Good Motoring Magazine - Winter 2024

A Cotswolds Christmas

Alan Wakely is our guide for a seasonal trip through parts of the largest Area of Outstanding Natural Beauty in England.

In the Winter edition...

Regulars

12

Win a luxury break at Hartwell House

Now owned by the National Trust and filled with antique treasures, Hartwell House offers the perfect venue for a luxury short break. A two-night stay could be yours in 2025!

14 Your letters

Following Grace Capaldi’s account of driving life in Dorset from a wheelchair-user’s perspective, we’re sharing some more examples of frustrations and difficulties. We also hear why one reader has unplugged his electric car and gone back to petrol.

53 Rod’s retrospective

Rod Ashley celebrates the life and achievements of Pat Moss (sister of Sir Stirling), an international showjumper and rally driver.

18 GEM Charity update

Heidi Duffy MBE explains how the Charity has supported the work of the National Young Rider Forum with a series of short safety videos.

20 A truly veteran perspective

We journeyed to Northumbria for an encounter with GEM member John Gill. He first took the wheel of a car at around the time this magazine was first published - in the mid 1930s. Now 102, he took us for a jaunt on the road adjoining Hadrian’s Wall.

22 Christmas delivery

From the cab of his carefully-packed van, driver Kieran Perry shares the trials and tribulations of ensuring our festive supermarket groceries arrive on schedule... with a smile.

25 Winter weather hazards

Member interview

It’s not often you have the opportunity to be taken on a mini road trip by a driver aged 102. We were thrilled to accept John Gill’s invitation - and to hear his thoughts on staying safe at the wheel.

Will the winter bring snow and ice? Will we find ourselves enveloped in a thick bank of fog? What about black ice? Sandra Macdonald-Ames offers a selection of useful tips and strategies to help us navigate the challenges of driving at this time of year.

49 Quiz time

Peter Baker’s selection of 20 questions might have you scratching your head. See how you get on, without looking anything up. By the way, there are no prizes... it’s just for fun.

Cover image of snowy car scene: © Alamy

Out and about Road tests and more

Bear left in 2025...

We’ve assembled a dozen fantastic road trips and adventures from across the globe.

Urban

legends join the charge

Jeremy Bingham reports from Texas on how the brand new Can-Am Origin and Pulse motorbikes are poised to redefine electric riding.

38 Ford Mustang

David Motton reviews the Mach-E, which shares a name and some styling cues with the famous Mustang muscle car, but not much else.

40 Subaru Crosstrek

The replacement for the XV Crossover is thirsty and expensive, but it’s well suited to rural driving.

43 Renault Austral

Peter Baker spent a week at the wheel of the new SUV, whose name was chosen to ‘evoke the heat and vibrancy of the south’.

46 Saving the Volvo estate : a celebration

Production of the much-loved Swedish workhorse was due to be discontinued. However, a public outcry led to a change of heart at HQ. Paul Caddick celebrates its history and heritage.

50 Vehicle to everything...

Our technology specialist Neil Barrett has been looking at developments in the USA which will get cars talking to homes, car parks... and to each other.

54 Toyota Prius

Al Suttie says this fifth generation Prius is the sleekest and best yet - and a worthy rival to the Audi A4 and BMW 3 Series.

56 Would you buy a 10-year-old car?

We look at the pros and cons of keeping a 10-yearold vehicle over running a new model. Can it be good for the environment and for your pocket?

Contributing to this edition...

A road safety professional and a casualty reduction specialist, Heidi has led an initiative to improve young motorcyclists’ understanding of traffic signs. The project was funded by the GEM Road Safety Charity. Heidi sets out how the resource was put together and will be rolled out.

Young rider safety: p18

A respected journalist in the automotive and road safety world, Paul is also a consultant and editor. He founded the ‘Intelligent Instructor’ magazine which covers vehicle technology, training, reviews and general motoring. He likes to glance in his rear view mirror at how cars and transport have evolved.

Saving a noble estate: p46

Peter is a longstanding GEM member from Wallingford in Oxfordshire, who took the trouble to send us a comprehensive review of his 1948 Morris Minor. He has deftly applied the same reviewing principles as our team members use on the vehicles they test...

Morris Minor review: p64

Paul Caddick

Peter Williams

Heidi Duffy MBE

A very warm welcome to the Winter edition of Good Motoring!

May I begin with a huge ‘thank you’ to everyone who voted for GEM in the recent Which? survey of breakdown providers. We were absolutely thrilled to achieve first place out of 15 other providers to become a Which? Recommended Provider for Breakdown Services 2024.

It was great to see that we scored particularly highly for our overall excellent value for money, our fast response times and our ability to fix faults at the roadside. Drivers also praised the helpfulness and friendly approach of our wonderful office staff and recovery network.

This is such good news for everyone at GEM and for the extensive network of professionals who are on hand round the clock, every day of the year, ready to help when you need them. We have been keeping our members on the move since 1932 and this latest accolade offers a powerful incentive to continue providing the best possible service for every GEM member.

Let’s take a look at what we have for you in this edition. Our competition prize is a twonight break at beautiful Hartwell House in Buckinghamshire. I have visited twice in recent years and I can vouch for its wonderful setting and welcoming service. If you’re lucky enough to be our winner, then you won’t be disappointed!

“

...this latest accoloade offers a powerful incentive to continue providing the best-possible service for every GEM member...

“

Please save Thursday 12 December for the last in our 2024 series of webinars, where we’ll have the opportunity to join Valerie Singleton OBE and her guests for some light-hearted conversation and some great ideas for Christmas presents. There will also be a fun quiz which will give someone the opportunity to win a festive hamper. Details of how to secure your place can be found on page 19.

We all hope you enjoy this edition. It only remains for me to wish you a very Merry Christmas and a Happy New Year. Rest assured our breakdown recovery colleagues are on hand day and night throughout the holiday period.

James Luckhurst Editor

Good Motoring is the magazine for members of GEM Motoring Assist.

Editor: James Luckhurst Road Test Editor: David Motton Advertising: Jo Fisher at GEM (jo.fisher@motoringassist.com)

Good Motoring is Published by GEM Motoring Assist and printed by Warners Midlands plc, The Maltings, Manor Lane, Bourne PE10 9PH.

Good Motoring is the property of GEM Motoring Assist. All rights reserved.

The views expressed in this magazine do not necessarily reflect the views of GEM Motoring Assist. GEM does not accept any responsibility for errors or omissions.

Good Motoring is distributed quarterly via Royal Mail to members of GEM Motoring Assist worldwide. For questions and comments relating to GEM membership, Good Motoring subscriptions and editorial, contact GEM Motoring Assist.

Complaints policy:

We hope you never experience any problems relating to the contents of Good Motoring. GEM Motoring Assist can accept no responsibility for problems arising from advertisements within Good Motoring. In the first instance, complaints and correspondence relating to

advertisements should be directed to the advertiser concerned. Should you not reach a satisfactory conclusion within a reasonable period of time, please contact us by post or email.

Write to:

Good Motoring, GEM Motoring Assist, Station Road, Forest Row, East Sussex, RH18 5EN

Telephone: 01342 825676

Email: editor@motoringassist.com

Please note: magazine enquiries only to this email address.

www.motoringassist.com

Road safety matters

Any more fines, please?

South Wales Police recently teamed up with bus operator First Cymru for an initiative which aimed to change driver behaviour and keep motorists safe. As part of Operation Routemaster, officers were stationed on a bus, recording passing motorists to try and detect those who were committing ‘fatal five’ traffic offences. These include drivers using their mobile phone, not wearing a seatbelt, speeding or drink/drug driving.

On one particular day (11 Sep), South Wales Police found 26 motorists committing one of the fatal five in Swansea. This resulted in them being stopped by officers in marked police vehicles, who used a variety of tools - from advice through to fixed penaltiy tickets - to deal with their offences. One vehicle was seized for having no insurance. The plan is to now expand the initiative to other locations within the force area.

Scottish update

Scotland’s Cabinet Secretary for Transport has updated Parliament on plans aimed at enhancing road safety performance. The Road Safety Framework to 2030 sets out a vision for Scotland to have the best road safety performance in the world by 2030 and a long-term goal where no one is seriously injured or killed on our roads by 2050.

In response to interim figures in 2023 showing an increase in road casualties in Scotland, the Scottish Government has allocated a record £36m for road safety investment in the 2024/25 financial year.

Latest figures in 2024 show that fatal casualties are tracking 26% above the same period last year. In response to this, a package of measures has been announced, including a range of national driver behaviour change campaigns, including those targeted at speeding and seat belt use.

Could research bring light relief?

The Department for Transport (DfT) has commissioned a research contract to look into the factors that can cause glare from headlights of oncoming vehicles, and how to address this. In a project running into the spring of 2025, TRL will use a test car to measure light levels experienced by drivers during real driving on UK roads.

Factors including the vehicles around the car, weather conditions and ambient lighting will also be measured, to build a complete understanding of the conditions that are most likely to give rise to high brightness levels, and cause glare.

Evidence

A review of scientific evidence will also be undertaken to make sure that the project builds a comprehensive understanding of the topic, and generates actionable recommendations for the DfT to take forward in international working groups related to this issue.

Thermal imaging points to safer autonomous driving

Researchers in Glasgow have been looking at how occupants of autonomous cars can be alerted to retake control in emergency situations. In particular they have examined the potential of augmented reality in notifying drivers.

As self-driving cars become more common, a question for future road safety is how to balance passengers’ desire for a relaxing trip with remaining aware of road hazards and being ready to retake control.

The University of Glasgow research suggests that placing attentiongrabbing graphics over real-world views through car windscreens using augmented reality headsup displays (HUDs) could help drivers to use entertainment apps while still maintaining awareness of the road. However, their design needs to be managed carefully to avoid overwhelming users with

information at critical moments. It’s hoped the findings could inform the development of safety features in future generations of self-driving cars as they move towards full autonomous control.

Thomas Goodge, of the University of Glasgow’s School of Computing Science, is one of the paper’s coauthors. “One of the main attractions of autonomous vehicles is that drivers will eventually be able to take their focus off the road and place it on non-driving-related tasks like reading, playing games, or watching TV,” he said.

“One problem with that is that humans don’t deal well with sustained supervisory tasks. They get bored or distracted, and lose awareness of the road. That could be dangerous if they react too slowly to a sudden change of the road conditions around them.”

Industry award for GEM

We were honoured with a corporate award at the

National Road Safety Conference

GEM’s long-term commitment to reducing death and serious injury on the country’s roads was celebrated at the recent National Road Safety Conference. More than 400 representatives of local authorities, universities, charities, police, fire and rescue service gathered at the National Exhibition Centre in Birmingham to discuss latest developments and innovations in the road safety sector.

In front of a packed conference hall, Road Safety GB chair Sam Merison offered some warm words about GEM’s contribution to casualty reduction. “Times have changed, but GEM’s values have remained untouched,” he said. “The founding mission remains at the heart of everything they do, and they still pride themselves on going the extra mile for their members and other road users.

“They’ve been a trusted, independent breakdown recovery provider for more than 40 years and they continue to champion road safety, supporting projects across the UK that all have one thing in common – keeping people safe on the roads.

“They are also leading partners of Blue Light Aware – a resource containing short videos and animations, produced on behalf of the emergency services. Their crews rely on the help of other road users when they’re on a ‘blue light’ journey. Blue Light Aware is there to be shared to allow everyone to gain a better understanding of the needs of emergency drivers, contributing to a safer road environment.”

Thrilled

Accepting the award, GEM Road Safety Charity trustee Gill Starkie said: “We were thrilled to receive this accolade on behalf of everyone at GEM who contributes so much to keeping everyone safe on their journeys.

“Blue Light Aware has been a notable success which continues to inform and educate road users. We have also had the opportunity to ensure as many people as possible are aware of the Charity’s work and the current opportunity to apply for funding. I hope every GEM member will share our pride in having such a high-profile acknowledgement of the work we do.”

See and be seen

As we approach the period of minimal daylight, the risk of a road collision increases. This is especially dangerous for vulnerable road users such as pedestrians and cyclists. Visibility is reduced, people can be harder to spot on a dark road and the risk of a crash rises.

That’s why we all need to ensure we are as visible as possible, says GEM. A combination of straightforward actions can reduce risks for drivers and for anyone they might meet on their journeys.

Our visibility tips for reducing danger:

For drivers:

4 Light up front and rear. Don’t rely on automatic lights which may well be inadequate and won’t help help you to see anything on the road.

4 Daytime running lights alone will not be sufficient to make you properly visible to oncoming traffic and other road users, especially in foggy or wet conditions.

For pedestrians and cyclists:

4 Being visible to others should be your priority. Fluorescent colours help you be more visible during the day.

4 Reflective materials make you more visible in low-light conditions and at night.

Wake up to the dangers of fatigue

Driver fatigue causes hundreds of road collisions each year. These are roughly 50% more likely to result in death or serious injury. When drivers fall asleep, they can’t brake or take avoiding action, so they result in higher-speed collisions.

That’s why we have a simple message if you’re travelling: make sure you’re properly rested, and take breaks.

Ben Johnson and Gill Starkie collected the award from RSGB chair Sam Merison.

Terry Cook’s wise words

There’s a growing black market that’s preying on 17-year-olds... unfortunately it’s something that used to be readily available

The UK driving test currently has a 16-week waiting time, according to the latest DVSA report. As a result, a black market for driving tests has emerged. Sharp individuals are taking advantage of a broken system by obtaining multiple tests priced at £62 and reselling them to desperate learner drivers for multiples of that figure.

Unfortunately, the figure of 16 weeks is wildly misleading as it’s an average taken from across the country. There are some areas where you simply cannot book a test, so you’re forced either to pay through the nose for a ‘black market’ appointment, or book a slot at a test centre many miles from your home town. You can then use an app to search for a more local test, crossing your fingers that someone will cancel and you’ll get a more local appointment. This skews the waiting time data even more.

Backlog

Add to that the fact that people learning to drive are aware of this backlog, so many students have started booking tests before they even begin driving lessons. You can quickly see the scope of the problem.

The DVSA is aware of the issue. From October 2023 to March 2024, they deployed office staff with driving test warrant cards to test centres, aiming to help reduce waiting times. It eased the burden slightly, but now those staff are back in the office. There is currently a recruitment drive for driving test examiners. But almost as many are jumping ship, such is the turnover of examiners. So there’s really no improvement at all.

While the DVSA must shoulder a lot of responsibility for the situation learner drivers currently find themselves in (and changes certainly need to be made), there are other factors at play. Too many booked tests don’t go ahead simply because candidates don’t show up. There are many reasons for this, but principally it will be because the candidate booked a test but hasn’t had sufficient practice and can’t find an instructor.

If you know someone learning to drive, or you’re teaching someone

yourself, what can you do? First, avoid getting a test booked too early. I know it’s tempting, but tests can be an absolute nightmare to move. What’s more, those tests booked ages ago are simply adding to the problem. Ensure your learner gets some driving experience first.

