For the seventh year running, the London Concours welcomed nearly 100 rare and exotic cars into the heart of the city. Hosted in the enclosed garden of the Honourable Artillery Company, close to Liverpool Street, the three-day event drew in car enthusiasts and curious office workers alike.
For 2023, London Concours marked the 50th anniversary of Porsche’s Rennsport sports cars, with around 50 RS-badged 911s gathered together – from air-cooled rarities to the latest 992 GT3 RS.
Other displays included ‘Grand Tourisme’, a celebration of innovative French cars such as the Citroen SM and Renault 5 Turbo, and ‘Golden Age Coupes’, epitomised by the Mercedes-Benz 300SL and Aston Martin DB5 Vantage.
A question of Rennsport
The highlight for us, though, was the celebration of all things Porsche and RS. The story began with the iconic 911 Carrera 2.7 RS of 1973, which introduced the concept of a lighter, faster and more focused 911 road car – along with the oft-imitated ‘ducktail’ rear spoiler.
Among several examples of the 2.7 RS at London Concours was a rally car restored by Tuthill Porsche (pictured above). Not seen in public for more than 40 years, it boasted a host of period accessories, from mudflaps to an analogue Halda ‘rally computer’.
Other standouts included a stunning 993 Carrera RS in Speed Yellow (seen at the top of this page), plus a sizeable number of post-2003 water-cooled cars, with increasingly elevated rear wings and monstrous power outputs.
There was even a plucky Cayman GT4 RS amidst the many 911s, representing one of the newest cars with a dash of ‘Made in Flacht’ magic.
From Le Mans to London
The Best in Show winner at London Concours also wore a Porsche badge, although it was built in High Wycombe, rather than Stuttgart. The Schuppan 962CR P1 (pictured above) is essentially a road-legal version of the hugely successful Porsche 956/962, which dominated Le Mans in the mid-1980s.
A mid-mounted 608hp 3.3-litre turbocharged flat-six and five-speed manual gearbox gave the Schuppan a top speed of 230mph – insane performance for 1992. It also looked every millimetre the Group C racer, with a carbon fibre monocoque chassis and canopy-style cockpit.
Porsche Carrera GT was converted to GTZ spec by Zagato in 2019.
It retains the stock 612hp NA V10, but bespoke panels make it slightly lighter than OEM spec. pic.twitter.com/fpk924Tvoz
Sadly, only six examples of the 962CR were made before Schuppan was declared bankrupt in 1994. However, Porsche would introduce its own motorsport-influenced hypercar a decade later: the V10-engined Carrera GT.
Sure enough, there was one present at the Honourable Artillery Company, complete with bespoke bodywork by Italian coachbuilder, Zagato. It was perhaps the Porsche we most wanted to drive home, albeit preferably not through London traffic…
Lotus Engineering has been involved in designing the scooter, while Hilo itself was co-founded by the former CEO of Aston Martin, Dr. Andy Palmer.
Safer handling as standard
Dr. Palmer commented: “E-scooters have faced challenges with safety and public perception. The Hilo One is an e-scooter that addresses these concerns head-on. I believe in the potential of e-scooters to revolutionise urban transportation. I also understand the importance of safety, comfort and rider experience.”
The Hilo One comes fitted with a large 12.5-inch front wheel, chosen to help clear potholes and remove the twitchy handling of some e-scooters. Extensive user trials helped determine the most confidence-inspiring steering geometry.
Central to rider safety is the Hilo One’s illumination system, which is controlled by artificial intelligence (AI). This alerts the rider to potential dangers, using visual and audible warnings, plus haptic feedback through the handlebars.
Perimeter illumination helps ensure the Hilo One can be seen at night, with a pool of light making the scooter appear larger to other road users, such as car drivers.
In-car compatibility included
Equipped with 350w electric motors, the Hilo One can reach a top speed of 15.5mph. Fully charged, the e-scooter has a range of up to 25 miles.
Charging can be done at home, or through a dedicated in-car charger. Android Auto compatibility allows navigation and range information to be shared between the car and the Hilo One.
Lotus Engineering has contributed to the overall design of the Hilo One, including the patent-pending folding system.
This sees dirty wheels enclosed within the body of the e-scooter, and allows the Hilo One to be carried or wheeled using the telescopic handle.
‘Redefining micromobility‘
Robin Harris, CEO of Hilo, added: “Hilo was founded to tackle the challenges faced by micromobility and e-scooters, such as safety, lack of innovation and, quite frankly, not necessarily all, but most e-scooters looking the same.
“We have a progressive vision to redefine safety micromobility, creating class-defining products that leverage the latest AI road-scanning technology and perimeter safety lighting. Hilo’s ambitious goal to create an e-scooter that stands out, without compromising safety and the ride experience, was appealing in a sector still in its infancy and is likely to see an exponential increase in innovation.”
Prices for the Hilo One are expected to start from £1,750, with interested customers able to pre-order now. First deliveries are due in the third quarter of 2024.
If you own a modern diesel car, you will probably have heard about diesel particulate filters. But what are these components – and why can they be a problem?
A diesel particulate filter (DPF) is designed to capture and store exhaust soot, reducing emissions from a diesel car. It prevents harmful particulate matter from being released into the atmosphere.
