Electric bikes ignored?

When the UK government announced earlier this week it was ring-fencing £43 million for Plug-in Car Grants, there was a mostly positive response from the motor industry.

However, the exclusion of electric motorcycles from the scheme has been met with criticism. The Motor Cycle Industry Association (MCI) is not too happy, and it has already contacted the Department for Transport demanding an explanation for the omission.



Quite rightly, the MCI points out that electric bikes beat congestion better than any car and so reduce journey times. Its stance is that the government should therefore be encouraging them, not ignoring them.



There is already a selection of electric motorcycles and scooters available on the market. These include the Econogo Yogo and the Zero range, with more - such as the KTM Freeride - coming soon. In general, these bikes are more expensive than their petrol-powered counterparts, due mainly to the cost of the batteries. Therefore, some cash from the government would help to narrow the price gap.

But maybe the government feels that as two-wheelers usually emit less CO2 and use less fuel than cars, the benefits of getting riders to switch to electric won’t actually be that great?



Or perhaps it’s a question of economics. One of the objectives of the Plug-in Car Grant is to encourage the development and manufacture of low emissions vehicles within the UK.



With the likelihood that the majority of electric bikes (especially scooters) would come from the Far East, the government may have already determined that including motorcycles will be of little advantage to the UK. And after all, why should it spend taxpayers’ money on grants that effectively subsidise imported products?

Electric bikes ignored?

When the UK government announced earlier this week it was ring-fencing £43 million for Plug-in Car Grants, there was a mostly positive response from the motor industry.

However, the exclusion of electric motorcycles from the scheme has been met with criticism. The Motor Cycle Industry Association (MCI) is not too happy, and it has already contacted the Department for Transport demanding an explanation for the omission.



Quite rightly, the MCI points out that electric bikes beat congestion better than any car and so reduce journey times. Its stance is that the government should therefore be encouraging them, not ignoring them.



There is already a selection of electric motorcycles and scooters available on the market. These include the Econogo Yogo and the Zero range, with more - such as the KTM Freeride - coming soon. In general, these bikes are more expensive than their petrol-powered counterparts, due mainly to the cost of the batteries. Therefore, some cash from the government would help to narrow the price gap.

But maybe the government feels that as two-wheelers usually emit less CO2 and use less fuel than cars, the benefits of getting riders to switch to electric won’t actually be that great?



Or perhaps it’s a question of economics. One of the objectives of the Plug-in Car Grant is to encourage the development and manufacture of low emissions vehicles within the UK.



With the likelihood that the majority of electric bikes (especially scooters) would come from the Far East, the government may have already determined that including motorcycles will be of little advantage to the UK. And after all, why should it spend taxpayers’ money on grants that effectively subsidise imported products?

Porsche 918 Spyder is go

Following its showing at the 2010 Geneva Motor Show and at Auto China in Bejing, Porsche has now decided to develop a limited series production version of the 918 Spyder.

Part of the company’s ‘Porsche Intelligent Performance’ strategy, the 918 Spyder is a plug-in hybrid. In concept form it featured a 493 bhp (368 kW / 500 PS) V8 engine, plus electric motors that produced an extra 215 bhp (160 kW / 218 PS).

With all that power, 0-62 mph (100 km/h) acceleration was said to take just 3.2 seconds, while the 918’s top speed was 199 mph (320 km/h).

However, the real headline numbers were CO2 emissions of only 70 g/km, and an astonishing combined cycle fuel consumption of 94.1 mpg (equivalent to the magic 3.0 l/100 km).

It remains to be seen quite how many of those performance parameters - and the car’s styling details - make it into production. For the moment, Porsche are just saying that further details will be disclosed in the coming months.

That just leaves the question of price. Latest estimates are that the 918 Spyder will cost €500,000 (around £418,000 for UK buyers or $655,000 in the US).

Porsche 918 Spyder is go

Following its showing at the 2010 Geneva Motor Show and at Auto China in Bejing, Porsche has now decided to develop a limited series production version of the 918 Spyder.

Part of the company’s ‘Porsche Intelligent Performance’ strategy, the 918 Spyder is a plug-in hybrid. In concept form it featured a 493 bhp (368 kW / 500 PS) V8 engine, plus electric motors that produced an extra 215 bhp (160 kW / 218 PS).

With all that power, 0-62 mph (100 km/h) acceleration was said to take just 3.2 seconds, while the 918’s top speed was 199 mph (320 km/h).

However, the real headline numbers were CO2 emissions of only 70 g/km, and an astonishing combined cycle fuel consumption of 94.1 mpg (equivalent to the magic 3.0 l/100 km).

It remains to be seen quite how many of those performance parameters - and the car’s styling details - make it into production. For the moment, Porsche are just saying that further details will be disclosed in the coming months.

That just leaves the question of price. Latest estimates are that the 918 Spyder will cost €500,000 (around £418,000 for UK buyers or $655,000 in the US).

Electric car grants saved

The UK Plug-in Car Grant, which will cover up to 25% of the price of an electric car, has been saved. Originally announced back in March by the then Labour government, there had been fears the scheme would be scrapped by the Conservative / Liberal Democrat coalition to help reduce the public spending deficit.



