when Land Rover unveiled their new small off-roader in the south of Spain.

What impressed those of us on the launch was the way that Land Rover had met the brief of a more affordable small 4x4, but with the sort of off-road ability that you would expect of a Land Rover. Sure, as one journalist discovered, the Freelander was not made for yomping over the sort of bumps and ruts that its bigger siblings would dismiss with ease.

We were transversing an unsurfaced mountain road over the Sierra Nevada, when we came across a large truck blocking the route. Said journalist decided not to wait and set off across the mountainside, only to get the Freelander beached on a small hillock.

In reality, the Freelander will keep going in conditions that would leave most other soft-roaders behind. The specification didn't look too promising. There was no low ratio gears and no differential locks. What the Freelander did have, though, was a sophisticated traction control system and the first hill descent control.

For those not familiar with these devices, they use the anti-lock braking system to keep the vehicle at slow speed when descending a steep slope. As any off road driver will point out, you must not touch the brakes on a steep descent. To do so risks instant loss of control with potentially serious consequences. I can say that as witness to a Mitsubishi Shogun which ended up on two wheels, within a whisker of falling over, after the driver tried to slow her descent with the brakes.

So impressed was I with the Freelander that, when we took the decision to become country dwellers, we paid a visit to our local Land Rover dealer and purchased a six-month old, extremely-low mileage model.

We loved that Freelander. That was until we discovered that reliability and build quality was not the best.

The encouraging thing about Freelander 2 is that it is now made in a different factory. One that has proven to me it can build a car with top notch reliability and build quality – the Halewood factory that also produces the Jaguar X-type.

The road test car was the Land Rover Freelander 2.2 TD4 in HSE specification. It was certainly luxuriously equipped, but at a price – namely £30,960 on the road. The test car also had auto box at £1370, and claimed to have bi-Xenon adaptive lights at £995 – but they didn't move on my test! You can get a Freelander 2 for less. Prices for the Freelander 2 start at £20,960.

With the diesel engine well subdued, the characteristic clatter really only makes itself known under acceleration when cold. You would expect reasonably good economy from a relatively small 4x4 with diesel power, but I thought 27 mpg on my daily commute was a bit disappointing, given that most of the 44-mile round trip is on country roads. The official combined figure is 33.2 mpg.

On the plus side it is a lively responder once you are past the initial hesitation waiting for the turbocharger to cut in. The automatic gearbox on the test car seems very well suited to the engine. So much so, that I pretty soon gave up an notion of trying the manual holds. There seemed little advantage. Even the sports setting seemed unnecessary most of the time.

The new Freelander is a big improvement on the old when it comes to twisty country roads. The old Freelander had quite a bit of the Land Rover "lurch" if you negotiated a series of tight bends. Freelander 2 is much better controlled. For an off-roader it also has remarkably sharp steering, although on tall tyres it is never going to have the responses of a low-profile tyred hatchback.

The HSE model comes with touch-screen satellite navigation. These systems are so much easier to use that the fiddly systems where you have to twiddle a knob to set your destination or change the settings.

As I said, I was impressed with the original. Freelander 2 keeps the best of Freelander 1 and adds more sophistication, better dynamics, a greater impression of build quality and the prospect of better reliability. That makes it all the more attractive a proposition and much more pleasant to drive.

The new Freelander combines all the best about the original, plus the promise of reliability, along with much greater levels of sophistication.

Volkswagen Touareg - the discrete off-roader

driver@driveblog.co.uk — 2008-01-11T12:21:38+00:00

Drive a big off-roader these days and you may invite some questioning about your need for such a large vehicle. That's a more likely line of questioning if your choice of off-roader carries a badge that presents an image of luxury.

The Volkswagen Touareg may offer a rather distinct appeal for those who prefer the understated approach.

It is a big off-roader. It was developed in conjunction with Porsche for their Cayenne 4X4. It is also powered by a range of engines that starts at 3.6 litres.

Yet, when you tell someone you drive a Volkswagen Touareg, they are not likely to think big, or expensive, in the same way as they might about some other marques. The appearance too is, if anything, understated. The most recent facelift to bring it more into line with the latest Volkswagen corporate look, has, if anything, reduced its visual size.

But don't be misled. The Touareg is a big vehicle. It is spacious, powerful and capable - particularly in the five-litre V10 form that I drove for my most recent road test of this model. The range starts at £36,532 for the V6 3.2-litre and rises to £54,867 for my test car, the Touareg 5.0 V10 TDI SE - just one notch down from the top-of-the-range Altitude version.

It is an up-market vehicle then. It sits alongside the Volkswagen Phaeton, the big luxury saloon, as a car that makes us re-think our perceptions of Volkswagen as the producers of small and family sized hatchbacks and saloons. Volkswagen, after all means "people's car".

At launch, some five years ago the Touareg took Volkswagen into a new market.

Volkswagen and its collaborator Porsche had both missed out on the early days of the sports utility vehicle boom. But with lifestyle vehicle sales still on the up, Porsche, in particular, have reaped the rewards of their late entry into this market from massive sales growth in the USA.

Strictly speaking the Touareg was not an entirely new market for Volkswagen. Many years earlier they had produced a military off-road vehicle and, of course, many of the company's mainstream models are available with 4Motion four-whee-drive as an option.

It goes without saying that the V10 Touareg has ample power for hard work off road, for towing or just for everyday motoring. It is also superbly refined. You really have to stand close to it at tickover to have any clue that it is a diesel engine under the bonnet.

Out on the open road its responses are quick and the noise level is non existent. Matched to an excellent automatic gearbox it makes the Touareg an effortless car to drive, either around town, on dual carriageway or on more twisty give-and-take country roads.

You can select your own gears. But why bother? The Touareg has the power and the torque to deliver perfectly without any driver intervention. You can also choose a sports setting on the gearbox, but I seldom used that, for the same reason. This car just delivers the power you want, when you want it with just a touch on the throttle.

For those who like to see proof, the 0-60 time for the Touareg V10 is just 7.4 seconds. What is so impressive is the way that power keeps coming, so effortlessly, until you reach your chosen cruising speed. Inevitably, such a big engine is not going to be the most economical and - on my daily commute - the Touareg V10 consistently returned just a fraction under 20 mpg. On longer out-of-town journeys you should expect to get well into the 30s.

On twisty roads, the Touareg proved a great companion. It drives like something much smaller and more nimble. The steering feels remarkably precise for such a big vehicle and body roll - something that is the bugbear of so many big off-roaders - is minimal. You can also dial in comfort or sports settings for even more fine tuning of the suspension.

The suspension height can also be set for different conditions. You can drop it right down low to make loading the large flat load area even easier. In normal settings, the car will automatically lower itself at speed to help stability and aerodynamics. Above that are four different settings to cope with off-road conditions.

Some vehicles in this class don't provide all the options for really difficult conditions. The Touareg, however has the complete range of options for locking differentials to cope with the worst of conditions. It certainly mastered my off-road course with ease.

With a price that falls between the Land Rover Discovery and the Range Rover, you would expect the V10 Touareg to be a luxurious place to be. It is.

It is spacious and comfortable. With all the equipment and options, there inevitably are a lot of controls and switches to learn. But, fortunately, I found the layout very logical and intuitive, adding to my enjoyment of the Touareg.

If it sounds like I liked the Touareg V10 TDI, then you are right. I really could be very happy using this vehicle as my day-to-day transport.

Renault Laguna Sport Tourer

driver@driveblog.co.uk — 2007-12-13T19:11:08+00:00

Renault chose to play it fairly safe, in styling terms, when it launched the new Laguna in October. So, when I picked up the new Laguna Sports Tourer - which won't go on sale until January 2008 - it didn't really attract much attention for a model that no-one had seen on the roads yet.

The only exception was an employee of our local Mercedes Benz dealer who exclaimed at how nice it was, after peering through the window. Perhaps that is no co-incidence. The interior of this car sets new standards for Renault. It looks and feels a bit more like it had been put together in a German, rather than French, factory. Although, the added bonus is that it perhaps has a little more Gallic design flair than some of the sombre, no-nonsense German car interiors.

So it looks good, if not eye-catching. The new Renault Laguna Tourer is also very practical. Passenger space is good and the luggage area is excellent with a good flat load floor.