Ready

If you’re using an instructor, liaise so you know when they will be ready for the test. If not, consider hiring one for an assessment lesson to give you a rough idea of progress and readiness. When the learner has a test booked, decide early (at least a month in advance) if they’re going to take it. In that way, you have plenty of time to look for a more realistic test date.

When you’re deciding if your learner is ready for a driving test, try to avoid focusing on the test itself. I appreciate that may sound odd, but instead, focus on their general driving. Can they drive

if you’re using a driving instructor, request the same from them.

Fully-qualified driving instructors can take students on motorways before the driving test, so while waiting for tests, it’s a great opportunity to gain experience on these roads.

It’s easy to get bogged down by the driving test, especially in the current situation, but if your learner gets an extra month or two to practise driving before obtaining their licence, surely that’s a good thing.

Around 21% of drivers are involved in a crash within the first year of passing their test, so the more we can do to reduce that figure, the better.

We are in a bad situation when it comes to finding and booking driving tests, but we can make the most of it, and I would really suggest getting in some more advanced driving. I also recommend that we avoid the reselling of tests where possible. You may consider this obvious,

If they can drive there and back without your help, there’s a good chance they’re ready to drive alone. “ “

in a variety of different conditions and situations without any help from you or their instructor? Can they navigate all road types and speeds without any help? One way to assess this is to pick a neighbouring town, perhaps an hour’s drive away, and challenge the learner to drive there with you as a passenger. They can use maps, road signs, or a satnav, but they can’t use you. If they can drive there and back without you having to help, there’s a good chance they’re ready to drive alone, and therefore ready for a test.

Encourage your learner to have more advanced training. If they’re driving confidently and independently, why not make driving harder? Instead of practising bay parking in an empty car park, head out to the local supermarket on a Saturday lunchtime. Get some practice in during rush hours or when it’s dark, and

especially if you live in an area where it’s almost impossible to get a test in the conventional fashion. I don’t believe that feeding this element of the system is a good thing, and I think it only adds to the difficulty.

Assess

Last of all, if you’re not already using a driving instructor, I would suggest hiring one, if only to assess your learner leading up to the test. They will be able to provide some impartial feedback that you may be able to go away and practise.

If you’re helping someone learn to drive, or know someone who is, consider some of the above. When they do arrive for the test, not only do they have a better chance of passing, but they’re also going to be safer, more confident and more independent drivers. In my opinion, that’s something worth waiting for. n

WIN a break at fabulous Hartwell House

Now owned by the National Trust and filled with antique treasures, Hartwell House in Buckinghamshire offers the perfect venue for a luxury short break

Hartwell House is no ordinary hotel. It’s part of living history. Once the ancestral seat of some of England’s most illustrious families, it has been home to an exiled French king, and a Chancellor of the Exchequer.

As you wander through the grounds of the Grade I-listed historic house, with its avenues of trees, croquet lawn and church, it’s easy to imagine constitutional documents being signed here, witnessing key moments in history.

In 2008, the hotel was donated to the National Trust to ensure its long-term protection. Restored by Historic House Hotels, it features

48 superbly-appointed bedrooms and suites, award-winning dining, a spa with state-of-the art treatments and 94 acres of gardens and parkland.

The present building dates to the 17th century, but its history stretches back nearly 1,000 years to the time of King Edward the Confessor. Hartwell House (hartwell-house.com) was first mentioned in the Doomsday Book as belonging to William Peverel, a natural son of William the Conqueror, and today every inch of this stately home has a story to tell.

The principal dining room is

designed in the style of eminent early-19th century architect, Sir John Soane, and based on a room in 11 Downing Street, home of the Chancellor of the Exchequer, with elegant arches and delicate detailing.

Restoration work has stayed true to the integrity of the house, but modern luxury is the byword. An essential part of a visit to Hartwell House is the opportunity to relax and enjoy the pleasures of the Spa. Hartwell Spa is situated within the Hartwell Court, just a short walk from the main house, and contains a generous-sized swimming pool, spa bath, steam

ENTER NOW: Just answer this one question: In which year was Hartwell House donated to the National Trust?

Send your answer by email to competition@motoringassist.com

Please put Hartwell House Competition in the subject line of your email. Include your name and GEM membership number. Closing date is 31 January 2025. You can also enter by post (address on p6).

room, saunas and well-equipped gymnasium. Experienced therapists offer a wide range of Spa treatments using 111SKIN and Jessica products. In the gallery overlooking the pool is the Hartwell Club Room, open for self-service, complimentary tea, coffee, biscuits and a selection of fruit.

Awarded two AA rosettes, Executive Head Chef Daniel Richardson has been at Hartwell House for 30 years and works closely with local suppliers and the hotel’s gardening team to ensure the menu’s ingredients are fresh and seasonal.

The prize in full:

- two midweek nights for two people sharing a double or twin room (no bank holidays) - breakfast on both mornings - dinner on one night with a bottle of house wine - afternoon tea on one day - use of spa facilities

Terms and Conditions

We will accept one entry from each person covered under a GEM membership policy. Multiple entries will not be counted. This promotion may not be used in conjunction with any other offer. Prize must be redeemed by 31 March 2026. Please also note that some dates will not be available. This promotion is subject to our standard competition terms and conditions, which you will find on our website (motoringassist.com/goodmotoring). Or write to us, enclosing an SAE to the value of £3.50.

Sample starters from the dinner menu include pan-fried Scottish sea scallop with teriyaki-glazed pork belly and beer-braised onion tart tatin with thyme goat’s cheese and crispy shallots. Follow with sirloin of Oxfordshire beef brisket with asparagus and onion and yeast puree, or a twice-baked farmhouse cheese souffle, served with broccoli and stilton puree, walnuts and a poached pear. Save room for an indulgent chocolate fondant with raspberry compote or Valrhona dulcey banana and lime namelaka (Japanese for ‘very creamy’) with oabika (a cocoa fruit juice concentrate) sorbet.

Little is more indulgent than enjoying afternoon tea (included in your prize) served in the elegant and historic surroundings of the Morning Room, Drawing Room or Library. Work your way through a beautifully-prepared selection of finger sandwiches, homemade patisserie and fresh-baked buttermilk scones along with an extensive choice of teas and coffee. If the weather permits, then a stroll through the 92 acres of grounds is an excellent idea. It’s a perfect way to appreciate the grand location and to work up an appetite for Hartwell’s fabulous gastronomic delights. n

Your letters and pictures

Write to: editor@motoringassist.com

Blue badge blues

My youngest daughter has severe, multiple and profound learning and physical disabilities. She receives Higher Rate PIP and has a blue badge. Getting it wasn’t that hard – the problems started after we got it!

On holiday in Cornwall, APCOA Parking issued us with a penalty notice because, although we had a blue badge, we weren’t displaying one of two Cornwall disability group stickers in our car. This wasn’t surprising as we live in Northamptonshire.

Letters to Cornwall County Council and the manager of the National Maritime Museum (who owned the car park) forced APCOA to back down – but it was a lot of hassle.

Before Northamptonshire was divided into two unitary authorities, we renewed the blue badge through Northamptonshire County Council.

One year, owing to pre-Christmas work delays, we received the new blue badge three days late. Two days earlier, my wife received a ticket from the then Northampton Borough Council for having an out-of-date blue badge when parked. Despite Northamptonshire County Council confirming in writing that it was their fault that the new badge arrived late, the Northampton Borough car parking official refused to budge. It took a concerted campaign by one of our local county councillors, who personally took the matter to the chief executive of Northampton Borough Council, before the ticket was withdrawn.

railway tend to park their vans in the disability spaces so that they don’t have to walk so far.

One important change the new government should bring in is to guarantee free parking to blue badge holders, not leave it to the whims of local authorities, car park owners and private car park firms.

Jimmy James

I am a blue badge holder and I feel for Grace’s situation. I would like to refer to Grace’s friend who was fined for using his blue badge in Bournemouth (Dorset). According to my DfT “blue badge scheme updated December 2012”, page 6 carries the note about “when travelling outside England” implying that the scheme, except where alternative concessions apply, covers the whole of England. I have regularly parked, using my blue badge in Bournemouth, without incurring any penalty. I would suggest that, unless it is separately indicated by a roadside notice adjacent to the parking area it would be the only way a fine would be legal.

Many locations don’t have sufficient disability parking spaces – but some do. In my experience, hospitals are the worst offenders as Helen McGowan (previous edition) has found – but the other side of the coin is our local railway station, which has recently increased the number of spaces substantially. This is needed because contractors working for the

I too need a fully open door in order to exit a car and often adjacent parking spaces are abused by drivers parking on or over the dividing yellow line. I think a method of preventing this would add a cost to the local authority, so I suspect nothing will happen.

Michael Myers

I sympathise with Grace’s frustrations in trying to find a suitable parking space. I am not a blue badge holder, but I can see that concessions may have to be made for wheelchair users. Where extra-wide spaces are not provided or where they are already full in car parks, what could perhaps be allowed for wheelchair users (i.e. not all blue badge holders) to take two parking spaces by straddling the white line between them. A wheelchair badge would of course need to be clearly displayed on the car to avoid arousing complaint from others.

Ryan Bond

These are just a few of the many letters we had on this subject. We will do what we can to help everyone with their road use. Ed.

Socket to ‘em

With a few years of EV experience, I would like to reinforce some of the points made by Neil Barrett in the last edition and add some tips of my own.

Trying to renew my membership on Tuesday morning there was a problem with my mobile phone. As a result some details weren’t accepted and I ended up concluding the call. My landline rang and to my surprise it was the young woman who had been trying to assist me. I’m sorry I didn’t catch her name. She had used her initiative and decided not to give up. As a result I am once again a fully paid-up member. One of the benefits of having human contact on the end of the line which I, for one, really appreciate.

Julia Adamson

We are delighted to hear that our customer adviser did the job for you and that you have renewed your membership. Please have a nice cuppa in the blue GEM mug we will be sending you. Ed

Neil doesn’t mention how he planned the route, but on a long trip it’s important. His route comes up on Google Maps as the shortest distance and time. But that may not be the best-range route because it may involve hill climbing or stop/start traffic around cities. If the satnav has a ‘most economical’ route setting, try that. For Neil’s trip, looking at a map suggests the M1/M6 option (avoiding the climb over the north Pennines) might save on the kWh despite being a little further.

As for using the heater or air con, I’ve found it doesn’t make much difference. Think of the energy needed to push the 2.3 tonnes of the VW up a hill compared to a few kW used by a heater.

I would certainly agree about keeping to a speed that avoids having to slow for traffic ahead and then speed up again. I usually drive at 55-60 mph, sometimes in the draft of lorries, but I avoid being the ‘meat in a sandwich’ of two large trucks.

John Henderson

Safety frustrations

In your car reviews you talk about a model being safe. It’s just nonsense. Forget the EU’s safety rating. You might as well relabel it to ‘how lazy can you be’ - these ‘safety’ features have enabled drivers to think even less, a very concerning impact.

Generally, please start being much more thorough and factual with your reviews and content in general.

Anthony Shilson

We will certainly not forget the Euro NCAP ratings, which have significantly improved car safety since 1997. They use rigorous crash tests and assess advanced safety features, pushing manufacturers to enhance protection for adults, children, and pedestrians. Ed.

Don’t get lost

Having reached the point where advancing years and increasing ailments make overseas travel insurance prohibitively expensive, we are re-visiting, and sometimes exploring anew places nearer home. Good Motoring provides useful articles in Alan Wakely’s series of road trips to whet our appetites for places to visit.

However I feel an accompanying

I’ve gone back to petrol

Neil Barrett’s article “Leading the long charge North” in the EV driving section in the Autumn edition sets out all the reasons why owning and running an EV is actually an uncomfortable experience at present and why, after three years of EV motoring, I have recently sold my EV and switched back to petrol.

I drove many long-range journeys all over the UK (including one similar to Neil’s up to Fort William) in my Tesla Model 3. Despite the car’s good official range and Tesla’s extensive charging infrastructure, I found that every trip was unavoidably dominated by the constant need to calculate distances and real-life battery range. I also had to plan routes so as to arrive at charge points with sufficient reserve just in case of some unforeseen events which might (and often did) cause the battery to be unusually drained (such as hot weather, cold weather, traffic jams, long use at motorway speeds). The need to charge en route also means that you have to stop wherever the (working) charge stations are located and not where you would otherwise choose to stop for a break, and also you have to waste a lot of time waiting around for the car to be sufficiently charged before moving on.

In short, although my car was very comfortable and had excellent performance, journeys were unreasonably stressful and I was always (like Neil) looking to preserve precious mileage in order to reach the next charge point before the battery expired. It seems that EV drivers (myself included) feel obliged to justify the high cost of purchasing our EVs by underplaying these serious shortcomings and seeing every journey as a sort of challenge to try to meet the manufacturers’ figures.

For these reasons, and the fact that there is no clear sign from government or manufacturers that the real-life EV experience will improve any time soon, I have decided to make the switch and wait and see what other developments may emerge. I used to be a big supporter of electric cars but now have doubts as to whether the government is actually capable of delivering the necessary infrastructure to enable the change. I now also have concerns about whether the environmental case for EVs is properly made out when new car production costs, battery production costs, the impact of rare battery components and the cost of replacing and disposal of batteries are all taken into account.

It is now an enormous relief to be able to travel anywhere I want at normal speeds (with the heater or air-conditioning on or off as appropriate), stop for a break or for fuel wherever I want and to arrive at my destination on time without wondering where the next charge station is located.

Robert Preston

map would help understand the journey. I find I am trying to read the road trips with my mobile phone by my side to try and get my bearings using Google Maps. This said, the road trips series remains a most interesting collection of articles offering practical advice.

Tony Weeks

Thanks, Mr Weeks. Good point. We will look at including a map if copyright permits. Ed.

Village error

The Yorkshire Moors piece had an error - the village referred to in the article as “Leatholm” is in fact, Lealholm (pronounced - “Lee-lum”). Great magazine.

Adrian Corney

Ace is high

May I congratulate Mark Wilsmore from the Ace Cafe in London for his reflections on the motorcycle casualty issues of the 1960s. I’m not old enough to remember what >>

Autumn winners

Congratulations to Louise Major from Stourbridge in the West Midlands, who was the lucky winner of our Autumn competition and will be off to Cheshire to enjoy her prize. The winner of our flight simulator experience was John Bowman from Portsmouth in Hampshire. Happy landings!

The hotel competition in this edition can be found just back on page 12.

Your letters and pictures

Write to: editor@motoringassist.com

>> the era must have been like, but I commend his passion for keeping young riders alive. Imagine a TV episode on a Saturday evening devoted to road safety these days! Alison Dacre

Lights, camera...

There are two passive safety devices I feel could and should be adopted universally – and cheaply. The first is Daylight Running Lights (DRLs) - for the rear of cars; simply using the existing rear lights, switched on with the ignition.