A decision wasn’t expected until the completion of the government’s autumn spending review, but today the Department for Transport confirmed that the money would be ring fenced.



However, the rules of engagement have changed. Whereas the original proposal had £230 million set aside over five years, there’s now only £43 million allocated for the period January 2011 to March 2012. Any available budget beyond then won’t be confirmed until January 2012.



Among the reasons given for the reprieve, Business Minister Mark Prisk said, “The consumer incentive will help Britain become one of the leading centres for the design, development and manufacture of ultra-low carbon vehicles.  It sits alongside public and private sector investment in innovation and infrastructure, leading to the creation of new highly skilled low carbon jobs.”



With the maximum per car grant still capped at £5,000, there’ll be enough in the kitty for 8,600 electric car purchases. However, contrary to Mr Prisk’s comments, it’s unlikely that many of those will be manufactured in the UK.



Although Nissan has chosen Sunderland for European production of its electric Leaf, for example, production isn’t due to start until 2013. Until then, it’ll be importing cars from Japan.



Meanwhile, General Motors has yet to confirm where the Vauxhall / Opel Ampera versions of its Chevrolet Volt plug-in hybrid will be built. Ellesmere Port, in the UK, remains a contender though, and perhaps the government’s move is partly to influence the decision? Whatever, it’s doubtful the Ampera will be around in time to take advantage of the initial grants.



So that leaves buyers of cars such as the Turkish-built Renault Fluence Z.E., the Japanese Mitsubishi i-MiEV and the American Tesla Roadster to take advantage of the UK government’s money.

Electric car grants saved

The UK Plug-in Car Grant, which will cover up to 25% of the price of an electric car, has been saved. Originally announced back in March by the then Labour government, there had been fears the scheme would be scrapped by the Conservative / Liberal Democrat coalition to help reduce the public spending deficit.



A decision wasn’t expected until the completion of the government’s autumn spending review, but today the Department for Transport confirmed that the money would be ring fenced.



However, the rules of engagement have changed. Whereas the original proposal had £230 million set aside over five years, there’s now only £43 million allocated for the period January 2011 to March 2012. Any available budget beyond then won’t be confirmed until January 2012.



Among the reasons given for the reprieve, Business Minister Mark Prisk said, “The consumer incentive will help Britain become one of the leading centres for the design, development and manufacture of ultra-low carbon vehicles.  It sits alongside public and private sector investment in innovation and infrastructure, leading to the creation of new highly skilled low carbon jobs.”



With the maximum per car grant still capped at £5,000, there’ll be enough in the kitty for 8,600 electric car purchases. However, contrary to Mr Prisk’s comments, it’s unlikely that many of those will be manufactured in the UK.



Although Nissan has chosen Sunderland for European production of its electric Leaf, for example, production isn’t due to start until 2013. Until then, it’ll be importing cars from Japan.



Meanwhile, General Motors has yet to confirm where the Vauxhall / Opel Ampera versions of its Chevrolet Volt plug-in hybrid will be built. Ellesmere Port, in the UK, remains a contender though, and perhaps the government’s move is partly to influence the decision? Whatever, it’s doubtful the Ampera will be around in time to take advantage of the initial grants.



So that leaves buyers of cars such as the Turkish-built Renault Fluence Z.E., the Japanese Mitsubishi i-MiEV and the American Tesla Roadster to take advantage of the UK government’s money.

Mini to compete in WRC

The World Rally Championship could do with a few more works teams right now, so it’s good news that Mini has confirmed it’ll be joining the series.



Using the new Countryman as a basis, the cars will be prepared by Banbury-based Prodrive in accordance with the FIA’s Super2000 rules that come into force next year.

The revised regulations, which stipulate the use of 1.6 litre turbo engines and four-wheel drive, are designed to reduce costs by around 25% compared to current specification WRC cars. Existing competitors Ford and Citroen are also working on their Super2000 challengers, and development versions of the Fiesta and DS3 have already been seen out testing.



Mini will begin its WRC campaign by entering selected rounds of the 2011 season, before competing in all events the following year. There’s no word on drivers yet, although it’s rumoured Marcus Gronholm and Kris Meeke may become involved. The Countryman WRC will also be made available for private customer teams to buy, which should hopefully further boost the number of championship entrants.

Mini to compete in WRC

The World Rally Championship could do with a few more works teams right now, so it’s good news that Mini has confirmed it’ll be joining the series.



Using the new Countryman as a basis, the cars will be prepared by Banbury-based Prodrive in accordance with the FIA’s Super2000 rules that come into force next year.

The revised regulations, which stipulate the use of 1.6 litre turbo engines and four-wheel drive, are designed to reduce costs by around 25% compared to current specification WRC cars. Existing competitors Ford and Citroen are also working on their Super2000 challengers, and development versions of the Fiesta and DS3 have already been seen out testing.



Mini will begin its WRC campaign by entering selected rounds of the 2011 season, before competing in all events the following year. There’s no word on drivers yet, although it’s rumoured Marcus Gronholm and Kris Meeke may become involved. The Countryman WRC will also be made available for private customer teams to buy, which should hopefully further boost the number of championship entrants.