The controls are generally good and I felt quite at home behind the wheel, apart from the electronic handbrake. I really don't like the current fashion for electronic handbrakes on manual cars. It's more fiddly in traffic and can be quite tricky for hill starts. Although the brake does simply release itself when you drive off.

I also usually wonder why there is the current fashion for a separate start button. Why have to carry out two functions (put the key in and then press a button) where one (key in and twist) used to suffice. But, at least on this Renault you don't need the key. As long as you have the card on your person, the doors will open for you and the engine will start.

The test car had Renault's new 2.0 dCi 175 engine. It is impressive. For a diesel it is extremely quiet and there is no harshness transmitted into the interior. However, I still miss the instant throttle response of petrol engines. As with many diesels, this one feels as though someone has fitted a bit of elastic into the throttle linkage.

It's hard to argue with the economy though and even I can see the logic of the diesel when you look at the average consumption. My daily 40-plus mile commute, returned over 40 mpg – a remarkable figure for a full-size, spacious family estate car.

My 44-mile daily commute returned more than 40 mpg, which is remarkable for a spacious estate car. It's also a responsive and willing unit. Acceleration 0-62 mph is dispatched in a very rapid 8.7 seconds and the Sports Tourer will pull strongly right through to the legal limit. It is very happy cruising quietly and serenely on dual carriageways.

It is also quite a good companion when you pull off onto the B-roads. The feedback is not up there with the best, and poor road surfaces can cause this car some distress, with the occasional protest.

The Renault Laguna Sports Tourer 2.0 dCi Dynamic S comes loaded with equipment at £20,650.

Sell the Prius, it's not green enough

driver@driveblog.co.uk — 2007-12-10T12:55:21+00:00

I remember a year or so ago I was amazed at a Volkswagen Polo diesel that - try as I did - I could not get to do less than 48 mpg. That memorable performance has now been upstaged... by a Volkswagen Polo. But this one is the Polo BlueMotion, which, in its basic form, has such low emissions that it costs nothing to tax in the UK and allows you free access to London Congestion Charge zone.

The car that I tested was the BlueMotion 2. With the addition of creature comforts like air conditioning, this version pushes double digit carbon dioxide emissions just into three figures – enough to qualify for tax, but buy the BlueMotion 1 and your tax and congestion charge are zero.

Both versions use a 1.4-litre diesel engine with a special turbocharger and electronic gas recirculation. The five-speed gearbox has also been fitted with revised ratios. The final economy edge comes from special aerodynamics, including a distinctive faired-in radiator grille, plus lightweight wheels and low rolling-resistance tyres.

The economy is certainly impressive. The official combined fuel economy is 74.3 mpg. In the real world, though, my first drive was a 22-mile commute. For part of the journey the Polo BlueMotion hovered over 70 mpg before settling back to a still remarkable 57 mpg by my destination. In my book that is pretty amazing for a commute at rush hour, albeit skirting round the worst of the jams.

Hearing that economy has been the prime consideration in developing the Polo Bluemotion, many people fear that the performance will be dire. The short answer is that it isn't.

Acceleration 0-60 is 12.8 seconds – down 0.6 of a second on the standard 1.4 Polo. In reality it feels quite brisk once you get underway. The turbocharger and the tall gearing means you sometimes have the sensation that the engine is labouring a little, but the torque is such that it can pull, albeit slowly, from quite low revs.

You can never really forget that it is a diesel engine under the bonnet. It would be fair to say that this is not up with the latest standard in whispering diesel engines. You are always aware of the gruff engine note and there is a definite harshness that you don't get with a petrol engine. But, depending on your desire for low running costs or green credentials, that could be a small price to pay for the outstanding economy and low emissions.

I actually surprised myself by taking the Polo rather than my own own car during my time with it. Usually I vote with my keys. If I head out the door with the keys to my own car, then that is a pretty sure indicator that I don't much care for the road test vehicle. That didn't happen with the Polo.

I also quite enjoyed the realisation, when I arrived at the office each morning, that I had used half the fuel I would in my own car. Pause for a moment to polish my environmental halo!

This is never going to be a vehicle that you could describe as a "driver's car", but it is certainly quite practical. It's very much at home around town and, even on the more give-and-take conditions of the country roads it feels very much at home.

Once you have got used to the over-geared feeling and learned that you need to get the revs up when you need a more urgent response, such as for overtaking manoeuvres. In reality the Polo BlueMotion 2 bowls along quite happily and I found myself musing that, if this is the immediate future of motoring until zero emission cars become a reality, then it is not too bad.

So, cancel the order for the Toyota Prius! If you and your family can fit in a Polo this is – by a small margin – more environmentally-friendly route to take.

At £11,995 for the Bluemotion 1 and £12,845 for the Polo BlueMotion2 the fuel-efficient technology does add around £700 to the price of the Polo 1.4 TDI 80. But, bear in mind that you are likely to get at least 10 mpg more, plus – if you stick with the BlueMotion 1 – you won't have to pay for road tax or London Congestion Charges.

Smooth sailing with London Congestion Charge

driver@driveblog.co.uk — 2007-11-29T09:27:35+00:00

I have often wondered how easy it would be to pay the London Congestion Charge. Recently I found out. It was so easy that the first I knew of it was when the charge showed up on my credit card.

Interestingly the charge applied to a day when my car was safely tucked up in its garage and I was enjoying the efficiency of Switzerland's outstanding public transport system!

C-Crosser comes late to the party

driver@driveblog.co.uk — 2007-11-14T13:23:50+00:00

Considering that Citroen has had a long involvement in events like the Dakar Rally, in the tough off-road conditions of the Sahara, it's perhaps surprising that it has taken until now for the famous chevrons to appear on the nose of an off-road vehicle. The new Citroen C-Crosser is the product of international collaboration between Citroen, its sister company Peugeot and Mitsubishi.

The result is three very similar 4X4s - the Mitsubishi Outlander, the Peugeot 4007 and the Citroen C-Crosser. The latter two are virtually identical – apart from the unique nose and the badging – even down to price. That really brings the argument down to style and appearance between the two French versions and I would award the C-Crosser the slight advantage there.

In truth, there is little to excite about the style of this vehicle either outside or inside. The interior, in particular, has very little Citroen cues about it - apart from the chevrons on the steering wheel. So why should the C-Crosser get a second look from you when you are considering an off-roader?

Well the price of the C-Crosser is competitive with others in this market sector, notably the market-leading Freelander. But, the C-Crosser offers the distinct advantage of two additional seats in the very back, a good diesel engine in the 2.2HDI and a good package of equipment.

That's the logical reasons to put the C-Crosser ahead. But, when it comes down to the things that make a vehicle like this a pleasure to own - style, refinement and ability, then the C-Crosser gets more of a run for its money. Which one wins?

Well, although I know the old Freelander only too well (durability was not an attribute that my one possessed) I have not yet driven Freelander 2, with its promise of greater reliability. That will be rectified in the coming weeks, so watch this space.

Although perhaps a little dull, I found the C-Crosser endearing. The 2.2 diesel is a very willing unit. So much so that it is sometimes difficult to stop the front wheels from spinning on a greasy surface. The answer, there is to dial in four-wheel-drive to keep the power in check.

It is very easy to live with. The diesel harshness and clatter are well subdued and the result is a vehicle that is quick enough to keep up with traffic both in town and out on the open dual carriageways. I did find that progress in traffic queues was a little jerky (particularly until I became really familiar with things like clutch 'bite' points) due to the sudden transition between power on and power off.

On the sections of twisty by-way that make up my daily commute. The C-Crosser demonstrated good road manners, cornering quite flatly and with a reassuring amount of feedback from the wheels. With its ability to run as a front wheel drive vehicle it is perhaps not surprising that it is a tad more economical, according to the figures, than the equivalent 2.2 Freelander. On my city driving and commutes, this relatively big vehicle returned a creditable 27 to 28 mpg.

The driving position is good and visibility it quite good apart from the heavy rear pillars. Manoeuvring confidence is boosted on the test car with the £1,600 option of an excellent touch-screen sat-nav system combined with a rear view camera.

Space in the back seats is quite generous and the boot is huge and flat floored when the sixth and seventh seat are folded flush.

