Volkswagen is now taking orders for the updated Polo, with prices starting from £17,885.
The facelifted supermini boasts new technology from larger VW models, and will be offered with a ‘Y-shaped’ specification structure.
Now into its sixth-generation, Volkswagen’s updates for the Polo are aimed at maintaining its position as one of the UK’s best-selling cars.
‘More generous standard equipment’
The revised Polo range begins with the Life model, which comes with LED headlights, adaptive cruise control and an eight-inch multimedia touchscreen.
Two front and two rear USB sockets are included, along with wireless smartphone connectivity.
A three-cylinder, 1.0-litre petrol engine is offered with 80hp or 95hp. The more powerful option can be specified with a DSG automatic transmission.
Volkswagen expects the entry-level Life trim to account for 75 percent of sales in the UK.
Small car, big luxuries
Moving up the range, the luxurious Style version is offered solely with the 95hp engine and manual gearbox.
For £20,785, owners will gain Volkswagen’s IQ.Light LED matrix headlights, front and rear parking sensors, two-zone climate control and 16-inch alloy wheels.
An updated 10.25-inch digital dashboard and a Discover navigation system complete the package.
Added sportiness included
The sporty R-Line range also starts at £20,785 for the 95hp manual version. Adding the seven-speed DSG automatic transmission takes the price to £22,220, while a more powerful 110hp version will cost £23,355.
Bespoke bumpers and 16-inch ‘Valencia’ alloy wheels will help the R-Line stand out from regular Polos. The rear features trim designed to mimic a quad-tailpipe exhaust.
On the inside, the R-Line gains a black headlining, along with sporty stainless steel pedals. A pair of sports seats are covered in ‘Karoso Art Velours’ microfleece upholstery, while standard equipment mirrors that seen in the Style model.
An updated GTI performance model will join the range at a later date, with its final specification yet to be confirmed.
Research by the AA has shed new light on how British drivers prefer to pay for parking.
The comprehensive survey found cash is still the leading choice when it comes to payment. Nearly half (46 percent) of all drivers ranked it as their first option.
However, the AA found that payment preferences varied between age groups, and socioeconomic status.
Cash is king for older drivers
Of the 14,600 drivers surveyed, more than half (56 percent) of drivers aged 65 and over said cash was their first choice.
Low income households also have a preference for cash, with almost two thirds (62 percent) opting for coins.
The AA notes that using cash for parking allows drivers to ‘manage their budgets’. Any remaining change can then be spent in local shops.
Chip-and-pin payment was the second most popular method for all drivers, followed by contactless payments. Payment by phone was seen as the option of last resort.
Young drivers go contactless
For younger drivers aged between 18 and 24, cash was only fourth on the list of payment choices. Almost half (49 percent) said contactless payments by card or smartphone would be their preferred option.
The pandemic has seen local authorities move away from allowing cash payments to reduce the risk of spreading coronavirus. The AA believes the results of this survey mean councils should keep cash options open.
Jack Cousens, head of roads policy for the AA, commented: “Many households prefer to physically see their budgets and doing so gives them a heightened sense of how much their cash can go. Removing cash parking machines from town centres can have a knock-on effect to the local economy, as would-be shoppers decide to take their business elsewhere.
“With parking income the equivalent of three quarters of council tax revenue for some authorities, council leaders will not want to lose a valuable source of funding.
“Considering the low levels of support for pay-by-phone options, councils could drop this option altogether. But they won’t as many add transaction fees to the hourly rate, which helps boost their coffers.”
Bugatti has completed the first example of its decadent carbon fibre-clad pool table, ready to be delivered to its new owner.
The ultimate example of hypercar company’s Lifestyle range of accessories, the official Bugatti Pool Table is made in collaboration with Spanish firm, IXO.
Priced from €250,000 (£214,000), the Bugatti Pool Table is aimed at those who can comfortably afford a multi-million pound Chiron or Divo performance car.
Carbon fibre creations
Said to match the high standards of Bugatti’s cars, the pool table is finished in blue carbon fibre. Leather is used to line the pockets, whilst the drawers designed to store the pool balls are made from CNC-machined, brushed and anodised aluminum.
The cues are also made from carbon fiber, with aluminium ends in the same design as the buttons found in the Bugatti Chiron.
Supporting the cues is a carbon fibre wall-mounted stand. This is fitted with a 13-inch touchscreen display, which can be used to keep score during games.