Hybrid Panamera coming

As anticipated, Porsche has confirmed that the Panamera S Hybrid will be launched in 2011. It’ll share the technology already used in the Cayenne S Hybrid, which means a combined 374 bhp (279 kW / 380 PS) from a supercharged six-cylinder petrol engine and electric motor.

In the Cayenne, that hybrid package is good for a 150 mph (242 km/h) top speed, while 0-62 mph (100 km/h) acceleration takes just 6.5 seconds.  Despite the performance, it still manages a fairly respectable combined cycle fuel consumption of 34.4 mpg (8.2 l/100km). But the benefits are most noticeable when it comes to CO2 emissions: the Cayenne S Hybrid’s figure of 193 g/km is actually better than that of the recently announced Cayenne Diesel.

When it arrives, the Panamera S Hybrid should record even better stats. That’s because it’ll probably be around 250 kg lighter than the Cayenne, and have a lower drag coefficient. If only it was a bit better looking…



Porsche is also starting work on a purely electric car, using three Boxsters as research cars. Michael Macht, President and CEO of Porsche AG, backed this up by saying, “We will definitely be offering an electric sports car in future. But such a concept only makes sense if it offers product qualities typical of a Porsche.”

Hybrid Panamera coming

As anticipated, Porsche has confirmed that the Panamera S Hybrid will be launched in 2011. It’ll share the technology already used in the Cayenne S Hybrid, which means a combined 374 bhp (279 kW / 380 PS) from a supercharged six-cylinder petrol engine and electric motor.

In the Cayenne, that hybrid package is good for a 150 mph (242 km/h) top speed, while 0-62 mph (100 km/h) acceleration takes just 6.5 seconds.  Despite the performance, it still manages a fairly respectable combined cycle fuel consumption of 34.4 mpg (8.2 l/100km). But the benefits are most noticeable when it comes to CO2 emissions: the Cayenne S Hybrid’s figure of 193 g/km is actually better than that of the recently announced Cayenne Diesel.

When it arrives, the Panamera S Hybrid should record even better stats. That’s because it’ll probably be around 250 kg lighter than the Cayenne, and have a lower drag coefficient. If only it was a bit better looking…



Porsche is also starting work on a purely electric car, using three Boxsters as research cars. Michael Macht, President and CEO of Porsche AG, backed this up by saying, “We will definitely be offering an electric sports car in future. But such a concept only makes sense if it offers product qualities typical of a Porsche.”

Fiat 500 Blackjack

Following in the tyre tracks of cars such as the Ford Focus RS500 and Mercedes-Benz C-Class DR 520, Fiat has jumped onboard the matt black bandwagon.



Its offering is somewhat less high performance though, and the unique features of the 500 Blackjack special edition are purely cosmetic. Apart from the paint, these include leather upholstery, 16” alloys, red brake calipers and a gloss black finish for the door handles, mirrors and bumper trim.

There’s no doubt that matt black looks good on the small Fiat. However, it remains to be seen how well it will stand up to the scuffs and scratches that come with hard city use.



When the Blackjack goes on sale in September, buyers will be able to choose from the usual selection of Fiat 500 petrol and diesel offerings, including the recently-announced two-cylinder TwinAir engine.



UK prices for the Fiat 500 Blackjack have yet to be confirmed.

Fiat 500 Blackjack

Following in the tyre tracks of cars such as the Ford Focus RS500 and Mercedes-Benz C-Class DR 520, Fiat has jumped onboard the matt black bandwagon.



Its offering is somewhat less high performance though, and the unique features of the 500 Blackjack special edition are purely cosmetic. Apart from the paint, these include leather upholstery, 16” alloys, red brake calipers and a gloss black finish for the door handles, mirrors and bumper trim.

There’s no doubt that matt black looks good on the small Fiat. However, it remains to be seen how well it will stand up to the scuffs and scratches that come with hard city use.



When the Blackjack goes on sale in September, buyers will be able to choose from the usual selection of Fiat 500 petrol and diesel offerings, including the recently-announced two-cylinder TwinAir engine.



UK prices for the Fiat 500 Blackjack have yet to be confirmed.

Misleading BMW advert

The UK’s Advertising Standards Authority has upheld two complaints made against a regional press advertisement for the BMW Z4 sDrive35is.

Objections were raised because of the environmental claims made in the ad, which had the text:

"Joy presses you back in your seat. It's a lesson in EfficientDynamics - our way of doing more with less. Part of the thrill of being in an accelerating BMW is knowing nothing is going to waste. High Precision Fuel Injection gives you abundant power, using less fuel. So you can step on the accelerator, knowing Joy will minimise the CO2 emissions. The story of Joy continues at bmw.co.uk/joy. THE BMW Z4 sDRIVE35is JOY IS FUTUREPROOF. BMW EfficientDynamics Less emissions, More driving pleasure."

