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Like other volume brands’ big family saloons whose sales are on the slide, Ford knows there’s not much money in Mondeos any more.
The Edge feels like a European car built for European roads, not an American car with a few half-baked changes – although we have had to wait for it, as it’s been on sale in the States for a year already.
Right from the blank sheet of paper stage, the engineering of the Edge included the need to hang stiffer suspension off it for higher straight line speed and greater cornering forces associated with this side of the pond, as well as sharper steering and the inclusion of more sound deadening too. This all costs more to engineer in, and these refinements aren’t something the American market is especially bothered about, but it illustrates Ford’s commitment to build car for the global stage.
While the Mondeo Vignale featured the technology, the Edge is the first conventional model in the line-up to offer Ford’s active noise control and acoustic windows. And that engine has a lot of effort to put in, for the Edge is a heavy car and acceleration is just about adequate, and not much more, even in the higher power model, while the manual change feels odd in a car of this size. Even though it steers decently, it’s not really a car to rag, and with its firm but supple ride, width and comfy seats it’s the type of SUV you just want to cruise about in. There is a lot of space inside, not least in the cupholders, the vast depth and width of which illustrate a clear winner in that conversation.
The cabin also has a more European feel, although Ford’s ability to create controls that are so complex they make you feel dizzy endures. You can lavish your Edge with all the usual optional gadgets on top of the Zetec, Titanium and Sport trims, but standard level of equipment is generous anyway. Two-and-a-half years since we saw the Jaguar F-Pace concept, we’re here with the very similar-looking production car, door open, engine running, driver’s seat empty.
At 4731mm long, the F-Pace slots between XE (4672mm) and XF (4954mm) saloons, and between Evoque and Range Rover Sport. Rear-wheel drive and manual transmissions are available on the four-cylinder models, giving Jag an answer to the BMW X3. The six-pots both cost ?51,450, and are available in top-spec S trim, which brings 20-inch rims, a subtly toughened-up bodykit, adaptive dampers and a few other niceties. You can choose from 18-, 19-, 20-inch alloys in a range of summer, all-terrain or winter tyres, but the 22s on our car come only with the summers. The F-Pace driving position immediately sets the scene: despite the elevated stance, the comfortable leather seat is set low in the cockpit, and the XE steering wheel feels small and wieldy. Because the glasshouse swoops up and could make young ’uns feel enclosed, Jag has borrowed a trick from Land Rover: ‘stadium’ second-row seating is raised by 10mm compared with the fronts.
Perhaps the only downside is the actual interior design, which we’ve mentioned on XE and XF.
From the passenger seat, we can report that the ride feels a little fidgety at low speed, but it flows beautifully when the pace increases, and that body control is particularly noticeable when the suspension compresses and then releases again as the Jag speeds through dips. Overall, the feeling is of rear bias, but a bias that seamlessly directs torque forwards when you start to demand an awful lot from the F-Pace, say by turning the steering and flattening the accelerator during tighter corners. Two things particularly strike me: first, the F-Pace feels more like the super-agile XE than it does the less involving if still enjoyable XF, which deserves a round of applause given the higher centre of gravity and extra bulk.
It’s jumping headlong into a super-competitive marketplace, but the F-Pace has got the talent to hit the opposition where it hurts.
Renault has confirmed it will field an official factory team in Formula 1 for the 2016 season.
Chairman and CEO Carlos Ghosn has announced Renault will complete a takeover of the Lotus F1 team, and return to the Formula 1 frontline as a team in its own right. Principal contracts were signed yesterday on 3 December 2015, and Renault is now working on finalising the acquisition of the Lotus team ‘in the shortest timeframe possible’ to prepare for the 2016 season. Despite winning multiple world championships as a supplier to the Red Bull, ‘the payback as an engine supplier proved to be limited,’ says Renault in an accompanying statement.
Rumour has been rife for some time that Renault intends to return to Formula 1 as an official factory team in 2016. Renault last competed in F1 as a factory entry between 2002 and 2010, with Fernando Alonso winning both of his world titles driving for the team. Things have turned a little rocky recently however, with the Red Bull partnership annulled one year early by mutual consent, following public criticism of Renault’s performance by the team.

