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small cars with adaptive cruise control uk Q&A Review

Why are companies focused on making fully autonomous cars vs rolling out a system that is semi-autonomous (e.g. senses hazards and other cars, but follows sensors in the road and on traffic lights)?

Why are companies focused on making fully autonomous cars vs rolling out a system that is semi-autonomous (e.g. senses hazards and other cars, but follows sensors in the road and on traffic lights). For a start, pretty much everything a fully autonomous car needs in terms of sensors has already been developed and is fitted to cars already being produced. For some sensors such as those involved in automated braking or cruise control, the technology was developed and rolled out over 15 years ago, so the simple answer is that the “semi-autonomous” development for ,sensors, is actually already done (mostly). Look at a new Mercedes E-Class and you’ll find lane control, blind spot monitoring, adaptive cruise control, speed limit recognition, automatic braking, etc. etc. As for “following sensors in the road”, how exactly would such a system be fitted? The UK (a comparatively small island nation) has over 200 ,thousand, miles of roads. That’s enough to drive to the Moon. It’s practically impossible to calculate how long it would take to fit sensors to any decent percentage of that road network, and the cost would be enormous, although I made an attempt here: Induction charging, cool, but it ain't gonna happen... Even if we could develop reliable sensors that didn’t need remote power, what would be the point of even ,starting, such a program? We haven’t yet built a reliable fully autonomous production car that can drive as well as a human on the majority of roads, that’s years away yet, but we’ll get there, and we’ll get there ,decades, before we’ve implanted sensors in even a tiny fraction of our countries roads. It’d be a complete waste of time and money.

What are the key features of Lotus Evija?

LOTUS EVIJA: THE WORLD’S FIRST PURE ELECTRIC BRITISH HYPERCAR (London, UK – 16 July 2019) – ,The world’s first fully electric British hypercar, the all-new Lotus Evija, has been revealed. With unparalleled performance and a target power output of 2,000 PS, it sets new standards in terms of advanced EV engineering. Quite simply, the Lotus Evija is the most powerful series production road car ever built. Like all Lotus cars throughout the brand’s storied 71-year history, the Evija has been precision-engineered to deliver an outstanding driving experience both on the road and track. It is the most dynamically accomplished model ever built by the company, setting new standards for Lotus driving performance. Above all else, it is ‘For The Drivers’. As a name, Evija (pronounced ‘E-vi-ya’) means ‘the first in existence’ or ‘the living one’. It is highly appropriate; Lotus has an unquestionable reputation for its pioneering approach in both automotive and motorsport. The Evija marks the start of an exciting new chapter in the history of an iconic and much-loved British sports car brand. It is the first hypercar from Lotus, and the company’s first model with an electrified powertrain. As the first completely new car to be launched under the stewardship of Geely – the world’s fastest growing automotive group – its significance cannot be overstated. Exclusivity and desirability go hand in hand in the world of hypercars, and the Evija is blessed with an abundance of both. Production is limited to not more than 130 examples, making it among the most exclusive cars ever launched. It’s a figure set in tribute to the car’s project code, Type 130. Lotus road and race cars throughout the brand’s seven decades of success have been assigned a Type number, and the Evija is no exception. Hethel, close to the historic city of Norwich in the east of England, UK, has been the home of Lotus since 1966. The company has confirmed production of the Evija will begin there during 2020. As well as tempting the world’s hypercar buyers, the car will act as a halo for the rest of the Lotus range – the renowned Elise, Exige and Evora. It will do the same for a range of eagerly anticipated new Lotus performance models to come. Speaking at the unveiling in London, Lotus Cars CEO Phil Popham said: “The Lotus Evija is a car like no other. It will re-establish our brand in the hearts and minds of sports car fans and on the global automotive stage. It will also pave the way for further visionary models.” He added: “This is another amazing moment in the history of our company. The Evija is a true Lotus in every sense – it has been developed with an unwavering passion to push boundaries, to explore new ways of thinking and to apply ground-breaking technologies.” A stunning piece of contemporary automotive design, the Evija features a dramatic Venturi tunnel through each rear quarter, giving it a truly breath-taking presence. Russell Carr, Design Director, Lotus Cars, said: “We studied how Le Mans race cars use air flow creatively to go over, under and around the vehicle, but also through it. This concept of ‘porosity’ is key to the Evija and has enabled us to create a timeless design with exceptional amounts of downforce.” The Evija signals the start of a contemporary new design language for Lotus, which will evolve and reappear on future high-performance cars. Illustrative of the innovative thinking and ingenuity which has always been part of the Lotus DNA, the Evija is a technical tour de force. It continues the legendary Lotus bloodline that’s rich in firsts and technical game-changers, both in the automotive and motorsport sectors. While it is a glimpse of the future from Lotus, it remains true to the company’s DNA and the guiding principles of founder Colin Chapman, who built the first Lotus in 1948. The Evija is the first Lotus road car to feature a one-piece carbon fibre monocoque chassis. The cabin, from the fully adjustable race-style seats to the multi-function steering wheel, is the very pinnacle of motorsport-inspired road car design and technology. At the heart of the Evija is an ultra-advanced all-electric powertrain. It has been developed by technical partner Williams Advanced Engineering, famed for success in motorsport, from Formula One to electrifying the first four seasons of Formula E. The battery pack is mid-mounted immediately behind the two seats and supplies energy directly to four powerful e-motors. This highly efficient system is the lightest, most energy dense, electric power package ever fitted to a road car. With a target weight of just 1,680 kg, it will be the lightest pure electric hypercar ever to go into series production. Engineered for precise and sustained performance, the Evija has five driving modes – Range, City, Tour, Sport and Track. It can race from 0-62 mph (0-100 km/h) in under three seconds and accelerate to a top speed of more than 200 mph (0-320 km/h). Matt Windle, Executive Director, Sports Car Engineering, Lotus Cars, said: “Every element of the Evija has been meticulously analysed and validated. Precision engineering is nothing without human engagement, and that’s why technology with soul is the benchmark for this and every Lotus.” Order books are now open through ,www.lotuscars.com,. THE LOTUS EVIJA IN DETAIL At first known only by its Lotus Type number – Type 130 – the car has been christened the Lotus Evija (pronounced ‘E-vi-ya’). As a name it is derived from variations of Eve, and means ‘the first in existence’ or ‘the living one’. It is highly appropriate; Lotus has an unquestionable reputation for its pioneering approach in both automotive and motorsport. As the first all-electric British hypercar, the Evija continues that story of innovation. It also signals the start of an exciting new chapter for Lotus under the stewardship of Geely, the fastest growing automotive group in the world. Lotus Cars CEO Phil Popham said: “Evija is the perfect name for our new car because it is the first all-new car to come from Lotus as part of the wider Geely family. With Geely’s support we are set to create an incredible range of new cars which are true to the Lotus name and DNA.” A STUNNING EXTERIOR INSPIRED BY NATURE The most striking element of the Lotus Evija is its exterior. From every angle the full carbon fibre bodywork is stretched taut, appearing shrink-wrapped over the mechanical components. Crouching low to the ground, with a ride height of just 105 mm, the pronounced muscular haunches envelop the teardrop cabin that sinks between them. Taking inspiration from the aeronautics industry, the exterior is a perfectly proportioned blend of fluid forms and crisp lines. This is clearly illustrated by the gently curved but sharp leading edge of the bonnet, which is reminiscent of so many classic Lotus road and race cars. Cues for the Evija’s surface language was also taken from nature. Russell Carr, Design Director, Lotus Cars, commented: “During the initial design stage we spent many hours studying images of geological forms – rocks that had been carved by nature over the centuries. We believe we’ve captured these beautiful, intriguing and elemental lines within the Evija.” True to Lotus founder Colin Chapman’s core belief that every component should serve multiple purposes, the exterior design is also exceptionally efficient on every level. The most obvious example of this – and unquestionably the most dramatic element of the exterior – is the Venturi tunnel which pierces each rear quarter. Inspired by Le Mans race cars, they optimise air flow by directing it through the bodyshell. Aside from creating a breath-taking presence, this design concept – known as ‘porosity’ – aids the delivery of high-energy air flow to the rear of the car. This in turn counteracts the low pressure behind the car to reduce drag. Furthermore, the Venturi effect inside the tunnels pulls air through the rear wheel arch louvres, maintaining air quality in the diffuser. When viewed from the rear of the car, each tunnel is edged with a red LED to create a striking ribbon-style light signature. The result is a stunning visual effect that’s akin to the afterburners on a fighter jet, especially when seen at night. As an extra detail, an LED hidden within each tunnel illuminates its interior. The directional indicators are incorporated into the corners of the ribbon, while the reversing light is provided by the illuminated ‘T’ of the ‘LOTUS’ wordmark above the integrated charging flap. Another key feature of the Evija’s sophisticated aerodynamic system is the bi-plane front splitter. It’s another illustration of form and function working perfectly in tandem. Designed in three sections, the larger central area provides air to cool the battery pack – mid-mounted behind the two seats – while the air channelled through the two smaller outer sections cools the front e-axle. Lotus aficionados may notice a respectful nod to the iconic Type 72 Formula 1 car, with its square front central section and two side wings. ACTIVE AERODYNAMICS FOR EXCEPTIONAL DOWNFORCE The Evija is the first Lotus road car to ever feature a full carbon fibre chassis. Moulded as a single piece for exceptional strength, rigidity and safety, the full length of the underside is sculpted to optimise downforce. It includes an integrated air diffuser which extends from under the B-pillars to the rear. Active aerodynamics are deployed in the form of a rear spoiler, which elevates from its resting