The associated small print read:

"Official fuel economy figures for the Z4 sDrive35is Roadster: Urban 22.4 mpg (12.6 l/100km). Extra Urban 40.9 mpg (6.9 l/100km), Combined 31.4 mpg (9.0 l/100km). CO2 emissions 210 g/km. BMW EfficientDynamics reduces BMW emissions without compromising performance developments and is standard across the model range."

The complainants thought this implied that a CO2 emissions level of 210 g/km was low. They in fact understood it to be relatively high, meaning BMW’s advert was misleading (although perhaps not to them?).



BMW (UK) responded by saying the emissions from the current Z4 range were significantly reduced compared to the previous generation, and the 210 g/km of CO2 produced by the 335 bhp (250 kW / 340 PS) Z4 sDrive35is is lower than all of its competitors.



Indeed, that seems to be correct: For example, the slightly less powerful Mercedes-Benz SLK 350 and Porsche Boxster S have CO2 figures of 227 g/km and 223 g/km respectively.



But BMW’s defence was to no avail. The ASA ruled that the advert was ‘likely to mislead without further qualification’, because 210 g/km was a relatively high figure for any car. Consequently, the advert should not appear again in its current form.

Misleading BMW advert

The UK’s Advertising Standards Authority has upheld two complaints made against a regional press advertisement for the BMW Z4 sDrive35is.

Objections were raised because of the environmental claims made in the ad, which had the text:

"Joy presses you back in your seat. It's a lesson in EfficientDynamics - our way of doing more with less. Part of the thrill of being in an accelerating BMW is knowing nothing is going to waste. High Precision Fuel Injection gives you abundant power, using less fuel. So you can step on the accelerator, knowing Joy will minimise the CO2 emissions. The story of Joy continues at bmw.co.uk/joy. THE BMW Z4 sDRIVE35is JOY IS FUTUREPROOF. BMW EfficientDynamics Less emissions, More driving pleasure."

The associated small print read:

"Official fuel economy figures for the Z4 sDrive35is Roadster: Urban 22.4 mpg (12.6 l/100km). Extra Urban 40.9 mpg (6.9 l/100km), Combined 31.4 mpg (9.0 l/100km). CO2 emissions 210 g/km. BMW EfficientDynamics reduces BMW emissions without compromising performance developments and is standard across the model range."

The complainants thought this implied that a CO2 emissions level of 210 g/km was low. They in fact understood it to be relatively high, meaning BMW’s advert was misleading (although perhaps not to them?).



BMW (UK) responded by saying the emissions from the current Z4 range were significantly reduced compared to the previous generation, and the 210 g/km of CO2 produced by the 335 bhp (250 kW / 340 PS) Z4 sDrive35is is lower than all of its competitors.



Indeed, that seems to be correct: For example, the slightly less powerful Mercedes-Benz SLK 350 and Porsche Boxster S have CO2 figures of 227 g/km and 223 g/km respectively.



But BMW’s defence was to no avail. The ASA ruled that the advert was ‘likely to mislead without further qualification’, because 210 g/km was a relatively high figure for any car. Consequently, the advert should not appear again in its current form.

Ducati 848 EVO unveiled

Two years on from its launch, the Ducati 848 has received a few tweaks. These have been focussed mainly on the engine and brakes.



Changes to the 849 cc Testastretta V-twin include revised throttle bodies, cylinder heads and camshafts. As a result, power is up from 134 bhp (100 kW / 136 PS) to 138 bhp (103 kW / 140 PS), while maximum torque is now 98 Nm.

Braking ability has been improved as well, thanks to the use of race-derived Brembo Monobloc calipers for the front twin 320 mm discs. For the first time, the 848 also gets a steering damper.



To mark the changes, Ducati has given the 848 an ‘EVO’ suffix. However, despite the various enhancements, the good news is that UK prices are unchanged compared to the outgoing models.

The 848 EVO, which comes in traditional Ducati red with a matching frame and black wheels, remains at £10,695 (plus on the road charges). A slightly cheaper alternative is the very cool looking 848 EVO Dark Stealth which, as the name implies, has a matt-effect black finish with a black frame. It costs £9,995.



Orders for the 848 EVO can be placed now, ahead of the first customer deliveries which are expected to take place during September.

Ducati 848 EVO unveiled

Two years on from its launch, the Ducati 848 has received a few tweaks. These have been focussed mainly on the engine and brakes.



Changes to the 849 cc Testastretta V-twin include revised throttle bodies, cylinder heads and camshafts. As a result, power is up from 134 bhp (100 kW / 136 PS) to 138 bhp (103 kW / 140 PS), while maximum torque is now 98 Nm.

Braking ability has been improved as well, thanks to the use of race-derived Brembo Monobloc calipers for the front twin 320 mm discs. For the first time, the 848 also gets a steering damper.



To mark the changes, Ducati has given the 848 an ‘EVO’ suffix. However, despite the various enhancements, the good news is that UK prices are unchanged compared to the outgoing models.

The 848 EVO, which comes in traditional Ducati red with a matching frame and black wheels, remains at £10,695 (plus on the road charges). A slightly cheaper alternative is the very cool looking 848 EVO Dark Stealth which, as the name implies, has a matt-effect black finish with a black frame. It costs £9,995.