A DPF has been a requirement of all new diesels since 2009 when the ‘Euro 5’ emissions standard came into force. However, particulate filters date back to 1985, when Mercedes-Benz became the first car manufacturer to introduce them on the 300D (sold in California).
In 2000, Peugeot re-introduced the principle when it used a cerium-based fuel additive for regeneration on the 607 2.2 HDi.
Today, there are two main types of DPF: passive regeneration and active regeneration.
Passive regeneration
Passive regeneration uses normal exhaust temperatures and nitrogen oxide (NO2) as the catalyst to oxidise particulate matter in the DPF. This tends to occur at high speeds, typically on a motorway or A-road, with the engine running for 30 minutes or more.
The main advantages of passive regeneration are that it requires no input from the driver, the process takes place automatically and there are fewer components.
However, it relies on the driver making regular trips on faster-flowing roads – without this, problems can occur. It’s for this reason that manufacturers introduced so-called active regeneration.
Active regeneration
Active regeneration uses the car’s ECU to sense when the filter is getting clogged with soot and injects extra fuel into the engine to raise the temperature of the exhaust, triggering regeneration.
This tends to occur around every 250 to 300 miles and will take up to 10 minutes to complete. In theory, this shouldn’t cause any issues, but problems will occur if the system is unable to complete the regeneration.
If the process is interrupted too many times, the DPF warning light will illuminate and you’re advised to take the car to a motorway, dual carriageway or A-road for 15 minutes of steady driving. If you continue to ignore the warning light, the car will go into ‘limp home’ mode.
There is a third form of DPF, which uses a fuel additive to lower the ignition temperature of the soot particles to enable regeneration at a lower temperature. The additive is stored in a separate tank or ‘bladder’ and should be replaced every 70,000 to 100,000 miles.
Make sure the tank is refilled when a warning light appears on the dashboard because, without the fluid, the DPF will become blocked.
Oil dilution
A significant disadvantage associated with active regeneration is the dilution of the engine oil caused by a small amount of diesel during the post-injection cycles, where fuel is injected into the cylinder after the regular combustion. A thin layer of fuel can build up on the cylinder walls, which leads to premature engine wear, and drivers are warned to consider shorter oil service intervals.
There have been various studies into the engine oil dilution issue and the scale of the problem varies according to the make and model of the diesel car in question. Evidence suggests that the problem is worsened when the regeneration process is halted prematurely, or when a car is only used for short trips.
Modern systems should alert the driver via a dashboard message when the oil dilution reaches a certain level, but regular servicing remains critical to the long-term health of the engine. There have been some high-profile issues concerning some major car brands.
The problems of a blocked DPF
If regeneration doesn’t take place, the DPF will need to be cleaned or replaced, landing you with a bill upwards of £1,000. A quick trawl of some forums and discussion threads suggests you could be charged up to £5,000, which might be more than the car is worth.
That means it’s vitally important to look after your DPF and to pay close attention if you’re buying a high-mileage diesel car. A well-maintained DPF should have a life of 100,000 miles. But it could be significantly less if the car has been used for shorter trips and regular regeneration hasn’t taken place.
How to avoid a blocked DPF
To avoid a blocked DPF, you can start by not buying an inappropriate car. Typically, if you drive less than 12,000 miles a year, a petrol, hybrid or electric car would be more suitable for your needs.
Diesel cars tend to be more economical on longer trips, making them unsuitable for short trips and urban driving.
If you’re driving a diesel car with a DPF fitted, read the manual to understand whether your vehicle uses passive or active regeneration, and make sure you know how to look after the filter. Using the right engine oil is very important.
The RAC says performance modifications can damage a DPF, as can the use of low-quality fuel. Even running the car low on diesel can cause problems, as the car may avoid regeneration to save fuel.
Can you remove a DPF?
It is an offence to use a vehicle modified in a way that no longer complies with the emissions standards it was designed to meet. The removal of a DPF could thus land you with a £1,000 fine for a car or £2,500 for a light goods vehicle.
Further issues include an immediate MOT fail if the DPF has been removed, along with invalid insurance as the car has been modified from original specification.
Obviously, you need to be on your guard if you’re buying a high-mileage diesel car. Check the latest MOT details – the information is stored online – and check the DPF is present.
Billed by American enthusiasts as ‘the greatest spectacle in racing’, the 107th Indianapolis 500 takes place this weekend.
The race will see 33 IndyCar drivers fight it out over 500 miles for one of the top prizes in motorsport. Expect plenty of high-speed action, close competition, and even a celebratory bottle of milk.
Our full guide contains all the key information you need to watch the Indy 500 – and enjoy a big slice of American racing here in the UK.
How can I watch the 2023 Indy 500 in the UK?
Sky Sports has the sole UK broadcast rights to the 2023 Indianapolis 500.
Sky Sports subscribers will be able to watch live via the Sky Sports F1 channel, following the conclusion of the Monaco Grand Prix. All the important build-up to the Indy 500 will air on the Sky Sports Arena channel.
General Sky subscribers can use the SkyGo app on their smartphone or mobile device to watch. Non-subscribers can purchase a Now TV Sky Sports day pass to watch the race. This can be used with a smart TV or compatible mobile device.
Is there a live stream for the 2023 Indy 500?