position flush to the upper bodywork, and an F1-style Drag Reduction System (DRS). Both are deployed automatically in Track mode, though can be deployed manually in other modes. The absence of traditional door mirrors plays a part in reducing drag. Cameras integrated into the front wings are electronically deployed on unlock, while another camera built into the roof provides a central view. Images are displayed on three interior screens. ADVANCED PURE EV POWERTRAIN MEANS RECORD-BREAKING POWER With target figures of 2,000 PS of power and 1,700 Nm of torque, the Lotus Evija is the world’s most powerful production road car. Key to that exceptional power output is the 2,000 kW lithium-ion battery, supplied with its management system by Williams Advanced Engineering (WAE) as part of a joint venture with Lotus to collaborate on advanced propulsion technologies. WAE won a 2018 Queen’s Award for Enterprise for translating its EV expertise from the race track to road-going vehicles. The battery pack is mounted centrally behind the passenger compartment, and its cover is visible through the glass rear screen. This positioning delivers significant advantages in terms of styling, aerodynamics, packaging, weight distribution, occupant comfort and dynamic handling. It also supports fast and convenient servicing and maintenance. Furthermore, the set-up has been designed so that in the future alternative battery packs – for example, to optimise track performance – can be easily installed. Power is fed from the battery pack to four independently controlled high-power density e-motors. These feature integrated silicon carbide inverters and an epicyclic transmission on each axle of the four-wheel drive powertrain. The motors and inverters are supplied by Integral Powertrain Ltd. Four exceptionally compact, extremely light and highly efficient single-speed, helical gear ground planetary gearboxes transfer power to each driveshaft. Measuring a mere 100mm in depth, each gearbox comes packaged with the e-motor and inverter as a single cylindrical Electrical Drive Unit (EDU). With a target power of 500 PS per e-motor, this is the most efficient and elegant engineering solution to deploying so much power with precision. Torque-vectoring, enabled by the four e-motors, provides exceptional dynamic response and agility on the road. This fully automatic, self-adjusting system can instantly distribute power to any combination of two, three or four wheels within a fraction of a second. In Track mode the ability to add more power to individual wheels enables the radius of corners to be tightened, potentially reducing lap times. The Lotus Evija is equipped with ESP stability control to ensure safety in all road conditions, with further grip provided by the four-wheel drive system. A pure steering feel – a vital ingredient of every Lotus – is assured via an electro-hydraulic system. The car is built on a one-piece motorsport-inspired carbon fibre monocoque chassis. It is supplied by CPC, the Modena, Italy-based world-leader in composite technology. Constructed from multiple carbon plies, the manufacturing process is identical to that of an F1 chassis, and ensures the lightest, stiffest, safest and most technically advanced Lotus road car platform ever built. The total weight of the monocoque tub is a mere 129kg. This chassis, coupled with innovative engineering and clever packaging throughout every element of the Evija’s powertrain, has contributed to the class-leading target weight of 1,680kg in its lightest specification. PRECISION PERFORMANCE GUARANTEED As with every Lotus, the Evija is 'For The Drivers' and its searing pace is delivered in one seamless, sustained surge. The 0-62 mph (0-100 km/h) sprint is completed in under three seconds, while the top speed is in excess of 200 mph (340 km/h). These headline statistics only tell part of the car’s performance story. Matt Windle, Executive Director, Sports Car Engineering, Lotus Cars, explained: “The Lotus Evija has astonishing acceleration at higher speeds. It takes less than nine seconds to reach 300 km/h which is better than any other direct competitor.” Further performance figures include acceleration from 100-200 km/h in less than three seconds, and 200-300 km/h in less than four seconds. Power can also be delivered over a sustained period. The car’s advanced aerodynamics and four-radiator cooling package keep the battery at an optimum temperature. It means that the Evija is capable of being driven flat out with no derate for at least seven minutes in Track mode. Matt Windle continued: “With the Lotus Evija we have an extremely efficient electric powertrain package, capable of delivering power to the road in a manner never seen before. Our battery, e-motors and transmission each operate at up to 98% efficiency. This sets new standards for engineering excellence.” As part of the development and validation process, Lotus and Williams Advanced Engineering have conducted thousands of hours of virtual testing and digital analysis. This comprehensive programme will ensure the car’s meets its performance targets and exceeds customers’ expectation. As a pure EV the Evija will be ultra-quiet at low speeds. During this time regulations require that it emits a digitally created sound – transmitted via a front-mounted speaker – which will alert pedestrians to its presence. While the flowing lines create a very organic look, Russell Carr, Design Director, Lotus Cars, believes that it is important that the car visually conveys its technical achievements. “When you look through the rear glass, you can see the battery pack cover and the in-board suspension. This link between the human and the precision engineering is essential for a Lotus. We want people to have the sense that they are engaging with the power and performance of the car. We refer to it as technology with soul.” A REVOLUTION IN CHARGING Not only does the Lotus Evija feature the world’s most powerful automotive drivetrain, it also boasts the world’s fastest charging battery. Thanks to the partnership with Williams Advanced Engineering, the battery has the ability to accept an 800kW charge. Although charging units capable of delivering this are not yet commercially available, when they are it will be possible to fully replenish the battery in just nine minutes. Using existing charging technology – such as a 350kW unit, which is currently the most powerful available – the Evija’s charge time will be 12 mins to 80% and 18 mins to 100%. The car’s range is 250 miles (400 km) on the WLTP Combined Cycle, or 270 miles on the NEDC Combined Cycle. Lotus is in discussions with external suppliers on a charging solution for customers. The CCS2 charging socket is hidden behind a vented flap at the rear of the car. In the same location is a small plaque, reminding customers of the Britishness of the Evija. MOTORSPORT-INSPIRED INTERIOR IS A TECHNICAL TOUR DE FORCE The interior of the Lotus Evija is as dramatic as the exterior. Inspired by the technical precision of race car engineering, the dominant characteristic of the cabin is the ‘floating wing’ dashboard which can be glimpsed from outside through the windscreen. The design also echoes the porosity of the exterior. “The shape is inspired by the company’s prototype racing cars of the late Fifties and early Sixties,” explained Russell Carr, Design Director, Lotus Cars. “It has a beauty and an elegance to it, and represents a typically Lotus approach because it performs multiple functions. It houses the instrument panel and air ducts, and is also an integral structural support. It reinforces Colin Chapman’s cast-iron rule that no Lotus component goes along for a free ride.” Access to the cabin is through the two dihedral doors. Handle-free to preserve the sculpted exterior, they’re operated via the key fob. It’s the first time Lotus has used such doors, and while they make for a moment of dramatic theatre they also provide maximum space for getting in and out. An exceptional attention to detail – as people would expect from Lotus – is at the heart of the interior. For example, visible carbon fibre surfaces enhance the sense of light weight, while a thin metal band – engraved with the words ‘For The Drivers’ – runs centrally through the squab of both seats. Once in the car, a switch in the roof console closes the doors. The location aids the minimalist layout of the main control panel and prevents them being activated accidentally. Russell Carr, Design Director, Lotus Cars, explained it’s in tribute one of the most iconic Lotus cars, commenting: “Versions of the Lotus Esprit Turbo featured a huge roof console in the late Seventies and early Eighties. It’s not something you might expect on a contemporary hypercar but Lotus fans will love the connection.” Inside, the cabin strikes the perfect balance between the precise functionality of a track car and the comfort of a road car. The driving position is fully adjustable to accommodate the greatest range of occupants. The elegant carbon fibre shell seats are hand-trimmed with thick Alcantara-finished pads, and feature manual fore / aft adjustment plus electric back operation. The steering column is manually adjustable for both rake and reach. Three-point seatbelts are fitted as standard, with four-point harnesses an option. Built into the bodyshell, close to the occupants’ hip point, are two bespoke storage areas. The design of the steering wheel, similar to that found in an LMP or F1 car, further reinforces the Evija’s sporting intentions. The outer ring is finished in Alcantara as standard with leather available as an option. Buttons are grouped in an intuitive manner and govern functions including phone use, cruise control and DRS deployment. Mounted centrally at the base of the wheel’s hub is the mode controller. There are five modes – Range, City, Tour, Sport and Track – with various of the car’s performance features activated or deactivated depending on which is selected. Ahead of the steering wheel is a state-of-the-art digital display, providing the driver with key information such as mode, battery charge and remaining range. It is the car’s only screen, putting all necessary information in one place. The screen displays essential functions only, with information appearing as required when the appropriate button is pushed, then fading when no longer needed. Further controls are located on the floating ‘ski slope-style’ centre console, which features touch-sensitive haptic feedback buttons. Each is integrated in hexagonal recesses to help guide the driver’s fingers. As the light plays over the surface it creates an almost organic visual effect. The driver can also interact intuitively with the car’s technology via a control wheel. The honeycomb design of the buttons is replicated on indicator stalks and on the surface of the aluminium foot pedals. The Evija’s cabin has been deliberately designed so that the occupants feel they are at one with the vehicle. “At the core of the appeal of any Lotus is that the driver is in sync with the car at all times and almost feels as if they are wearing it,” said Russell Carr, Design Director, Lotus Cars. “Looking out from behind the wheel, it’s a wonderfully emotional moment to be able to see the bodywork outside, both in front and behind you. That’s something we hope to enhance in future Lotus models.” Climate control and a premium infotainment system are fitted as standard. Customers can seamlessly integrate their