Orders for the 848 EVO can be placed now, ahead of the first customer deliveries which are expected to take place during September.

Murano diesel arrives

The Nissan Murano crossover has been around for several years, but up until now it has only been available with a 3.5 litre petrol V6. Although that engine allows for fairly brisk performance, with 0-62 mph (100 km/h) taking 8 seconds and a top speed of 130 mph (210 km/h), owners have had to pay for it.



A combined cycle fuel consumption figure of just 25.9 mpg (10.9 l/100km) means trips to the filling station are painfully frequent and expensive, while a CO2 emissions figure of 261 g/km places the petrol Murano in Band M for UK road tax purposes. That’s the highest tier and it means the cost of putting the car on the road each year is a whopping £435.



Realising that - for European tastes at least - there was a glaring gap in the Murano line-up, Nissan is finally producing a Murano with a diesel engine. So, to complement the existing petrol engine, it must have just used the 3.0 litre V6 diesel out of sister brand Infiniti’s FX crossover, right?

Wrong. It’s a 2.5 litre four cylinder, which produces 187 bhp (139 kW / 190 PS). There’s plenty of torque though, with the maximum 450 Nm available from 2,000 rpm. Even so, the Murano dCi is predictably slower than the petrol version: the 0-62 mph acceleration time is 10.5 seconds, and it’ll eventually get up to 122 mph (196 km/h).



The choice of engine and the distinctly average performance would be excusable if economy and emissions were anywhere near decent. Trouble is, they’re not. OK, 35.3 mpg (8.0 l/100km) isn’t too bad, but 210 g/km of CO2 only drops it down to Band K, which still means UK drivers will have to pay £235 each year in road tax.



Another problem is a potential lack of refinement, something inherent to large capacity four-cylinder diesels. To help address this, the Murano dCi has received several modifications. Among these are a fifth engine mounting point and additional sound absorbing material in the engine bay.



It’s especially unfortunate that Nissan chose to announce the Murano dCi in the same week that BMW has unveiled its brand new X3. Even though the BMW’s engine is ‘only’ a two litre with 181 bhp (135 kW / 184 PS), it still manages to be quicker than the Nissan (0-62 mph in 8.5 seconds and a 130 mph top speed).

But it’s when economy and emissions - the main reasons why most people opt for a diesel - are compared against the X3 that the Murano dCi begins to look really poor. The BMW will achieve 50.4 mpg on the combined cycle, while its CO2 figure is a paltry 149 g/km (although that falls further to 147 g/km if an automatic gearbox is specified). Regardless of the transmission, the X3 is in road tax Band F, which is just £125.



At £30,490, the BMW is also quite a bit cheaper than the Murano dCi, which costs £37,795 (incidentally the same price as the petrol version). Admittedly though, the Nissan does come with loads more standard equipment than the X3, including heated seats, colour rear and kerbside cameras, bi-xenon headlights, Bluetooth connectivity, touch screen satellite navigation, Bose audio system, hard drive music server and electrically folding rear seats.



Nissan estimates that the diesel will account for 90% of Murano sales. It must be hoping that the generous specification lures customers into its showrooms otherwise, given the strength of the competition, that could end up being 90% of a very small number.



The Nissan Murano dCi is available to order now, with UK deliveries starting in September.

Murano diesel arrives

The Nissan Murano crossover has been around for several years, but up until now it has only been available with a 3.5 litre petrol V6. Although that engine allows for fairly brisk performance, with 0-62 mph (100 km/h) taking 8 seconds and a top speed of 130 mph (210 km/h), owners have had to pay for it.



A combined cycle fuel consumption figure of just 25.9 mpg (10.9 l/100km) means trips to the filling station are painfully frequent and expensive, while a CO2 emissions figure of 261 g/km places the petrol Murano in Band M for UK road tax purposes. That’s the highest tier and it means the cost of putting the car on the road each year is a whopping £435.



Realising that - for European tastes at least - there was a glaring gap in the Murano line-up, Nissan is finally producing a Murano with a diesel engine. So, to complement the existing petrol engine, it must have just used the 3.0 litre V6 diesel out of sister brand Infiniti’s FX crossover, right?

Wrong. It’s a 2.5 litre four cylinder, which produces 187 bhp (139 kW / 190 PS). There’s plenty of torque though, with the maximum 450 Nm available from 2,000 rpm. Even so, the Murano dCi is predictably slower than the petrol version: the 0-62 mph acceleration time is 10.5 seconds, and it’ll eventually get up to 122 mph (196 km/h).



The choice of engine and the distinctly average performance would be excusable if economy and emissions were anywhere near decent. Trouble is, they’re not. OK, 35.3 mpg (8.0 l/100km) isn’t too bad, but 210 g/km of CO2 only drops it down to Band K, which still means UK drivers will have to pay £235 each year in road tax.



Another problem is a potential lack of refinement, something inherent to large capacity four-cylinder diesels. To help address this, the Murano dCi has received several modifications. Among these are a fifth engine mounting point and additional sound absorbing material in the engine bay.