Sadly there is no official internet livestream for those wanting to watch the Indy 500 in the UK.
Viewers in the United States can watch online through the NBC Sports App, or via the NBC Sports website. NBC’s Peacock service will also cover the race in the USA.
What time does the 2023 Indy 500 start in the UK?
The Indy 500 starts relatively early in the United States, with race day traditions beginning at 9am local time on Sunday in Indianapolis. Cars will start appearing on the grid at around 10:30am – equivalent to 3:30pm British Summer Time (BST).
Sky’s coverage of the build-up to the Indy 500 will begin on Sky Sports Arena at 3:30pm BST, with Sky Sports F1 airing the race from 5:30pm BST.
After all the elaborate processions and ceremonies have taken place, the racing should finally begin at 12.45pm local time, or 5.45pm BST.
How many fans will be at the 2023 Indy 500?
Coronavirus meant that the 2020 Indy 500 took place without any fans present in the gigantic grandstands. And in 2021, the race was limited to 135,000 spectators.
Although this may sound like a large crowd, it meant the Indianapolis Motor Speedway was only operating at 40 percent capacity.
Last year, the crowd returned to full size – and for 2023 this should deliver an expected attendance of 300,000 spectators.
Who is on pole position for the 2023 Indy 500?
Everything is bigger at the Indy 500, including a qualifying process that takes place over two days. From the full field of 34 drivers, only 33 are able to start the race. This meant Graham Rahal was the unfortunate driver ‘bumped’ from the grid for 2023, before his unexpected return.
Drivers get four laps in each qualifying run, with an average speed then calculated. The fastest 12 drivers get to run again, fighting it out for a place in the final six, and the chance to claim pole position.
For 2023, Spain’s Alex Palou, the 2021 IndyCar champion, has emerged in pole position. This comes after he won the 2023 Indianapolis GMR Grand Prix earlier in the month.
Palou’s average qualifying speed of 234.217mph saw him claim the second-fastest Indy 500 qualifying time in history.
Which pace car is being used for the 2023 Indy 500?
The official pace car for the 2023 Indy 500 is the mid-engined Chevrolet Corvette Z06, in hardtop convertible guise.
It marks the 20th time a Corvette has been used as a pace car for the event, and the 34th time for a Chevrolet. The Bowtie brand first led the field in 1948, and has held a monopoly on the pace car role since 2002.
Will Romain Grosjean drive in the 2023 Indy 500?
Romain Grosjean exited Formula One in dramatic fashion at the end of the 2020 season, surviving a terrifying accident in the Bahrain Grand Prix. With no Formula One drive lined up for 2021, he made the move across the Atlantic for IndyCar.
When Grosjean initially switched to IndyCar, he was only contracted for races held on street and road courses. This was to avoid putting his family through the additional stress of him competing on high-speed circuits.
However, for 2022 and beyond, Romain has been allowed to enter all races with the Andretti Autosport team. This includes the Indy 500, where he will line-up 19th on the grid.
Are any British drivers in the 2023 Indy 500?
The 2023 Indy 500 sees three British competitors hoping to take victory in the American classic race.
The top British driver in the 2023 Indy 500 is Cambridge’s very own Callum Ilott. Competing in the Indy 500 for the second time, Ilott managed to qualify in 28th position.
Starting 33rd, and last, on the grid is Lincoln-born Jack Harvey. The 30-year-old driver has competed in IndyCar since 2017 but, like others in the Rahal Letterman Lanigan Racing team, he struggled in qualifying. Harvey managed to secure the final place on the grid with a last-gasp run.
Katherine Legge is making her return to the Indy 500 for the first time since 2013, and is the only female driver on the grid for 2023. She emerged as the top Rahal Letterman Lanigan Racing competitor, and took 30th position on the grid.
Stefan Wilson, younger brother of the late Justin Wilson, was due to start the 2023 Indy 500 in 24th position. However, a collision with Katherine Legge in practice saw Sheffield-born Stefan sidelined, with Graham Rahal returning to take his seat instead.
What other big-name drivers are in the 2023 Indy 500?
What makes the Indy 500 special is that experienced drivers will frequently make a return to racing, just to compete in this great event. Teams will sometimes field extra cars to accommodate iconic drivers, just for the one-off race.
Brazilian driver Helio Castroneves is one of the heroes returning to the Indy 500 grid for 2023, doing so as a four-time winner of the race. Helio last won the Indy 500 in 2021, and will be looking to use his talent and experience to do so again this year. The 48-year-old is driving for the Meyer Shank Racing team, and will start from 20th place.
Tony Kanaan, another 48-year-old Brazilian driver, will start the 2023 Indy 500 with a great chance at claiming a second victory. Kanaan took glory back in 2013, and is pictured kissing the yard of bricks in celebration.
Starting from sixth on the grid, and driving for the competitive Arrow McLaren team, TK has a fantastic opportunity to take glory on Sunday.
Why does the Indy 500 circuit feature a yard of bricks?
When the Indianapolis Motor Speedway first opened in 1909, the track surface was covered in a combination of soil, gravel and limestone covered in tar. Fatal accidents after only the first three days of racing led to the need for a new track covering.
Bricks were chosen as offering the best traction, with 3.2 million bricks used to pave the 2.5-mile circuit. This resulted in the nickname of ‘The Brickyard’, with the bricks remaining until 1961.