A dimmable LED ceiling light – made from carbon fibre, of course – is included with the table.
No yacht rock allowed
As an optional extra, customers can specify gyroscopic sensors, should the pool table be mounted on a yacht. This silently adjusts the legs in just 5 milliseconds, keeping the playing surface completely level.
Bugatti intends to produce 30 examples of its own pool table, with five set to be completed this year. Buyers can have the materials and colours tailored to their exact specification.
This first completed table is destined for a Bugatti enthusiast in the United States.
Before heading across the Atlantic, the table was photographed at the Cidade da Cultura Galicia in Santiago de Compostela, Spain.
At present, the law states that those who passed their driving test after 1 January 1997 can drive a car or van up to 3,500kg MAM (maximum authorised mass) towing a trailer of up to 750kg MAM (up to 4,250kg in total).
Alternatively, they can tow a trailer over 750kg MAM, as long as it does not exceed the unladen weight of the towing vehicle (up to 3,500kg in total)
Licenses issued from 19 January 2013 allowed for towing a trailer over 750kg MAM, as long as the combined MAM of the trailer and towing vehicle is no more than 3,500kg.
Those who obtained a driving licence before January 1997 have been allowed to drive a vehicle and trailer combination up to 8,250kg (MAM), without a test.
What will the new trailer towing rules allow?
When the law changes in the autumn, drivers who have passed their test after 1 January 1997 will be allowed to tow trailers up to 3,500kg MAM without taking an additional car and trailer driving test.
The DVLA will automatically update driving licence records to reflect the changes. When a driving licence is renewed, it will show the ‘BE’ category upon it.
There should be no need to contact the DVLA directly to gain the updated category.
The changes will apply to England, Wales, and Scotland only. As Northern Ireland issues licences through the separate Driver and Vehicle Agency, the new rules will not affect residents there.
What can I tow before the new rules come into force?
The government has not set an exact date for the new rules to come into force. Until that date, drivers must abide by the current limitations on their driving licence.
Towing a trailer heavier than permitted by your licence can result in a fine of up to £1,000.
Drivers can continue to use L-plates to be supervised towing heaving trailers.
What if I already have a trailer test booked?
To address the HGV driver shortage quickly, the DVSA will stop all trailer tests after 20 September 2021.
For tests booked before the 20 September, drivers can opt to take the test as planned. Alternatively, tests can be cancelled, with a refund of the fee available from the DVSA.
Tests booked for after 20 September 2021 will be cancelled and refunded automatically by the DVSA.
No compensation will be paid for any private lessons on training undertaken to prepare for cancelled tests.
Will the rule changes affect road safety?
As reported last month, road safety charity IAM RoadSmart was concerned by the government’s proposals to remove the licence test requirements.
Neil Greig of IAM RoadSmart commented previously that: “People need proper training to be able to drive an articulated vehicle, particularly when they are doing so for the first time.”
As part of the changes in legislation, the government will still recommend that drivers take trailer lessons from a professional instructor before towing for the first time.
What other changes are being made to driving tests?
Estimates suggest the new trailer rules will allow an extra 30,000 HGV tests to be conducted each year.
HGV tests themselves will also be made simpler, with a reversing element and ‘uncoupling and recoupling’ exercise removed. Instead of being tested by the DVSA, these will be evaluated by a separate third party.
Finally, HGV drivers will be able to progress straight to using an articulated vehicle, without having to obtain a licence for a smaller vehicle first. This will free up capacity for an additional 20,000 tests each year.
According to the Road Haulage Association, the UK currently has a shortage of around 100,000 professional HGV drivers.
The regular Mustang Mach 1 represents an already impressive example of Ford’s muscle car icon. With a 5.0-litre ‘Coyote’ V8 engine, the Mach 1 benefits from 460 hp and parts from Shelby performance models.
However, this was not enough to satisfy Clive Sutton.
The Mach 1 – 767 Edition benefits from a 3.0-litre supercharger, with a substantial dual-pass charge cooler, and an upgraded exhaust system for good measure.
Such modifications see the Coyote V8 engine pushed to an incredible 767 hp. It means the already potent Mustang Mach 1 moves into serious supercar territory.
More muscle for your money
Sutton also installs improved subframes, enhanced suspension components, a new spoiler and splitter, plus a set of Ford Performance ‘Bird Nest’ alloy wheels.
Interior modifications for the 767 Edition include bespoke mood lighting, a custom starter button, a unique arm rest, and Sutton badging.