It’s especially unfortunate that Nissan chose to announce the Murano dCi in the same week that BMW has unveiled its brand new X3. Even though the BMW’s engine is ‘only’ a two litre with 181 bhp (135 kW / 184 PS), it still manages to be quicker than the Nissan (0-62 mph in 8.5 seconds and a 130 mph top speed).

But it’s when economy and emissions - the main reasons why most people opt for a diesel - are compared against the X3 that the Murano dCi begins to look really poor. The BMW will achieve 50.4 mpg on the combined cycle, while its CO2 figure is a paltry 149 g/km (although that falls further to 147 g/km if an automatic gearbox is specified). Regardless of the transmission, the X3 is in road tax Band F, which is just £125.



At £30,490, the BMW is also quite a bit cheaper than the Murano dCi, which costs £37,795 (incidentally the same price as the petrol version). Admittedly though, the Nissan does come with loads more standard equipment than the X3, including heated seats, colour rear and kerbside cameras, bi-xenon headlights, Bluetooth connectivity, touch screen satellite navigation, Bose audio system, hard drive music server and electrically folding rear seats.



Nissan estimates that the diesel will account for 90% of Murano sales. It must be hoping that the generous specification lures customers into its showrooms otherwise, given the strength of the competition, that could end up being 90% of a very small number.



The Nissan Murano dCi is available to order now, with UK deliveries starting in September.

New Vans Cars Gallery

Second Hand Vans - The Pros and Cons

When you are buying a used van you should consider both the positive and negative side of it. It is not enough to think only about the advantage or disadvantage when you are going to buy a used van. Here are some important issues to think over the matter before you decide.Do you know?A brand new car looses its new tag whenever a buyer makes the payment of it and even drives it for the first time.

Van Rentals - How to Find One

Van rentals are useful when we are shifting houses and we want a vehicle to shift our household items as well. There are trucks available for such shifting purposes too but these trucks have a bit too much space which actually end up in you paying for something which you have not utilized at all. Van rentals are the best options if you have very little furniture or other household items.The

Eight year Volt warranty

Chevrolet has announced that the lithium-ion battery and associated components in its Volt plug-in hybrid are to carry an eight year / 100,000 mile warranty.



In a move clearly designed to allay customer fears about battery life - and more crucially replacement cost - the battery's thermal management system, charging system and electric drive mechanism are all going to be similarly covered too. Importantly, the eight year period should also help the Volt’s prospects as a used car, as the warranty will be transferable to subsequent owners.

North American Volt sales are due to start in October or November this year. A European launch will follow during 2011, and it’s expected that the Volt will get an eight year warranty here as well. It will be interesting to see whether the closely related Vauxhall / Opel Ampera, which uses the same technology, also enjoys the same level of cover.



It’s beginning to look like the Volt (and Ampera) is going to have some real-world advantages over other electric cars such as the Nissan Leaf, Mitsubishi i-MiEV and Renault Fluence Z.E.



As well as the long warranty period, the Volt is the only one that also has a petrol engine. This acts solely as an on-board generator to power the electric motor when the batteries are low, giving it an overall range of around 340 miles (550 km).



By comparison the Nissan and Renault will manage 100 miles (160 km) before a recharge is needed, while the Mitsubishi runs out of juice after just 80 miles (130 km). What’s more, there’s no danger of getting stranded in a Volt with a flat battery.

Eight year Volt warranty

Chevrolet has announced that the lithium-ion battery and associated components in its Volt plug-in hybrid are to carry an eight year / 100,000 mile warranty.



In a move clearly designed to allay customer fears about battery life - and more crucially replacement cost - the battery's thermal management system, charging system and electric drive mechanism are all going to be similarly covered too. Importantly, the eight year period should also help the Volt’s prospects as a used car, as the warranty will be transferable to subsequent owners.

North American Volt sales are due to start in October or November this year. A European launch will follow during 2011, and it’s expected that the Volt will get an eight year warranty here as well. It will be interesting to see whether the closely related Vauxhall / Opel Ampera, which uses the same technology, also enjoys the same level of cover.



It’s beginning to look like the Volt (and Ampera) is going to have some real-world advantages over other electric cars such as the Nissan Leaf, Mitsubishi i-MiEV and Renault Fluence Z.E.



As well as the long warranty period, the Volt is the only one that also has a petrol engine. This acts solely as an on-board generator to power the electric motor when the batteries are low, giving it an overall range of around 340 miles (550 km).



By comparison the Nissan and Renault will manage 100 miles (160 km) before a recharge is needed, while the Mitsubishi runs out of juice after just 80 miles (130 km). What’s more, there’s no danger of getting stranded in a Volt with a flat battery.

UK gets Peugeot 308 GT

When the Peugeot 308 GTi was first announced back in May, we were left wondering whether the car would make it to the UK.



Well now it’s here, except it’ll be known as the Peugeot 308 GT THP 200 in this country. Maybe Peugeot felt that leaving an ‘i’ tacked on after the ‘GT’ might build up the expectations of UK buyers, who would just draw comparisons with GTi models of old?