With the track now covered with asphalt, a symbolic yard of bricks was left to mark the finish line.
Why does the Indy 500 winner drink a bottle of milk?
Arguably one of the strangest traditions in the Indianapolis 500 is the winning driver drinking a bottle of milk to celebrate.
The tradition began in 1933, after Louis Meyer took his second Indy 500 victory. Meyer chose to drink buttermilk after the race, believing it would be refreshing on a hot day. He did the same again after his third Indy win in 1936.
A dairy company executive saw a photo of Meyer drinking milk, leading to the beverage being offered to future Indy 500 winners. Today, the Indiana Dairy association gives the winning driver $10,000 for choosing to drink milk as part of their post-race celebration.
Pictured above is Hélio Castroneves, celebrating his fourth Indy 500 win in 2021.
The choice of new electric cars available to buy in the UK has quadrupled in five years, says the Society of Motor Manufacturers and Traders (SMMT).
There are now around 80 electric models on sale, compared with 21 in 2018. This means that almost one in four new car models is now available with electric power.
Car buyers are increasingly responding to the change, says the automotive trade body. More than 750,000 Brits have already made the switch, and new electric car registrations have risen by more than a quarter so far in 2023.
“Britain’s drivers are benefiting from the massive investment made by manufacturers over many years to deliver an electric car choice for every need,” said Mike Hawes, SMMT chief executive.
Range anxiety should become a thing of the past as well, reckons the SMMT. Its data shows the average distance a new electric car can travel on a single charge is 236 miles – and for new cars being launched in 2023, it is almost 300 miles. This is around three times the distance an average UK driver travels in a week.
SMMT data also shows there are a further 94 plug-in hybrid (PHEV) models and 42 hybrid (HEV) models on sale. It means electrified cars make up almost two in three new cars on sale.
Support for EVs
While the automotive industry is doing its part, it is now time for the government and legislation to step up. “We now require a framework that ensures everyone can benefit from zero emission mobility,” said Mike Hawes.
The SMMT is again calling for improvements to the UK’s charging infrastructure. While more than £2 billion has been committed by the UK government to increase public chargepoint provision, binding targets on chargepoint rollout could help accelerate infrastructure growth.
Such targets would also complement targets on new EV sales due to be set by the Zero Emission Vehicle Mandate.
The SMMT is also seeking a “fair and forward-looking” VED (road tax) regime, a fiscal framework that supports company car drivers, and added incentives for private car buyers. It says reducing the VAT paid at public chargepoints to the same level as charging at home would make things fair for all, too.
“These vehicles already offer an outstanding driving experience, but motorists should have lower total running costs, no matter where they live or work, with fair taxation that inspires instead of impedes,” continued Hawes.
“With infrastructure provision accelerated ahead of need, the UK can have a healthy, vibrant market, with ever more model choice to keep the UK as a world leader in net-zero transport.”
What car will 007 drive when he next screeches onto our screens? This one, probably. The 26th instalment of the James Bond franchise isn’t due until 2025, but don’t be surprised if MI6’s finest rocks up in an Aston Martin DB12.
Let’s hope so, because the new DB12 certainly looks the part. With a 680hp twin-turbo V8 under its bulging bonnet, it could also lay waste to a few trigger-happy henchmen on a perilous mountain road.
Aston Martin says this is ‘the world’s first super tourer‘ and the start of a new era for the esteemed yet embattled British brand. We’ll be driving the DB12 next month – on perilous mountain roads, no less. Until then, here is everything you need to know.
Licence to thrill
The heart of the DB12 is a reworked version of Aston Martin’s proven 4.0-litre twin-turbo V8. Larger turbochargers, new cam profiles and improved cooling result in 680hp at 6,000rpm, alongside a brawny 561lb ft of torque from 2,750rpm (the outgoing DB11 V8, for comparison, mustered 535hp and 513lb ft).
With a dry weight of 1,685kg – reckon on close to 1,800kg with fluids – that’s enough to propel the DB12 to 62mph in 3.6 seconds and a top speed of 202mph. Chief engineer Roberto Fedeli promises an “exciting soundtrack” from the switchable exhaust, too.
Power reaches the rear wheels via an eight-speed automatic transmission. There’s no old-school manual alternative, but you can take control via paddles behind the steering wheel. Brakes are iron discs or optional carbon-ceramics – the latter saving 27kg in unsprung weight – while the bespoke Michelin Pilot Sport 5S tyres were developed specifically for the DB12.
What goes on tour…
Whether you call it a ‘super tourer’ or a supercar, the DB12 remains a GT in the traditional sense: a car built for long European road trips – or revisiting your childhood home in the Scottish Highlands, perhaps?
The default GT drive mode, selected via a knurled controller on the centre console, is said to offer ‘a luxurious ride quality… for sublime yet agile cruising’. Switching to Sport or Sport+ ramps up the intensity, plus there’s a new Wet mode tailor-made for British weather.
This is also the first DB model with an electronic rear differential. Unlike a mechanical diff, it can switch from open to fully locked in milliseconds, helping to enhance turn-in and improve stability at speed. Where conditions allow, it should also help the DB12 go sideways…
‘The sharpest DB ever’
That brings us to the sportier side of the DB12’s character. Aston Martin promises ‘the sharpest DB ever’ along with ‘class-leading driving dynamics’. When your rivals include the McLaren Artura and Maserati MC20, that’s a bold claim.