It has been the case since 2011 that front-facing DRLs are mandatory on all vehicles registered in the UK, and I have never understood why manufacturers were allowed not to provide them on the rear of vehicles. This is a prime safety issue, especially as most cars are now painted varying shades of ‘tarmac grey’, to blend with the road.

In Scandinavian markets, being sensible people, they do have permanent running lights, front and rear, and in at least some UKregistered vehicles it is possible to re-set the lighting to Scandi standards. I had this done on our VW T6 campervan, and it took 5 minutes, by laptop computer. In my view, this should be mandatory on ALL UK vehicles, and I can see no valid argument against this.

The second passive safety feature I would adopt is the factory installation of front-view, and rear-view, dashcams. The evidence of how and why collisions occur should not be left to the errant and subjective memories of people involved. Video footage showing time and speed and other salient points, is extremely valuable – which is why police frequently appeal for dashcam footage to be made available.

Andrew Bromley

Fully agree, Mr Bromley. There’s an article explaining the benefits of fitting a dashcam on page 18 of this edition. Ed.

I’ve just returned from a trip to Cornwall, covering almost 1000 miles in total. The journey down

and the journey back (M25, M4, M5) were both in inclement weathertorrential downpours, lots of road spray, and very limited visibility. I was appalled at the number of vehicles on the motorways with no lights on.

Further observation showed that these drivers were driving with their Daytime Running Lights (DRLs) on, which give no rear light, hence making them invisible in poor weather conditions. I wonder if they even know that they have no rear lights when driving on DRLs.

First, they should have put dipped headlights on and possibly rear fog lights, but I wonder if most drivers think that if they have DRLs on, they will also be lit at the rear.

With so many automatic features on modern cars, some drivers are forgetting the basics - I find this a very worrying safety issue.

Carole Ash

In the autumn edition of Good Motoring the road test of the Mini Countryman John Cooper Works quotes tax as £1095/£600. Why two rates? I bought a 2011 Mazda 3ts2 and road tax was £195. It has slowly increased to £300-plus. Why?

Richard Pelling

Two VED rates are quoted in all tests as one is the first-year rate (included in the on-the-road price of the car) and the second rate is for the following years. The VED rate for a car registered in 2011 is based on its CO2 emissions. There is a sliding scale, with high-emitting cars being the most expensive. David Motton (Road test editor)

Take cover

The letter from Peter Pope (Autumn 2024) about his insurance shock was interesting, as was the article by Stephen Graham. I am 84 and my annual premium has suffered a similar hike to Peter’s. The best I

could get was £850 for my new Kia EV6 (up from £350ish for previous MG ZS EV) and my fear now is that it will continue surging upwards each year as I age.

I thought at first that the increase was mainly because of the vehicle. Mr Graham says ‘Vehicle choice would be a major factor....’ and I thought he was right - that my choice of a Group 40 car was the problem. However, here’s where it gets interesting: we were also contemplating changing my wife’s car (both driving both cars) and decided to aim for the other end of the spectrum by looking at the Smart ForTwo range (Group 4).

Hey ho - £800 again (as a second vehicle with same company). I rang to query this and was told ‘The insurance group doesn’t make as much difference as people think’ (no difference in my case!). If that is true then what is the Group system for?

The other baffling thing about insurance premiums is that third party cover is no cheaper than fully comprehensive these days. Does that have any rational explanation? I am left with the impression that, because third party car insurance is a legal necessity being provided by ‘the market’ (are there any other examples of that?), the temptation to think of a number - and then double it - is irresistible. I seem to remember that, in Australia, compulsory third party insurance was provided by the State as part of vehicle registration formalities (in other words the user pays, not the taxpayer). The market could then concentrate on selling optional insurance to cover damage to one’s own vehicle and self.

Michael Lowing

Just before we went to press we received another message from Mr Lowing with a copy of his insurance renewal. The letter told him: ‘Last year you paid £862.69. This year your annual renewal price is £1654.11.’ Ed.

The importance of journey planning

According to the North American Aerospace Defense Command, Santa begins his Christmas journey at the International Date Line, allowing him to maximise his time delivering gifts across various time zones. His route typically includes stops in Asia, Africa, Europe and finally North America. He is known to make regular breaks for snacks along the way. Apparently Santa does not experience time like we humans do. His journey may seem to take 24 hours for us, but for him, it could last days or even weeks due to his unique time-space continuum. Mary Ansell

Charity update

Heidi Duffy MBE explains how the GEM Charity has supported the creation of a series of safety videos for the National Young Rider Forum

Remind us of the problem these videos seek to tackle?

The aim is to address knowledge gaps when it comes to the Highway Code and road traffic law for young riders, particularly the newest, novice riders aged 16 to 18 years. They have very little experience as motorised road users on busy urban roads. In addition, riders where English is not their first language, where they might be unfamiliar with the priorities, Highway Code hierarchy, road traffic law and road layout in the UK.

What do you know about your audience and how will you reach them?

The target audience are young and novice motorcyclists who have recently completed their Compulsory Basic Training (CBT) and are venturing out onto the busy road network for their first journeys. We know that the issues shown in the films have been witnessed by trainers and other road users and were brought to the attention of the National Young Rider Forum through a survey completed earlier this year. We launched the films at the National Road Safety Conference in Birmingham in early November.

Who was involved in the development and creation of the videos?

First, the CBT instructors and students were surveyed to identify any knowledge gaps or practical road -use problems that they felt needed addressing. They had reported first-hand experience of seeing these particular issues displayed by riders and thought they would lead to collisions. From that information we wrote a product brief outlining the issues and listing possible scenarios for the films. We were then successful in securing a GEM Road Safety Charity grant and we chose Koala TV to design a creative brief following several meetings to detail who was the target audience and

decide the urban road environments and key messages. Each scenario had a script which described the film from which Highway Code signs to use, all road user movements, road safety messages and final slides.

What are the main messages and how are they put across?

The films cover traffic signals, speed limits, keep-left bollards, pedestrian priority and hierarchy, junctions and priority for turning traffic. They are portrayed in a fast, swiped, noisy, colourful, attention-grabbing format for use on social media with a focus on young people and their preferred media options. Research told us that riders worried more about losing money through fines or not being able to work than actually being involved in a crash, so we showed the penalties of their actions rather than possible collisions.

What feedback did you receive from focus groups?

The NYRF working group has developed each scenario with Koala TV in weekly meetings. Scenes have been watched, tweaked, watched, shared and tweaked again! It has been a continuous process of designing them frame by frame, measuring them against the project brief and original aims to make sure they are the best that we can

achieve in time and budget. Riders and instructors had their sneak preview and gave good feedback. An evaluation package will accompany the release so that we can capture how effective the films are.

How will the roll-out be overseen? We will design a social media platform campaign and release the films over several weeks with accompanying information and a dedicated page on the new rider hub (newriderhub.net). We will offer a feedback and evaluation form to riders to gauge their thoughts on the format, scenarios illustrated, message retention and effects on attitude and behaviour going forward.

The films will be available to CBT instructors and other road safety professionals to use when engaging with young and novice riders. We will also offer them to GIG companies and trainers so they can use them to illustrate these important rules and regulations that govern our roads.

The National Young Rider Forum would sincerely like to thank GEM Road Safety for their support of this exciting project. Without the grant it would not have been possible to produce these films and reach young and novice riders with these vital road safety messages.

Safe driving: a veteran point of view

We welcome 102-year-old John Gill from Ponteland near Newcastle. He was driving a car on farmland at around the time this magazine first appeared!

I have never had L-plates and have never taken a driving test. I’ve never had anyone sit next to me with a clipboard and decide whether or not I meet the standards required to hold a full driving licence. A long time ago, somebody from the Department of Environment decided my driving should be checked because I was going to take a group from the Road Research Laboratory up to a testing site. They seemed satisfied that I was competent.

I had a little motorbike that I bought in my last days in the army and used as a student afterwards.

I’ve been a cyclist since I was about eight years old. So I knew a bit about the principles of roadcraft from the point of view of a more vulnerable road user.

A memorable summer holiday in the mid 1930s took me to my cousin’s farm in Wiltshire. I had the opportunity to try driving an old Buick on the farm. I quickly learned about clutch control, especially the double de-clutch manoeuvre, and this all proved very useful for safer driving in future. I did some bits and pieces of driving for the St John Ambulance organisation during the War. When the War was over, I joined the Colonial Service, and was posted to Lagos in Nigeria, where I was instructed immediately to buy

a car. I did as I was told, and taught myself to drive in Lagos, a city not denuted of traffic.

Lagos has a reputation as something of a crazy city for driving. However, I am pleased that I did not experience many scary moments. My wife nearly came to grief when a cyclist fell off in front of her car. But I never had anything quite like that. It was mainly a matter of driving up into the bush to have a look at specific sites for designing bridges, which was my specific role. I would undertake site visits then go back to the drawing board to produce designs. At this point the

longest bridge I designed was a ninespan creation over the Oni River, which I understand was blown up in the Biafran war. By the way, my wife was none too happy that she had to take a British driving test, having already passed her test in Lagos.

For my second tour of duty in Lagos, I was a engineer in charge of the main part of the capital. So I had the Public Works Department work to chase up around the environs of Lagos, which at that time was a city of about a million people. I think it’s about 30 million now.

I came back from the Colonial Service to work in the UK. My name was connected with some fairly big road projects. For example, I was put in charge of the team for bringing the brand new Mancunian Way (in Manchester) off the plan and its construction. The Mancunian Way was created to form part of a South East Lancashire and North East Cheshire Highway Plan in 1962, although similar proposals were developed from 1959. A parliamentary bill to approve its construction was passed in 1961. It was the first elevated main road to be built outside London, and the UK’s second aerial motorway after the Hammersmith flyover. The road is 3,232 ft (985 m) long and has 28 spans of 105 ft (32 m), and two spans of 60 ft (18 m).

My wife was none too happy that she had to take a British driving test, having already passed her test in Lagos. “ “

Summer 1953: home leave visiting relatives

We sailed in the mail boat to Liverpool and started our leave with my wife’s parents in Sale. After a few days, I started looking for an old banger of a car to take us the round of all the relatives. After hesitating about a £100 Rolls Royce (1926) which was said to have something suspect about the gear box, we settled for a 1932 Riley 9, which we bought for £90 and whose silencer blew up with a mighty bang when I tried to start the car in the morning after a damp night.

When I roared the unsilenced car down to a back street mechanic in Sale, he informed me that someone had fitted it with the exhaust pipe and silencer of a Morris Minor; he also, for a very small sum, fitted it with a lovely wide copper silencer, so the little four-door saloon car achieved the throaty roar of the real sports car it had once been. We had a lot of fun.

There was no ignition key, just a strip of copper thrust into spring jaws, which were just as liable to throw it back into the lap of the passenger when briskly bumped by an uneven road.

We did a fair amount of overtaking in an age when the average driver did not seem to be in a hurry, but always preferred to halt facing down a hill, as the generator was out of action and it was best not to use the electric starter. Of course, it had a starter handle.

While we were on holiday at Swanage, the generator went away to be repaired, but Lucas’s failed to fasten some of its screws, and they worked loose as we drove up from Swanage to Guildford, where I was to be best man at my brother-inlaw’s wedding. When I was driving the last of the guests from the church to the reception, the generator (which on the Riley was dogged straight into the end of the main shaft of the engine) was vibrating madly; the car was designed with no fan or fan belt.

As soon as the reception was over, I had to slip off my Moss Bros’ tail coat, put on the boiler suit which had become a necessary part of the tool kit, and slide under the front bumper to unscrew the offending generator. On the way to Luton, our next night stop, we found a garage that was open late on a Saturday evening and got the missing screws replaced.

Later we climbed the Pennines from Barnsley, losing power all the time and seeking lower and lower gears, practically coasting all the way down the western side of the range to crawl into Sale.

A local garage suggested that it needed a new petrol pump, but that did nothing. I set to work to expose the whole petrol tank, which proved easy to unship and drop down, whereupon I found that a piece of string had entered the pipe from the tank and had been gradually feeding more and more of itself into the pipe until almost no fuel could pass to the engine!

We had site surveys to carry out, then set about with the design process. There were drainage alterations and other amendments to build in. But the design of the actual structure was in the hands of consulting engineers. I went down with my team to their headquarters and saw the model and the test. Saly I didn’t get to see it completed because I was promoted to be Deputy City Engineer of the city of Leicester. And so I left Manchester before the project was done.

People seem very interested in how I continue to be a safe driver at the age of 102. They see it as quite some achievement and they want to know what I put it down to?

Well, I’m a teetotaller to start with, which I think helps witht he

I refitted my old electric pump, got a refund for the new one, emptied more string, pebbles and goodness-knows what from the tank (the previous owner must have had a small child), refitted it, and had no more power troubles from what was a very nice little 1100cc aluminium engine. We visited Fred and Barbara in their new home in Horsforth and explored Ilkley. When it was time to head back to Nigeria in September, we sold the car for £73.10s, probably thanks to its lovely exhaust note!

longevity issue. I think I have always been a bit young for my age (even at school!) and I’m seem told I have the body of an 80-year-old. I’m hoping that I can renew my licence for the 12th time at the age of 103, but I’m happy to see how I feel when the time comes.

It’s fortunate that I continue to have good eyesight. But I ensure that anything that can be checked does get checked. At my last eye test, the doctor found some deterioration in one of my eyes, which has always been a bit weaker, but the other one was fine, and I was able to see things pretty clearly. I haven’t recently had any test of speed of thought, but I

seem to get on pretty well. I haven’t had a collision of any sort in the last 30 years.

I’m not sure I’m qualified to give driving advice to anyone. I know a lot of families will face difficulties in terms of dealing with a potentially risky older relative at the wheel. Concentration is at the heart of any good driving, obviously. I think also you need to maintain your skill at observing traffic, not just the car in front, but several cars ahead. I have noticed that even my own children don’t always do what I would do. I think I’m more cautious than they are. I leave plenty of space between myself and the vehicle ahead. n

Top picture: John Gill took Good Motoring editor James Luckhurst in his Vauxhall Meriva for a journey west from Ponteland by the side of Hadrian’s Wall (pic: Peter M Baker). Other pictures show some of the cars owned by John and his family over the years.

Your Christmas goods... in Transit

From the cab of his carefully-packed van, Kieran Perry shares the trials and tribulations of ensuring our festive supermarket groceries arrive on schedule... with a smile

THE FORD TRANSIT VAN is as embedded in British culture as fish and chips, but have you ever wondered what it would be like to drive one? As a supermarket delivery driver, I do exactly that: taking groceries anywhere from town centres to the depths of rural Wales. Doing this job has been better than I could have imagined; it has been a great way to earn money, and there is certainly a lot to recommend. However, nothing is perfect, and I would like to reflect on the pros and cons of life on the road.

First up: the joys of the job. One of the biggest initial draws to the role was the driving itself. Whether that’s traversing urban streets, or getting out on the open road, I have absolutely revelled in the opportunity to be behind the wheel. For me, it is a wonderful experience to explore new territory that I would otherwise have no reason to visit. Whatever the winter weather may throw at us, I love taking in the beautiful views and gaining a better understanding of my local area.