And Peugeot isn’t exactly focussing on the 308 GT’s sporty nature, preferring to talk about ‘good levels of performance’, ‘high levels of comfort and convenience’ and being ‘enjoyable for day-to-day driving [and] equally at home transporting the family’. Stirring stuff.



That said, it’s no slouch. Powered by a 1.6 litre twin-scroll turbo engine producing 197 bhp (147 kW / 200 PS), 0-62 mph (100 km/h) takes 7.7 seconds, while its top speed is 140 mph (225 km/h). Yet despite that level of performance, the combined cycle fuel consumption is a very respectable 40.8 mpg (6.9 l/100km) and CO2 emissions are a reasonable 159 g/km.



Distinguishing the GT from lesser 308s are 18” alloy wheels clad with 225/40 R18 tyres, a meaner looking front bumper, a black diffuser, a rear spoiler and twin chrome exhaust pipes. Ride height is reduced by 10 mm to help improve road holding.



Interior equipment levels look generous, and include sports seats with half-leather upholstery, climate control, cruise control, Bluetooth hands-free telephone connectivity and rear parking assistance. As an extra incentive, anyone who takes delivery of their 308 GT during July also gets a free Nokia 5230 phone that features inbuilt satellite navigation.



Available only as a five-door hatch, the 308 GT is priced at £21,995.



Funnily enough, that’s virtually the same as the Renault Mégane GT, which costs only £85 less. However, the Peugeot beats its compatriot on economy (37.2 mpg / 7.5 l/100km), emissions (178 g/km) and power output (177 bhp / 132 kW / 180 PS), although the Renault’s performance ends up being similar (0-62 mph in 7.8 seconds and a 140 mph / 225 km/h top speed).



But what if neither of the French cars appeal? Other competitors include the £21,005 Vauxhall Astra SRi, which has a 1.6 litre turbo engine and the same power as the Renault Mégane GT. Economy is marginally better than the 308 GT at 41.5 mpg (6.8 l/100km) and emissions are the same, although the slight power deficit makes it just a little slower (0-62 mph takes 7.9 seconds, and its top speed is 138 mph / 222 km/h).



Then there’s the new 167 bhp (125 kW / 170 PS) Alfa Romeo Giulietta 1.4 TB MultiAir Veloce. Priced at £20,795, it’s down on horsepower versus the Peugeot, but it still manages to do 0-62 mph in 7.8 seconds before going onto 135 mph (217 km/h). The Giulietta is arguably one of the best looking models in this market segment, but its real trump cards are economy and emissions: its 48.7 mpg (5.8 l/100km) and 134 g/km trounce the 308 GT.



If saving the environment isn’t a top priority, but performance and low cost is, then the Skoda Octavia vRS has to be a strong contender. Its two litre FSI petrol engine has as much power as the Peugeot, however it manages to be much quicker. It’ll hit 150 mph (242 km/h) and accelerate from 0-62 mph in 7.2 seconds, although the consequence is a relatively poor 37.7 mpg (7.4 l/100km) and CO2 emissions of 175 g/km. The Octavia is also a bargain at £19,380, despite lacking some standard equipment compared to the 308 GT.

UK gets Peugeot 308 GT

When the Peugeot 308 GTi was first announced back in May, we were left wondering whether the car would make it to the UK.



Well now it’s here, except it’ll be known as the Peugeot 308 GT THP 200 in this country. Maybe Peugeot felt that leaving an ‘i’ tacked on after the ‘GT’ might build up the expectations of UK buyers, who would just draw comparisons with GTi models of old?

And Peugeot isn’t exactly focussing on the 308 GT’s sporty nature, preferring to talk about ‘good levels of performance’, ‘high levels of comfort and convenience’ and being ‘enjoyable for day-to-day driving [and] equally at home transporting the family’. Stirring stuff.



That said, it’s no slouch. Powered by a 1.6 litre twin-scroll turbo engine producing 197 bhp (147 kW / 200 PS), 0-62 mph (100 km/h) takes 7.7 seconds, while its top speed is 140 mph (225 km/h). Yet despite that level of performance, the combined cycle fuel consumption is a very respectable 40.8 mpg (6.9 l/100km) and CO2 emissions are a reasonable 159 g/km.



Distinguishing the GT from lesser 308s are 18” alloy wheels clad with 225/40 R18 tyres, a meaner looking front bumper, a black diffuser, a rear spoiler and twin chrome exhaust pipes. Ride height is reduced by 10 mm to help improve road holding.



Interior equipment levels look generous, and include sports seats with half-leather upholstery, climate control, cruise control, Bluetooth hands-free telephone connectivity and rear parking assistance. As an extra incentive, anyone who takes delivery of their 308 GT during July also gets a free Nokia 5230 phone that features inbuilt satellite navigation.



Available only as a five-door hatch, the 308 GT is priced at £21,995.



Funnily enough, that’s virtually the same as the Renault Mégane GT, which costs only £85 less. However, the Peugeot beats its compatriot on economy (37.2 mpg / 7.5 l/100km), emissions (178 g/km) and power output (177 bhp / 132 kW / 180 PS), although the Renault’s performance ends up being similar (0-62 mph in 7.8 seconds and a 140 mph / 225 km/h top speed).