The car’s bonded aluminium structure is seven percent stiffer than a DB11 and its non-isolated steering column is said to offer improved feedback. We recently tried a similar setup on the run-out Aston Martin DBS 770 Ultimate and were genuinely wowed by how alert and focused it felt.
Drivers can choose from four settings for the stability control: Wet, On, Track and Off. The system relies on numerous sensors around the car, including a new six-axis inertia unit, and is calibrated to work in the background, intervening as unobtrusively as possible.
As seen on screens
If one aspect of the DB11 cried out for an update, it was the interior. Thankfully, its successor boasts an entirely new cabin that banishes the ancient Mercedes-Benz media system for good.
This time, Aston Martin has developed its own in-house infotainment, with two 10.25-inch screens, 3D navigation, online connectivity – including over-the-air software updates – and a dedicated smartphone app. You can also link up your phone via Apple CarPlay or Android Auto.
The driver and front passenger are cocooned by a high centre console with a mixture of analogue switches and digital controls. Buyers can pick from hand-stitched leather or Alcantara upholstery, plus endless options for personalisation via Aston Martin’s ‘Q’ division. The DB12’s surround-sound audio system comes from Bowers and Wilkins, the British company that also supplies McLaren.
DB12 gives you wings
Lastly, there’s how it looks. The DB12 is clearly part of a bloodline that began with the DB7 in 1994, but its taut contours and athletic stance are definitely more Daniel Craig than Pierce Brosnan.
Riding on 21-inch forged alloy wheels, it sports frameless wing mirrors, pop-out door handles and a new version of the Aston Martin ‘wings’ badge. Design boss Merek Reichmann says: “We’ve fused everything together on the DB12 – the handling, dynamics, powertrain, sense of space, and styling – and we’ve done it to the max through technology to deliver this new category of performance-design driving experience”.
Whatever the end result – even if, God forbid, Bond went back to BMWs – the DB12 is an incredibly important car for Aston Martin. Come back to Motoring Research soon for our full first drive.
The job of a car salesperson is much harder than it used to be. Once upon a time, the man in the camel coat would have offered you a choice of a saloon, hatchback or estate. And if you went to the posh dealership over the road, perhaps a coupe or convertible as well.
Today, buyers are confronted with seemingly endless shapes, sizes and subcategories of car. So which one is right for you?
To help, we have explained 20 different types of car, with a definition for each one. We’ve included a little background, and an example car for each classification.
Hatchback
Our love affair with the hatchback began when the Renault 4 in 1961. Its wide-opening tailgate presented estate-like loading potential, and more than eight million were produced over three decades.
Initially, the saloon and estate refused to roll over and die, with innovative cars such as the Renault 16 and Austin Maxi failing to propel the hatchback into the mainstream. Things changed in the late 1970s though, when motorists finally saw the potential of the humble hatch.
The Oxford English Dictionary defines the hatchback as: ‘a car with a door across the full width at the back end that opens upwards to provide easy access for loading’.
A hatchback might be classed as a three-door or five-door, depending on the configuration, with the tailgate considered a door in itself. Today, three-door hatchbacks are less popular, with designers working hard to disguise the rear doors.
Modern hatchback buyers are spoilt for choice. The Peugeot 308 (pictured above) is among the best of the current crop.
Hot hatchback
Without the hatchback, there wouldn’t be a hot hatch, which proves that practicality can be fun. Although these cars first flourished in the 1980s, there were fast hatchbacks before the term was used.
Models such as the Simca 1100 TI, Renault 16 TX, Chrysler Sunbeam TI and Renault 5 Gordini provided the necessary groundwork for the Volkswagen Golf GTI and Peugeot 205 GTI: the first cars to be labelled hot hatches.
For us, a real hot hatch needs to be usable every day, which rules out two-seat specials such as the Mini GP and Golf GTI Clubsport S. That said, a modern hot hatchback is just as likely to have five doors.
Salooncar
‘A car having a closed body and a closed boot separated from the part in which the drivers and passengers sit,’ is how the Oxford English Dictionary defines the saloon.
For generations, the family saloon was a familiar sight on Britain’s roads and the car you doodled in your sketchbook during double maths.
The boot opening is smaller than a hatchback, while the shape of the luggage area is shallower and less practical. However, many saloons are also offered in estate guise. See below.
The traditional three-box saloon might be a dying breed, but premium cars such as the BMW 3 Series, Mercedes-Benz C-Class and Audi A4 (pictured above) keep the segment alive.
Estate car
It’s all about space in this load-lugging class. You get the same level of comfort and equipment as a hatchback or executive saloon, plus a furniture-friendly boot. Estate cars usually feel more agile than equivalent SUVs, too.
If you occasionally venture off-road, vehicles such as the Audi A4 Allroad arguably offer the best of both worlds: raised ground clearance and four-wheel drive without the weight, inferior fuel economy and social stigma of an SUV. Many also prefer the long, sleek profile of an estate car – even once-boxy Volvo wagons look stylish now.