I did try the C-Crosser on the rough stuff. It acquitted itself well on my patch of heather moor, with its option to dial in four wheel drive and differential locks and the twist a knob. The Freelander, however, is the more technically advanced option for off-roading - it has Land Rover's Terrain Response system, where you dial in the conditions and the car adjusts the setting to suit. It also has more ground clearance and the distinct advantage of the hill descent control to keep downhill speeds in check.

That said, most owners of these vehicles are really only looking for something that can cope with mild off-road conditions, rather than anything too serious. For on-road use I surprised myself by really enjoying my time behind the wheel of the C-Crosser. The test car came with all the things I would expect on an up-market model in this price bracket, and more.

Steering wheel buttons controlled the radio and the cruise control and the dashboard was simple and easy to read. Indeed the only tiny gripe was the crazy location of the heated seat controls - some people are just never satisfied! Another niggle is the indicators which are sometimes reluctant to cancel, a problem compounded by an overly quiet ticker when the indicators are flashing.

The test car was the up-market version of the C-Crosser, namely the Citroen C-Crosser 2.2HDI Exclusive. It is priced at £25,490.

Audi TT, now it is a driver's car

driver@driveblog.co.uk — 2007-11-02T18:35:49+00:00

Such has been the pace of Audi’s new model programme in recent months that the German manufacturer has seen its UK sales continue to grow. A series of strong new models have undoubtedly helped them to achieve this remarkable growth – Q7, TT, the R8 and the A5.. This time it is the turn of the new Audi TT for the road test spotlight.

The old Audi TT had been in production for seven years, yet it still looked a remarkably fresh design. Despite that, there was almost a sense of disappointment when the new model was unveiled last year. It is totally new from the ground up, but it looked almost like the facelift that the old TT never had.

The new TT even feels quite like its predecessor on first acquaintance. I still remember, seven years ago on the Audi motor show stand, how the first TT felt quite enclosed, compared to the more glassy designs all around. The new model is similar, with its shallow windows and low, slightly beetle-browed roof.

Combine this with a low, sporting driving position and you feel very much part of this car. Although you are enveloped, there is nothing cramped about the space in the front seats. The rear seats, on the other hand are really only suitable for children or, at a push (perhaps literally), very agile, but compact adults.

Load space under the rear tailgate is surprisingly good with some useful underfloor storage space. However, any load you carry has to be lifted up and over the rear.

My test car was the Audi TT 2.0T FSI. This is the two-wheel-drive version. If you want the four-wheel-drive version (and almost twice the UK average opt for four wheel drive in this area) then you need to go for the bigger 3.2 litre Quattro model.

Don’t get the impression that you will be missing out hugely on performance if you go with the 2.0T. That letter ‘T’ stands for turbo and it packs 197 bhp. This is also classic example of how well turbocharger technology has matured. This unit actually delivers its power very smoothly even from low revs.

The test car also had the £1,400 S-tronic semi automatic gearbox, which, unlike most auto boxes, is actually fractionally quicker than the manual, shaving two tenths of second off the 0-60 time down to take just 6.4 seconds.

It was unfortunate for the TT that I took over its keys just after returning a Volkswagen Golf GTI Edition 30. Coming from the same Volkswagen Group stable, it has a very similar but more highly tuned 2.0T engine. The DSG gearbox on the Golf also seemed to be slightly more intuitive about what gear to select.

But then, this is not meant to be such a performance-focussed machine. The TT should be an easy car to live with and it is. You can leave it automatic for a more relaxed style. You can select the sports setting on the transmission which makes it much more high revving and responsive. Or, you can select your own ratios using the selector or the steering wheel paddles.

The test car also had the latest high-tech option to further tune the car to your driving mood. The £1,150 magnetic dampers are filled with oil that contains microscopic magnetic particles. When a charge is applied, these particles line up across the flow of oil, stiffening the dampers.

The system responds to road conditions and your driving style automatically. But you can also select a sports setting. Although noticeably firmer, the ride remains remarkably comfortable and compliant.

Such electronic trickery undoubtedly helps the TT’s composure on twisty country roads. But, more important is the more sophisticated design of the new Audi TT. Around half its body weight has been shed, by judicious use of aluminium and the new car is more finely balanced. The result is strong grip, precise steering and virtually no body roll.

Again this has been achieved with no loss of practicality, because the steering is remains light enough to make searching for elusive parking places in the centre of Aberdeen less of a chore.

The new Audi TT is therefore a more convincing sports car than its predecessor. Yet it remains utterly practical for someone who wants a 2+2 prestige sports car for everyday use.

Prices for the Audi TT 2.0T FSI start at £24,625. Like its predecessor, that’s quite keen for a prestige sports coupe. However, the options list is rather tempting and, with its S-tronic transmission, those amazing magnetic dampers and the Napa leather upholstery, plus other attractive items, the test car’s price ended up a little over £30,000.

Mazda MX-5 goes trendy

driver@driveblog.co.uk — 2007-10-15T14:49:07+01:00

When the Mazda MX-5 was launched it neatly stole a sector of the market that was, until the 1970s, as British as the Union Jack. The UK was the past-master at producing open sports cars that were in demand around the world. Buyers clamoured for Austin Healey, MG, Triumph and the Lotus Elan - the car that, apparently, provided the inspiration for the original MX-5.

More than any other car, the Mazda MX-5 has taken over the market that the British motor industry, in a bout of corporate madness, abandoned. Now, in 2007, it continues to enjoy a dedicated following and its latest version - the Mazda MX-5 Roadster Coupe - has joined the range.

It sounds an odd mixture. A traditional sports car with the fashionable coupé-cabriolet style folding steel roof. But, in reality, it works brilliantly. The lines of the MX-5 are not compromised in the manner of others with their enlarged boots. On the MX-5 Roadster-Coupé the neat roof hinges and folds into the well behind the cockpit in just 12 seconds. The main boot is not compromised and the boot space is unaffected.

Dropping the roof could hardly be simpler. You simply undo the windscreen header catch (other coupé-cabriolets may do this electronically, but how difficult is it to pull a lever!). The side windows don't automatically motor back up, so you do have to adjust them with the switches.

The electric roof adds £2000 to the price of the Mazda MX-5 2.0i. I can see that premium being quite attractive if you want the added refinement and security of a steel roof. Compare the cost with a separate hard top and the price looks all the more attractive. With the electronic roof, you can take advantage of rare bursts of good weather whenever they come.

Other than the new-fangled roof, the MX-5 Roadster Coupé is largely unchanged. It still has the clean, simple, unfussy lines of the soft top. The interior is also is very simple and all the better for it. Where some manufacturers would put a slab of wood to make it look more British, the Mazda does with a panel of high-gloss plastic. Indeed a lot of the interior is plastic, but the only items that feel rather cheap are the sunvisors.

The seats are very much like traditional sportscar seats you sit low down with your feet slightly offset to the right, which is more noticeable in an era of front wheel drive cars where there is no transmission tunnel.

The test car was an MX-5 Roadster Coupé 2.0i with option pack. The base price of this model is £19,530. Most significant of the options on this car was the 'Safety and Security' pack. This includes dynamic stability control, traction control, a limited-slip differential and side airbags. This is a pack that most prudent owners will want. Throw in heated leather seats and the on-the-road price of the test car comes to £20,250.

It is quite easy to break the traction as the car puts 160PS out of the rear wheels. This could of course trigger a lurid tail slide, but for that optional traction control and DSC. It does seem a little hyper-active judging by the ease with which the warning lights start flashing, but you can switch off. Do so and, of course, it is then entirely your common sense and skill that keeps the car out of the hedgerows!

Surprisingly in these days of six-speed gearboxes, the MX-5 retro feel is heightened by a short, stubby five-speed gearstick on top of a big power tunnel. Acceleration 0-60 time takes 8.3 seconds. As a sports car you do feel very connected to the road. There is good feedback through the steering, which feels sharp and precise.

Like the Austin Healeys, MGs and Triumphs of their day, the MX-5 is not the fastest car on the road. But, this is the type of car that you will really enjoy on those rare occasions that you find a reasonably quiet country road. If the sun is shining, too, you will want to drop the roof for the full sports car experience.

But, if much of your driving entails motorways or city roads, the great thing is that the MX-5 will prove perfectly practical - as long as you only have one passenger and a sensible amount of luggage.

The perfect gift - car calendars!