As with the standard Mustang Mach 1, buyers can pick between a six-speed manual gearbox or a ten-speed automatic.
Prices for the 767 Edition begin from £96,000 on the road, representing an additional £40,000 expenditure over the standard Mustang Mach 1.
Toyota customers collecting their new GR or GR Sport car will get an extra gift to help them celebrate.
Issho, the ‘adorable yet adventurous’ mascot will be offered to new owners by participating Toyota dealerships.
The company explains that the word Issho means ‘together’ in Japanese, with the toy meant to accompany drivers on journeys.
Celebrating motorsport heritage
The plush mascot stands around six inches tall. Toyota says it’s the perfect size to be placed in a cup holder or on a seat.
Supplied in a presentation box, Issho comes with a leaflet that explains the history of Toyota’s Gazoo Racing team.
Founded in 2007 to compete at the Nurburgring 24 Hours race, the Gazoo Racing (GR) brand has expanded considerably. The name is now used on Toyota’s performance models, including the wildly popular GR Yaris hot hatch.
Ready to explore
Those lucky enough to have secured a place on the waiting list for a GR Yaris can expect to receive an Issho mascot.
Buyers of GR Supra, Toyota’s other current member of the GR range, will also get the cuddly toy, as will those purchasing GR Sport models, including the Corolla and C-HR.
Anyone considering a new GR or GR Sport Toyota should contact their dealer to check they are taking part in the offer. Toyota’s social media team is also keen to see people exploring with Issho. Photos can be tagged with ‘@ToyotaUK’ on Facebook, Instagram and Twitter.
Lotus has announced it will build a racing version of the new mid-engined Emira sports car.
Designed to GT4 specification, the racer is primed to continue the successful legacy of Lotus in sports car events.
It follows the successful launch of the roadgoing Emira earlier this year, including a starring role at the prestigious Monterey Car Week in California.
Hand-built for motorsport
Lotus has teamed up with Northamptonshire-based RML Group, makers of the Ferrari-based RML Short Wheelbase, to develop the harder, faster Emira. RML has extensive experience in motorsport, and will hand-build each new GT4 model.
The Emira GT4 uses the same 3.5-litre Toyota-sourced V6 engine as the road-legal model, with a peak output of 400hp.
Motorsport upgrades will include a six-speed paddle-shift gearbox, Ohlins coilover suspension, a Motec digital dashboard and an FIA-standard roll cage.
Bespoke aerodynamic bodywork will also be added to the car, along with Pirelli GT4-specification tyres.
Family honour to uphold
The new Emira will have high standards to live up to when it takes to the track. Its predecessor, the Evora GT4, claimed victory in multiple championships across the globe.
Among its successes were class wins in the Dubai 24 Hours, Barcelona 24 Hours, British GT Championship and Pirelli World Challenge.
Lotus will formally launch the Emira GT4 at its Hethel test track later this year. A limited number of cars will be produced for the 2022 season, followed by larger run for 2023.
A return to the world stage
With a distinguished motorsport pedigree behind it, Lotus has recently made commitments to engage further with racing activities.
Lotus Engineering, the company’s consultancy arm, is now working with JBXE, the Extreme E race team led by former F1 World Champion Jenson Button.
Richard Selwin, race programme manager at Lotus, commented: “The all-new Emira GT4 is an exciting next step following the hugely successful launch of the Emira road car. We have worked hard with the team at RML Group to ensure this next-generation of Lotus GT car will deliver race-winning performance.”
Gavan Kershaw, director of vehicle attributes for Lotus and a former GT racing driver, has been involved with development of the Emira GT4.
He added: “The all-new chassis on which the Emira has been developed is the perfect starting point for a high-performance race car. Everyone at Lotus is so excited to be returning to world motorsport and to be doing so with such a competitive race car.”
The all-electric Ford Mustang Mach-E is being tested by several police forces across the UK.
The police-specification Mach-E made its public debut at this week’s Emergency Services Show, held at the NEC in Birmingham.
It follows the announcement earlier this year that Tesla has created a special Model 3 demonstrator for police evaluation.
Electric blue
Interest from police forces across the country led Ford to creating a Mach-E demonstrator. SVP Safeguard, based in Essex, was responsible for converting the electric Mustang to blue-light specification.
Along with a bespoke reflective livery, the police Mustang Mach-E features an array of lights and sirens. All the lights are LEDs, and are powered by the conventional 12-volt battery, rather than the lithium-ion cells.