Lotus F1 is currently on tricky ground financially, in the red with HMRC to the tune of millions of pounds and suffering the indignity of equipment being impounded at the Spa circuit earlier this season amid further financial disputes. Step 3: You will receive a phone call at a time to suit you - with a very, competitive quote.
Start it up, and at tick-over you can barely tell the engine is on at all – testament to the work Hyundai’s engineers have done to improve the sound-deadening, and all part of the new i20’s grown-up appeal. The standard six-speed manual gearbox has a slicker action than before, with new multi-cone synchro rings in the first two ratios and a guide plate to make it feel more precise, although it’s still too easy to select third instead of first by mistake, and be left grasping for the right gear as the lights change and the revs die away.
High-strength steels make up a large proportion of the new body shell, and the extra rigidity has definitely made an impact on the new i20’s dynamic character. Turn hard into a series of corners, and there’s more grip, it resists body roll, and the steering – while rather slow and lacking the precision of say, a Fiesta, has lost much of the wooly, vague dead-zone around the straight-ahead that you got in the previous i20. Speed bumps and longer undulations are well absorbed, but any sharp ridges or expansion joints expose a seeming lack of suspension travel, sending a big thump into the cabin. Performance-wise, there’s some turbo lag after planting your foot down, but above 1800rpm the diesel i20 pulls well and can make fairly brisk progress when needed. Hyundai has made a concerted effort to improve noise, vibration and ride quality from the previous generation, but under heavy acceleration the engine sounds gruff and strained.
The diesel groan only really settles down once you’re into sixth gear and cruising on the motorway, at which point you'll notice some wind noise from the door mirrors. There will be five trim levels, but most i20s will come in SE trim, which includes a lot of kit, including electric windows all-round, rear parking sensors, 16-inch alloys, voice activated Bluetooth, and cruise control, all for around ?1,000 less than a VW Polo SE. The i20's interior is bigger than the Polo, but the cabin materials are not up to the same standard, with less soft-touch plastics, and some oddly-coloured panels and textures.
If you’re looking for a practical, well-made supermini with generous kit levels, and a big boot, then the new i20 deserves a place on your shortlist. The new Vauxhall Corsa with a 1.4-litre turbocharged engine is a few hundred pounds cheaper, nearly as roomy inside, and feels much faster in everyday driving.
2016 Hyundai i20 Active 1.0 T-GDi 100 reviewOur continued thirst for anything and everything SUV prompts Hyundai to launch this new i20 Active.
The 488's incredible engine and handling and open-top experience make for something very special indeed.
The Isuzu D-Max is starting to show its age; after a drive in the range-topping Blade version, is it still competitive? So, an SUV bigger than its Kuga should hopefully help stretch the brand into the moneyed segments it doesn’t currently compete in.
Although the Mustang and Focus RS are technically One Ford cars, built to sell in all markets, the Edge is the first high-volume vehicle to benefit from this new global inclusiveness, and it’s clear that the Americans are not dominating the conversation. Seeing as the Edge sells about 120,000 units a year there, that’s not really a surprise though.
The theory is that, like your headphones that cut out that bloke snoring behind you on the plane, speakers transmit a noise at a frequency that cancels out the engine – while the glass has a thin film that does the same job with onrushing wind. But even normal-sized occupants in the front sit a good distance from each other, there’s acres of space in the back and the boot is massive. There’s so much going on in the instrument binnacle – it’s a bit like Piccadilly Circus in there. A mid-spec Titanium is stuffed full of useful kit – parking sensors, power bootlid, heated seats and sat-nav – and costs ?32,245 in lower-powered forum. When you consider that most needing space and value from the Ford range would otherwise have to opt for an S-Max, then it is clear the Edge – which is better looking, feels roomier inside and is more refined – is going to prove a real winner for the Blue Oval. The cheapest F-Paces are just over ?34k, with a choice of entry-level Prestige, mid-range R-Sport (?36,670) or top-of-the-tree Portfolio (?39,170) trim. It’s perhaps slightly worrying that the 22s don’t look huge, given that entry-level cars will wear 18s; they may look like Kate Moss wearing a size-16 dress. It doesn’t sound like much, but it works, and the back seat feels as airy as it is spacious.