What’s common to all is a wealth of practical touches, such as fold-flat seats, electric tailgates, boot dividers and retractabletow bars. Given the loads these cars are expected to shift, many make more sense with a diesel engine.
MPV
Whatever you call it, what we class as a minivan, people carrier or MPV (multi-purpose vehicle) can trace its roots back to the Chrysler Corporation’s Dodge Caravan and Plymouth Voyager, launched at the tail-end of 1983.
It didn’t take long for the rest of the world to catch on, with Renault blazing a trail in Europe with the Matra-designed Espace. It spawned a multitude of competitors, designed from the ground up to carry many passengers – usually five or seven – and their luggage.
Compact MPVs soon followed, often based on the platform and components of traditional family hatchbacks. Examples include the Renault Megane Scenic and Citroen Xsara Picasso.
Today’s MPVs are characterised by flexible seating arrangements and often sliding doors. There will be room for up to seven people, plus lots of clever storage space.
While the market is in decline, cars such as the Volkswagen Touran, Ford Galaxy and Citroen C4 Spacetourer (pictured above) remain faithful to the concept of practicality over style.
SUV
An SUV is a Sport Utility Vehicle, a term used historically to categorise a 4×4 or off-road vehicle. The SUV has its roots in military-derived vehicles, such as the Willys Jeep and Land Rover.
As time moved on, the SUV became less workmanlike and more lifestyle-led. The Jeep Wagoneer pioneered the idea of a sport utility vehicle long before the term was first used, feeling more car-like than any other 4×4 on the market.
Other SUVs soon followed, most notably the Range Rover, which first appeared in 1970. Early SUVs offered an off-road bias, with some feeling a tad primitive and unwieldy on the road, but today we expect them to offer a perfect blend of on- and off-road capabilities.
They come in all shapes and sizes, from the compact Suzuki Jimny to the luxurious Bentley Bentayga.
To be classed as an SUV, we expect a car to offer a commanding driving position, a practical interior and some off-road skills. Not all come with four-wheel drive, but as the majority spend their time entirely on tarmac, that’s not necessarily a deal-breaker.
Crossover
In essence, a crossover is a car with the lofty suspension and practicality of an SUV, but the running costs of a family hatchback. In other words, more urban-roader than off-roader.
The lines have been blurred by the increasingly car-like and more efficient SUVs, which spend more time on the road than off it.
The claim that Nissan invented the crossover with the 2006 Qashqai is nonsense, although it unquestionably led to the introduction of the term.
In respect of a front-wheel-drive crossover, the Matra Rancho led the way, although the world wasn’t quite ready for a car with off-road styling but next-to-no off-road ability.
City car
There should be no problems describing a city car, which is a small, fuel-efficient and best suited to urban driving.
City cars are designed to carry two people comfortably up-front, but legroom can limited in the back. Expect a small boot, too. On the plus side, compact dimensions (less than four metres long) mean they can use a small engine, so fuel bills and CO2 emissions will be low.
The BMW Isetta, Fiat Nuova 500 and Mini were early pioneers of the cutesy urban car concept, while today’s city cars might offer five doors and the level of kit you’d expect to find on something much larger and more expensive.
The near-identical Volkswagen Up, Seat Mii and Skoda Citigo triplets are recent examples of successful city cars. The Toyota Aygo X (pictured above) is a recent arrival, too.
Supermini
According to Austin 1100 Club historian, Chris Morris, the 1100 “was the first supermini, as we know them today.” You can understand the logic: here was a natural extension of the Mini, with compact proportions and a roomy interior.
Today, the Ford Fiesta is perhaps the archetypal supermini. Sized between a city car and a family hatchback, it offers cheap running costs and is as good to drive in town as on a long journey. Shame it’s being discontinued soon.
Coupe
A coupe is traditionally a sporty-looking two-door car with a fixed roof, either with two seats or with two additional seats in the rear (known as a 2+2).
The name itself is derived from the French word for ‘cut’, and refers to the steep angle of the rear screen, which gives the coupe its rakish good looks. Popular examples include the Audi A5 (picture above) and BMW 4 Series.
Some of the German brands have attempted to stretch the definition by creating four-door coupes (such as the Mercedes-Benz CLS), but in reality, these tend to be nothing more than four-door saloons with restricted rear headroom.
Convertible
In Europe, only the Germans purchase more convertibles than the British. Turns out our far-from-tropical climate is no barrier to getting the top down at any given opportunity.
A convertible – or cabriolet – is four-seater or 2+2 with a removable or folding roof. Examples include the Mercedes-Benz E-Class Cabriolet (pictured above), Mini Convertible and now-defunct Range Rover Evoque Convertible.
The words are mostly interchangeable, with ‘cabriolet’ a French word first used in the 18th century to describe a light horse-drawn carriage. Convertible has more modern origins.
Roadster
Once again, the word ‘roadster’ has its origins in the equine world. In the 19th century, the term was used to describe a horse with an ability to draw a carriage over vast distances in a single day.
From an automotive perspective, a roadster is an open sports car with seating for two, with the MGB and Triumph Spitfire two prime examples from the past.
Today, the evergreen Mazda MX-5 (pictured above) is the roadster most people think of first.
Targa
A Targa top is a semi-convertible body style with a removable roof section and a full-width roll bar behind the seats.