This initial demonstrator is based on an AWD Long Range model, which manages 0-62 mph in 5.1 seconds. Ford will consider testing other Mach-E versions after initial feedback.
What’s the charge, officer?
The Metropolitan Police has already tested an unmodified Mustang Mach-E, but now intends to fully evaluate the marked Ford concept.
Other forces interested in the car include Sussex, Surrey, South Wales, Dyfed Powys, Devon and Cornwall, and Police Scotland.
Previous generations of the Mustang Mach-E’s muscle car namesake have been used as police cars in North America. Between 1982 and 1993, some 15,000 Special Service Package versions of the third-generation Ford Mustang were built for police pursuit use.
The RML Short Wheelbase is not a restomod. It isn’t a classic, a recreation or a continuation. This is effectively a brand new car. Even though it looks like a classic.
“The only comparison I can think of, with similar levels of research and development, is the Singer DLS,” says Michael Mallock, CEO of RML Group. “That car is clearly inspired by the Porsche 911, but almost every detail is different.”
Here, inspiration comes from the 1959 Ferrari 250 GT Berlinetta SWB. As one of the three most beautiful cars ever built – the others are the Lamborghini Miura and Citroen DS, in case you wondered – it seems an auspicious place to start.
Made to measure
Despite appearances, the RML Short Wheelbase shares nothing tangible with the original SWB. Its V12 engine, manual gearbox and lower body structure come from a Ferrari 550 Maranello (built between 1996 and 2002), body panels are carbon fibre and the all-mod-cons interior is entirely bespoke.
Indeed, the whole car is around 14 percent larger than the Ferrari. “I’m 6ft 4in and can hardly fit into an SWB,” explains Mallock. “I found it uncomfortable to drive for more than a few minutes. Our car has been packaged around me wearing a racing helmet. That set the roofline, then the other proportions flowed from there.”
There’s also a significant difference in price. The RML Short Wheelbase costs around £1.3 million, depending on spec, with first deliveries due in spring 2022. A real 250 GT SWB could set you back anything up to £20 million, if you can find one. No wonder most of the SWBs racing at Goodwood are replicas.
White-label work
Granted, £1.3 million seems a lot for a car made by a company most people have never heard of. But RML Group is no flight-of-fancy supercar start-up. It has designed, engineered and assembled vehicles for major manufacturers and motorsport teams since 1984.
“In most cases, we can’t talk about what we do,” explains Mallock, who left school at 16 to become a professional racing driver. “These are white-label projects that we make happen.”
RML-developed cars he can mention include the Nissan Juke R, a small SUV with Nissan GT-R running gear, and the Saleen S7, arguably America’s first supercar. It also produces a kit to make the Aston Martin Vulcan road-legal, and offers a similar service for Aston’s ‘continuation’ cars: DB5 Goldfinger, DB4 GT and DB4 GT Zagato. Rumours suggest RML was behind the Nurburgring record-breaking NIO EP9 electric hypercar, too.
In motorsport, the company has won five World Touring Car Championships for Chevrolet and supported Aston Martin at Le Mans. It currently supplies the shared components for the entire BTCC grid.
‘A very analogue experience’
Quite a pedigree, then – and that’s part of the reason for the Short Wheelbase. “The car showcases the breadth of our engineering talent. It’s nice to have something we can shout about.”
A mega-horsepower hypercar might have been the obvious shop window, but Mallock seems underwhelmed by the idea: “Many high-end cars aren’t really accessible or usable, with too much power and grip to enjoy on the road. This is the type of car I’d love to drive. It’s fast enough to get your heart going, but offers a very analogue experience.”
Sadly, we won’t sample the finished article until later this year, but ‘Car Zero’ is already being built in the clinically clean workshop beneath Mallock’s office. Time for a closer look.
Past master
I’m greeted by designer Jonathan Bowen (pictured), who shows me a series of CAD drawings. Some early proposals look a bit bland, others more contrived; the importance of getting the car’s proportions spot-on is evident.
He then uncovers a full-size clay model, which reveals exactly how the production car will look. And… it’s stunning: a faithful recreation of Pininfarina’s masterpiece. In isolation, the Short Wheelbase seems quite large, but Bowen shows me photos of the styling buck ‘parked’ alongside a new BMW 3 Series, which looks similar in size.