smartphones via Apple CarPlay and Android Auto, accessing their own music and navigation. EXTREME TRACK PERFORMANCE AND ON-ROAD COMFORT Calibrated to provide the optimum blend of extreme track performance and on-road comfort, the Evija’s motorsport-derived suspension features three adaptive spool-valve dampers for each axle. Two are corner dampers with a third to control heave. These are mounted in-board to optimise the aerodynamic performance. They are manufactured by Multimatic, specialists in developing high-performance suspension technology for on-road, off-road and motorsport applications including Formula 1. Magnesium wheels provide optimum lightness and strength, and are sized 20 and 21 inches at the front and rear respectively. They are shod with Pirelli Trofeo R tyres, developed specifically to achieve ultimate performance. To deal with the Evija’s extreme performance, the car is equipped with a forged aluminium AP Racing braking system with carbon ceramic discs front and rear. TECHNOLOGY: WORLD-FIRST LASER LIGHTING TECHNOLOGY: CONNECTED TO THE CLOUD The Lotus Evija is the first production road car in the world to feature laser lights for both main and dipped beams. Produced by OSRAM Continental, the lighting modules are very compact and will provide an outstanding view of the road or track ahead. The strikingly thin vertical headlamps provide the perfect balance of crystal-like beauty and a highly technical design. Inside the lenses, unique ‘wing-like’ elements form the daytime running lights and directional indicators. The Evija is the first Lotus to provide drivers with a full suite of digital connected infotainment, which will benefit from over-the-air software updates. A powerful on-board modem enables communication to the cloud, and the driver can interact with that data through a Lotus smartphone app. The app will enable drivers to monitor their Evija from anywhere in the world, for example, to check the battery charge status and driving range. It will also support remote use of air-con, to heat or cool the cabin ahead of the next drive. The Evija’s infotainment system includes a chronograph to allow the driver to record their lap times. Connection to the cloud means they can view their performance while at the track and recall previous sessions through the app. THE ULTIMATE IN PERSONALISATION Lotus will offer Evija customers an unparalleled level of personalisation, enabling them to specify the car exactly as they wish. This will include the opportunity to select unique paint finishes, interior trims and detailing. Marquetry-style badging will provide further bespoke opportunities. Lotus has developed the ability to inlay metal elements directly into the carbon fibre bodyshell, so that the badge sits completely flush with the bodywork. Currently the Evija carries a partial Union Flag badge on the C-pillar, signifying its status as a British-built hypercar. However, this could be another flag, a family crest or personal logo. “This marquetry-style badging is similar to that associated with traditional cabinet-making, where you inlay different colours of wood,” explained Russell Carr, Design Director, Lotus Cars. “On the Evija it’s really is up to the customer to choose whatever materials and designs appeal to them.” Lotus is also developing a comprehensive programme of bespoke experiential activities for Evija owners. These will include VIP track days and other high-performance motorsport opportunities. PUTTING THE CUSTOMER FIRST The Lotus Evija has been designed and engineered at Lotus’ historic home in Hethel, UK, and production will begin in a new dedicated on-site manufacturing facility during 2020. A maximum of 130 examples will be built, guaranteeing exclusivity to match the stunning looks, ground-breaking technology and world-beating performance. They will be sold directly to customers by Lotus, with the global network of 220 retailers in support. Plans to service and maintain the car for each owner are currently in development. BUILT IN GREAT BRITAIN, GREAT FOR GREAT BRITAIN The UK is already recognised as a world-leader in high-performance automotive production. Lotus has been at the heart of that success for 71 years. The Evija will further cement the global status and reputation of this important UK industry sector, and its associated and diverse supply chain. However, as the first all-electric hypercar from a British car maker, the launch of the Evija sees Lotus deliver an opportunity for new and exciting expansion of the sector. Increasing consumer awareness and demand for the astonishing performance available through EV powertrains means new growth and new skills, and Lotus intends to be key player in that revolution. A TRUE LOTUS IN EVERY SENSE The Lotus Evija is faithful in concept and detail to the pioneering principles which company founder Colin Chapman used to build his first car in 1948. In common with every new Lotus, the Evija has been seen by members of the Chapman family. At a private viewing of the Evija, Hazel Chapman – Colin’s widow – commented: “It’s very beautiful and I can’t wait to see it on the road.” As with every Lotus, the Evija features the initials ACBC (Anthony Colin Bruce Chapman) in its badge. Chapman guided the company to astonishing levels of success on the road and track before his untimely death in 1982, aged just 54. Seven Formula One constructors’ championships and six Formula One drivers’ titles tell only a small part of the story. His pioneering approach to engineering led to an incredible range of world-first technical innovations. Type 14: the world’s first composite monocoque production road car (Elite, 1957) Type 25: the world’s first fully-stressed monocoque F1 car, and the first Lotus to win F1 world championship (1963) Type 72: the most successful F1 car of all time and the blueprint for F1 car design for many years (Championship winner in 1970, 1972 and 1973) Type 78: the world’s first ‘ground effect’ F1 car (1977) Type 88: the world’s first carbon fibre F1 car (1981) Type 92: the world’s first active suspension F1 car (1983) Type 111: the world’s first aluminium and bonded extrusion construction production car (Lotus Elise, 1995) Type 130: the Lotus Evija, the first fully electric British hypercar (2019) LOTUS EVIJA: FACT FILE

What is the main difference between Mercedes E-class and Mercedes C-class?

I have owned both a C-class Estate (C220 diesel) and an E-class Estate (E350 diesel). Overall the E-class is a big Mercedes and the C-class is a small Mercedes. When I was buying the E-class, one salesman said “This [E-class with V6 engine] is Proper Mercedes territory” and another said “Once you try this, it’s very hard to go back [to the less powerful engines and smaller cars]”. The latter was right. The E-class is significantly better for me. Compared to the C-Class it is and has: Bigger in the cabin - better driving position for me (I’m tall), better seating in the back for the daughter (she is also tall, though she’s not my daughter). Bigger load capacity in the boot, too. - Quite a bit bigger, and I pretty regularly haul around a fair amount of stuff for travel, gardening, etc. Both the E and C class estates have self levelling suspension at the back which is a big win. The E-class is very capacious, though. There are few things you can’t transport in it that you could fit in another car; if it doesn’t go in my car, I pretty much have to rent a van. Bigger on the outside - A bit harder to park, also, but I have the all-round camera system so that makes it easier. It’s definitely max-size for the average parking space, and I do find myself passing by spaces that are a bit narrow or the neighbouring car is parked a bit badly, where the C-class would have fitted fine. But, parking carefully, it fits into standard spaces. Faster - there is no occasion where I have found the E350 to lack power. Put your foot down and you go faster, whether it’s at 160km/h on the Autobahn or 2000m up in the Alps on a steep mountain road. In fact, the limitation is grip, not power. Unfortunately when I bought my E-Class the 4 wheel drive was not an option in the UK. Since then Mercedes have redesigned the 4 wheel drive system and you can get it in the UK now; I would get it if I replaced my current car. The C-class did not lose grip so easily, having much less power. More autonomous - the adaptive cruise control and lane following makes motorway driving much less fatiguing. Better audio - I paid for the better audio option and it does sound pretty good when you crank it up. Thirstier - fuel consumption is higher, although frankly 34mpg (UK miles) is not too bad for such a large, heavy car driven in a not-too-frugal fashion Surprisingly sporty - on a windy road if you set the air suspension to sport and the transmission to sport. You can make quite good progress in country roads in places like Scotland or the north of England, without your passengers feeling too ill. It’s no barge. The C220 was more nimble on small roads since it is not as wide, but lacked power to accelerate out of bends. Still, I also drove the C up the Alps without much problem, just slightly less ,brio,. Big-tired - the tires on the E-Class aren’t cheap, and finding snow tyres for the rears (265/35R18) is a particular challenge. The C had much more common tires. Smoother driving overall - air suspension takes a lot of bumps with ease. Motorway cruising is very pleasant. Only very serious sidewinds will rock the E (the C is also pretty stable, but clearly lighter and pushed around a bit more easily). The E goes where it is pointed without hesitation. Very good at stopping - the E-class has very good brakes. I’ve had to test this a couple of times, unfortunately (like when the idiot towing a trailer at 80km/h pulled out in front of me as I was doing 180km/h on the Autobahn and I had to emergency brake to avoid hitting him). The C-class brakes are pretty good too, but the E has very good brakes and assistive automation systems (emergency max brake application, warning of close approach to vehicle in front, autonomous emergency braking in some cases, etc). Expensive to service - Not that the C-class is cheap, but the E is definitely expensive at a dealer. There is some cost offset in a very good breakdown service if you have your Mercedes serviced at the dealer, which I have used once and it was good. Fairly reliable - one breakdown on the E in 4 years, where a stone holed the air suspension pipes and so the suspension sank to bottom and didn’t work well. No other issues. The C, which I had for a shorter time, never broke down. Design flaws - I didn’t find any real design flaws in the C when I had it. My E has one very irritating design flaw: the cable to the parking brake sticks when cold. After a year or so it starts to stick and you can pay a mechanic to lubricate the cable and then it’s all fine for a month or two, then it sticks again. That means I have to force the pedal up (with my foot under the pedal) to release the parking brake when I pull the parking brake release handle if it’s very cold outside. To give Mercedes a bit of credit, they have replaced this with an electric parking brake in the most recent version of the E-class. To not give them too much credit, maybe they could have got this right the first time? The transmission park position does hold the car OK on a level surface. The E is, of course, rather more expensive, both to buy. I still don’t want to go back to the C-class.