The name was first used by Porsche when it unveiled the 911 Targa in 1965, with the German firm having the foresight to trademark the name before the launch.
The 911 wasn’t the first car to feature a Targa roof, however. In 1961, Triumph created a ‘Surrey Top’ for the TR4, with the equivalent of a rear section of a hardtop and a removable canvas to bridge the gap between the windscreen and the rear of the car.
Sports car
Things were simple in the black and white days of Terry Thomas. A sports car was an open two-seater with just enough power to perform.
An MGB was a sports car. A Ford Capri wasn’t. An Alpine A110 (pictured above) is a sports car. A Ford Mustang isn’t. And yet all four cars were built in the name of fun, with practicality sitting further down the list of priorities.
Today, the term has been extended, to include hard-top coupes such as the Toyota GR86 and Jaguar F-Type coupe.
Executivecar
Euro NCAP uses the ‘executive’ tag to categorise cars such as the BMW 5 Series, Jaguar XF, Audi A6 and Skoda Superb (pictured above). In other words, cars slightly larger than a typical company motor.
There’s an aspirational quality to the executive car, seen as a cut above the ordinary family runabout. Something for middle managers to aim for: the carrot used as a motivational tool by MDs and CEOs.
Today, as carmakers push further upmarket, the ‘executive’ tag is more far-reaching. Everything from the Ford Mondeo to the Tesla Model S can be classed as an executive, with size no longer a barrier to entry.
Which is why the ‘exec’ label fits both the BMW 3 Series and the 5 Series.
Luxurycar
There’s a distinct gap between a premium motor and a luxury car.
To be considered luxurious, a car must leave nothing to chance in the pursuit of perfection. The most exquisite materials, impeccable craftsmanship and, in today’s world, the most cutting-edge technology.
The Mercedes-Benz S-Class, BMW 7 Series and Audi A8 are luxury cars, as is anything built by Rolls-Royce or Bentley.
Quadricycle
A quadricycle isn’t really a car. Instead, the EU places the four-wheeled vehicle in the same category as mopeds, motorcycles and motor tricycles.
There are two sub-categories: light and heavy quadricycles. Nip across to France, and you’ll find a multitude of these tiny, low-powered and lightweight vehicles. The predominant brands are Aixam and Ligier. In the UK, the Renault Twizy (pictured above) and Citroen Ami are the most prominent examples.
Supercar
What was the first supercar? The Bugatti 57SC Atlantic of 1936? Maybe the Mercedes-Benz 300SL of 1954? How about the Lamborghini Miura of 1966?A tough call, but the trio helps to form a definition of what makes a supercar.
What do they have in common? An expensive price tag, exhilarating performance, drop-dead gorgeous styling and the capacity to make grown men (and women) go weak at the knees.
Above all else, if a child makes room on their bedroom wall for a poster of said car, then it is almost certainly a supercar. Think Ferrari 812 Superfast, Porsche 911 GT3 and Lamborghini Huracan.
Hypercar
‘We can agree that both supercars and hypercars are expensive, exotic and fast. The difference between them is really a matter of extremeness. And in the case of companies with multiple models, the car’s position in the model line.
‘No hypercar has a more expensive or more exclusive corporate sibling.’ Maxim presents a pretty decent summation of the supercar versus hypercar debate.
The website goes on to claim that the Bugatti Veyron was ‘probably the first bona fide hypercar,’ which is something many people would agree with. Although we’d also add an honourable mention for the McLaren F1.
It’s all about excess and pushing the boundaries. The McLaren P1, Ferrari LaFerrari, Bugatti Chiron and Lotus Evija are 100 percent hypercar.
Pick-up
We conclude our rundown of the different car classifications with an easy one: the pick-up.
There are various types – double cab, crew cab, single cab – but thanks to the Ford F-Series, the humble and very versatile pick-up is the best-selling vehicle in the world.
The Goodwood Festival of Speed 2023 takes place from 13-16 July in the beautiful grounds of Goodwood House, West Sussex. Our hope is for glorious sunshine – and that some contemporary F1 drivers will make an appearance before jetting off to Budapest for the Hungarian Grand Prix.
This year marks several important anniversaries, including the 30th Festival of Speed since its inception in 1993. That first event was a relatively humble affair, with only 2,000 people predicted to attend.
In fact, 25,000 joined the likes of George Harrison and Nick Mason, convincing the former Earl of March – now the Duke of Richmond – that he’d started something special.
Celebrating 75 years of Porsche
The Festival of Speed grew almost exponentially into the behemoth we know today, with classic and contemporary racing cars quickly becoming a permanent fixture.
At the turn of the century, the major car brands joined the party, along with technology partners, extreme sports stars and just about anything with wheels and an engine. Today, Goodwood hosts one of the best motoring events on the planet.
For 2023, the ‘central feature’ sculpture celebrates 75 years of Porsche, with numerous famous German road and racing cars taking to the hillclimb throughout the four-day event.
Le Mans legendsin action
Porsches will be ever-present in celebrating the centenary of Le Mans, too – expect to see the legendary 917 in action on the hill. Another invited great from the 24-hour race is the Mazda 787B (pictured above). With its piercingly loud rotary engine, it remains the only Japanese car to win Le Mans outright.