What would you do if you won the lottery?

driver@driveblog.co.uk — 2007-09-20T17:41:15+01:00

If your name is Mark Page and you scooped a jackpot of £4.7 million you wouldn't go out and buy Ferraris, Porsches or even a Rolls Royce. What he wanted was two Audis.

The 37-year-old father of two celebrated his win at St Andrews Old Course, announcing he would use his jackpot to retire and perfect his game. Today he also picked up the first of his two Audis, an RS4, from Dundee Audi.

Mark Page takes the wheel of his Audi RS4 at Dundee Audi

"I chose the Audi RS4 after seeing it on the ‘Top Gear’ programme," Mark explained, "and the Audi S5 coupe, because I liked the look of it. After the test drive I knew it was a car for me."

“We were delighted to assist Mr Page in his purchase of the two new Audi cars," said Mike Pugh, General Manager of Dundee Audi. “Both RS4 and S5 have big luggage compartments which allows easy storage of large items so Mark’s well-filled golf bags will fit perfectly!”

Tragic loss of Colin McRae in helicopter crash

driver@driveblog.co.uk — 2007-09-16T13:23:50+01:00

The sporting world is reeling from news of the tragic death of Scotland's Colin McRae MBE, his five-year-old son Johnny and two family friends in a helicopter crash yesterday afternoon in Lanarkshire.

Britain's first rallying World Champion was apparently piloting his Squirrel helicopter when it crashed in the trees close to his home.

Our thoughts are with his family - his wife and daughter, father Jimmy McRae who was five times British Rally Champion, Colin's mother, his sister and his British Rally Champion brother Alister.

Colin McRae came up through the ranks of Scottish club competitors. Here he is seen on his way to his first Scottish Championship title on the 1988 Trossachs Rally. (My thanks to Tom Chisholm for correcting me. I had wrongly filed my photo and thought it was the 1989 Snowman Rally.)

The McRaes are a close family and very much part of the army of rally enthusiasts. I remember seeing them all together on countless rally events. When they were not competing they would be found trudging into the forests alongside all the other rally fans to enjoy the competition.

We hope this closeness, combined with the knowledge that others are sharing their grief, will help pull them through this dreadful tragedy.

Colin McRae's website offers a chance to leave a message of condolence.
Britain's other World Rally Champion Richard Burns died as a result of a brain tumour.

BBC News report

BBC Sports report

BBC Colin McRae's career

BBC video obituary

BBC Colin McRae's career in pictures

CNN

Sky News

stv

Scotland on Sunday

Sunday Herald

The Telegraph

Press Association

autosport.com

Ford give Focus Mondeo look

driver@driveblog.co.uk — 2007-09-14T19:39:27+01:00

Ford has given the Focus a makeover that gives it the acclaimed family look of the new Mondeo.

Unveiled at the Frankfurt Motor Show the updated focus has what Ford call their 'kinetic design' styling, designed to echo the looks of the new Ford Mondeo.

In addition to the new Mondeo-style grilles and swept back headlights, the new Focus has bolder wheelarches and a new shape of rear window glass, with a contoured tailgate and new rear lights.

Inside there are now soft-touch plastics on the instrument panel and upper doors. There are also new seat fabrics. The instruments have been redesigned and are now illuminated in red.

A new version of the 1.6 TDCi engine drops CO2 emissions to 119g/km.

I do not like being lied to

driver@driveblog.co.uk — 2007-09-14T13:32:29+01:00

I do not like being lied to. But almost every day, governments, transport authorities and environmentalists come out with statements that are quite simply untrue.

This week I have listened to two BBC radio phone-ins where the basic assumption is that public transport is always more environmentally-friendly than private cars. Neither programme even stopped for a second to question that assumption!

Want to save this glacier from melting? Despite what they want you to believe, sometimes the car is best!

A group of three people are likely to produce twice the carbon dioxide emissions if they choose to go by train, rather than in an averagely economical car!
Even on a ten-mile commute an average car with four passengers is likely to produce half the CO2 emissions per head than if they went on a bus or coach. Use a more efficient car or take a half empty bus and presumably the balance swings even more towards the car.
A Lancaster University study showed that a London to Edinburgh train, even if all the seats were filled, used more fuel per seat than a reasonably economical car. Fill less than all the seats on the train or put more people in the car and presumably again the environmental benefit will go more strongly to the car
Studies in the UK and Germany have shown that travelling by public transport can be up to 60% less fuel efficient than travelling by car.

I am certainly not arguing against public transport. I am a great admirer of how much better and more integrated public transportation systems seem to be in other countries.

But, I would have much greater respect for public transport lobby groups if they could learn to be truthful.

They have strong arguments on their side for emission reductions in certain cases and congestion reductions in others.

With that ammunition they surely do not need to peddle the blatant lie that public transport is always best for the environment.

Nissan cash cow?

driver@driveblog.co.uk — 2007-09-13T17:14:36+01:00

"I have a Nissan Cash Cow to deliver to you." At least that's what I thought the guy on the phone said. The thought of a car that I could milk for money, sounded pretty attractive, but, unfortunately I think he had just fallen foul of the recent Oriental liking for strange names.

But, while the Kia Cee'd may be someone's made up name. Apparently the Nissan Qashqai (pronounce it 'cash kai' as the Nissan press pack helpfully advises), is in fact a nomadic tribe from Iran. So, the same sort of name as Volkswagen's Toureg then - it was named after Nomads on the other side of the Mediterranean.

But whereas the Touareg definitely has the ability to go nomadic across deserts, the Qashqai does not. It may look like an off-roader, but four wheel drive is only available as a £1,600 option on two-litre models.

So essentially this is a family hatch made more appealing by the addition of a smattering of off-road action-man styling. Certainly this car has some character about its external appearance - something that medium-sized Nissan family saloons and hatchbacks haven't always had.

Unfortunately, I think the interior is still a let down. The grey cloth upholstery had a red relief check pattern that looks a tad 'public transport utilitarian' in style. The dashboard is an unexciting mix of shiny black and grained plastic. The most important tactile area of any car, the steering wheel, although stitched like fine leather rim, has a rather unpleasant grained plastic feel in the hands.

It may not win in the style stakes, but the interior is practical, helped by the taller off-road-style stance.

The test car was also a really light an airy place to be, because it had a ginormous glass sunroof. At the flick of a switch the headlining slides back to reveal a huge glass panel covering almost the entire roof.

My test car was the £16,099 Nissan Qashqai 1.5dci Acenta (where do they get these names?) so I did fear that it would be a little underpowered. The 0-62 of 12.2 seconds tended to confirm this.

But this is a willing power engine and I honestly never felt really thwarted by the lack of horses. The Qashqai actually feels a little quicker than those figures suggest.

One area in which the Qashqai really does excel is safety.

Perhaps the off-roader look really does help, because the Qashqai achieved the highest score for adult occupant protection in the past ten years. So the appeal to the family motorist is enhanced. Off-road looks, practicality and safety - all at a keen price.

Mercedes' people-carrying semi SUV

driver@driveblog.co.uk — 2007-09-11T14:28:24+01:00

The Mercedes-Benz R Class is what could probably be described as a crossover vehicle. That is, it crosses over accepted market segments. It's an estate car. It's a six-seater so it is part MPV. And it is a four-wheel-drive, so it is part SUV. The trouble is, this crossing of boundaries makes it difficult to pin-point who will want to buy one.

The R-class is certainly a novel vehicle and that is perhaps surprising from a manufacturer who it may be easy to pigeon-hole as being conservative. But, Mercedes will have had an eye very much on the United States when it designed this car.

In the USA lifestyle vehicles are the big thing. People want a car that suits the way they live (or sometimes the way they want to appear to live!). People want a 4x4 to project an all action outdoor image. Or a minivan (as they call MPVs) to in which to pack their tribe. The R-class has a bit of 4x4 and a bit of minivan about it so it should appeal. But it currently has one less seat than most MPVs - six instead of seven, although there are rumours of a seven seat version to come.

Despite its car-like looks the rear-most seats are a lot more useable than on, say, most multi-seat estate cars. But they are still not ideal, so when you walk up to the R-Class with six family or friends be prepared for a scramble to get the front or the middle row of seats!