What are some disadvantages to owning a Tesla electric car?

The good, the bad, and the ugly. I’m a fairly recent proud owner of my Model S P100D, but I do a lot city traffic driving, as well as some 2.5k miles + return journeys. TLDR Model S: ,Expensive to buy, extremely cheap to own, under warranty, at least so far (~12 months). Amazing to drive, somewhat poor quality car in terms of luxury compared to other cars in its price range. Software is amazing, autopilot above any other car. Should you buy a Model S/P100D? Yes if you’re after a toy, otherwise buy a Model 3 instead, or a fleet of them. P100D is for adult children with more adrenaline rush than sense(yours truly). High spec Teslas simply aren’t worth the money, unless you’re a very very confident driver and you want to win every traffic light drag race. If you still want one but don’t care about performance, buy cheap,, even if you want more, benefit won’t scale, and you’ll still have a car faster than 98% of all other cars, sports cars included. 4.2 seconds in a Model 3 AWD is on par with a Mercedes AMG Sedan, a Bentley GT pre 2019, etc. Futuristic: ,The most amazing realisation when you own a Tesla is that electric will become standard. For now, it’s very expensive, because scaling up and doing R&D costs money. There are problems for sure, the charging network, the service industry, the speed of charge, the cost, and so on. But it’s so incredibly obvious electric cars are so vastly ahead as a mass market product, there’s simply no question where the world will be in 30 - 40 years. It won’t be long before petrol cars will be a very old memory, and something generations to come will only learn about from stories. A word of caution,: This review is written by a man child with more love of fast cars than sense, the very audience for the ,P ,models. A lot of it applies to all the Tesla range, but it’s a review coming from someone after easy to own sustainable performance, not an economically sane family sedan, where I honestly think the Tesla would come off a lot better. Collection day photo of my pride and joy. Good The way it drives It really doesn’t feel like anything else you’ve ever set foot in. The power delivery and the AWD system is insane in the best of ways. This car knows no weather, and does not care much for road conditions either, you can floor it all the way whenever you feel like it. It’s perfectly stable at all times, and it feels incredibly safe, plus you can accelerate out of harms way whenever you need to. Is it a true sports car? ,No, absolutely not,. It’s a big heavy family sedan, with Porsche 918 Spyder vibes only up to 70mph, not much going for it beyond that. But if you’re in a busy city it’s a dream, you have on tap the launch power of a £1m+ exclusive hyper car for run costs of a Toyota Prius. This is the essence of what’s insane about it, any other brand you go to you would need to drop very serious cash, multiples of a Tesla price, to get anywhere near the same drive train quality. Here’s my friend trying the P100D for the first time. The speedometer reads in miles, so that’s a 0 - ~105kmh. It feels like you’re in the Space Mountain in Disneyland every single time. If you skid in a Tesla, you’ll be the first, that’s how insane the power delivery/traction system is. It’s not fun in the controlled drifts way, it’s fun in the “holy craaaap” way. You get used to it after 1 - 2 months, but 0 - 60 in 2.28s seconds or whatever makes all other cars obsolete in city driving, and unlike sports cars, it doesn’t cost you a small monthly fortune to be naughty in a Tesla all the time. Quite literally, nothing, not even a Bugatti, can hold a candle to you in city traffic. Seriously: ,List of fastest production cars by acceleration - Wikipedia,. When the worlds most expensive Ferrari or insert name here creeps up in front of you at the traffic light, it’s amusing and entertaining. Nobody can ever overtake you from a standstill, and there’s no such thing as an yellow light anymore, which come in quite handy if you can use them responsibly. That kind of launch power in a petrol car is a major event, it means launch control, good grip, no wheel-spin, good weather, dry road, even road surface etc. In a Tesla it’s business as usual, all day every day, every time you floor it you’re flying, you don’t even think about it, it feels like you’re playing an unrealistic PC car game. Driving a Lambo like car through the city at that speed of flow is impossible, any car with anywhere near the performance to 60mph would be too low(close to the ground) and too compromised to compete, you’d have to cause very serious damage to the car to keep up with the Tesla. “Really? Tesla vs Lambo? Reality check please”,. I’ll let you, ,judge for yourself, courtesy of DragTimes, Model S P100D vs Aventador SV Launch Control. I’ve tried that competition in person, in my own SV. Without launch control, the SV has a very unimpressive throttle response, there’s almost 1.5 seconds of delay in between flooring it and it starting to move. The Tesla simply flies. Here’s a cuter sample, courtesy of a dear friend and his son. Run costs are near 0 It’s not cheap to buy, but after that life gets a whole lot easier, unlike other cars(especially performance ones), which generally require a continuous forking of cash for things every month. Without oil to replace, break pads and discs to worry about, anti-freeze and a lot of the petrol engine saga, there’s almost never a reason to open up your wallet again. Mine was a fairly expensive, 6 figure price tag, high spec P100D. Ever since? £300 on a tire + replacement because of a nail, nada on all else, and still drove 2000km with a nail in the tire before it was found. I live near a supercharger which helps tremendously. Tires will wear out because of the acceleration, but they already behave much much better than other cars I’ve owned, and 4 tires every 2 years is something I’m happy with. Servicing is run on a 0 profit model,. Maybe the most amazing and understated feature of being a Tesla customer is the way they don’t try to rip you off in a service. Owning other brands, at even higher price ranges, has meant a very off putting routine of every 3 weeks visiting lets say Mercedes Service, for this reason or the other, all at a very very heavy premium. They always take forever, cost a fortune, and don’t care for you one bit, except for selling you stupidly expensive monthly care packages that don’t actually end up covering for anything.. If you call Mercedes, you go through 5 answering machines, and you have this back and forth test of patience with their absolutely idiotic phone system. It’s not possible to call your service technician directly, they never have a replacement car, and when they do it’s not even supplied by Mercedes, but a third party company, etc. If you want to get things done fast, they tell you to come at 8AM, you turn up and you’re casually told service technicians are not in until 11AM, things like that. The best or nothing as they say, so you truly get the ,nothing ,because it’s cheaper for them to make it happen. If Mercedes is the most incompetent car brand of all time at post sales, Tesla is the very best there ever was. If you call them from a known phone number in their system, by the time someone picks up the phone, they will know who you are and what care you’re on about. Mobile technicians are deployed, and there’s never a talk of cost estimates, because ,warranty means warranty ,in Tesla, and that’s pretty amazing. I had a door mirror replaced post a minor incident, no one ever talked about dollars. Government likes you buying EVs(at least in the UK) The purchase terms of an EV are very friendly, and the Tesla staff has been extremely useful in pointing out the correct channels. A £5k government contribution, no congestion charge(otherwise, £11.50 per day), no fuel no matter how you drive, and barely any consumables(no engine oil, no break pad/disc wear due to regenerative breaking etc). Business owners choosing to purchase EVs are allowed to do so pre-tax, unlike all other types of cars, with a significantly decreased tax burden for benefits in kind, which will go to an even lower 2% in 2020. Leases are very competitive, so the conversation starts at half the APR your average dealer would begin talking to you. With ,New Inventory,, I have been offered an APR of <1%, which is a steal. There’s a lot of space There’s more trunk and frunk space than in almost any other car, and short of buying a semi-truck, you won’t get more load capacity buying from the competition. This is pretty cool if you have a family to carry around. I generally carry everything I need to carry, which my one laptop bag, in the frunk, so it doesn’t wobble around as I drive through the city like I’m auditioning for a role with McLaren’s F1 team. It’s really convenient, and you do feel the car has great light permeability, the sunroof is really fun, and the really big windscreen is pretty cool, there are barely any blind spots when driving, and it’s a great feeling of openness. The autopilot is incredible If you’ve never trusted your car to drive itself before, it takes some getting used to, but you’ll never go back. If you’re tired, drowsy, on your way back from work on a late night, it’s perfect. I am comparing it to one of my other cars, a Mercedes with Distronic technology, which will casually steer into adjacent lanes, not keep pace etc. Cruise control/distronic are highly useful on a motorway, urban use is a problem, though Mercedes explicitly warn you against using Distronic in the city. The Tesla is pretty spot on at all times, and I’ve done 2000 miles plus in a single journey on autopilot, taking over only for roadwork areas, where lane markings are confusing, and I’ve done it at 95mph/150kph, the car can be trusted. Hands off the steering allowed only up to 20 seconds, so for now it’s not fully autonomous, more of a “party trick”. If you ignore the car’s warnings to put your hands back on the steering, auto-steering will become unavailable for the rest of your current journey. If you drive at 150kph in autopilot and press the acceleration, auto-steering is also automatically disabled, so the car will penalise you for trying to be too naughty. Confusing lane markings, such as new lanes on old road, roadworks, etc, will nearly always confuse it, so watch out. Below is a video of me doing 150kph