The shriek of Formula One engines will also slice through the summer air. Four-time F1 champion Sebastian Vettel will entertain the crowds in Nigel Mansell’s championship-winning Williams FW14B and Ayrton Senna’s McLaren MP4/8. Vettel’s passion for the environment means the cars will run solely on sustainable fuel.
Might we also see another hillclimb record? Nick Heidfeld’s time of 41.6 seconds, set in 1999 in the McLaren MP4/13, still stands in the non-electric category. For those lucky enough to witness Max Chilton’s record-breaking electric run of 39.08 seconds last year, set in the radical McMurtry Speirling, the same car will return to have another crack at bending space and time.
The unofficial British motor show
Beyond the track, the Festival of Speed also looks to the EV future. Electric Avenue showcases the very latest battery-electric vehicles, from urban runabouts to seven-figure hypercars, flanked by interactive activities for visitors of all ages.
Eleswhere, the Supercar Paddock brings together many of the fastest and most exciting cars in the world. Highlights from 2022 included the Mercedes-AMG One, Ferrari SP3 Daytona and Czinger 21C. We got our first look at the BMW M3 Touring (pictured above), too.
The paddock is where the Festival of Speed shows its intimate side, as fans get up-close with famous machines. You can feel the ground shake as an F1 car fires up, or possibly indulge in a bit of celeb-spotting.
A glamorous garden party
Lastly, if you want to escape the commotion, the Cartier Style & Luxe lawn features the most elegant concours cars and radical concept vehicles, all displayed for your viewing pleasure.
Tickets for the 2023 Festival of Speed cost from £60 and are available from the Goodwood website. You can spend vastly more on various hospitality packages, but honestly, we wouldn’t bother. Just take a packed lunch and enjoy the spectacle. It’s really about the cars, after all.
Vehicle thefts rose by almost a quarter last year, new figures from the Office of National Statistics (ONS) – and released to the AA – have revealed.
The total number of vehicle thefts increased from 104,435 in 2022 to 130,389 in 2023: an increase of 24.9 percent.
Thefts from vehicles also climbed by 9.9 percent, with almost 213,000 people having items stolen from their car or van.
The true figure is likely to be higher still, adds the ONS. Devon and Cornwall Police were unable to supply any statistics.
“These figures are in danger of getting out of control,” said AA Insurance Services MD, Guy Park. “This would have significant cost implications, both in terms of the impact to wider society as well as the price policy holders pay.
“We urge police chiefs and crime commissioners across the country to create an action plan to crack the issue.”
Car crime goes high-tech
The latest vehicle theft figures show how car crime has gone high-tech. Relay theft, key cloning and signal blocking continue to be the main methods of illegally obtaining vehicles.
Indeed, as carmakers improve key security and advise motorists to put keys ‘to sleep’ in order to reduce these types of offence, the AA warns that criminals have developed even more advanced practices to attack car security systems.
This is why experts are advising motorists use a physical steering wheel lock; it is a device that cannot be overcome by the technology used by gangs to steal cars.
When it comes to theft from vehicles, more ‘traditional’ techniques such as smashing windows and forcing doors are the preferred methods.
Keeping items hidden away, or not storing valuables in vehicles, may encourage the thief to move on to the next car, rather than attacking your own.
“There is no one thing that can guarantee keeping your car safe from theft, but just making it a bit harder for the thieves can make it less likely that they’ll go for your car,” adds Guy Park.
If you believe the driver of a lorry, bus or coach has broken road safety rules, you can report them to the Driver and Vehicle Standards Agency (DVSA). Doing so could potentially make the roads safer and even save lives.
Reasons to contact the DVSA include:
Breaking drivers’ hours rules
Overloading a vehicle
Using vehicles that are unsafe or unroadworthy
Carrying dangerous or hazardous goods without permission
Driving an excessively smoky and polluting lorry, bus or coach
If you decide to report a driver, the DVSA will need to know:
Who is involved (the driver or company name)
The registration number of the vehicle(s) in question
The reason for the complaint
When and where the incident took place.
There are three ways to submit the information:
Email: enquiries@dvsa.gov.uk
Telephone: 0800 030 4103 (lines are open Monday to Friday, 7.30am to 6pm)
Post: Intelligence Unit, DVSA, The Ellipse, Padley Road, Swansea, SA1 8AN
Can I report a driver anonymously?
The DVSA says it won’t ever ask for names or contact details, phone calls will not be traced and statements will not be required.
Also, if you wish to remain anonymous. you will not be called as a witness or be asked to appear in court.
However, anyone willing to supply details may be contacted for more information. And they could be asked to provide a statement or act as a witness.
What happens after a report is made?
The DVSA will review the information before deciding whether or not to examine the case.
Other government agencies or the police might then get involved, depending on the severity of the incident.
You will receive feedback after the investigation, when official proceedings have ended. The DVSA cannot provide feedback on an ongoing case, however.
How to report other crimes
The process is different for other, non-vehicle-related offences, such as drink driving, speeding and driving while disqualified. In such cases, you should contact the police first.
To complain about a bus driver being rude or buses not arriving on time, visit the Bus Users website. If the bus service was in London or Northern Ireland, you should contact London TravelWatch or the Consumer Council for Northern Ireland respectively.