Details that catch my eye include the pop-out door handles and LED headlights with vertical ribs that evoke halogen lamps. RML has also repurposed the real SWB’s roof vent into a recess for the high-level brake light.
The dished alloys are 18 inches in diameter, their cross-spokes inspired by classic wire wheels. As for bumpers, they’re optional: quarter units on the front, with a full-width design at the back.
No plastic allowed
I then sit inside the interior mock-up. The trim is made from clay and wood, but everything is positioned as per the production car. It feels spacious and airy, with an upright windscreen and large rear window promising good visibility.
The slim dashboard houses a compact air-con unit, while the tall transmission tunnel has a pop-up touchscreen for infotainment (including Apple CarPlay and Android Auto connectivity). There are also proper door pockets and even a pair of cupholders – notably absent from the 1959 original.
The dials are conical with etched markings and all the switchgear is specially made. “There are more bespoke components here than on most OEM [car manufacturer] sports cars,” says Bowen. “We could have used an off-the-shelf air vent and saved tens of thousands of pounds, but it would have been plastic. Our touch-points are either leather or machined aluminium.”
Interestingly, the open-gate manual gearbox – so long associated with Ferrari – wasn’t actually a feature of the 250 GT SWB. But would you want your Short Wheelbase any other way?
Testing to 200mph
Lastly, I take a look at the chassis for Car Zero. There’s not much of the donor 550 Maranello left, but maintaining the car’s basic structure means it can keep its original identity – important for the US market, which would demand new-car homologation (i.e. emissions and crash tests) if not.
The 485hp naturally aspirated V12 isn’t modified because, frankly, it doesn’t need to be. In a car that weighs around 200kg less than the 550 (target dry weight is 1,485kg), performance should be plentiful. Expect 0-62mph in 4.1 seconds and a top speed “in excess of 185mph”.
“We’ve tested the car up to 200mph in our virtual CFD wind tunnel,” explains Bowen. “The next step is testing it on the road.”
More projects to come
Mallock says the Short Wheelbase is a very different proposition to the forthcoming GTO Engineering Squalo – another car revealed this year that, coincidentally, also uses the 250 GT SWB for inspiration. “That will probably offer a more ‘1960s’ driving experience. Our car is more modern and comfortable – and it arrives sooner [the Squalo is due in 2023].”
No more than 30 examples of the Short Wheelbase will be made, so production is very small-scale. But this could be the start of something much bigger.
“This is the first of several projects,” Mallock continues. “We’ll be working with Short Wheelbase customers to determine what the next RML Group car will be. It won’t be Ferrari-based, though. We don’t want to be pigeonholed.”
Launched as part of the 2021 IAA Mobility event (better known as the Munich motor show), the EQG is said to be nearly production ready.
Although it retains the classic styling of the G-Class, first launched in 1979, the EQG points firmly to the future of Mercedes-Benz.
Keeping a promise to Arnold
At the launch of the current-generation G-Class in January 2018, then Chairman of the Board of Management of Daimler AG, Dieter Zetsche, made a promise to Arnold Schwarzenegger.
Zetsche told the Hollywood legend, and major G-Class fan, that the off-roader would be included in electrification plans by Mercedes-Benz.
Since then, Mercedes-Benz has committed to being ready to ‘all electric’ by the end of the decade.
Creating an electric version of the G-Class delivers on that commitment, and on a promise to the former governor of California.
Classic design electrified
With more than 400,000 G-Class examples produced to date, recreating a battery-powered version of the original required careful consideration. Although the EQG resembles a regular G-Class, Mercedes has made subtle changes for the electric version.
With no need for a radiator grille, the EQG features a black panel with multiple illuminations. The three-pointed star logo has a 3D design, with animated blue ‘squircles’ surrounding it on the grille.
At the rear, an illuminated lockable box replaces the usual spare wheel cover. Mercedes says that the design resembles a wall-mounted charging box, and that it could be used to store charging cables.
A set of 22-inch wheels, and LED lights integrated into the roof rack, complete the EQG’s concept styling.
Still ready to off-road
Retaining a ladder frame chassis means the EQG is designed with the ability to off-road like any other G-Class.
Four electric motors will be integrated into the EQG, with the battery pack mounted low in the chassis. The power sent to each wheel can be controlled individually, allowing for extra precision in the dirt.
A selectable two-speed transmission will also allow extra control when off-roading.
Mercedes-Benz is yet to confirm for the EQG to enter production, but the concept version suggests a launch date will be in the not too distant future.