with the Tesla autopilot, intentionally driving at the max speed possible, on a completely empty road and perfect weather conditions. Great scenery too. Most of the interior is pawned from Mercedes The indicators and many elements of the steering column are borrowed from Daimler, because they are exactly the same as in my S class and I’m sure other Mercs. If you’re used to a Merc, you can jump straight into a Tesla, and your reflexes work instantly. The best part is that there’s no on/off in a Tesla, no button to press. You simply put it in drive mode and off you go. At the end you press the ,P, button at the end of your mode switch and done, no off button. That’s quite fun. , Bad The car feels really cheap In spite of its very generous price tag, the quality of everything you touch is on par with a car 1/4th of its price or less. Note, it’s a good looking car, and I don’t want to try and account for taste, but the interior looks like an entry level Ford or worse. Many people love the “minimalistic” approach, however they tend to be people who don’t have the experience of owning a Tesla or if they have a Tesla they’ve never owned another car of a similar price tag, so they cannot compare. Interior wise, it’s a 2.5 out 10 for the Tesla. It’s a little bit of an unfair comparison, as the price gap from a 75D to a P100D is mostly battery and tires, and they are not secretive about that in any way, but I still feel mass producing the interior could be done better, and in time I have no doubt it will. Over the years Tesla has always incrementally upgraded every detail about the car. This is about comparing a 6 figure priced car with other cars in a similar range. The consumption range is too dramatic. Being a wildfire traffic hopper can mean you have to charge every 2 days, up to 75%. It’s pretty incredible, but in Ludicrous+ the range calculator is another piece of decorative kit. The computer is simply pretty useless at adapting to individual driving habits, location, or recent consumption, instead of re-working your averages, it provides you with a false rolling instant value. E.g you’ve done 800Wh/mile until now, we’re still going to assume you are going to do 250Wh/mile until destination. That means in city traffic and power driving, you could get as little as 120 miles of range in total and Mr computer is largely useless at warning you in advance. The paintwork sucks, it’s really really crappy, and it gets dirty all the time, and it just looks cheap. It also costs £1000, which is insane, because it’s 100% not worth it. A paint job in a base spec Mercedes is another world apart quality wise. Same story for the rims and wheels, cheap stuff with cheap paint over it, sold in a very expensive wheel upgrade package. The car has out of the box LTE internet/connection, but it’s really poor, and as soon as you’re out of the home country, good luck. The number of times the GPS crapped out, or Spotify stopped working, too many to count, so it’s a completely unreliable connection. You can pay and add your own SIM card in the car, which improves life a lot. The steering wheel is way way too big and uncomfortable and nowhere nimble enough, that whole steering column could do with a massive upgrade. It makes it tiring for long drives, and manoeuvrability is terrible, the turning radius is only slightly smaller than the circumference of the Earth. The headlights are too powerful, to the point where other motorway users constantly flash you to warn you you’re on full beam, even when you’re really not. The car feels like its made of cardboard entirely, and the door feels like it weighs 500 grams, but not in a good way. No soft close, no nicety features, leather is very poor quality, no massage seats, no seat cooling, no proper seat settings(lumbar support etc). Cry me a river I know, but these are all common features in other cars of similar price. When you slam the door to close it, which you have to, it feels like you’re about to tear it in half. Other cars in this price range will always have soft close. The lights inside the car, both interior and the trunk/frunk are useless. I don’t know how they managed to cheap out on these, but it’s painfully annoying, dinner candles in the 15th century were much more powerful. There’s also no 12V socket in the trunk or frunk(seriously???). It’s completely missing on the nicety features you’d expect, like a decent set of air vents. Everything is cheap cheap cheap, and doesn’t really work at all in very hot weather, where you have to drive with the ol’ windows open technique. The cupholder system is a nightmare, and the storage space is pretty useless for a car of its acceleration. There’s nowhere to put stuff to prevent it from flying all over when you floor it, it’s very poorly thought through as a performance vehicle. If you don’t drive like you’re trying to beat Ayrton Senna theres plenty of space. The sound system is decent but could be better too, in spite of the Dolby Digital surround sound etc, it’s not on par even with the entry level sound systems in cars of similar price(S Class Coupe, Range Rover Autobiography, Aston Martins, Bentleys etc etc). The performance is inconsistent, after you floor it a few times and accelerate all the way to motorway speeds, the car will cut you back significantly to prevent battery overheating. This happens very very quickly. In a petrol car, I can be wild all day long on a track, in a Tesla I’d be out of juice in one lap. The front windscreen is great for visibility, not so great for direct sunlight. Fortunately not often a problem in the UK. You get massive sun glares or condensation from battery heat all the time. I don’t know how you make something this bad, a 20 year old Vauxhall(Opel) Astra does better.It’s physically very hard to see in front of you on a sunny day, and it’s a basic thing in any other car. Not in a Tesla. The windscreen wipers are extremely feeble, and consequentially when you drive at speed/wind, they look like they are about to fly off, and barely work. They are too thin and cheap, especially for the massive windscreen they have to deal with. The GPS is completely useless through a busy city, it has no knowledge of traffic whatsoever, constantly takes you down poor routes, and so on. It’s a decorative piece unless you’re driving long range. Top end Teslas are not as fun for petrolheads Having a Tesla is quite fun for the engineer inside you, and for the futuristic geek inside all of us, but the inner child is left with a bitter taste of disappointment. If you’re a real car fanatic/adrenaline junkie, you might want to skip buying a Tesla, for now, because it’s dtill a heavy sedan with a big turning radius, so not the thing you would take to the track. Kills at the drag strip though. The straight line speed is fun for the first month, but the truth is 6 figures on a car will never ever make any financial sense, unless you’re buying a big semi-truck and your name is DHL. It’s a straight up vanity purchase, no two ways about it, especially in the higher echelons of Tesla pricing, but it’s missing any kind of excitement whatsoever. Not really the biggest problem in the world, but if you buy a toy for the entertainment value and smiles per electrons, Tesla is probably not your top choice. It’s absolutely incredible for the city though, probably one of the best daily drivers out there, for any amount of money. The interior, the lack of sound, the poor interior lightning, and the various details remove the sense of occasion and excitement, no matter which model you buy. Other cars for the same money would either give you serene luxury you would enjoy every time(S Class, Audi A8, Porsche Panamera etc), or full on boy racer noise and performance, as well as great luxury(Mercedes C63S/E63S/S63 Coupe). It’s also dangerously close to the price of a barely used Lambo Huracan, McLaren 570S or a Ferrari 458, which are extremely fun cars to own. With a Lambo/McLaren/F Car, you know you spent the money at all times, and at all speeds, it just feels amazing and even going to the supermarket is an occasion, in a Tesla it’s too civilised, which makes buying a top end Tesla even more unjustifiable, since you don’t really need drag strip record times for the city. Longer journey? Double up the time Longer journeys take much longer, anything above 500 miles requires serious planning&math. If you’re a statistics nut like I am(life of the party I know), it’s pretty cool, and a bit scary. The consumption in a Tesla increases far more than in a petrol car depending on your driving. I’m comparing a P100D with the average performance petrol car, which is why the mpg figures are quite low versus the average car. Motorway cruising at 70mph, ideal weather conditions. Tesla,: 200 - 240Wh/km ,Sports Car,: 20mpg - 22mpg or 14L/100km. Motorway cruising at 100mph(Autobahn in Germany, ideal weather conditions. Tesla,: 400 - 450Wh/km ,Sports Car,: 16mpg - 17mpg or 17L/100km. If you’re doing that kind of long range you want to keep a good speed, but you simply can’t or you’ll miss your next charge. In a Tesla, you are constantly calculating and optimising. Do I drive faster because the battery charges faster in the initial phase, so it’s fine to end up at destination with less charge? Do I keep pace? Have I accounted for wind? Why am I doing 300Wh/km at the same speed as I was doing 250Wh/km earlier? Oh, 1% elevation, hmm. All part of the fun. Like in no other car, you get to feel first hand how changes in weather conditions, elevation/incline, road surface changes, affect “fuel economy”, because Tesla is kind enough to give you a live rolling chart. As a rule of thumb, you will lose 40 - 50% of the excess miles. E.g if your next supercharger is 200 miles away, I would charge for 300 miles, and hope to have 50 - 60 miles of range left at destination. Even at constant speed, the GPS estimates are way off. You will always arrive earlier than predicted, with less range left, even if you autopilot at constant speed all the way there. Realistically ,you will need to stop every 250 - 300 miles,, and spend 40 min - 1 hour each time. Supercharger coverage is still a problem, for now It’s absolutely amazing that you can drive so far and for free, but it’s not something you can take for granted just yet. For one, the European coverage for Tesla is pretty scarce. You can get from A to B for most of it, but not efficiently. It looks