But what if neither of the French cars appeal? Other competitors include the £21,005 Vauxhall Astra SRi, which has a 1.6 litre turbo engine and the same power as the Renault Mégane GT. Economy is marginally better than the 308 GT at 41.5 mpg (6.8 l/100km) and emissions are the same, although the slight power deficit makes it just a little slower (0-62 mph takes 7.9 seconds, and its top speed is 138 mph / 222 km/h).



Then there’s the new 167 bhp (125 kW / 170 PS) Alfa Romeo Giulietta 1.4 TB MultiAir Veloce. Priced at £20,795, it’s down on horsepower versus the Peugeot, but it still manages to do 0-62 mph in 7.8 seconds before going onto 135 mph (217 km/h). The Giulietta is arguably one of the best looking models in this market segment, but its real trump cards are economy and emissions: its 48.7 mpg (5.8 l/100km) and 134 g/km trounce the 308 GT.



If saving the environment isn’t a top priority, but performance and low cost is, then the Skoda Octavia vRS has to be a strong contender. Its two litre FSI petrol engine has as much power as the Peugeot, however it manages to be much quicker. It’ll hit 150 mph (242 km/h) and accelerate from 0-62 mph in 7.2 seconds, although the consequence is a relatively poor 37.7 mpg (7.4 l/100km) and CO2 emissions of 175 g/km. The Octavia is also a bargain at £19,380, despite lacking some standard equipment compared to the 308 GT.

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2010 Toyota Avalon Safety

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Toyota Sienna Awards

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2011 Ferrari 599 information

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Alfa Romeo MiTo 2010 updates

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Peugeot 508 revealed

Ahead of its unveiling at the Paris Motor Show in September, Peugeot has released the first details of the new 508.

It replaces both the so-so 407 and the slow-selling 607, and will be available as either a saloon or estate from launch. Based on the same platform as the Citroen C5 and outgoing 407, the 508 saloon is 4790 mm long, while the estate is 4810 mm. Those measurements are increases of 99 mm and 47 mm over the respective 407 versions, and reflect the 508’s dual segment role.



The 508 sees the arrival of a new design language for Peugeot. Gone, thank goodness, is the gaping wide-mouth look typified by the 407 and 4007 SUV. The new model also manages to be less fussy at the front than more recent Peugeot offerings such as the 5008 MPV, but some of the details - like the ‘Peugeot’ name badge on the grille, and the strange bonnet lip that comes down to meet it - seem a bit unnecessary. The rest of the car looks neat enough though, the most striking feature being a strong shoulder line that runs the length of the body.

For many prospective customers, cabin fit and finish will be key factors when deciding whether to buy the 508. However, Peugeot has yet to release any interior design details.



Similarly, technical information is sparse, but it is known that the diesels will get an improved stop-start system to reduce emissions and improve fuel economy. Also promised soon after launch is a Hybrid4 version. This combines a diesel engine driving the front wheels with an electric motor powering the rears. Peugeot claims the package offers 200 horsepower performance combined with CO2 emissions of just 99 g/km. That’ll be very attractive for UK drivers, because it means no road tax and potentially no London Congestion Charge.

When sales start in early 2011, the Peugeot 508 will doubtless have to face the usual challenges of a non-prestige large car in Europe. However, it may be the case that success here is secondary to Peugeot’s objective of strong sales in China, where the car will also be built.

Peugeot 508 revealed

Ahead of its unveiling at the Paris Motor Show in September, Peugeot has released the first details of the new 508.

It replaces both the so-so 407 and the slow-selling 607, and will be available as either a saloon or estate from launch. Based on the same platform as the Citroen C5 and outgoing 407, the 508 saloon is 4790 mm long, while the estate is 4810 mm. Those measurements are increases of 99 mm and 47 mm over the respective 407 versions, and reflect the 508’s dual segment role.



The 508 sees the arrival of a new design language for Peugeot. Gone, thank goodness, is the gaping wide-mouth look typified by the 407 and 4007 SUV. The new model also manages to be less fussy at the front than more recent Peugeot offerings such as the 5008 MPV, but some of the details - like the ‘Peugeot’ name badge on the grille, and the strange bonnet lip that comes down to meet it - seem a bit unnecessary. The rest of the car looks neat enough though, the most striking feature being a strong shoulder line that runs the length of the body.

For many prospective customers, cabin fit and finish will be key factors when deciding whether to buy the 508. However, Peugeot has yet to release any interior design details.



Similarly, technical information is sparse, but it is known that the diesels will get an improved stop-start system to reduce emissions and improve fuel economy. Also promised soon after launch is a Hybrid4 version. This combines a diesel engine driving the front wheels with an electric motor powering the rears. Peugeot claims the package offers 200 horsepower performance combined with CO2 emissions of just 99 g/km. That’ll be very attractive for UK drivers, because it means no road tax and potentially no London Congestion Charge.

When sales start in early 2011, the Peugeot 508 will doubtless have to face the usual challenges of a non-prestige large car in Europe. However, it may be the case that success here is secondary to Peugeot’s objective of strong sales in China, where the car will also be built.