It may not look as tall as most MPVs, but the R-Class is a big vehicle. It looks imposing and it is. Indeed my test car was the long wheelbase version which is more than five metres from nose to tail.

Front and middle seat passengers have plenty of room. in the rear, the wheel arches mean the seats are close together but there is reasonable legroom and headroom. However the sweeping window line does make it a little enclosed. Otherwise the cabin is light and airy in style.

It may be a little non-traditional for a Mercedes-Benz but some traditions stay. Like the one column stalk that works the indicators, lights and wipers, leaving the right hand side free for the gearchange. Although there are seven gears, the gear selector is a very simple, offering just forward, reverse or park.

Should you want to shuffle the gears yourselves you use the discrete up and down switches on the back of the steering wheel - a little bit like the gear change paddles on a Formula One car. I found it helped considerably when traversing the country on twisty B roads. Choosing a lower gear for corners helped to settle the R-Class on the tarmac avoiding the 'floaty' feel of entering a corner on a trailing throttle.

Using the manual slection also gives a quicker responses when you press the accelerator. With drive selected there was sometimes just a slight delay between pressing the throttle and getting the response.

My test vehicle was the Mercedes-Benz R320 CDI L SE, with the L indicating this is the long wheelbase version. The name might suggest it is a 3.2-litre, but in reality it is a three-litre diesel. Power output is 224 hp with the usual beefy diesel torque, 510 Nm in fact.

On a daily commute which includes 70 mph dual carriageways, city streets and a few sections of country road, the R-class returned about 23 mpg. Without doubt it would produce much better figures on longer motorway journeys. And that is where this car really is at home. It is a superbly comfortable and relaxed cruiser that will eat up the miles.

Price is £40,117 for the CDI L with an extra £2,950 for the SE specification bringing the test car up to £43,067.

So who will buy one? In the States you can imagine any status conscious minivan driver would be very keen to snatch the keys as long as six seats sufficed.

In this country there will be some for whom the R-Class is perfect - families with four kids, or grandparents, or friends and hangers-on. You could also see how it could appeal to businesses who need to transport up to five people in style and reasonable comfort.

Wraps off the radical new Jaguar XF

driver@driveblog.co.uk — 2007-08-28T11:21:44+01:00

The wraps are finally off the new Jaguar XF, the saloon that defines the new future style for Jaguar. The XF will replace the S-Type whose retro styling, harking back to the Jaguar MkII and original S-Type failed to attract younger buyers.

The XF launch comes at a time when the company, too, is looking forward to a new beginning, with the expected sell off by Ford.

The XF is Jaguar's move to shrug off the older-buyer image that has dogged its sales until the XK broke the mould. The XF is the first time Ian Callum's new style has been seen on a saloon. The design is quite close to the C-XF concept car in that it presents a coupé image while being a four-door saloon.

Jaguar says the intention was to fuse the style and performance of a sports car with the refinement, space and sophistication of a luxury saloon. The visual excitement of a coupe, but with room inside for five adults.

Inside wood trim is still available for those who want, but with a much more modern look. The Jaguar 'J-gate' selector has been ditched with a new rotating dial selector system dubbed the JaguarDrive Selector. This gives the option of manual gear selection through Jaguar Sequential Shift.

The XF is available with a 2.7-litre V6 twin-turbocharged diesel, a 3.0-litre V6 petrol and a naturally aspirated and supercharged 4.2 V8 petrol. Available with three trim levels, Luxury, Premium Luxury and SV8, pricies start at £33,900 OTR for the 2.7 diesel. The order books are open now, with the first cars being delivered in the UK in March next year.

The XF boasts a series of ‘firsts’ for Jaguar, each designed for the safety and protection of passengers and pedestrians alike. These include Understeer Control Logic, a Blind Spot Monitor, Rear Camera Parking Aid and the marque’s Pedestrian Contact Sensing System – a first for a Jaguar saloon.

So confident are Jaguar bosses that this new design style will become instantly recognisable as a Jaguar, that they have said this will be the last Jaguar to have the Jaguar name emblazoned on the rear. Future models, once the new design style is established in people's minds, will simply have the Jaguar 'leaper' icon on the back.

Ford shows Verve

driver@driveblog.co.uk — 2007-08-24T11:03:02+01:00

Imagine this, slightly taller and maybe toned down a tad, and you are probably looking at the new Ford Fiesta.

That's what the smart money says about the Ford Verve Concept. Indeed Ford confirms that it points at the new design direction for its future compact cars.

“Bold, even radical, Ford Verve Concept demonstrates the potential of Ford’s kinetic design philosophy to visualise a small car that is a chic and modern, and one that makes an individual statement for a sophisticated, fashion-aware generation,” according to Martin Smith, Executive Director of Design for Ford of Europe.

The front of the Verve is dominated by a large, inverted trapezoidal lower grille. The upper grille on current Ford designs is now little more than a chrome-line slit with the familiar Ford oval at the centre.

Lexus LS460 comes loaded with technology

driver@driveblog.co.uk — 2007-08-23T16:40:26+01:00

It's an odd feeling sitting in the driver's seat doing nothing more than feathering the brake pedal while the car parks itself. The park assist system is probably the headline-grabbing technology on the car that has everything... or at least you can have everything if you pay for the right level of specification.

That car is the Lexus LS460 SE-L. The latest and most luxurious in this line of Japanese luxury cars. Lexus has taken the USA by storm, but on this side of the Atlantic their numbers are still a pale shadow of the long-established prestige names like Audi, BMW, Jaguar and Mercedes-Benz.

Even more than its predecessors, however, the LS460 has presence. It looks the part of a luxury motor car.

But it isn't distinctive, nor is it hugely characterful inside or out. The interior is wonderful, comfortable, cosseting... but just a bit lacking in soul. But that's an irrational reason not to be sold on the LS460.

Analysing it with your head, not your heart, here is a luxury car which is the match in many ways for the established names. In many areas it betters them. It is likely to deliver legendary reliability, thanks to it Toyota genes, and its price is competitive. What more could you want?

My test car was the Lexus LS460 SE-L. That 'L' let's you know that this is the long-wheelbase version and, while the kids might not be queuing up for a ride in one for their next birthday party thrill, the extra 122 mm in its 5.1m total length has been put to good use.

There will be no need for 'horse trading' with the driver to find space to tuck your knees. No, on the LS 460 you can stretch out in the back, recline your seat, switch on the drop-down TV screen, block out the outside world with the electric blinds and hide from the imaginary paparazzi. And with sound coming from a 19-speaker Mark Levison sound system, you might even prefer this to watching movies in your living room!

Sit back, relax and watch a movie... or the GPS route map.

The 4.6-litre engine under the bonnet produces a prodigious 350 bhp and 500 Nm of torque. Looking at the usual 0-62 mph yardstick, it will complete that sprint in just 5.7 seconds. This big car gets up and goes.

As you would expect in such a technological masterpiece, you can choose your gearbox settings and your damper settings to give the car either comfort or a tauter more responsive sporting style. The air suspension does soak up most bumps, but it is only because of the exceptionally high standards of Lexus that I would mention you can feel the occasional tremor from poor surfaces.

Similarly, it is only because it is so quiet and refined, that I noticed an occasional odd puff of wind noise from the front of the driver's door, around the door mirror. But I suppose that is being really picky. But, this car sets such high standards you notice even these little things.

That gearbox, is another bit of surprising technology. Time was when all automatics had a maximum of three gears. Then came the revolution of four speed auto boxes. Now as manufacturers chase ever greater refinement, the number of gears has increased to seven for some cars. Well Lexus has just gone one better. The gearbox in the LS 460 has eight gears.

Not that you are likely to notice. The gearbox is so smooth it is almost impossible to detect most gearchanges. However, in the interests of a proper assessment, I did try the manual gear selection. But I not only found it difficult to keep track of eight gears, it proved very little advantage.

A very civilsed place to be - the cockpit of the Lexus LS 460

There really isn't time to go into all the technology on this car. Suffice to say it has all the comforts that one would expect and some you wouldn't.

I do like adaptive cruise control systems, which I first sampled on a Jaguar. The Lexus system is excellent. To explain - a radar system in the front of the car detects the distance between you and the car immediately in front. The system adjusts your speed automatically.