good on a map but compared to petrol stations it’s nothing, for now. You incur a significant number miles added to your journey, just so you can pass through superchargers. On a 700 mile journey in a petrol car, you might do 1000+ in a Tesla, not even accounting for the charge time. If you’re in France/Italy, you will pay additionally for every charge, as you’ll go in and out of the same motorway to access the chargers. It can be as much as 2 -3 times the toll charges in a normal car, if you do this very often it could be meaningful. Superchargers are rarely located in places normal gas pumps are, and have no service industry around them yet. That means you may or may not get a toilet at your next stop, which in long range mode can be fun. If you’re lucky, you end up near a shopping centre. This is in Orange, France. The GPS on the car will tell you what facilities await at your next stop, so you can in theory pick and choose, but in practice this can add huge mileage to your journey. Most Superchargers in France have turned out to be “in the middle of nowhere”, in the courtyard of some hotel etc etc. It’s a little bit weird stopping for an hour at 2AM in complete darkness in the middle of a field. Value for money Looking at the competition, say S Class, spending £75k for a base model is a whole other world from dropping £140k on an S63 AMG, or a used Maybach, completely different planet. Looking at a Maybach vs an S560 is a visible, obvious, world apart difference, no one would wonder where the £££ went. In a Tesla, it’s the same car with slightly more range and acceleration. I know this falls more in the “cry me a river” segment of the market, but equally, you expect something for your hard earned dollar or GBP, which Tesla somewhat fails to deliver on. They are very upfront about it, more money = more power and more battery, but it’s a whole lot of money “just for that”. The option list is both surprisingly short and expensive. A little more software/equipment, some autopilot fancy gear that’s not legal yet, and a bit more battery, for “just” twice the price of the base spec. As a normal sensible consumer, this is somewhat extreme. It’s certainly the cheapest “city focused Lamborghini” you can buy, but beyond that the pricing structure really makes no sense in terms of value for money, and I would probably struggle to justify spending the same again. The sensible thing is to buy a mid range Tesla and save half the price-tag, and still get everything except the acceleration. Not being able to floor it in a Lambo through the city isn’t exactly the mass market problem solving Elon had in mind, but ironically it’s kind of all you get in the P100D. Conclusion:, You’re paying for a power train, battery tech, and technology. You won’t get a fancy car, if that’s what you’re after don’t spend that kind of money on a Tesla just yet. Go half the price and get a Lexus hybrid instead. The car is really amazing in one way, a little boring in another. Overall the best piece of commuting/city gear you could ever have, though P100 models are ultimately an expensive toy. Love of Tesla: ,Having “talked it down” so much, I do feel the need to re-enforce the insane capability of this car is very addictive. Even if you’re fortunate enough to have driven crazy cars, yes it would get more feel, but you would not have more acceleration and torque, and the lack of sound is replaced by the consistent “holy sh******t” launch power at every single traffic light. Update(after 12 months of owning it): ,The honeymoon phase is now long over. The performance is still there, the run cost is still brilliant, but Tesla as a company is sometimes showing some fairly ugly colours. Tires lasted quite well, got a comfortable few mm of thread depth left. If you knew how I drive, in Ludicrous Plus constantly, that’s an insanely impressive thing, nearly 20k miles later. Loss in traction is noticeable, and I’m certainly way more careful in the wet than I was on fresh tires. At some point the £1k replacement cost will be unavoidable, in the next few months. Range is a big lie. 10 - 15% lost to software updates,, restricting max charges further and further. I haven’t seen a number starting with 300 since the day I took delivery of the car. As detailed further above, do not trust the range of the car. Charging speed has decreased massively,. It used to be you would drive to the supercharger with 10% - 15% and it would bump straight up to around 114kw - 117kw pretty much straight away, and stay there till the battery was nearly 80% when you could go home. No longer, the car now only goes to 85, then slowly to 95 and so on. It may be a software update to preserve battery life, however you have ,less range and longer charges,. No yellow cornering on the screen which lots of other people report, but it’s definitely a pain in the a**, it randomly resets itself, as you drive, or as you follow the sat nav, for no apparent reason. Music cut offs etc for about 30 seconds while the screen reboots for no apparent reason. Suspension isn’t proving very reliable. 1 year in and squeaks and creaks from everyone single corner possible. Car went to service and got cleaned by Tesla engineers under warranty, all back to normal now, no squeaks and creaks. HEPA filter had to be replaced after 14 months, around £186 inclusive of VAT from Tesla. Not terrible and done same day, however it’s a consumable and not under warranty. Software updates coming constantly have actually made the car a lot worse. Now it barely ever reads speed limits properly. While the AP is fully trustworthy, it won’t change speed limits, so you have to pay attention a lot more or you might get a speeding ticket and those lovely points on your license. Completely new design delivered around 5 months ago, and I hate it with a passion. They’ve made it more Model 3 like, but it’s absolutely stupid, various things on the touch screen overlap, as if it wasn’t hard enough already to touch things accurately while driving. The Dolby Digital surround system constantly gets deactivated as an option for no reason whatsoever, which drives me crazy, and nothing I do seems to affect that at all, I have to remember to re-enable it every time I get in the car, which is not great for an audiophile such as myself, the sound system is pretty terrible anyway even if you go for the high end option, at least compared with proper in car audio systems. Would I buy one again? ,The answer is ,absolutely not,, I got carried away by very low interest and tax benefits, and Ludicrous acceleration, but the honest to god answer is that I simply don’t enjoy driving it at all, it’s far too basic, too plastic and too crappy for the enormous price tag. I don’t dislike the car, but similarly I never look forward to drive it, and all I keep thinking is I could’ve bought x y z make and model instead. It’s coming from a place where I am fortunate that run cost isn’t my number one concern, but it’s been the only reason why I kept it, it’s very hard to say no to driving around for an extremely small cost, again when considering the performance. Like I said above, buying it is pricey, after you pay close to nothing beyond insurance. However, for the buy price of the car, I personally want a lot more. Value retention, Luxury, exclusivity, convenience, and a feeling of being able to drive it endlessly, like an S class, where after 15 hours of driving you don’t get that “sticky” feel of having been in a car for that long, you feel quite good. None of this come with a Tesla, and 99% of Tesla owners are extremely fanatic, but the reality is the majority of them don’t come from a high vantage point, and it’s by far the most expensive car they ever bought. Yes it may be better than a Honda Accord, but for many times the price tag isn’t that implied? The worst Tesla experience so far After a bump traffic so light that not even the paintwork on the car is damaged, the steering felt really funny, so naturally I pulled over into a side road, and phoned my beloved highly competent Tesla assistance. They quite literally told me to f off, there’s no other way to put it nicely. They said it’s not their problem, that it wouldn’t be possible to tow it to a Tesla depot(even if I offered to pay for this separately), and that ,the car is no longer safe to drive,. Insult to injury and acid pour on it in the span of a 10 second conversation. I had the extreme luck this happened 2 miles from home, where it was manageable, had it been 3AM in the middle of nowhere, the messiah of all car companies would’ve had me stranded useless in the middle of nowhere, no their problem of course, the nearly 150k they billed me for the car just a few months earlier had long been forgotten from memory. Thanks to good friends, I made my way back home, and the next day after insurance told me they are happy to help/cover the costs, but the car should go to a Tesla garage since no one else can repair a Tesla, low and behold, it was entirely possible to pay and have the car towed. What in the actual f*ck? A very nice Joe shoes up 3 hours later with a tow truck, and while on the phone with his boss/colleague, he politely asks me to dictate my credit card details so he could further dictate them on the phone. I thought he was joking, but no, he was dead serious. I told him no way josay, take cash or no deal. One cash machine trip later, the saga ends, the car is loaded on the tow truck and off it goes. Or so I thought. The wonderful people at Tesla politely informed a ,new steering rack is required,, post my 2mph barely any paintwork damage hit, for the great price of nearly £4000 inclusive of VAT. How wonderful, the steering rack mechanism can be completely destroyed by softly blowing air towards it, the build quality is insanely poor, more so than any other car I have ever owned, including a 20 year Vauxhall Astra I drove for a long time, with 200k miles on it and no problems. The truth? ,I’m seriously hoping this was a bad assistant on the other end of the phone, because this has felt like a slap in the face, which after the latest massive price drop adds a little bit of insult to injury. I’ve got a car worth a lot less than what I anticipated it would be worth, and a service quality that seems to fluctuate a lot based on who you get on the phone.

What are the changes done by the Land Rover in the Evoque 2020 edition as compared to the previous Evoque?