Independent

By extension, being independent and trusted to manage my own time is wonderful. Although I have a delivery schedule - always full at this time of year - it is up to me as a driver to ensure I am taking the most efficient routes and staying safe throughout my travels. In what is essentially a customer service job, I love interacting with clients and listening

to music on the journeys between them. I won’t reveal my favourite Christmas driving songs, but you can be sure they get a good airing on festive delivery shifts.

Some of the destinations I visit involve difficult driving situations. From narrow streets littered with parked cars, to dirty farm tracks, there are plenty of challenges involved in driving a vehicle much larger than a car – especially when its turning circle is abysmal.

Many of these places require carefully-planned manoeuvres which need to be completed without hitting anything or blocking a road. It can be a struggle, but it’s something that keeps any driver motivated. These challenges are not always

enjoyable - a reason why many new starters are put off the job. You need to navigate to each drop-off address, which can bring its own set of problems. Poor weather, dark nights and houses without names or numbers can all bring stress and delays. Although the job is mostly simple and stress free, it has the potential to test your patience.

Wrong number

On a lighter note, there have been plenty of memorable moments during this job. For a start, I have often attempted to deliver to the wrong address, purely because I have convinced myself that I’m going to number 17 and not 27. This has led to awkward conversations and

I was confronted by a hooded figure, asking me if I would be so kind as to carry his shopping inside. “ “

once, an unpleasant greeting from an angry dog warning me to get off its property. I have also knocked on the wrong door when I was distracted by a neighbour’s Japanese import Honda Integra; I was so keen to talk about his car that I forgot that he wasn’t my customer!

Spooky drop-off

I once had a late-night delivery in a huge, imposing and dilapidated former workhouse with no exterior lighting. Already unnerved by the location, I was confronted by a hooded figure, asking me if I would be so kind as to carry his shopping inside. I obliged, later realising my error; stepping into the building revealed tall ceilings with peeling wallpaper and no working lights whatsoever.

To make matters worse, I heard the customer shut the door behind me, a sound that teamed with the squeak of a fire alarm with low battery to escalate my anxiety. I climbed two flights of stairs in the dark, put the trays down, and braced myself to sprint out of the building as soon as the customer had unloaded. Using only the light from my phone, I ran back down the wooden stairs as fast as I dared, arriving at a front door

that seemed to be locked. I tugged at the various handles until I finally flung the door open, allowing me to jump back in the van and lock the doors. My colleagues and I had always been wary of this particular location. I was the first to go in, and I’m sure I’ll also be the last!

Although that was a spine-chilling experience, it is also very much a one-off. Most of the time, I am greeted by warm, friendly people, who often have a lovely dog with which to spend a few minutes. I sometimes get chatting to people who have interesting lives and interesting vehicles, and have previously been invited to look around a customer’s gorgeous classic Porsche. It’s moments like these that show the kindness of the general public and make the job that little bit more enjoyable.

Favourite

Overall, the role of supermarket delivery driver allows you to explore new roads and meet a wide variety of people. Of course, it has its challenges, but I have really enjoyed driving for a living. Who knows, perhaps it’s a role that would suit you. Most supermarket groups have plenty of vacancies. n

To your door...

Sainsbury’s first offered home delivery from its Croydon Branch in 1882. Customers had to place orders at the store which were then delivered by carts, pulled by horses or even delivered by hand. Bicycles and tricycles came into use at the turn of the century and in 1915 Sainsbury’s purchased its first Model T Ford van.

In the modern era, one of the first companies to offer grocery home delivery was Webvan, founded in 1996. The firm offered customers the chance to order their groceries online and then have them delivered to their homes. A two-hour delivery window was offered. Webvan struggled to keep up with customer demand and declared bankruptcy in 2001.

Tesco began offering online grocery shopping in the UK in 1996. Early trials used CD-Roms, phone and fax, as well as the internet.

Online grocery sales grew by 8.2% during the Christmas period in 2023, compared with a 5.2% increase in in-store shopping. This boosted the online market share to 11.5%, up from 11.2% the previous month.

In 2023 90% of Ocado’s Christmas delivery slots were booked by midOctober, suggesting that shoppers were planning their festive groceries well in advance.

Since 2022, Tesco has reported a 40% increase in sales of no-alcohol and low-alcohol drinks.

Between them, Asda, Morrisons, Tesco, and Sainsbury’s made more than one million delivery and click-and-collect slots available just in the week leading up to Christmas.

More than 190 million mince pies were delivered to UK homes last Christmas - equating to nearly three pies for every person in the UK!

Car care Lights help us to see, be seen and stay safe

Car lights are easy to take for granted. We rely on them every time we drive but use them almost without thinking about it. However, it’s important we use our car lights correctly to stay safe and legal.

Headlights

Many modern cars have automatic headlights that turn on whenever daylight fades. Whether this function is switched on or not, it’s the driver’s responsibility to make sure headlights are illuminated when needed. Highway Code Rule 133 states: “you MUST use headlights at night, except on a road which has lit street lighting.” Night is defined as between half an hour after sunset and half an hour before sunrise. Headlights should also be used when visibility is seriously reduced.

Dipped vs. full beam

Full-beam headlights give the best view of the road ahead but shouldn’t be used if there is a risk of dazzling other road users. Dipped headlights are angled slightly downwards, allowing you to see and be seen in the dark or in bad weather, without the risk of making it hard for others to see clearly.

Daytime Running Lights (DRLs)

Daytime running lights have been a legal requirement for new cars and light vans since 2011. The chances are your car is fitted with DRLs. You don’t need to switch them on, they illuminate automatically. Many modern cars switch between DRLs and headlights depending on light

conditions, without any intervention from the driver.

Indicator Lights

These must be amber in colour and should be used to signal your intentions to other road users, including pedestrians and cyclists. However, there’s no requirement to use indicators if there are no other road users to see your signal.

Brake Lights

These illuminate when the driver applies the brakes to warn other road users that the vehicle is slowing down. In stationary traffic, once the following vehicle has also stopped, you should apply the parking brake/ handbrake to avoid dazzling others with the brake lights.

Fog Lights

Are any lights more frequently misused than fog lights? These should only be illuminated when visibility is less than 100 metres. Using fog lights at other times risks dazzling other drivers.

Sidelights and Parking Lights

These are one and the same, making it easier for other road users to see a car when it isn’t dark enough to make dipped beam headlights necessary.

Number

Plate Lights

These small lights make number plates readable in poor visibility or darkness. If the number plate lights are cracked or faulty your car could fail its MOT.

Fog lights should only be illuminated when visibility is less than 100 metres.

Maintenance checks

n Light checks should be part of your maintenance routine. With the car in neutral or park, turn the ignition to first position (this will switch on the electrics but not the engine).

n Turn on the lights (headlights, fog lights, indicators) one by one. Either step out of the car to check they are working or have someone help you.

n Checking the brake lights without help is a little more difficult but can be done by wedging the brake pedal down with a clipboard or a length of wood. Alternatively, park with the back of the car facing a reflective surface so you will see the lights illuminate in your mirrors.

n Having checked the lights are working, clean the lenses with your regular car shampoo or glass cleaner.

n If any lights aren’t working, replace the bulbs or have a mechanic do this for you.

David Motton

Steer clear of skid row Winter driving

As winter arrives, road journeys can become risky due to rain, snow, ice, fog and other weather hazards. Even the most experienced motorist can struggle with reduced visibility and slippery surfaces. Turn the page to find a selection of useful tips and strategies - prepared by Sandra Macdonald-Ames - to help you navigate the challenges of winter driving

Icy roads mean less friction and less grip when you’re steering, accelerating or braking. That’s why anticipation and planning will really assist. Look ahead and steer to where you want to end up. Use the controls smoothly. What appears to be a wet road in low temperatures could actually be black ice. If you suspect you’re on it, keep the steering straight and don’t be tempted to hit the brakes. Ease off the power by lifting your foot. Braking distances on snow and ice can be up to 10 times longer than on dry roads, so remember to leave a lot more space for stopping safely.

If the forecast warns of snow, then avoid the potential for all kinds of trouble by delaying your journey. If you feel you have to travel and snow is forecast, then plan well by checking your tyre tread and washer fluid levels. If snow is falling, remove any build-up from roof and windows. Don’t use wipers to clear thick accumulations.

When you’re moving, use low revs and a higher gear for moving away, but drop into a lower gear to assist engine braking. Automatic cars have a manual override to allow this.

Electric vehicles are often frontwheel drive so have better traction due to the battery weight. Using the eco mode button (to reduce power input) will also help. Do everything gently, put dipped headlights on and ensure your car’s lit up at the rear. Allow loads of space for stopping.

Use low revs and a higher gear for moving away Watch for cyclists Steer

A gust of wind can take anyone by surprise, so keep a firm grip on the steering, particularly when on exposed roads or when passing a high-sided vehicle. Keep a good look-out for debris. Check mirrors regularly in case you need to reduce your speed. Consider the effect of the weather on other road users, particularly cyclists who could be blown off course.

Fog can be really disorienting, and your speed perception could be altered. You will feel as though you are travelling more slowly than you really are. Dipped headlights will help others see you, while your demister should maximise what you can see out of your windows. Use fog lights in poor visibility (below 100 metres) but don’t forget to turn them off again when it improves. Always be able to stop in the distance you can see to be clear ahead. Allow more time for your journey and avoid following the lights of a vehicle ahead as it can give a false sense of security.

Rain

We may all be used to rain here in the UK, but not every driver understands the safety risks when it’s pouring. Good tyre tread dispels surface water, though it does generate spray. If you’re following another vehicle, reduce your speed and keep your distance. Use the wipers and dipped headlights to ensure you can be seen. Air-conditioning works well in winter to keep windows clear as it removes the damp air and helps stop them misting over.

Do not drive through floodwater as it is so difficult to know how deep the water is, and you will risk serious damage to your car engine. Finding a safe alternative route will always be preferable, however inconvenient.

If you are certain the water depth is passable, keep the gears low, revs high and drive slowly to avoid a wave being created. EVs are fully protected from water getting into the circuits.

Winter driving

Extreme UK winters

The Big Freeze of 1962-1963 is considered the coldest winter in modern British history, this winter included persistent subzero temperatures for an extended period.

The Winter of 1946-1947 caused significant disruption. Snow fell somewhere in the UK for 55 consecutive days between January and March 1947

The Big Snow of 1982 set several records, including the coldest winter in the UK for 100 years at the time. The coldest temperature in UK modern history was -27.2°C, registered in Braemar.

The Winter of 2009-2010 brought snowfall and low temperatures for a two-month spell.

The “Beast from the East” affected the UK from late February to early March 2018. Parts of the UK received up to 50cm of snow.

The winter months can prove particularly tricky for visibility as the sun can sit low on the horizon for ages. Maximise visibility before setting off by cleaning the windscreen to remove possible glare. Top up the washer fluid and keep the demister on throughout the journey.

Anticipate where the sun could be a problem by planning ahead, particularly when moving out of shaded areas or going around a bend. Cars, people, animals, junctions... everything is harder to spot, so be as observant as possible. Sunglasses can be really useful in these conditions by helping to remove the glare. Don’t forget to take them off if it is late and getting darker.

My Cotswolds selection box

Welcome to the largest Area of Outstanding Natural Beauty in England, with its picture-book villages in rolling countryside. Alan Wakely’s tour is sure to inspire winter visitors, with a special atmosphere to enjoy

Many of us will have visited this delightful region at some time in life... or at least driven through on a main road, stopping perhaps at one of the numerous pubs for a meal. So I will concentrate on some less wellknown places that I think are really special, and some roads that are a driver’s delight.

However, if you do not know the

area at all, your first visit should include at the very least a couple of the market towns such as Bourtonon-the-Water, Broadway, Burford, Chipping Campden, Moretonin-Marsh, Nailsworth, Stow-onthe-Wold, Stroud, Tetbury or Winchcombe. I’ve put that list in alphabetical order to avoid showing preference. Apologies if I have left

out your favourite. If pressed, I think my first choice would be Bourtonon-the-Water where the River Windrush runs along the length of the main street, crossed by several low pedestrian bridges.

Escarpment

Exploring in a car makes a lot of sense because the official area

stretches some 85 miles from near Stratford-on-Avon in the Midlands to the outskirts of Bristol. An escarpment runs most of this distance which means quite steep hills on the roads that cross it, offering wonderful views to the west.

Some of these panoramas are better when visited in winter because seeing through the trees is easier. A good example is on the minor road running from just outside Ratley towards the appropriatelynamed Edgehill.

The same is true of the B4070 south-west of Birdlip, or the B4362 on Cleeve Hill between Winchcombe and Cheltenham. This last is rather more built up but the scenery includes a marvellous view of

Cheltenham Racecourse from high above, as well of the distant Malvern Hills. Probably the best-known of all the various viewpoints is Broadway Tower on the A44, where you will almost certainly find other visitors in the car park.

The B4070 between Birdlip and Stroud is one of the roads that it is a real pleasure to drive along. It goes through Slad, the home village of author Laurie Lee, who became famous through his autobiography Cider with Rosie

Prosperous

Slad is a beautiful place, and obviously prosperous. Lee was a lifelong socialist who nonetheless decided to return there in later life when his books had made him wealthy.

Along much of this stretch of the B4070 there are wide views, but also some beautiful wooded glades to drive through, where the sunlight is dappled on the carriageway. Similar tunnels through overhanging trees can also be found on the A46 just north of junction 18 of the M4, and on a section of the A435 between Cirencester and Cheltenham. I think they are really lovely.

We also love long straight roads >>

Cotswold Festive fare

The region comes alive during the Christmas season, with an array of festive treats and experiences. Christmas Markets are a highlight, with towns such as Cirencester and Chipping Campden hosting colourful events.

The Cirencester Christmas Market (25 November to 24 December) features local crafts and seasonal foods, creating a cheerful atmosphere enhanced by twinkling lights and carol singing.

The Chipping Campden Market (7 to 10 December) showcases artisan goods and festive fare in a charming historic setting.

Festive Foods are abundant throughout the region. Tuck in to mince pies, spiced scones and turkey sandwiches at various cafes and markets. Notable spots include The Slaughters Manor House, which offers a Festive Afternoon Tea from late November to 23 December. Additionally, experiences such as the Christmas Tree in the River at Bourton-on-the-Water add an individual touch to the festivities.

through open countryside. So did the Romans and one of their roads – Fosse Way - runs for many miles through the Cotswolds. Between Stow-on-the-Wold and Cirencester it is nowadays part of the A429 and a great “driving road”. The A46 between Nailsworth and Dunkirk and the A40 between Burford and Andoversford are similar.The latter was probably in origin a pre-Roman ridge route for droving livestock. From a casual glace at the map you might also expect the road from Cirencester to Gloucester to be another exhilarating drive. You would be wrong. I rarely suggest things that are better avoided, but this stretch of the A417 is one of

Main pic: wintertime at Snowshill. Above: Broadway Tower at sunrise. Below left: late eveningsnow and ice in Painswick. (Shutterstock)

>> through open countryside. So did the Romans and one of their roads – Fosse Way - runs for many miles through the Cotswolds. Between Stow-on-the-Wold and Cirencester it is nowadays part of the A429 and a great “driving road”.