So, for example, you have the car set for 70 mph on a motorway or dual carriageway. If the car in front slows, so will yours, such that you maintain a safe gap. It will also accelerate slowly back to 70 when the traffic starts clearing. Picking up speed is slow, so I found it best sometimes to use the accelerator to get back to cruising speed - otherwise over-eager following drivers will be all over the boot.

And that leads me on to some of the Lexus's safety tricks. There is radar detection front and rear to sense collisions. If a collision is imminent, the car will start to prepare - tightening seat belts, getting the head-restraints in best position and other safety precautions all within a fraction of a second.

At the front there's a system that detects objects in the path of the vehicle day or night and helps you avoid them, cameras that watch the lanes and warn you if you lose concentration and start to wander, a system that will assist you to steer the right way in the event of a skid and then there's the parking.

You can use this to parallel park or park in a parking bay. You pull just beyond the space. Then, looking in the rear view camera which comes on automatically when you engage reverse, you move a green box to indicate the space you want the Lexus to park in. Then you take your hands off the wheel and, with your foot on the brake, the Lexus slowly reverses into the space. Amazing! It works!

But it does take time to set up the target before you manoeuvre. Whether impatient city drivers will allow you that time is another matter. But it is a good party trick.

So, how much does this technological marvel cost, you must now be thinking. Well the Lexus LS 460 SE-L has a price tag of £71,000. Which is quite competitive with Germany's finest.

Did it win me over? At the end of my five days with the LS460 I really, really liked it. But I couldn't say I loved it. That's the difference.

The UK now has the lowest number of petrol stations since 1912

driver@driveblog.co.uk — 2007-08-22T15:00:03+01:00

At 9,500 petrol station forecourts, the UK now has the lowest number of petrol stations in its history since 1912 according to figures just released. This year to date 150 filling stations have closed, according to industry body Catalist, on top of the large number in recent years.

The situation could become critical if the decline continues at this rate, according to Ray Holloway, director of the Petrol Retailers Association. "Motorists could soon find it more difficult to refuel their vehicles if filling stations continue to close at the current rate. Motorists are now noticing gaps in fuel availability, and if it gets worse as expected, they will certainly be inconvenienced when searching for a forecourt in some areas.

Britain now has the lowest number of petrol stations since 1912

"Closures are not just in rural areas either. Urban closures are causing equal inconvenience for motorists. Oil company outlets are being closed as fast as independents are forced out of business. Strong supermarket outlet growth since the 1990s and resulting squeeze on margin has made motor fuel retailing a very unprofitable business."

Mr Holloway called for the UK government in Westminster to follow the example of the Scottish Executive who have a grants scheme to assist forecourt retailers with capital investment. "The idea is to preserve businesses, and contribute to the continuation of fuel availability in all areas," he said.

Forth Road Bridge replacement plans go on the road

driver@driveblog.co.uk — 2007-08-20T13:25:17+01:00

The Scottish Executive are taking plans for a replacement crossing for the Forth Bridge, out for public comment. The current Forth Road Bridge, built in 1964, is suffering corrosion in its suspension wires and, if work to stop this corrosion is unsuccessful, it is suggested that it may have to close to heavy vehicles by 2013.

Two final options have been shortlisted for its replacement – a bridge or a tunnel to the west of the existing bridge. A public information exhibition on the plans opens today at North Queensferry in Fife and in Edinburgh.

Is the sun setting on the Forth Road Bridge? Closed to all traffic by 2020?

"The Forth replacement crossing will be one of the biggest infrastructure investments ever seen in this country," John Swinney, Finance and Sustainable Growth Secretary commented at the start of the consultation. "It is vital to Scotland's future, and with such an important decision I am very keen to hear people's views on the proposals.

"But if we are to keep Scotland moving in years to come, and achieve our aim of improving economic growth, it is clear that we need the public to help us on more than just the decision on the type of crossing."

When it was opened the lifespan of the Forth Road Bridge was said to be 120 years. If the corrosion issues cannot be addressed, it is feared that heavy vehicles will have to banned by 2013, with full closure in 2020.

Kia goes mainstream

driver@driveblog.co.uk — 2007-08-17T13:14:18+01:00

Kia has two established niche markets where it is seen as a serious player in the UK - the MPV Sedona, beloved by taxi companies, and the Kia Sportage. Until the Cee'd, however, its saloons and hatchbacks have appealed largely to the motorist on a tight budget who is determined to drive a new, rather than second-hand car.

The new Kia Cee'd changes that. The only thing it is easy to be dismissive about is the extraordinary name. What does it mean? Why the apostrophé? We may never know.

The styling of the Cee'd is not going to get the pulses racing. But it looks good, with a hint of European style to it, avoiding the over-fussy detailing of some Far East products. It actually is produced in Europe, at Zilina in Slovakia.

Inside, the materials and finish may be produced to a price, but they are tasteful and unpretentious. I particularly liked that Kia recognise the steering wheel is the most important tactile item in the car. A neat leather-bound steering wheel was a sensible luxury touch – quite literally.

My test car was the Cee'd 1.6D LS. Take note there are two 1.6 diesels in the Cee'd range - one produces 89 bhp, the other 113 bhp. The former is considerably slower, trailing three whole seconds behind the LS's 10.8 seconds 0-60 time.

The diesel engine in the 1.6D LS is impressive. Even at tickover, when cold (the time that diesels usually emit most clatter) it is quite subdued and once you get going you would not know it was a compression ignition engine under the bonnet. I found it responsive and remarkably lively.

Better still was the fuel consumption. So often recently I have found diesels producing nothing like the economy claimed when driving my regular routes on country by-ways and city streets. I do not doubt that they produce remarkable figures when zooming up and down the motorways, but not in city and commuting mode.

The Cee'd however impressed. The fuel consumption computer in the Kia reckoned I was doing more than 45 mpg on my daily commute. Offhand, apart from a Polo diesel that did nothing less than 48 mpg no matter how hard I drove it, that is one of the best economy figures on a normal commute for a long time.

My route takes in dual carriageway, small country roads and city streets. The Cee'd felt very much at home on all. It sits well on twisty roads and turns in well on corners, the driving pleasure enhanced by a reasonably responsive throttle. On dual carriageways it cruises well and in relaxed manner, but it is a little bit noisier than some competitors.

The Cee'd is also a very practical family hatch. We proved that there is space for five adults and the boot is big, with the usual added load flexibility of split folding rear seats.

I don't know whether it is a Cee'd foible or just the test car, but my time with it conincided with one of those rare warm periods this summer. I could not get the car to maintain its interior cool and ended setting my desired interior temperature at 16 C to have any real chilled air coming out of the vents!

The only other fly in the ointment for what is otherwise a very pleasant car to drive, is that Kia - in common with other Korean car companies - puts the steering column stalks the opposite way round to the accepted norm. If you drove nothing but this car you would soon get used to it, but for those of us programmed to the wipers on the right and the lights on the left, it is infuriating.

Kia used to be the budget price brand. With a good quality product they don't have to be bargain basement any more.

At £14,245 the Kia Cee'd 1.6D 113 LS (to give its full designation) is now close to the price of its most obvious European competitors. So it might seem obvious to go for the established, mainstream favourites?

Well maybe not. The Kia has a very strong selling point which is not even part of the car.

When it was launched the Kia Cee'd must have caused some sharp intakes of breath in the boardrooms of Ford, Vauxhall and others, by offering a five-year warranty. Well, guess what, Kia have just gone one better. Since April, the Kia Cee'd comes with a seven year warranty!

For many that will be what they call a 'deal clincher'!

London congestion charge will hit some hard

driver@driveblog.co.uk — 2007-08-09T09:35:31+01:00

Transport for London (TfL) is proposing radical changes to the road tolls to link them to carbon dioxide emissions. If the proposals go ahead there will be a lot of hefty losers and a few winners.

Drivers whose cars comply with the latest latest Euro 4 specification and emit less than 120 g/km of CO2 will be exempt from the toll. But those whose cars emit 225 g/km or more will pay £25 per day to enter the enlarged central London zone. Most other cars and commercial vehicles will pay £8 per day.

Take the wrong type of car into London in future and you may have to pay through the nose

Motor industry body SMMT has attacked the proposals saying that they raise fundamental questions about the scheme's aims. The ask if the proposed regulations are:

to reduce congestion
raise revenue
penalise drivers of larger cars
or to cut emissions?