Having pioneered the luxury compact SUV market, now with more than 217 international awards, the new Range Rover Evoque, available in 127 countries, is a sophisticated evolution of the original. Combining unrivalled Range Rover heritage with cutting-edge technology - designed, engineered and manufactured in Britain - it meets the needs of today's customers. Building on the original's instantly-recognisable design, the new Range Rover Evoque is a sophisticated evolution of the distinctive coupé-like silhouette, typified by its distinctive fast roofline and rising waist that identify the Range Rover family. The outstanding volume and proportions are amplified by its pronounced shoulders and powerful wheelarches that, alongside 21-inch wheels, combine to create a strong and dynamic attitude. The introduction of jewel-like elements such as super-slim Matrix LED headlamps provide a more sophisticated front and rear lamp graphic. Flush door handles add to the smooth, sculpted aesthetic, while sweeping directional indicators create a purposeful signature. Optional R-Dynamic details and burnished copper accents add to the unique appeal. Inside, the finely crafted design integrates uncluttered surfaces and simple lines with carefully curated premium materials to create a luxurious, minimalist, digital cabin. Technical textiles that use recycled plastics are offered as premium alternatives to leather, such as a Kvadrat wool blend and Dinamica® suedecloth, as well as Eucalyptus and Ultrafabrics™ options. The cabin is designed to be a calm and serene space, ensuring comfortable, healthy and happy occupants, with technologies such as the twin touchscreen Touch Pro Duo system, featuring new, faster software, 16-way seat controls and cabin air ionisation that complement the increased interior space. 2020 Land Rover Range Rover Evoque The compact footprint is almost identical at 4.37m, yet built on Land Rover's new Premium Transverse Architecture, there is more interior space than before. A longer wheelbase yields 20mm extra rear kneeroom and an increase in small item stowage - the larger glove box and centre cubby can now fit tablets, handbags and bottles with ease. The luggage space is 10 per cent larger (591 litres) as well as much wider and easily fits a folded pram or set of golf clubs, with space increasing to 1,383 litres when the flexible 40:20:40 second-row seats are folded. The new architecture has been developed for electrification, with a 48-volt mild-hybrid available at launch and a plug-in hybrid model offered around 12 months afterwards. The mild hybrid powertrain is a first for Land Rover and works by harvesting energy normally lost during deceleration thanks to the engine-mounted belt-integrated starter generator, storing it in the under-floor battery. At speeds below 17km/h (11mph), the engine will shut off while the driver applies the brakes. When pulling away, the stored energy is redeployed to assist the engine under acceleration and reduce fuel consumption. The result is a refined, quiet and efficient drive in built-up traffic heavy areas, in addition to efficiency savings. The lowest emitting CO2 derivative is the 143g/km front wheel drive, manual transmission with 150PS Ingenium diesel engine. The most popular all wheel drive, automatic transmission vehicles, come with a choice of four-cylinder Ingenium petrol and diesel engines. This is where the 48-volt mild-hybrid system is used to reduce CO2 emissions to as lows as 149g/km and fuel economy from 50.4mpg (5.6l/100km) (based on NEDC Equivalent test procedure). An even more efficient plug-in hybrid electric vehicle (PHEV) and three-cylinder petrol Ingenium engine will also join the range. Every bit a Range Rover, the compact SUV combines all-terrain capability with all-weather assurance. New Evoque features All-Wheel Drive, as well as a second-generation Active Driveline with Driveline Disconnect to enhance efficiency and Adaptive Dynamics to deliver the optimum balance of comfort and agility. Terrain Response 2 - technology first found on full-size Range Rover - automatically detects the surface being driven on a adjusts the set-up accordingly, while Evoque can now wade through water up to 600mm (previously 500mm). Combining all-terrain capability with on-road composure, the Evoque's new MacPherson Hydrobush front and Integral Link rear suspension and Adaptive Dynamics technology deliver not only improved refinement and stability in all conditions, but enables the agile handling that makes Evoque ideal for the tight city streets of many countries around the world. The famed Range Rover command driving position has jumped into the digital age, with a segment-first 'ClearSight rear-view mirror' that transforms into an HD video screen. If rear visibility is compromised by passengers or bulky items, the driver simply flicks a switch on the underside of the mirror and a camera feed from the top of the car displays what is behind the vehicle in crisp high definition. The screen provides a wider (50-degree) field of vision and superior visibility in low light. The new Range Rover Evoque is also the first in the world to feature Ground View technology, which effectively makes the bonnet invisible by projecting camera imagery onto the upper touchscreen to show the driver a 180-degree view under the front of the vehicle. This is useful when negotiating difficult parking spaces, navigating high city centre kerbs or tackling rough terrain and is the realisation of the Transparent Bonnet technology previewed by Land Rover in 2014. There is a reversing camera as standard on all models, alongside a suite of advanced driver assistance systems. This includes Adaptive Cruise Control with Steering Assist, which centres the vehicle in the lane based on road markings as well as maintaining a safe distance from the vehicle in front. Active safety features such as Lane Keep Assist, Autonomous Emergency Braking and Driver Condition Monitor are all available to keep occupants safe. Evoque is the first Land Rover with Smart Settings, which uses artificial intelligence algorithms to learn the driver's preference and acts as an onboard butler. In addition to seat position, music and climate settings, Evoque can also control steering column preferences to maximise comfort. SUSTAINABILITY Jaguar Land Rover has focused on reducing the environmental impact of vehicles and operations. This has included reducing the CO2 it takes to build each car by 46% versus 2007 levels and the purchase of zero carbon electricity for all UK operations. As a result, Jaguar Land Rover has now worked with the Carbon Trust to certify as Carbon Neutral, the UK manufacturing and production development sites, from April 2017 to March 2018. This includes the manufacture and development of the new Range Rover Evoque. Built on Land Rover's new mixed-metal Premium Transverse Architecture, Evoque fuses efficient Ingenium diesel or petrol powertrains, hybrid-electric power and sumptuous, sustainable materials. Up to 33kg of natural and recycled material is used in each Evoque to minimise environmental impact. The recycled materials are taken from a mixture of post-consumer or post-industrial sources within the supply chain. Land Rover's drive for sustainability is further reflected in its move towards a wider choice of responsibly-sourced interior materials that retain the Range Rover Evoque's trademark luxurious feel. Featuring ground-breaking textiles and trim finishes, two new seat options are on offer. Customers can choose seats upholstered in a premium alternative to leather developed by Danish textile experts, Kvadrat - a high-quality material that combines a durable wool blend paired with a technical Dinamica® suedecloth, made from 53 recycled plastic bottles per vehicle. In addition, customers will have the option of a new Eucalyptus textile produced from natural fibres that when grown, uses significantly less water than traditional materials and features alongside a new lightweight performance material not derived from animals. Each option has a sumptuous feel and unique design, offering a truly premium alternative to leather. The new Evoque will be available from launch with a 48-volt mild-hybrid electric vehicle powertrain that harvests energy normally lost during deceleration and stores it in the underfloor battery. At speeds below 17km/h (11mph), while under braking, the engine will shut off to minimise emissions. This technology combines to reduce fuel consumption and tailpipe emissions, now as low as 50.4mpg (5.6l/100km) and CO2 emissions of 149g/km (NEDC Equivalent). When the driver accelerates, the stored energy is redeployed to assist the engine under acceleration, reducing fuel consumption and making the new Evoque an ideal SUV for driving in congested, stop-start city traffic. This mild hybrid powertrain will be joined by a plug-in hybrid electric vehicle model in 2019. Customers can also choose between six Ingenium four-cylinder powertrains, with three petrol and diesel variants, respectively. The most efficient of these is the 150PS diesel (FWD) with emissions of 143g/km (NEDC Equivalent) and 5.4l/100km (52.3mpg) while, at the other end of the performance scale, there is a 300PS AWD petrol model with 400Nm of torque, emissions of 186g/km (NEDC Equivalent) and 8.1l/100km (34.4mpg). CAPABILITY The Range Rover Evoque is based on Land Rover's new mixed-metal Premium Transverse Architecture, which has been designed for hybrid-electric power - 48-volt mild hybrid, 3-cylinder Plug-in Hybrid - and three- and four-cylinder Ingenium petrol and diesel engines. The new body is 13% stiffer than its predecessor, which together with rigidly-mounted subframes reduces noise and vibration intrusion into the cabin. With a 21mm longer wheelbase and compact new suspension design, the compact SUV delivers increased interior room and improved handling in all conditions. The Ingenium engines have been advanced with new technologies to make them quieter and more refined, while the ZF nine-speed automatic gearbox has been recalibrated to ensure a smoother, more progressive drive on all-terrains. Integral Link rear suspension separates lateral and longitudinal forces to enhance body control and agility, providing greater comfort and confidence on the road. At the front, MacPherson strut Hydrobush front suspension features fluid-filled bushes to minimise the high-speed wheel vibration felt through the steering wheel. Adaptive Dynamics combines intelligent sensors and continuously variable suspension dampers that monitor road conditions every 100 milliseconds. The system constantly adjusts the dampers to give a composed ride with maximum control, regardless of any change of terrain or surface. Active Driveline is introduced on new Evoque, which is an electronic torque vectoring system that constantly balances the distribution of engine torque across both front and rear axles when cornering to improve grip and steering confidence. Driveline Disconnect fully disengages drive to the rear wheels when cruising to reduce frictional losses and improve fuel economy, before seamlessly re-engaging in a fraction of a second when conditions dictate to ensure no loss in traction. The new Evoque raises the bar for all-terrain capability in the compact luxury SUV sector, with a unique blend of inherent off-road ability and enhanced technology to provide traction on all surfaces and in every condition. Ground clearance is 212mm, while approach and departure angles are 25 degrees in the front and 30.6 degrees in the rear. Terrain Response 2 is available as standard for the first time on new Evoque with All-Wheel Drive and automatic transmission. Not only will this allow drivers to choose from four modes (Comfort, Sand, Grass-Gravel-Snow, and Mud & Ruts) to optimise performance and capability, but the new Auto mode enables Evoque to select the most appropriate mode for the conditions and automatically