Livestock

The A46 between Nailsworth and Dunkirk and the A40 between Burford and Andoversford are similar.The latter was probably in origin a pre-Roman ridge route for droving livestock. From a casual glace at the map you might also expect the road from Cirencester to Gloucester to be another exhilarating drive.

You would be wrong. I rarely suggest things that are better avoided, but this stretch of the A417 is one of them. Most of it is a near motorway standard dual carriageway, meaning that traffic is moving too quickly for you to take in what scenery there is, and then you encounter one of the country’s most notorious bottlenecks at Nettleton. The authorities have eventually woken up to the problems and as I write (in Autumn 2024) the bottleneck is being converted into one of the UK’s biggest roadbuilding developments instead. For the time being, keep well clear!

Highgrove

The aristocracy have long loved the Cotswolds, and I don’t blame them, but issues about presentday security impinge on freedom to roam about the countryside particularly in the area around Tetbury. The King and Queen have their private home at Highgrove a couple of miles or so outside the town. Although it is not officially secret, quite understandably tourists are gently discouraged from discovering its exact location. There are no direction signs (apart from temporary A-frame notices for special events) but I understand that occasionally a small crowd can gather at the unmarked gate, hoping somebody important might drive through. Their Majesties are entitled to some privacy, but they are not alone in this part of the world. The Princess Royal and her husband Sir Timothy Lawrence live just the other side of Tetbury, and the Duke

Duchess of Beaufort are at Badminton, only a few miles south of Highgrove.

Although quite a lot of the land around Tetbury is necessarily closed to the general public, Westonbirt

The village is chocolate-box lovely, from the honey-stoned cottages to the ivy-covered Swan Hotel. “ “

Arboretum alongside the A433 is unquestionably open, and is well worth a visit. Perhaps it is hardly amazing to find an arboretum in the Cotswolds, but a Roman archaeological site is more of a surprise. This is the Chedworth Villa, but if you try to find it, I suggest you ignore signs for Chedworth

and approach through Yanworth, signposted from the A429 at Pancake Hill. Even less likely for the Cotswolds is a bus museum. I declare my interest because I used to work in the bus industry at one time, but I suspect there may be quite a few others who quite like old vehicles. This museum is at Long Hanborough on the A4095 Witney to Woodstock road. However, the opening hours are limited and you should check before going.

I explained at the start that this article would necessarily be selective but I ought to admit which area I personally love the most. For me the beauty of the Cotswolds is typified by Bibury and

and

its surrounding villages. The main road through Bibury used to be the A433 but it has been downgraded to the B4425 because the bridge over the Colne is too weak for heavy traffic. This seems to have reduced car visitors too, though coaches still come on day trips from London.

The village is chocolate-box lovely, from the honeyed stone cottages of

A winter taste of the Cotswolds

Arlington Row to the ivy-covered Swan Hotel, apparently unchanged for more than a century. Between them is the glorious wetland known as the Rack Isle where a small herd of Belted Galloway cattle are left to graze at certain times of year. The nearby villages of Ablington and Winson are utterly delightful, and even quieter.

Idyllic

The Cotswold region has always been beautiful, but I reckon that the vision of timeless, idyllic, quintessentially English peace can be dated precisely to 24 June 191. It was a hot summer’s day and a fast train from London to Worcester was held up unexpectedly at Adlestrop station (now long since closed). The

The Woolpack, Slad: a tiny but charming dog-friendly hostelry that dates back more than 300 years. Inside you’ll find a a fireside tavern, dining room, snug and vine-covered terraces. Bar snacks include cheese and ham toasties, sausages rolls and leek and potato soup. Head chef Adam Glover’s dining room menu changes weekly. You might find beef shin and suet pie, pigeon and lentils, courgette and griolle risotto or plaice and cockles. (01452 234290, thewoolpackslad.com)

The Swan, Bibury: located on the banks of the River Coln, this former coaching inn serves up lovely plates in its Brasserie. Share a British ‘Cobble Lane’ charcuterie selection, then tuck in to a Chalcroft Farm beefburger with triplecooked chips or a roasted cauliflower pavé with truffle and tarragon sauce.

poet Edward Thomas described the peace of the scene just weeks before Europe was plunged into the carnage of the Great War. He was killed in battle three years later and his poem, called simply Adlestrop, became very well known, evoking the tranquillity and even bliss of something that seemed to have been timeless but was now apparently lost for ever. As mobility increased visitors flocked by train, and later by car, to find this idyll. It is still there. If you do not know the Cotswolds, come and find out. There may well be a lot of people about, but the region is as lovely as ever, while the winter season brings a special ambience that will add to the enjoyment. n

The afternoon tea menu includes scones, three finger sandwiches and three mini cakes or savoury bites. Sunday lunch features a corn-fed chicken supreme, sirloin of beef, nut roast and slow-cooked aubergine with smoked chili and borlotti bean purée. (01285 740695, cotswold-innshotels.co.uk).

The Fox at Oddington: a village pub at the heart of the community with crackling log fires. The menu celebrates local producers including its farms at Daylesford Organic and Wootton. Main courses include the Fox’s beer-battered haddock and chips, chargrilled Hereford ribeye steak with chimichurri and bucatini (a thick form of spaghetti) with market garden courgettes. There is also a tasty line-up of snacks and sourdough pizzas. The cheeseboard includes Daylesford double Gloucester, blue and cheddar. (01608 692872, thefoxatoddington.com).

Main pic: snowfall in Broadway. Facing page: Chedworth Roman Villa; cottages at Arlington Row, Bibury. This page, above: the Woolpack pub in Slad; view from Cleeve Hill; Bourton on the Water; a winter scene in Painswick. Below, left: decorations on a Cotswold front door. (Shutterstock).

Hit the road

We’ve assembled a dozen of the best adventures across the globe. Bon voyage in 2025!

Meneghetti Wine Hotel and Winery, Istria

Winding roads and rolling vineyards dominate the Istrian peninsula, often referred to as a little Tuscany. The peninsula is shared by three countries - Croatia, Slovenia, and Italy – though 90% of its area is part of Croatia. Your visit could involve soaking up the historic city of Pula, wild swimming in Plitvice Lakes National Park and enjoying the best of the renowned Istrian cuisine, all within the space of a few days. Whether exploring the 539km of coastline and its fishing villages, or truffle hunting in the forest and wine tasting, Istria has something for all tastes. For foodies the perfect time to travel there in 2025 is during spring or autumn. Make sure to stop off at Meneghetti Wine Hotel and Winery, in the heart of the countryside, for a farm-to-table experience recommended by the Michelin guide year after year. Rooms start from £210 per night, including breakfast (meneghetti.hr).

American capital region

Set off on an 11-day fly drive tour through the heart of American history. Explore the iconic monuments and memorials in Washington DC, the stunning landscapes of Shenandoah National Park, the colonial charm of Williamsburg, Richmond’s vibrant culture and Fredericksburg historic allure. Highlights include a ‘Mall and Monuments by Electric Car’

Transfagarasan Highway, Romania

The Transfagarasan Highway in Romania, spanning 93 miles through Transylvania, is a thrilling mountain road that offers an unforgettable driving experience. Open only during summer months, this route full of hairpin bends climbs to an altitude of 2,000 metres, offering views of the Fagaras mountain range. Explore pretty lakes, inspect the ruins of Dracula’s castle and enjoy panoramic vistas of

excursion, hiking through the Blue Ridge Mountains of Virginia and completing the iconic Skyline Drive (theinternettraveller.com).

Canada and beyond

Explore the wilderness of Yukon and Alaska on this spectacular 21-day itinerary. Start your fly-drive in Vancouver where you will take in Coal Harbour, Granville Island and the extraordinary Stanley Park with your complimentary sightseeing pass. Continue on to the Okanagan Valley taking in a two-night stay in Kelowna, inclusive of vineyard tours and tastings. Travel west to the stunning Emerald Lake Lodge, then it’s into the heart of the Canadian Rockies. Your journey along the Icefields Parkway will be one of many highlights on this trip where you will see an

the Carpathian Mountains. The most famous section is the winding stretch leading down to Cartisoara from Balea Lake transfagarasan. travel/en/).

abundance of lakes, waterfalls and glaciers. Stop off in Jasper before continuing to Whistler. Before journey’s end, enjoy a scenic ferry crossing to Vancouver Island where you can visit the Pacific Rim National Park during your two-night stay in Tofino (a bear-viewing tour and a whale watching voyage are included). The 20-night trip costs from £4289pp including flights (mycanadatrips.co.uk).

Lake District

The Lakes 100 road trip takes you on a circular journey packed with unforgettable things to see and do along the way. This trip celebrates the charm of the English Lake District and the many things that lie hidden within it... an experience created to encourage you to get out, connect with nature and be inspired by it.

There is a lifetime of hidden gems to discover in this magnificent land and that’s what getting out is all about, going off the beaten track, visiting historic towns and villages,

following ancient roads that carve their way through the mountains, having a sense of adventure, and making lasting memories.

Donegal – Ireland

Visit thelakes100.co.uk to plan your trip. You can also use the site to hire a campervan or book luxury glamping accommodation.

Ring Road, Iceland

Iceland’s Ring Road, encircling the entire island, offers a surreal road-trip experience that’s approximately 800 miles long. This circular route will take you through a diverse landscape of cascading waterfalls, beautiful beaches, rugged lava fields, sparkling glaciers and bubbling geysers. Highlights include the Skógafoss and Seljalandsfoss waterfalls, the enchanting Jökulsárlón Glacier Lagoon and the Golden Circle. The Ring Road also provides opportunities to venture off the beaten track, discovering hidden hot springs, remote fjords and charming fishing villages. This journey showcases Iceland’s raw natural beauty and offers a unique blend of geological wonders and cultural experiences. (A 10-day tour costs from £2,285 per person with adventures.is).

Great Ocean Road, Australia

A wild and untamed landscape, the Wild Atlantic Way ( thewildatlanticway.com) follows Ireland’s Atlantic coastline, of which Donegal forms a key section. There is lots to see, do and explore, in addition to the stunning scenery. The Inishowen Peninsula Scenic Route 6 offers easy driving and great views, taking in the famed Lough Foyle, Malin Head, Pollan Bay and Lough Swilly. The Redcastle Hotel (redcastlehoteldonegal.com) located right on the shoreline of Lough Foyle, is a perfect base from which to explore not only the Inishowen Peninsula, but also other driving routes in Donegal and the Wild Atlantic Way. Bring your own vehicle over to Belfast, via ferry from Liverpool, Cairnryan (Scotland) or Douglas (Isle of Man). Or fly into Derry or Belfast and hire a vehicle locally.

The Great Ocean Road in Victoria offers a mesmerising coastal journey stretching 150 miles from Torquay to Allansford. This iconic drive showcases the beauty of Australia’s southern coast, with its centerpiece being the majestic Twelve Apostles - limestone pillars rising dramatically from the Southern Ocean. Along the way, explore vibrant surf towns like Torquay, marvel at the picturesque Loch Ard Gorge, and immerse themselves in the ancient rainforests of the Great Otway National Park. The route offers numerous opportunities for outdoor activities, including surfing, hiking, and wildlife spotting. With its diverse landscapes and natural wonders, the Great Ocean Road provides an unforgettable adventure that captures the essence of Australia’s coastal beauty. A fiveday self-drive tour costs from £435pp, not including your travel to and from Australia (freedomdestinations.co.uk

Garden Route, South Africa

The Garden Route offers a stunning 200-mile coastal journey from Mossel Bay to Storms River. Your journey will showcase the country’s natural beauty, from pristine beaches and lush forests to rugged mountains and lagoons. Highlights include the Tsitsikamma National Park, known for its coastal scenery and suspension bridge over the Storms River Mouth, and the Knysna Lagoon, famous for its oysters and surrounding forests. Adventure seekers can enjoy activities such as bungee

Japan on two wheels

The Shimanami Kaido is a scenic cycle route that opened in 1999, connecting Onomichi city in Hiroshima Prefecture and Imabari in Ehime. It has been cited as one of the best cycling spots in the world. The route crosses six islands in the Seto Inland Sea, known for their Mediterranean-style climate, quiet fishing villages and temples. Watch out for the 700 Buddha statues on Innoshima and the lemon groves of Ikuchijima. Hire bikes at either end of the route, and take advantage of the 140 cycle oases offering rest stops and guest houses along the way (setouchi.travel).

jumping at Bloukrans Bridge or whale watching in Plettenberg Bay. The route also offers opportunities to visit wildlife sanctuaries and

Swiss Alps

Heading up between the Col de la Forclaz and the Saint Bernard Pass you will discover the Swiss-French region of the Val de Bagnes, home to some of the most impressive peaks including the Combins. The second Grand Marché des Terroirs Alpins is a culinary celebration of the Alps, set in the mountain village of Bruson in June 2025. Enjoy local products, chef demonstrations, wine and cheese tastings and workshops from every Alpine country. Alongside the food, there will be music, performances, and cultural entertainment. The festival also highlights mountain farming, with talks and screenings aimed at preserving ancestral knowledge. Local producers will entertain attendees, sharing their expertise and traditions, making this event a true showcase of Alpine heritage. A

game reserves. A five-day tour costs from £536pp, not including travel to and from South Africa (skyhookadventure.com).

three-night stay at Hotel A Larze (alarze.ch) is priced from £130 per night, based on two people sharing a room. Breakfast is included. For more details visit verbier.ch

New Forest

On a two-day mini road trip in the New Forest you can take in the bracing sea breezes between Milford on Sea and Avon Beach. Drop in on Lyndhurst and Beaulieu, where you can spot wild horses and visit the National Motor Museum. A four-person Spaceships Voyager campervan can be picked up from just outside London for seven nights from around £345 (camperdays.co.uk).

ON THE ROAD WINTER

One in five new cars sold in Britain is a hybrid. That wasn’t the case when Toyota launched the original Prius in 1997. The fifth generation of Toyota’s petrol-electric pioneer is now on sale, and Al Suttie has been driving it. The new Prius promises an electric-only range of more than 50 miles, with no exhaust emissions until the battery runs low. Even if most of your journeys are short, there’s still the carbon cost of manufacture to consider. Is it better for the environment to keep the car we already own? We investigate on page 56.

What is it?

This is the latest version of Ford’s spacious electric SUV. The Mach-E shares a name and some styling cues with the famous Mustang muscle car, but not much else.

How green is it?

Every Mustang Mach-E is a pure electric vehicle with no exhaust emissions. Owners can maximise the environmental benefits by charging with renewable energy.

Who should buy it?

If you want an EV and love the idea of a modern reinterpretation of the Mustang, the Mach-E is for you. It’s not so good that you shouldn’t test drive other cars as well, though.