The quality and layout – save for the fiddly interface for the three drive modes – is fine, but Land Rover interiors are more confident, and that juxtaposition is more obvious when you’ve got four driven wheels and raised ground clearance.

Just like the driving position, your initial prods at the controls quickly set the scene for a sporting experience. The F-Pace rolls slightly, but quickly settles; it gives enormous confidence for the driver to pick a line and power through the corner.
Combined with the all-wheel-drive chassis and supple damping, it means you can blat cross-country at a very high average speed.
Really lean on the front end by adding more steering when the tyres are already stressed and you’ll find the ultimate limits are far higher than you imagined, and that just a little understeer gives warning that you’ve over-stepped the mark.
The F-Pace is faster, more assured, more enjoyable and more practical too, despite its raised ground clearance. We’ll find out more when the car is properly launched in April, but, from this first impression, the signs are promising indeed. While Renault last raced as a team in 2010, in more recent years it has remained in F1 as an engine supplier to multiple teams. Today, a return to the F1 frontline for La Regie has been all but confirmed as the Renault Group has announced it has signed a letter of intent with the current owners of Lotus F1 to buy a controlling stake in the team.
After selling its stake in the team (which then, ironically, became Lotus F1 – the team it’s now buying back) the French manufacturer has continued as an engine supplier to multiple teams, in 2015 providing powerplants for the Red Bull team and its satellite Toro Rosso outfit. That leaves Renault without a place at the F1 table at season end – unless the Lotus takeover deal comes to fruition. Andrew Page have linked up with one of the top UK Motor Trade Insurance Brokers to bring you great deals on your business insurance in three easy steps. Dominated for years by the Ford Fiesta, the latest i20 now has to go toe-to-toe with not just the Ford, but the new Skoda Fabia, revitalized Vauxhall Corsa and Volkswagen Polo.
Most are familiar from the rest of the Hyundai range, but a new three-pot turbo will join the range in the latter half of 2015, to try and compete with the excellent turbo triples from both Vauxhall and Ford.
The 1.4-litre normally aspirated petrol engine we tested has been newly developed with this car in mind, and although it has to make do without a turbocharger – unlike all its major class rivals – 99bhp in a car that weighs just over a tonne should provide enough poke to easily nip in and out of town traffic. The longer, lower body is a lot wider than before, and in fact it looks and feels more like a car from the class above than a dinky supermini.
The Fiesta still strikes the best balance between ride and handling in this class, and the ride in the i20 is probably its weakest area.
Its 0-60mph time is almost a second slower than that of the equivalent Skoda Fabia, while its claimed combined fuel economy of 68.9mpg is a way off the offical economy figures returned by a diesel Fabia, Renault Clio or Volkswagen Polo. It's fast enough around town and copes well at motorway speeds, but when the road opens out and you really want to make swift progress it starts to feel underpowered.
The 326-litre boot capacity – rising to 1042 litres with the rear seats down – has been increased from 295 litres in the previous generation, and is 36 litres more than that offered by the Fiesta. It also does without a touch-screen infotainment system, instead offering a smart phone dock, and a simple dot-matrix radio display. Yet despite its improved dynamics, it’s still not quite as fun or comfortable as the best cars in this class.
Hopefully the new 1.0-litre T-GDI engine will arrive sooner rather than later, and give the Hyundai a bit more of a fighting chance. What does this 567bhp range-topping brute have to offer, seeing as it costs more than ?100,000?
There’s certainly plenty of room if you’re well over six feet, and Jag claims a 6’5” team member was perfectly comfortable.
The steering feels a little heavier than other Jags, but it’s very precise and swift, and every little input of steering yields a result; no slop here, and sadly not an awful lot of feel. The bodyshell is aluminium-intensive; it packs 80% aluminium content, a little more than both XE and XF.
Jink it left and right on tracks like a rally stage and the F-Pace quickly follows your direction with zero lag and excellent body control.

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