The SMMT goes on to say that the proposals will:

bring massive bills for larger families

and penalise early adopters of congestion charge-busting hybrid cars.

The reason that early hybrid drivers may now have to pay a toll is because of the requirement that, to be exempt the engines need to comply with the Euro 4 specification.

TfL's consultation is due to start on Friday. The main proposals are:

Low-CO2 emitting cars - 100 per cent discount (£0). Includes cars in Vehicle Excise Duty (VED) Bands A and B (less than 120g CO2 per km) which also meet Euro 4 air quality standard
• The majority of cars - VED Bands C, D, E and those in F with emissions up to 225g CO2 per km – will continue to pay exactly the same daily charge as at present - £8
• The highest CO2 emitting cars - VED Band G and equivalent vehicles (above 225g CO2 per km), as well as those registered pre March 2001 with engines larger than 3,000 cc, will pay £25 a day

The SMMT claims that families with some seven-seater MPVs and estate cars could be "hammered" by up to £5,300 a year from February next year, compared to £1,696 now.

They say the worst news comes for families living within the zone.

Currently, residents are eligible for a 90% residents' discount on the £8 daily charge, meaning they pay around £170 a year. Under the new proposals there will be no residents' discount for owners of cars emitting more than 225 g/km CO2. That means a bill of up to £5,130 a year more than they are paying now.

'Londoners will be sceptical about the motives for this significant change to congestion charging and many will fear this is already a done deal,' said SMMT chief executive Christopher Macgowan. 'However, we will push for a re-think on these totally disproportionate proposals. A family whose car emits one g/km more than their neighbour's could end up paying thousands of pounds more a year. That can't be right.'

The SMMT say that on the positive side, exemption criteria will become technology neutral. In other words, they say, regardless of powertrain type, cars emitting less than 120g/km, including petrol and diesel models, will pay nothing to enter the zone.

They also welcome the incentives for commercial vehicles, with trucks meeting highest air-quality standards (Euro 5) set to qualify for a £2 daily discount. However, SMMT is concerned that the new scheme will add further layers of bureaucracy and confusion for road haulage companies struggling to come to terms with the forthcoming introduction of the Low Emission Zone (LEZ).

Finally the SMMT says manufacturers investing in high blend bio-ethanol (E85) cars will be disappointed that TfL is not considering them for congestion charge exemptions. Tailpipe CO2 emissions are similar to petrol equivalents. However, recent studies at Imperial College demonstrate significant well-to-wheel CO2 benefits of E85 compliant cars - 41 per cent in the case of a Ford Focus FFV2. This should have been factored into TfL's exemption criteria.

The Association of British Drivers has reacted angrily to the proposals: "As the Mayor has pointed out, only 8% of cars registered in London will be affected, but only 10% of the CO2 emissions in London according to Transport for London are created by private cars. So even if all those car owners instantly stopped using them, the benefit might be only 1%. In practice, a third might stop driving into London, a third might pay the charge, and a third might switch to a lower emissions vehicle - in the last case they are very unlikely to save more than 50% of emissions as most vehicles in Band G only slightly exceed 225 gm/km and they are likely to switch to vehicles that are just under the limit. So adding all this up, the likely benefit is about 0.5%. Who will notice the difference? Nobody! "

Mini Clubman expands the range

driver@driveblog.co.uk — 2007-08-08T14:06:09+01:00

The Mini range will be extended this autumn with the launch of the new Mini Clubman. This is the third variation on the new Mini theme, building on the hatchback and the cabriolet.

The Clubman is to the new Mini what the Traveller was to the original. But the marketing people at Mini have clearly decided that the Clubman name (which was the name applied to the longer-nosed version of the original Mini) is more suitable. Like the Morris Mini Traveller it is, in essence, a slightly-extended estate car version.

Like the Traveller it features twin rear doors, rather than a hatch. Unlike the original it has an extra passenger door. Designed to make getting into the rear seats easier, it is a small rear-hinged door rather like the Mazda RX-8. Unlike the Mazda there is only one and, unfortunately, it is on the right-hand-side only.

That may be great for markets that drive on the right, allowing passengers to hop out on the pavement. But, in Britain and other markets who drive on the left, it is not so clever. Mini say that the cost of shifting the fuel filler precluded fitting a matching rear door on the left side of the car.

The Mini Clubman is 24cm longer than the hatchback. This has allowed an increase of 8cm for rear legroom, providing more passenger room and Mini say that the Clubman is a genuine five seater. Luggage space has also been increased by more than 60% with the rear seats up, with the usual option of folding the seats for maximum load space.

The Mini Clubman will go on sale from November 10. At launch time there will be three versions, all badged as Coopers - the Cooper, Cooper D (diesel) and Cooper S. Prices will start at £14,235 for the Cooper.

Hamilton and Alonso fizzing in Hungary

driver@driveblog.co.uk — 2007-08-06T15:54:04+01:00

In the highly charged world of Formula One, it is perhaps unsurprising that tempers should flare. But, following the shenanigans in qualifying for the Hungarian Grand Prix, McLaren team boss Ron Dennis clearly has to deal with a feud between his two drivers.

It seems clear that World Champion Fernando Alonso was as surprised as anyone in Formula One when young Lewis Hamilton appeared on the scene and started winning races. Not so surprising, perhaps, since Lewis Hamilton - more than any other driver before him - has been groomed for years for his Formula One career.

Lewis Hamilton - altercation during qualifying for the Hungarian Grand Prix

I have not had the pleasure to meet Lewis Hamilton, but those who have speak of him as being an absolute gentleman and utterly charming. It sounds like the charm facade slipped during qualifying for the Hungarian Grand Prix.

The row that has been simmering between the Brit and the Spaniard can be traced back to the Monaco Grand Prix in May. But in Hungary it reached a new level.

The trigger apparently was Hamilton not following instructions to allow his McLaren Mercedes team-mate past at the start of the final qualifying session. He subsequently apologised for his actions, which he took because of concern that he might compromise his own position.

In retaliation Alonso waited ten seconds before leaving the pits, where he had been getting new tyres. This delay meant that Hamilton, who was queued up behind, was unable to get out for a final fast lap and the chance to improve his grid position. The race stewards penalised Alonso by dropping him five places down the start grid. More seriously for the drivers' employer, they decided to deny McLaren any points they might win for in the constructors' championship from the race.

Lewis Hamilton went on to take the chequered flag and win the third race in his first year in Formula One. A fuming Alonso finished fourth.

Tribeca opens new market for Subaru

driver@driveblog.co.uk — 2007-08-04T11:24:47+01:00

When Subaru first appeared in the UK they were seen as workhorse vehicles for rural types - pick ups and estate cars that had some added go-anywhere ability, thanks to their four-wheel-drive system. Then, along came Colin McRae spearheading their high-profile world rally championship successes. Suddenly Subaru became the sporty.

A sporty Impreza may appeal to a sizeable chunk of the buying public, but any manufacturer who aspires to a larger slice of the total market has to offer more.

The European launch of the Subaru B9 Tribeca takes the company into a whole new market sector, but which sector is it? Is the Tribeca an MPV or is it a 4x4 off roader?

I suppose the quick answer is that it is a little bit of both. The Tribeca is a five or seven-seat MPV (the six and seventh chair are options and slot right in the back), but it can also lay claim to compete against some of the 4x4 crowd with its permanent four-wheel-drive system. That said, I didn't try any serious mud-plugging or moorland wading in it. It doesn't seem like a vehicle for serious off-road stuff, even compared with vehicles like the BMW X4, Volvo XC90 and Nissan Murano (which are the vehicles that Subaru would like the Tribeca to be compared with).

Space inside is good, but to my eye it was immediately obvious that this vehicle is targeted to US buyers - and that was even before I found the foot-operated parking brake. It just doesn't have the European quality of interior finish that you would expect in a car with our up-market aspirations on this side of the Atlantic. Delve a little further into the Tribeca's information and you find that it is, indeed, built in the USA.

Power comes from a three-litre six-cylinder engine and Subaru purists will be delighted to know that it is a "boxer" engine with the cylinders horizontally opposed, just like the Impreza. I found it surprisingly quick off the mark for an automatic and you do have the option of selecting the five ratios manually, or using the sports settings.