Subaru Crosstrek

Renault Austral

Toyota Prius

Hyundai Santa Fe

Morris Minor (yes, really!)

PLUS...

EV batteries Q&A

Volvo Estate history

Quiz

V2X technology

In praise of Pat Moss

Buy a 10-year-old car?

Can-Am electric bikes

Road test Ford Mustang Mach-E

by David Motton

Driving and performance

American muscle cars have a reputation for being raucously fast in a straight line, but not so handy around corners. It would be churlish to tar the Mustang Mach-E with the same brush, but when the road starts to twist and turn the Mustang isn’t quite as sporty as it looks.

It certainly shifts when the road is straight. We’ve been driving the 294hp rear-wheel-drive model, with a 0-62mph time of 6.2 seconds. An aggressive response to the throttle means the car feels even quicker from a standing start, and takes care to drive smoothly. There are even faster versions. The four-wheel drive has 351hp and a 5.1-second 0-62mph time, while the range-topping GT has 487hp for a Tesla-rivalling 0-62mph sprint of 3.8 seconds.

No doubt our test car would seem tame in comparison, but unless you are used to driving a very rapid machine, the 294hp model feels very quick. It even sounds quick, which you can’t say of all EVs, thanks to the artificial propulsion sound through the speakers. Think of the warp-

drive whoosh from Star Trek crossed with ’80s synth pop, and you’ll have a rough idea of the noise. It varies in volume depending on which driving mode you have selected – Whisper, Action, or Untamed.

Reach a corner and the Mustang handles neatly enough, but as it weighs more than two tonnes the Mach-E isn’t especially agile. The latest version has revised suspension settings to improve the ride, but in trying to be sporty and comfortable the Ford doesn’t unequivocally succeed at either.

Space/practicality

The Mustang Mach-E’s coupé-like side profile doesn’t compromise practicality much. Despite the sloping roofline there’s still enough headroom for adults to be comfortable in the back. Legroom is very generous, even if those in the front are tall.

The sound driving position makes the Ford well suited to long journeys. Perhaps a little more support while cornering would be welcome, but otherwise the seats are well-shaped

David Motton

and comfortable. Some of the materials could be more upmarket, given the £50,000-plus price tag, but the cabin does feel solidly put together and made to last.

Thanks to the large boot, there’s no need to travel light. With the floor set to the higher of the two heights there’s no lip to load items over. The lower position gives one large space. The rear seats fold if more room is needed, and there is some useful extra luggage space where you would find the engine in a conventional car.

Safety

The Mustang Mach-E has a five-star rating from the safety experts at Euro NCAP. It scored 92% for adult occupant protection, 86% for child occupants, 69% for pedestrians and 82% for its safety assistance systems. These include automatic emergency braking, lane-keep assistance and blind-spot monitoring. Powerful brakes bring the big Ford to a stop quickly, although they can be grabby which takes some getting used to.

Infotainment/connectivity

The Mustang Mach-E uses Ford’s Sync 4 infotainment system. The portrait-oriented screen is clear and responsive, and air conditioning adjustments are taken care of by the lower portion of the screen. Ford has done well to make such a capable and complex system relatively easy to use. As you would hope, the system is compatible with both Android Auto and Apple CarPlay. A wireless charger for compatible smartphones is standard.

Equipment

There are three specification levels; Select, Premium and GT. Select cars have 19-inch alloys, artificial leather upholstery, LED headlights and tail lights, a 360-degree camera and more. Premium models have a

For/against

Muscle-car-meets-SUV looks Strong acceleration Range with larger battery

Grabby brakes

Feels heavy for a sporty car Not as upmarket inside as a Genesis GV60

The numbers...

Price: £51,880

Performance: 0-62mph in 6.2 sec

Range: 372 miles (official)

Insurance: Group 41

Tax: £0/£590

Figures for the Ford Mustang Mach-E Premium Extended Range RWD

different alloy wheel design and red brake calipers, adaptive headlights, a memory function for the electric seats and red stitching to the upholstery. GT models have sportier styling, more powerful brakes, adaptive suspension, 20-inch alloys and uprated seats.

Costs

The range starts from £43,330 for the rear-wheel-drive model with the smaller battery. That undercuts the entry-level Kia EV6, priced at £45,275. Our test car was a Premium model with the larger battery, costing £51,880. At the top of the range, the GT costs £67,040. The extended range rear-wheel drive will go further between charges, with an official (and optimistic) range of 372 miles. All models are compatible with ultra-rapid 150kW charging.

Best deals

The TrustFord dealer group offered the keenest deal on this EV over a 36-month, 30,000-mile period. Monthly payments are £498 after an initial deposit of £5,984. There are no other fees, and no maintenance included. The total comes to £23,912.

What will it be worth?

When this Mustang reaches three-years old with 30,000 miles on the dials, it will be worth 40% of its original list price.

The Mustang is powerful and practical, but it has many competitors. “ ” We say...

Road test

Subaru Crosstrek

What is it?

The Subaru Crosstrek is the replacement for thebXV crossover. It’s a rival for cars like the Kia Sportage and Seat Ateca, with a strong emphasis on off-road ability.

Driving and performance

How green is it?

Not very. Despite being a hybrid, the Crosstrek’s official fuel economy of 36.8mpg and carbon dioxide emissions of 174g/km figures are not impressive.

Subaru is a popular brand with country folk and farmers, and the Crosstrek is well suited to rural driving. While most of the Subaru’s rivals look like small 4x4s but send power to the front wheels, every version of the Crosstrek is allwheel drive. A healthy 220mm of ground clearance and all-season tyres also help the Subaru cope better with muddy tracks than most small SUVs. Leave the mud behind and the Subaru handles well on the road. It resists lean in corners and the steering is accurate. There’s plenty of grip, too.

The ride is firm but reasonably supple, although the Crosstrek is less settled over rough surfaces than a Skoda Kodiaq. Head onto the motorway and there’s some wind and road noise, but just about enough performance to cope with the ebb and flow of traffic.

There’s only one engine and gearbox combination, a petrol-electric hybrid with a continuously variable transmission (CVT). If you’re in no hurry, the Crosstrek ambles along agreeably. However, if you want to get a move on, the CVT transmission revs the engine noisily to build speed. It’s not a pleasant sound, and the modest acceleration is at odds with the engine’s frantic efforts.

For brief periods the Crosstrek can run on electricity alone, but it takes a very light touch on the throttle to coax the car to run as an EV. This isn’t the kind of hybrid that will drive several miles through town without using its engine. It’s a shame the car doesn’t have a bigger battery, more power – or both. Less noise and a lot more pace would be welcome.

by David Motton

Who should buy it?

You need to value off-road ability or live in a part of the country where wintry weather is a fact of life to get the most from owning the Subaru.

Space/practicality

You sit up high in the Crosstrek, and we found the driving position comfortable on long journeys. Perhaps the steering wheel would benefit from a little more reach adjustment, but this didn’t bother us too much.

There’s a no-nonsense feel to the cabin – the materials appear hardwearing and durable but lack a premium finish. To describe the dash as cheap would be a little mean, but it is workmanlike rather than upmarket. In the back of the car, passengers have plenty of legroom. However, in our sunroof-equipped test car, we found headroom tight for adults. It’s also disappointing that there are no air vents in the back.

Having to find room for a battery and four-wheel drive robs the Crosstrek of boot space. A capacity of 315 litres is poor compared with the Kia Sportage, which offer 540 litres. Weekly groceries should fit without a problem, but a family holiday would be a different matter. The rear seats split and fold to give more space for bags.

Pricey and thirsty, but the Crosstrek suits rural driving. We say...

“ “

Safety

Subaru is very proud of the car’s Eyesight Driver Assistance Technology. This suite of aids has contributed to the Crosstrek’s five-star rating from Euro NCAP and comes as standard on both specification levels. In practice, the system is less officious than some, rarely interfering with the steering on the motorway, for example. However, the warning bleeps and bongs can be irritating, especially when there’s no dashboard message to explain what the noise means.

Equipment

There are two models in the range: Limited and Touring. The more basic Limited specification comes with push-button starting, dual-zone air conditioning, a DAB radio and 17-inch alloy wheels. Touring spec upgrades to 18-inch wheels, synthetic leather upholstery, electronic adjustment of the driver and passenger seat, satellite navigation and USB charging points in the rear of the cabin.

Costs

The Crosstrek is quite pricey, starting at £34,345. If you can live with front-wheel drive, there’s no shortage of similar cars costing far less. Despite being a hybrid, the Crosstrek is a thirsty car. An official combined figure of 36.8mpg is what we’d expect of an ageing gas-guzzler rather than a modern petrol-electric model. In fairness, we beat the official figure and saw 40-41mpg during our test drive.

Infotainment and connectivity

Both specifications come with the same 11.6-inch touchscreen infotainment system. It’s portraitshaped and reasonably easy to use, although some of the graphics are rather dated. Only the top-of-therange model has built-in satnav, although as the system can mirror both Android and Apple smartphones that’s not much of a hardship. The temperature controls and volume knob are separate from the screen, although most other functions are controlled through the infotainment.

Best deals

We found Days Leasing came out best with its personal contract hire deal. There is a £4,669 deposit to pay and £199 in fees. Then there are monthly payments of £389 over three years and 30,000 miles, giving a total of £18,487. Maintenance is not included.

What will it be worth?

The Subaru should hold on to 49% of its new price after three years and 30,000 miles of ownership.

For/against

Able off road

Agile handling

Excellent safety rating

Poor fuel economy

Small boot

Noisy engine

The numbers...

Price: £46,345 as tested

Performance: 0-62 in 10.8 secs

Economy: 36.8mpg

Insurance: 20

Tax: £1085/£190

Figures for thr Subaru Crosstrek Touring

Car care

EV advice: looking after your 12-volt battery

Electric cars are powered by a battery, but did you know they also have a 12-volt battery just like any petrol or diesel car?

It might sound strange for an EV (electric vehicle) to keep a traditional 12-volt battery, but it’s vital to the running of your car and its reliability. The 12-volt battery powers almost everything other than the electric motors that drive the wheels. It takes its charge from the high-voltage large battery that commonly uses 400 or 800 volts. This larger battery pack would fry most of the vehicle’s electrics and potentially make it dangerous for anyone touching the car.

way, you’ll be calling your breakdown provider. However, data from Start Rescue shows that EVs are less likely to suffer from a flat battery, with 23.7 per cent of callouts for EVs due to a flat 12-volt battery compared with 29.7 per cent for ICE cars.

The causes for a flat battery in an EV are the same as in any other car. These include lights left on or the car being left for longer periods where background systems slowly drain charge. If you know you are going to leave the car for longer than usual, it’s a good idea to attach the 12-volt battery to a smart charger that will maintain the correct charge level. If the car is parked away from home or you don’t have a charger, you can disconnect the 12-volt battery as you would with an ICE car. Not all car makers recommend this, so you need to refer to the owner’s manual, and you will also need to make sure the main high-voltage battery is charged to more than 50 per cent before leaving the car for lengthy periods.

An EV has no alternator to charge the 12-volt battery.

Living with an EV

Driving an EV is one thing, but using one daily and looking after it can be a different experience.

We spoke to Shaun Hazelwood, a senior account manager at Call Assist, who is on his second EV as his everyday car.

He told us: “My first EV was a Hyundai Ioniq in 2021, which I chose for company car tax reasons and because I wanted to run a car that was better for the environment.

“I was a bit underprepared when I chose this car as the charging infrastructure was not great. There were no rapid chargers near my home or office, so I often spent two hours waiting and charging at faster charge points.

“This has completely changed now, but on an early trip in that car I was left stranded with a flat battery after trying eight chargers in different locations around Manchester. Each charger I tried was either not working or inaccessible.

“Eventually, I had to call for breakdown recovery to get me to a charger and made it home at three o’clock the next morning18 hours after setting off.

The 12-volt system runs everything... from opening the doors, the infotainment, air conditioning, lights, wipers, cruise control, safety systems, electric windows, heated seats, remote boot opening. You name it, if it’s not the main EV motor it will almost certainly be powered by the 12-volt battery.

Looking after the 12-volt battery in an EV is just as important as in any other car.

A flat battery in an EV will leave you stranded just as in an ICE (internal combustion engine) car. The difference is that in an ICE car the engine won’t spin over, while in an EV it just won’t give you access to the car’s functions or drive. Either

In its place is a converter that uses some of the high-voltage main battery’s power to top up the 12-volt system, and it can do this when the car is plugged in to a charging socket as well to avoid drain on the large battery as much as possible. However, if the main battery is low on charge, it will not send power to the 12-volt battery to preserve its own charge. To avoid this, it’s a good idea to pre-condition the car’s cabin temperature if possible while plugged into a charger to save using power from both the main and 12volt batteries for this when driving.

The best advice for maintaining the 12-volt battery in your EV is to use the car regularly on a longer journey.

Just as with an ICE car, it gives the 12-volt battery a chance to fully charge and condition, which keeps you driving without any shocks to the system.

“I now drive a Jeep Avenger with a 250-mile range compared with the Hyundai’s 160 miles. It makes a huge difference, and I don’t have the range anxiety I used to.

“Both cars have been completely reliable and the dealer experience is entirely positive, so I am a convert to EVs, especially as the charging infrastructure is now catching up.”

The SUV that blew in from the south

Video producer and former motoring TV supremo

Peter Baker puts Renault’s new Austral through a week-long test to see how it measures up

The name “Austral” is derived from the Latin word for “south,” which is also where Australia gets its name. Renault chose this name to “evoke the heat and vibrancy of the south, as well as the pleasure of nature and open spaces.” Ironically, the Austral isn’t available in Australia yet, but here in the UK, it caught my eye as a potential replacement for my ageing 2010 Honda CR-V. My trusty CR-V has been a reliable workhorse, hauling filming gear and helping with various house moves for my children. These days, however, my wife and I are looking for something a bit smaller, more manageable, and more comfortable for long journeys. After

test-driving the Audi Q3 and Volvo V40, Renault kindly offered me an Austral for a week. How would this shape up?

MONDAY: spaceship

My initial reaction upon sitting inside was one of sheer amazement. The high-tech dashboard feels like something straight out of a futuristic spaceship. Front and centre is a bright 12-inch vertical screen for

A week at the wheel “

navigation, while the driver’s display behind the wheel is packed with customisable options. There’s even a heads-up display projected onto the windscreen, showing speed, speed limits, and navigation cues - only visible to the driver.

However, my excitement was interrupted when I spotted what I thought was a glaring error on the display: “640 miles” of range left in the tank. I assumed there was >>

Front and centre is a bright 12-inch vertical screen for navigation, while the driver’s display is packed with options.

“

Although the Austral is branded as an SUV, it feels more like a higherriding estate car.

“ “

>> a misplaced decimal point or that it was actually showing kilometres. My Renault rep assured me it was accurate—this car really can go more than 600 miles on a full tank. I made a mental note to investigate this further. As a full hybrid, the Austral is self-charging and fully automatic. A simple press of the brake, shift into drive, and off we go - smooth, quiet, and luxurious.

TUESDAY: filming

Today, I needed to load up the car with my filming equipment. Given that the Austral is smaller than my old Honda CR-V, I was a bit concerned about space. Thankfully, the boot isn’t compromised by a bulky battery like in the Kia Sportage or Hyundai Tucson, as Renault cleverly placed the battery under the passenger seats.

The boot itself is spacious and opens electronically with some useful warning beeps. The rear seats also fold down effortlessly, making room for larger loads.

WEDNESDAY: cool songs

Connecting my Sony Android phone to the car’s system via Bluetooth took just seconds, and soon Google Maps appeared on the large screen, alongside the last song I was listening to on my phone’s Tidal system. Very cool. I can’t emphasise enough how useful a large screen

is for satnav - much easier for the passenger to check routes and suggest alternatives compared to smaller screens where you constantly have to pinch and swipe. I’m still getting used to sitting lower than I did in my CR-V. Although the Austral is branded as an SUV, it feels more like a higher-riding estate car. Today, I found a great website, www.carsized.com, where you can compare the dimensions of any two cars. The Austral is 6cm shorter and 5.7cm lower than my CR-V, which fits perfectly with our desire for something more compact.

THURSDAY: rubbish

It’s bin day! However, I found one small annoyance with the car. Every

THE NUMBERS:

Price: £37,959 as tested

Performance: 0-60 in 8.4 secs

Economy: 60.1mpg combined

Insurance: 22E

Tax: £185 (year one)

Best deals? For a personal contract hire deal over three years and 30,000 miles, Select Car Leasing is best for the Renault. Its deal needs a deposit of £3,964 plus £294 in fees, then a monthly charge of £330. That comes out to a total of £15,816 without maintenance.

What’s it worth when I change? After three years and 30,000 miles, the Austral should retain 53% of its value.

time I walked past the Austral with the key in my pocket, it unlocked and lit up, then locked again as I walked back for the next bin. A bit irritating. If I had the option for a traditional set of keys, I’d prefer that. Call me old-fashioned, but I like the reassurance of physically testing a car door handle to ensure it’s locked, something that’s impossible with keyless systems.

FRIDAY: video tutorials

I spent some time watching Renault’s clear video tutorials, which have replaced the traditional thick paper manuals they used to shove in the glove box (does anyone actually keep gloves in the glove box?). I learned how to customise the driver’s display, including a cool 3D animation that shows when the

Above: Peter is keen to emphasise the usefulness of a large satnav screen. Below: with his Sony Android system connected to the car’s Bluetooth, our reviewer is enjoying the journey.

Above (clockwise): the head-up speed display is a great safety aid; the Austral in a mountainous location; the 640-mile range surprised Peter; the central console.

petrol engine charges the battery thanks to regenerative braking, something you can adjust with the plus and minus paddles which will change the driving characteristics and braking power. The transition between the car using electric and petrol engine is seamless, you can’t hear any change thanks to the clutchless technology borrowed from Renault’s F1 programme.

The reason for the Austral’s impressive range has now become clear - it’s highly efficient at converting braking energy into battery power. The more electric power it uses, the less petrol it consumes. And since this is a full hybrid, there’s no need to plug it in, which is a bonus for me. No need for home chargers or fighting for a charging point at motorway service stations. A definite win-win.

SATURDAY: monkeys

Today was a family trip to Chester Zoo. My grandson’s baby seat slotted in effortlessly thanks to the easily -accessible Isofix points. There’s so much legroom in the back that I half-

joked about needing a chauffeur’s hat! I also discovered the rear seats can slide forward, giving you extra boot space when needed - very practical. The ride was smooth, even with the 20-inch alloys, but I’d personally opt for standard wheels for an even softer ride.

SUNDAY: tight spots

I tested some more features today, including the adaptive cruise control and lane-keeping assist, both of which worked brilliantly. The fourwheel steering is a particularly clever feature. The rear wheels can turn up to five degrees, opposite to the front wheels at low speeds for better manoeuvrability, and in the same direction at higher speeds for improved stability. Thanks to this, I had no trouble navigating tight spaces in a multi-storey car park, aided by the 360-degree camera and parking sensors.

END OF THE WEEK: summary

As my week with the Renault Austral comes to an end, I’m genuinely impressed. The seats are supremely comfortable, the cabin is quieter

than my old CR-V, and the hybrid system is a marvel, delivering 50–60 mpg without the hassle of any plugging in. For my lifestyle and work needs, a fully-electric car wouldn’t be practical; range anxiety would drive me crazy, not to mention the unhealthy snacks I’d consume while having to wait at charging stations.

A full hybrid like the Austral makes perfect sense. It offers all the practical features I need, along with the reassurance of modern safety systems. I particularly appreciated the blind-spot warning light on the side mirror and the gentle chimes that notify you when you’re exceeding the speed limit. There’s even a driver-fatigue alert that suggests the nearest rest stop... so clever.

However, I wouldn’t configure my own car quite like the test model. I’d skip the large alloys and definitely go for the optional panoramic sunroof to brighten up those gloomy Manchester days. Now, it’s time to take my old CR-V to the local Renault dealership and see what kind of deal I can get. n

Evolution of a noble estate

Last year, the car world was surprised by a statement from Volvo’s head office that it would no longer sell its much-loved estate. But after a public and critical outcry, the legendary load lugger is back. Paul Caddick celebrates its history and heritage

THE PRESS statement from Volvo set the scene for the return of its estate car. “We removed the V60 and V90 from sale in the UK last August amid falling appetite for estate cars.

“While this remains a long-term trend, we have seen a resurgence for our estate products in recent months and have decided to reintroduce the V60 and V90 to our UK portfolio in response to this.”

In the not-too-distant past (25 years ago) my girlfriend at the time was involved in a collision at a roundabout in West London. It was, of course, a shocking and scary incident, and I found myself rushing to seek her out in A&E.

It wasn’t her fault – she was driving around the roundabout during the early rush hour when a van driver pulled out in front of her without looking. Luckily, she was okay after a dozen or more stitches to her

forehead where it had met the steering wheel. Her little, everreliable VW Polo didn’t come out of it too well and was sadly retired to the scrap yard.

Undeterred from getting behind the steering wheel again, Emily insisted, whilst we were sitting in the hospital, that the only car she was going to drive thereafter was a Volvo. My reply was that they were less than evolved on the style front than a square box with four black circles. Rather like a child’s drawing of a car; not exactly eye-catching, let alone appealing to drive.

But such considerations were out of the window now as far as Emily was concerned. She wanted to preserve her own good looks and life’s appeal. In car safety terms, that translated as a Volvo. Good to her word, she bought a secondhand Volvo 360.

Rolling the dice

Durability, practicality and occupant safety have always been synonymous with the Swedish carmaker, a reputation that has certainly done the marque no harm over the years. Its first car, the OV4, rolled out onto the roads in 1927. Like the models that followed, it was designed specifically to withstand the harsh conditions of the Swedish climate and terrain. Strength was key, which is probably why the founders tailored the Greek alchemical symbol for iron to adorn the radiators of their vehicles. The name itself - Volvo - is Latin for ‘I roll’, but then the company did start out producing ball bearings.

The founders were Assar Gabrielsson, a former egg seller

who became the head sales manager for ball-bearing giant SKF, and Gustaf Larsson, a mechanical engineer with a mind for cars and smart solutions. They found instant success. Despite the cost of buying their engine supplier as well as a dedicated factory - and expanding into trucks and tractors - they were making a profit and paying dividends to shareholders within four years.

War of the road

While the company’s initial success was stalled by the Second World War, Volvo unveiled one of its most significant cars in 1944 - the PV444. Its first “true” small car combined American design flair with European size, and was an instant success.

But it wasn’t until 1953 that the company introduced its first real estate car, the Duett. It quickly became popular among tradesfolk and craftsmen, primarily as a result of its strength and load-carrying capacity.

The build quality, strength and practical design features have remained as the philosophical basis on which all subsequent models have been built. And while their design cues have often been ‘boxy’, and driving them often described as more akin to skippering an oil tanker, they have retained a reputation for safety and longevity.

Emily’s post-crash motoring preference gave her the drive to get behind the steering wheel. Last time I heard, she was still motoring on unscathed.

A thing of beauty?

But let’s not disparage all their models by knocking their less-thanflamboyant body lines. There have >>

Above: the original Volvo Duett; the muchadmired Amazon; an orange 245 model from 1974; the 240 turbo. Right: introduced in 1953, the Duett was based on the PV445.

Motoring icon

>> been a number of style gurus within their ranks, from the P1800 (and 1800ES estate version), which was given celebrity status as the car of choice for TV’s ‘The Saint’ in the 1960s, through to the latest load lugger that’s been brought back by popular demand - the V60/V90 estate.

Love them or loathe them, they represent an enduring marque and a huge contributor to international road safety. After all, Volvo’s car design innovations included the invention of the three-point seat belt that itself is estimated to have saved more than a million lives.

Solid and secure

Volvo estates have always been celebrated for their durability and high-quality materials, ensuring that these vehicles can endure extensive use and challenging conditions. Many older models, particularly the 240 series, are still on the road today, a testament to this philosophy.

Reliability has cultivated a loyal customer base that values vehicles capable of lasting for decades. But it is safety that has always been a cornerstone of the brand’s identity, even for those who have little interest in cars, hence Emily’s penchant for the brand.

Along with the seatbelt, Volvo estates have consistently incorporated innovative, cuttingedge safety features, including side-impact protection systems (SIPS), whiplash protection (WHIPS), and advanced airbag systems. In recent years, they have been at the forefront of developing Advanced Driver Assistance Systems (ADAS) to enhance vehicle safety, while features such as adaptive cruise control, lane-keeping assist, and collision avoidance systems are integrated into the latest estates.

Electric pledge

Of course, the future is always beckoning, and the company has pledged to become a fully-electric car brand by 2030. Whether their plans will include an estate model is anyone’s guess. The history of Volvo estate cars is a testament to the brand’s commitment to practicality, safety and innovation. It would be difficult to imagine no room on our roads for a Volvo estate. n

Join us for the Volvo trip down memory lane

Duett, 1953 to 1966

The Duett, or PV445, was practical, reliable and characterised by a robust body and significant cargo space.

140 Series, 1967 to 1974

The spacious, practical and durable 140’s boxy design set a precedent for future models.

700 and 900 Series, 1982 to 1998

The 1980s brought the 700 series, followed by the 900, with improved comfort and sleeker designs.

V70, 1996 to 2016

The V70 marked a significant evolution, with modern technology, improved performance and styling.

Amazon, 1962 to 1969

An evolution in design and safety, the Amazon included the introduction of the three-point seatbelt as standard.

240 Series, 1974 to 1993

The 240 was renowned for its safety features, including crumple zones and even daytime running lights.

850 series, 1993 to 1997

The 850 estate brought front-wheel drive for the brand and a side-impact protection system (SIPS).

V60 and V90

The returning flagship represents the pinnacle of Volvo’s engineering, with state-of-the-art safety and technology.

V2X: vehicle to everything

Neil Barrett has been taking a look at how technology in the United States is connecting cars to homes, traffic signs, parking facilities, power grids and - best of all - to each other

IT’S A well-worn and frankly depressing fact that on average, five people die every day on British roads. That’s five new groups of people a day who won’t be seeing or hearing from their friend, family member or colleague ever again. Sometimes, for context, it’s helpful to look at things from a wider perspective. In the United States, that number is around 110. Their population is five times ours but their motor vehicle death rate is multiplied by more than 20.

So perhaps it’s not surprising that across the pond there’s a new-found impetus to find – and fund – cutting -edge solutions to help save lives. V2X (vehicle-to-everything) technology is, as the name might suggest, all about vehicles communicating directly with the outside world: homes, traffic signs, parking facilities, power grids, and other road users.

There are some significant safety reasons for speeding up the development of V2X technology and infrastructure but the practical

benefits go far beyond the realms of road safety.

Feed

For example, in a world with ever more congested roads and increasing fuel costs, your car could be getting a live feed from traffic signals, with information to help you and your vehicle take the most efficient route and reduce the amount of stop-start in getting from A to B. This could be in a town centre - with traffic-light timing information – or on a motorway, where those variable speed limits might feel a bit more like they are actually achieving what they set out to do.

Another possibility is vehicles exchanging information with each other about the road conditions ahead. Not just the speed and congestion levels but sharp bends and surface conditions too.

How about a friendly high-tech warning from one vehicle to another about a slippery road up ahead? It might surprise you to know that some Volvos in Denmark have been doing just that for around eight years.

Live parking-space information would also come in handy but it’s a prime example of one of the potential pitfalls – the fractured nature of operations between local authority areas in the UK. I have somewhere approaching a dozen different pay-to-park apps on my phone. They all work differently; each has a slightly varied set of steps for signing up and paying. There is no universal way of

managing what should be such a simple job: paying to park. (In a similar vein, don’t get me started on EV charging.)

This fractured way of doing things simply wouldn’t work with large scale V2X: if the Volvos only talk to the Volvos and the VWs only talk to the VWs, any positive impact would be minimal at best.

All “vehicle to everything” devices – cars, infrastructure, parking-space monitors – are going to need to be able to communicate with all of the others. The clue is in the name, as they say. Having internationally recognised standards for this sort of communication – instead of doing it all in a piecemeal way like the parking apps – is one of the issues for which V2X protocols offer a solution.

Spectrum

Planning for V2X communication actually started late last century, with radio spectrum initially being allocated in the US for intelligent transport systems in 1999. A ‘glasshalf-empty’ interpretation of this forward thinking is that it has taken a quarter of a century to make some relatively small inroads into driving forward V2X practically on the ground - but a more recent aspiration has helped refocus minds: the push towards autonomy in vehicles.

One of the factors slowing down progress towards achieving full selfdriving is regulation, much of which is due to safety worries. V2X offers a powerful way to help remove some of these concerns. Cars wouldn’t >>

Rolling out V2X in the US

By 2028

V2X deployed on 20% of National Highway System

Top 75 metro areas have 25% of signalised intersections V2X enabled 12 interoperable, cybersecure deployments

20 grants in at least 10 states utilising the 5.895-5.925 GHz band vehicles

By 2031

V2X deployed on 50% of National Highway System

Top 75 metro areas have 50% of signalised intersections V2X enabled 25 interoperable, cybersecure deployments

V2X installed in 40% of the nation’s intersections

3 active deployments generate Infrastructure Owner-Operator (IOO) data used by 2 OEM production vehicles

By 2036

V2X fully deployed on National Highway System

Top 75 metro areas have 85% of signalised intersections V2X enabled 50 interoperable, cybersecure deployments

V2X installed in 75% of the nation’s intersections

Technology update

>> only be using their own sensors to stay safe. They would be in touch with the vehicles, other road users and traffic management technology around them.

So the world of autonomous driving is what links us back to safety and what V2X can achieve in that area. I mentioned the small-scale example of slippery surface warnings in Denmark. Compared to what is planned, that is just the tip of the iceberg.