From 0-60 takes just 9.3 seconds - not bad for a large people-carrying 4x4. The downside of this willing engine with its 245PS output, though, is the fuel consumption. On my daily commute, the Tribeca was returning just over 17 mpg. CO2 emissions are also high at 291, putting this into the top road tax band. Being a model born in the USA, it is perhaps not surprising that there is no diesel option, but that definitely restrict sales in Europe.

Despite the Subaru rally heritage the Tribeca is not the sharpest handler on twisty roads. Subaru go out of their way to say that the suspension has come in for fine tuning to suit European roads. I still felt it wasn't entirely at home on twisty roads, especially if you don't use the manual change to drop down a gear to stabilise the car and provide a smoother get away out of the bend.

Subaru make the point that, at £29,097 on the road, the B9 Tribeca undercuts its rivals. But, even with that price advantage, I don't magine it will be selling lots of Tribecas in the UK.

Think of it in US terms, however, and it seems much more in tune with what customers want. There it will surely strengthen the Subaru brand enormously, fulfilling America's insatiable demand for big mini-vans (as they call MPVs). The fact that this one has four-wheel-drive credibility and a rally-bred image, will just add to the appeal.

Drivers urged to "keep left"

driver@driveblog.co.uk — 2007-08-02T14:29:18+01:00

To raise awareness of the problems caused by drivers who don't keep to the left lane, the Highways Agency has launched a DVD, presented by John Stapleton, called 'Stay Safe, Keep Moving'.

The rules are quite clear. Drivers should keep to the left hand lane if the road ahead is clear. If you are overtaking, you must return to the left-hand lane once you have overtaken or if you are delaying traffic behind you. Dual carriageways and other roads with multiple lanes provide the only other reason to be in the right-hand lane and that is when you are in the process of turning right.

John Stapleton went on patrol with Highways Agency traffic officers to see the problem close up.

Drivers need to remember to move back to the left after overtaking

"I was out with the traffic officers and saw lines of cars in the middle lane, five, six, seven vehicles only using one lane of a major motorway," John Stapleton said. "This type of driving holds other vehicles up, causing congestion, and also has safety risks. Middle lane driving encourages tailgating, dangerous in itself, and encourages people to make other unsafe manoeuvres such as undertaking. Drivers should be using the left hand lane."

"The centre and outer lane are for overtaking. Everyone should be using the left hand lane when it is free, making best use of the full road and reducing congestion," says Stuart Lovatt, safety action plan co-ordinator at the Highways Agency.

The new DVD is backed by the AA and the RAC Foundation and was produced by the Highways Agency as part of its commitment to improving road safety and journey reliability.

"Poor lane discipline wastes the scarce resource of road capacity, encourages road rage and leads to dangerous tailgating," Edmund King, executive director of the RAC Foundation points out. "In the late 50's and early 60's "courtesy cops" advised drivers how to use the lanes on the new dual carriageways and motorways We need to practise more courtesy on the motorways today, in order not to hold up those in a greater hurry than ourselves."

The short film can viewed on the internet on the Public TV website - at www.public.tv/HighwaysAgency

How anonymous is your car?

driver@driveblog.co.uk — 2007-07-25T10:11:31+01:00

Does your vehicle look eerily like your neighbour’s? Are designers copying each other? If it passed you in the street could you "name that car?".

According to research by online buying guide New Car Net, the answer is no. Just one in four of us are able to recognise popular models on British roads today.

Stripped of all identifiable marks, New Car Net tested the anonymity of a small selection of ten vehicles to see how much of a visual impression they had left on the average motorist.

Honda’s futuristic Civic was the most recognisable, while Vauxhall’s Zafira MPV is the most anonymous.

The new Honda Civic - most recognisable in marked contrast to its predecessors

A close second behind the Civic was the Ford Focus, reflecting its position as the biggest selling car in the UK. The BMW 1-Series also scored highly to come third in the NEW CAR NET online test.

The Toyota Avensis, Volvo XC90 4x4 and Suzuki Swift were next on the list, recognised by only some of the visitors, while the most anonymous vehicles were the Peugeot 407, Mazda 3, Volkswagen Polo and the Vauxhall Zafira.

In recent years manufacturers have been making great efforts to give their cars a recognisable 'face' to make them stand out in the market.

Audi's big grille was invented to give the German marque more presence

That of course is where BMW, Mercedes and Rolls Royce have scored over the years, with their distinctive radiator grilles making the cars stand out as distinctive.

Other manufacturers have been busy developing a distinctive style - Audi (above), Vauxhall (with the chrome V), Ford (with the trapezoidal grille) and perhaps most unfortunately Subaru. I know their front end is meant to look like an aeroplane and remind people of the company's heritage. But it's big centre grille has the same doleful shape as the poor old Ford Scorpio's headlights. Perhaps it is not surprising that it looks set to be replaced rather quickly with a new look for the new Impreza.

The Subaru Tribeca - distinctive but hardly a great looker

Mondeo man would hardly recognise it

driver@driveblog.co.uk — 2007-07-24T21:05:04+01:00

I was loading bags of peat into the boot at the garden centre when I heard a voice behind enquiring “how is it then?”. I turned round and the questioner indicated his own Ford Mondeo across the car park and started asking all sorts of questions about this, the brand new model.

At that time I had driven the Mondeo Ghia 2.0 TDCi for only a few miles. But, even in that short acquaintance I was impressed enough to be concerned that I was sounding a bit like a salesman!

We looked at the boot and remarked how you have to bend down to see the back of it. My test car was the saloon version, so we noted that Ford have made hatchback-style folding seats standard.

We looked inside and I highlighted the generous space in the back seat. Even with the drivers seat set well back, there is still plenty of knee room for rear seat passengers.

So how has this increased space been made available? The new Mondeo is a little bit longer, taller and wider than its predecessor. The most notable increase is five inches added to its width.

“So,” I warned my new friend, “if your Mondeo is a tight fit in your garage, you will need to get the tape measure out before you buy this new one!”

I like the looks of the new car. I know they are not to everyone’s taste, but the appearance is fresh and distinctive. There is also a new air of quality about the interior too. Sadly, this was let down on the Ghia model I tested, by some rather nasty looking fake wood. The aluminium style finish on other models is much more effective.

In making the new Mondeo more appealing, Ford have also recognised that company and private buyers these days like their “toys”. European buyers want a high specification as standard and they also like to ‘build their own car’ from an options list strong on goodies.

The new Mondeo obliges. Erstwhile luxuries like cruise control and air conditioning are fitted as standard on all models. On the safety front all come with ESP electronic stability programme, electronic brake assist and a total of seven airbags – including one to protect the driver’s knees.

It may be a bit bigger, but driving the new Mondeo around tight multi-storey car park ramps was not a chore. The controls are light and quite effortless. Indeed I was concerned that they might be too light on the open road.

On twisty byways, my fears about the steering were allayed. It may be light, but it is also sharp and communicative. Turn in on bends is eager and the poise and balance is excellent. The brakes, however, do remain a shade on the light side for my liking and it is easy to set your passengers’ heads rocking as you press the pedal.

Ford says the new Mondeo hatchback bodyshell is 130% stiffer than its predecessor. This, combined with thorough chassis tuning, results in excellent handling characteristics.

The test car was fitted with the £500 sport pack, which comprises sports suspension and 18-inch alloy wheels. That “sports” tag might provoke fears of firm, uncompromising suspension, but the reality is that the Mondeo rides remarkably smoothly, even over potholes and speed bumps.

The two-litre diesel engine on the test car impressed. It is refined, with very low noise levels for a diesel and almost no vibration. There is the merest hint of delay when you first open the throttle, but this is soon replaced by a strong surge of power. That said, you do need to use the gears to get the best out of it on cross-country routes.

Acceleration 0-62 mph takes 9.5 seconds. On my daily commute, I averaged around 35 mpg. As with most diesels, however, economy would be much greater on a longer journey, particularly on motorway driving. It is also on dual carriageways and motorways that you notice the very low noise levels on this car.

Ford have pulled out all the stops in developing the new Mondeo, that is clear. The result is that – although the price of the upmarket Ghia model remains almost unchanged at £19,645 – the new model makes a stronger case for itself. Vauxhall must now be even more desperate to launch their replacement for the Vectra.

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