Alert

Here’s another practical example. At the moment, your car might have a forward collision warning, meaning that it can alert you if it sees something up ahead that you’re heading for and likely, at your current speed, to hit. It might even take automatic corrective action and slam on the brakes. Helpful, but not always enough – and your car can’t see around corners.

What if the cars ahead of yours but out of sight were communicating their speed – and particularly their sharp braking because of an incident or generally slow traffic – with your vehicle’s safety systems? Your car would have much more advance notice of the upcoming problem. Figuratively speaking, your car starts to see around those bends.

Some firms and governments are already looking at ways to extend this concept even further. Smartphones possess immense

processing power, making millions of calculations every second. If vehicles and pocket-based devices were able to communicate on the same network, relaying their speed and relative position to each other with centimetre precision, it would have the potential to improve safety for everyone – including pedestrians and cyclists – and not just motorists.

In a bid to capitalise on these possibilities, the US Department of Transportation (USDOT) recently announced a comprehensive plan, aptly named Saving Lives with Connectivity: A Plan to Accelerate V2X Deployment. The goals are fairly ambitious, including having V2X

...it would have the potential to improve safety for everyone - including pedestrians and cyclists... “ “

deployed on half of the national highway system by the end of 2031 and having the 75 largest metropolitan areas having 85% of singalled junctions V2X enabled by 2036.

Grants

The USDOT has backed up the paper with cash, already awarding $60 million across grants to schemes in Arizona, Texas and Utah, with the latter recipient overseeing a deployment in Colorado and Wyoming too. The belief is that V2X is an important part of the Safe System approach to road safety management, recognised as an effective framework in many countries, not least our own. National Highways and other government agencies in the UK see the five pillars of the Safe System as something which underpins everyone’s responsibility towards saving lives on the road – and technology as one of the key ways to get us there.

So don’t be surprised if you hear about moves to bring forward more trials of vehicle-to-everything technology over here. Watch this (parking) space. n

Why 10 is just a number

Could a decade-old car be greener than a new one? Might it save you money? Al Suttie investigates

THE LURE of a brand-new car is strong. The many advantages include knowing it’s not been neglected by a previous keeper, the comfort of a full warranty, and the reassurance that the car will meet the latest safety standards.

For environmentally-conscious buyers, a big plus is knowing that a new car meets the latest emissions standards. In the case of an electric car, there will be no exhaust emissions at all, although building an EV has an environmental cost. However appealing a new car may be, plenty of drivers go down the used car route, either through necessity or choice. Is an older car, built to meet outdated emissions standards, inevitably worse for the environment? Or is the reality more complex? Here, we look at the pros and cons of keeping a 10-year-old car over running a new car – both for the environment and your pocket.

The environmental cost

The first point to make is if you already own a car and it is running perfectly well, there’s an environmental benefit to keeping it and using it sparingly. By not choosing a new car replacement, you are cancelling out a huge amount of carbon dioxide emissions. Around 5.6 tonnes of CO2 are emitted during the production of an internal-combustion-engined (ICE) car, according to a report commissioned by the Low Carbon Vehicle Partnership (LCVP). That ramps up to 8.8 tonnes for a battery electric car, although this is then balanced out over time by the EV’s zero exhaust emissions.

Even so, you need to travel around 30,000 miles for the EV’s lower emissions to cancel out the CO2 of its production, according to the LCVP. This figure is for EVs produced in the cleanest factories

The whole-life emissions benefit of an EV may not begin until after the first owner has moved on to the next car. “ “

and powered by renewable electricity. Others can take more than 50,000 miles to negate their production CO2 emissions.

A low-mileage older car

n the UK, with so many new cars leased on a three-year cycle with a mileage cap of 30,000 miles, the whole-life emissions benefit of an EV may not begin until after the first owner has moved on to the next vehicle. But how does a 10-year-old used car fare?

Nick Molden, founder of Emissions Analytics, says: “So much comes down to the mileage you cover in a car. If you drive 3,000 miles or less per year, you’ll never recover the costs of a new EV. For the average mileage driver in the UK, covering 7,000 miles each year, a 10-year-old ICE car is significantly cheaper to buy but it is likely to have higher maintenance costs. It is a sliding scale with driver’s needs and budget at one end and environmental impact at the other.”

Driving a 10-year-old used car need not mean tearing up your environmental credentials, though Keep an older car that emits 150g/ km of carbon dioxide on the road,

Where to look: your online guide

AutoTrader: The largest and most popular site, offering a vast selection of vehicles with advanced search filters for specific needs.

eBay Motors: Good for budgetfriendly options, especially under £1,000, with buyer protection features.

Cazoo: Offers a fully online buying experience with inspected cars and a money-back guarantee.

Facebook Marketplace: Useful for finding local deals, though you need to exercise caution regarding vehicle condition. Unfortunately you also need to be wise to unscrupulous sellers.

Carwow: a simple proposition where you provide your details and the car you’re interested in. Then deakers come to you with their best prices.

and you would need to cover almost 36,500 miles to match the 8.8 tonnes of CO2 produced in making a new EV before it turns a wheel. In fairness, this is to disregard the other

Zero car tax

pollutants an ICE car will produce, but it’s an eye-opening distance. Huge advances in vehicle standards means a 10-year-old car is very unlikely to rust, will have a good range of safety equipment, and many can offer excellent fuel economy coupled to low emissions. You can see from the three examples we’ve chosen that there is also plenty of choice with efficient, affordable used cars that have a decade of use under their belts. Just make sure you carry out a full vehicle history check before buying to be sure the car is safe and sound.

Taking care of an older car

The key to choosing a 10-year-old car, or keeping the one you have, is maintenance. Keeping the car in perfect working order is vital to its longevity, reliability, and efficiency. While it can be tempting to stretch the intervals between services, this is a false economy. Proper servicing might throw up the occasional extra expense, but it is usually much cheaper than replacing the car unless a catastrophic fault occurs with a repair bill that outweighs the value of the car. Again, routine servicing will guard against this, while wear and tear items such as

Used bargains

tyres and brakes will be the same regardless of the age of your car. Another incentive to keep your car properly serviced and in good condition is it helps to protect the car’s value should you want to trade it in. Handily, most 10-yearold cars’ depreciation has levelled off, so looking after your car will maintain its value. One other point worth bearing in mind as the ban on the sale of new petrol and diesel cars approaches in 2030 in the UK is the growing production of sustainable ‘e-fuels’. While not yet widely available these synthetic replacements for fossil fuels offer the possibility of carbon-neutral ICE engines. Nick Molden adds: “If the cost of e-fuel comes down significantly, it would change the case for EVs fundamentally.” Watch this space.

We say

If you are a low-mileage driver, a brand-new EV may never be ‘greener’ in CO2 terms than sticking with the car you already own. Keeping the car you drive now, maintaining it well, and using it sparingly can produce fewer carbon dioxide emissions as well as saving a lot of money. n

Practical saloon Frisky engine

Toyota Auris Kia Sportage Renault Captur

The cheapest new Toyota Corolla Hybrid costs more than £30,000, so a 10-year-old Auris Hybrid for less than a third of that is tempting. Toyota’s excellent reputation for build and reliability gives peace of mind, and there are plenty of smart 2014 Auris Hybrids out there with around 75,000 miles on the clock for £8,500. Low emissions mean zero car tax, while the petrolelectric hybrid power also allows it to enter low emissions zones without any charge.

There are petrol-powered Kia Sportage models from 2014, but most will have the 1.7-litre turbodiesel. This will suit higher mileage drivers thanks to its official 54mpg, which works out around a real-world 45mpg. Car tax will cost £190 per annum, while insurance, servicing, and other running costs are all agreeably low for this practical family SUV. Reckon on paying £6,500 for a 2014 example with 60,000 miles under its wheels.

One of the best small crossovers then and now, the Captur has earned a name for reliability which makes it a sound 10-year-old buy. The perky 0.9-litre TCe 90 petrol engine is perfect for town driving and copes fine on the motorway. It will return 40mpg in everyday use. Low emissions mean car tax of £35 per year, while insurance is also cheap. A smart 10-year-old Captur in Energy Dynamique MediaNav trim with 70,000 miles will cost around £5,000.

Highly-charged

The dash was showing 44 degrees. I found myself sitting on a motorcycle in the middle of Austin, Texas, while professional photographers did their thing. It seemed to be a surreal end to a wonderful day, bringing home the importance of correct riding gear for the conditions; my UK spec summer jacket and Kevlar jeans were simply too much, the hands in my gloves were as wet as if I had ridden through a downpour.

Do you remember the name Can-Am? Born in 1972 and famed for building high-performance motorcross and enduro bikes, the firm sounded cool to us youngsters. In 2022 BRP saw the need for an electric motorcycle and started developing its Pulse and Origin models. The Pulse is a naked city bike and the Origin a taller all-terrain machine with an off-road bias. Both are suitable for commuting, while the extra leg room of the Origin is welcome for taller riders.

The bikes share a 47bhp or 35kw motor, and for those having just passed their CBT in the UK there is

Jeremy Bingham headed to Texas to experience at first hand how the Can-Am Origin and Pulse are poised to redefine electric riding

an 11kw version of the Pulse too. A great deal of money has been spent on research and development and testing of the bikes under harsh

environmental conditions. The temperature in Austin reached 44, but the bikes operated at full power without throttling (to protect the

urban legends

battery), something that often happens to EVs when it’s really hot.

Sweeping

Heavy right hands when appropriate on the sweeping Texas roads saw all the bikes behave perfectly, with no reduction in power or range. This is because the battery and motor are cooled by radiators, pump and fan… just like a petrol engine. The same motor and battery unit have also been operated in sub-zero temperatures in Can -Am’s skidoos. The bike cooling system gives faster, more reliable charging; 20 to 80 per cent on a 6.6kwh charger takes 50 minutes. The battery is structural, meaning the firm has managed to make the bikes very light (177kg for the Pulse

and 187kg for the Origin).

The electric motor produced near silent riding. A bit of tyre noise and a ‘swoosh’ were the only disturbances. No rattles, no chain slap.

Motorcycles have belts, exposed chains, or drive shafts. The chain is the most cost-effective option and transmits power better than a belt. Can-Am has a solution to the noise, in the shape of an enclosed or ‘silent’ chain, connecting the cog from the motor to the cog at the wheel.

Other advantages of these bikes include a reverse gear. That’s right, you can even ride the thing backwards... immensely helpful when moving in and out of tight garage spaces. Regenerative braking can be set so that no energy is recovered to the battery when

The active regeneration setting enables you to roll the throttle past the stop or tick-over point... “ “

you slow down, with a variety of intermediate points taking you up to maximum level. This is like being able to adjust engine braking, but rolling off the throttle puts energy back into the battery.

Throttle

The active regeneration setting enables you to roll the throttle past the stop or tick-over point, letting the motor act as a generator and creating a powerful braking effect. No need to touch the brakes other than to finish off the stop with a smooth dab of the rear anchor.

The data screen is huge and clear with a variety of options. Navigation and communication are all there via Bluetooth. Google won’t allow Can-Am a licence to access Android Auto, so they’re in the process of developing their own solution.

So, to the ride. What are they like on the road? First impressions; the bikes are, in my opinion, good looking with a very modern twist and feel; great in terms of fit and finish, even though these were preproduction prototypes and we >>

Motorcycles

>> were assured that the quality of mouldings would be even better on the retail items. Everything felt as it should on a high-quality bike. Can-Am is proud of its seat, footpeg and handlebar geometry. Both bikes were comfy to sit on for me, an inflexible 60-year-old with two new hips, even after a full day of riding. The heat of the Austin city was another matter.

After a briefing about the simple but fail-safe starting procedure (being electric, you need to be ready to go and not be able to ‘twist and go’ accidentally), we were off into the hectic Austin traffic. It struck me as disconcerting to be riding alongside Jaguar I-PACE taxis without drivers. Over Bat Bridge (my nickname for it). Austin once suffered from malaria-carrying mosquitos. In the city’s early history, the bridge was built to include housing for bats (who eat the insects). Now more than 750,000 live there.

After a few minor traffic jams, we were out into the countryside. The wide roads were well laid and devoid of potholes, while the bikes felt solid and refined in every way. The Austin countryside was quite a surprise. It is far greener than I had expected and not the open plains scorched by heat that I had imagined. More in line with my expectations was the occasional ranch gate arching over an entrance, its name in iron adorning the arch. I didn’t see Southfork, though.

The Pulse is the cityoriented bike. The first thing that strikes you when starting out is the riding position and its comfort. I could get both feet on the floor. A comfort seat is available too, although I was far happier and less achy than I would have been on my Triumph Tiger Sport 660. My first reaction when I opened up the throttle was simple; I must have looked like a

Cheshire cat under my helmet. The performance is so accessible. The motor is extremely powerful with a seamless curve of torque that tails off to a maximum speed of 80mph.

surprises other than just how good this bike felt and how easy it was to ride too. With a taller seat, I could still just about get my feet flat on the floor; leg room was increased over the Pulse. Having never ridden offroad before I was a little nervous. Taking the beginner’s route, with a few jumps, ruts and very tight turns, I managed to negotiate an off-road course with increasing confidence. In fact, the bike coped so well (remember you can’t stall it) that my confidence improved and I intend to seek out an off-road riding centre back in the UK and do some more. By the way, I was informed after the event that I was on the kiddies’ course.

My conclusions: these are truly lovely bikes. Extremely easy to ride, they allowed me to concentrate on the traffic and not the riding, and they’re very comfy and seem very well built. Apart from the lack of engine noise they deliver the true thrill of riding a motorbike. They come with a two-year warranty and five-year battery warranty, the cooling system meaning the battery should last the life of the bike. They’ll be cheap to

maintain with only brakes to check (wear will be low due to regenerative braking), and brake fluid, coolant and chain oil to change occasionally. Running costs will be tiny, especially if charged at home as I do my electric car on a cheap overnight rate.

Conversely, of course, the usual EV concerns apply. As a new product and new form of transport (there are not many electrically-powered bikes on the market yet), the price is high and the range is low. The bikes are being aimed at the commuter market and make perfect sense for that; 80 miles on the WLTP and 130 miles of city riding are acceptable for both versions of the bike. But they are such fun; they feel so quick and luxurious and are easy to ride so that they make you want to ride further. If I bought one I would

want to use it for that weekend ride with friends as well as touring greater distances and this is where the range issue would become a problem.

Can-Am has produced a high-

Running costs will be tiny, especially if charged at home, as I do with my electric car on a cheap overnight rate.

quality item here but the estimated purchase price of around £15,000 is high. The EV bike market is in its infancy, with only a handful of EV products available commercially. Marketing their bikes as exciting, fun, clever and friendly seem to be big promises… but riding them definitely confirms they had achieved these aims. Battery density will improve, while production costs will reduce as numbers sold ramp up. Definitely try them out if you get the chance.

n Check out can-am.brp.com

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