adjust its torque delivery to suit the terrain. Evoque's maximum wading depth of 600mm can be effectively monitored with optional Wade Sensing. Ultrasonic sensors in the exterior mirrors accurately measure the depth of the water, which is displayed on the central touchscreen. The latest Evoque will come with a variety of all-terrain technologies such as Hill Descent Control, Gradient Release Control and All-Terrain Progress Control. Allied with features such as the world-first ClearSight Ground View (a realisation of Land Rover's transparent bonnet concept), which grants greater visibility beneath the vehicle when tackling uneven terrain, the latest Range Rover Evoque has all the credentials to go above and beyond. There is a reversing camera as standard on all models, alongside a suite of advanced driver assistance systems. This includes Adaptive Cruise Control with Steering Assist, which centres the vehicle in the lane based on road markings as well as maintaining a safe distance from the vehicle in front. Active safety features such as Lane Keep Assist, Autonomous Emergency Braking and Driver Condition Monitor are all available to keep occupants safe. TECHNOLOGY ClearSight Ground View - the realisation of Land Rover's transparent bonnet concept previewed on the Discovery Vision concept - is a world first. Cameras in the front grille and on the door mirrors project a feed onto the central touchscreen to show what is ahead of and underneath the front of the vehicle with a virtual 180-degree view. Helping the driver maintain visibility when negotiating extreme terrains as well as high city-centre kerbs, this is yet another technological evolution that makes the new Evoque ideal for traversing the urban jungle, the actual jungle and everything in between. The new smart rear-view mirror transforms into an HD video screen at the touch of a button. By displaying a rear-facing camera feed onto the mirror, the driver's view remains unrestricted by passengers or large items in the back, while also providing a wider 50-degree field of vision using a camera positioned above the rear window. This technology also delivers clearer visibility in low light conditions. Designed with a protective lip to prevent mud and water soiling the lens, there is also a hydrophobic coating that repels water spray. In the unlikely occurrence that the camera is ever obscured, drivers can change back to a traditional rear view mirror at the flick of a switch. Land Rover's Touch Pro Duo infotainment system is central to the digital interior experience, combining two sleek 10-inch high-definition glass touchscreens, a 12.3-inch driver display behind the steering wheel and full-colour head-up display. The result is a beautiful, 'hidden until lit' interior filled with state-of-the-art digital interfaces. The ergonomic design and capacitive switches are easier and more intuitive to operate, allowing the driver to easily control a wide variety of technologies. There is smartphone integration with Apple CarPlay and Android Auto, as well as Click & Go rear-seat tablet holders with charging capability, 4G WiFi hotspot (for up to eight devices) and six USB slots located throughout the cabin. The new Evoque is the first Land Rover with Smart Settings technology, which uses advanced artificial intelligence algorithms to learn the driver's habits over time. The 'self-learning' technology recognises the driver from their key fob and phone and will set up their seat and steering column position on approach, allowing for up to eight profiles to be registered. After a few journeys, Evoque remembers the driver's preferred temperature settings, media preferences and commonly dialed numbers depending on the time or day of the week. The InControl Remote smartphone application allows customers to stay in touch with their Evoque, no matter where in the world they are. Customers can use their phone to find their vehicle or check the remaining fuel range, lock and unlock the vehicle remotely, as well as pre-heat or cool the cabin to the desired temperature. Evoque is future-proofed, with wireless software updates to the infotainment and vehicle systems which means the compact luxury SUV continuously improves over time, without having to visit a retailer. To ensure the wellbeing of occupants, Evoque is fitted with Cabin Air Ionisation technology that removes impurities from the environment. When paired with Air Quality and pollen filters, plus a more peaceful cabin thanks to reduced road noise levels, Land Rover engineers have ensured a more relaxing and refreshing experience on any journey.

What is banned in the UK?

Okay, I’m not going to include any of the archaic—quite probably mythical—stuff about shooting Welshmen after midnight or whatever. Only stuff that is actually relevant to today, rather than things that might make it into an awful clickbaity listicle of “15 of Britain’s WACKIEST laws, you won’t believe item 6”. Weapons,: Section 1 of the Prevention of Crime Act 1953 makes it an offence to carry in public “any article made or adapted for use to causing injury to the person, or intended by the person having it with him for such use”. In practice, this means you aren’t allowed to carry around knives, swords, daggers, guns (we’ll get on to them in a sec), or cool ninja shit like throwing stars or nunchucks. Except… you sort of are, if you have a legitimate use for that item. Someone going to a martial arts practice can bring weapons used in that martial art along with them. If the police were to stop you on the way home from a fencing tournament, your fencing swords are unlikely to get you arrested if you can show the relevant protective clothing and the like. I’ve heard of a young man getting arrested for carrying a rather large spanner (that’s ‘wrench’ in the US) capable of doing some quite considerable damage to some other poor fellow’s skull. The arresting constable was less than impressed by his claim to need it to repair his car—at 11:30pm while walking towards an area where a planned gang fight was to occur—as the man was unable to tell the officer where his car was located nor could he produce a driver’s license. It was later confirmed that he did not own a car or have a license, nor could he name any friend or associate whose car needed repair. A common way around this ban is to carry something that has a valid non-weapon use. Power tools are a good example for this: you can wander the streets with a power drill—if stopped, one can say “I’m a builder, just got off a job”, then be on one’s merry way to re-enacting ,The Driller Killer,. Guns,: Handguns, nope. Shotguns and rifles: yes, with a license and a legitimate reason (hunting, target shooting, agricultural use). Even with a license, you need a locked cabinet to store your gun in and there are comprehensive background checks before you are allowed to get a gun. The police tend to be pretty quick about revoking gun licenses—and confiscating that person’s guns—if a person really ought not to have a gun. Most of our police officers don’t have guns either—only those who are in specifically trained firearms squads, or who are on protective duties (outside Parliament, or at airports etc). Given the rather trigger happy attitudes of police have led to the deaths of innocent people—like the Brazilian electrician Jean Charles de Menezes, who the police confused for a terrorist before putting seven hollow-point bullets through his brain (afterwards, they then grossly misled the press about his behaviour before the shooting)—I’m rather glad that police access to deadly weaponry is kept to a minimum. Smoking in public buildings,: pubs, bars, nightclubs, restaurants, shops, office buildings, trains and buses, train stations and platforms, hospitals, police stations—no smoking in any of them. There’s a few rather strange exceptions like prisons, where it’s up to the prison governor. There are a whole lot of shelters dotted around outside where people go to smoke and plenty of pubs and nightclubs have outdoor smoking terraces. The ban seems to have worked: more and more people are giving up smoking and fewer teenagers are starting to smoke. Some places—notably the bigger mainline train stations like London Victoria—also ban vaping/e-cigarettes too. Smoking in a car with children,: that’s banned too. Drinking in public,: not everywhere, mind, but there are certain places where you’ll find signs saying ‘Alcohol Control Zone’, and where you can be arrested for drinking alcohol on the street. (Some particularly clueless visiting journalist once saw an ‘Alcohol Control Zone’ sign in the vicinity of the East London Mosque in Whitechapel and concluded that “sharia law has taken over!”) Also, alcohol is banned from the London Underground and other Transport for London services. But not on mainline train services, where you can get merrily shit-faced to take away the agonising experience of having to travel by train in Britain. Advertising for cigarettes,: no advertising for cigarettes on TV since 1965, and all advertising for cigarettes has been banned since 2005. Advertising quack cancer cures,: this is a lovely bit of weird old legislation. The Cancer Act 1939 makes it a criminal offence to advertise quack cancer cures. There have been some people who have gone to prison for this. Given these parasites extract money from vulnerable people for bullshit snake oil, I’m okay with this. Being drunk in a licensed premises, (i.e. a pub, bar, nightclub): bar staff are legally required to not serve people who are obviously drunk. The usual phrase for this is “I think you may have had enough now, sir” which is English Understatement for “you are too drunk, please leave or I’ll call the Old Bill”. Lotteries, except the National Lottery,: since 1993, there has been a state-run lottery called the National Lottery. You aren’t allowed to run a lottery without a license. This prohibition hasn’t stopped a man called Richard Desmond from trying to do so—he’s a billionaire media tycoon who has stated that he does ,not, like being referred to as a “porn baron”, so it’d be awfully unfair if people were to refer to the former publisher of ,Asian Babes,, ,Mega Boobs,, ,Skinny & Wriggly, (I don’t even) and the former proprietor of ,Television X, as a “porn baron”. Anyway, Desmond’s lottery is called the Health Lottery and it skirts very close to the line by operating 31 separate “local lotteries”. Which is fine, apparently, his lawyers checked and stuff. The law does ,not ,forbid “games of skill”, so often times there will be phone-in quizzes and competitions that will ask a trivially easy question like “What day is it?” or “Have you been able to locate your own arse with your hands?”, and presuming you get this highly taxing question right you will be entered into the not-at-all lottery-like ,game of skill,. This is the usual way people get around wanting to run a competition that is otherwise legally dubious. Running a stupidly huge casino,: Britain has had a rather strange relationship with gambling. In 1968, the law was changed to allow the opening of commercial casinos. Compared to the giant palaces of Las Vegas, these were rather small affairs and up until fairly recently had to be run as “private clubs”, so punters would have to sign up as members before they could use the facilities. In 2005, there was an attempt to liberalise the law on casinos, and it is now the case that the “membership” rule is no longer enforced. At the same time, there was a plan to introduce ,super casinos,, enormous Vegas-style destinations with over 5,000 square metres of floor space. That didn’t happen, mostly because of political pressure from tabloid newspapers. Drugs,: the Misuse of Drugs Act 1971 makes it illegal to possess, supply, or offer to supply any “controlled substance”. You also can’t allow your property to be used for producing or supplying. (I know, your dreams of owning an East End crack den are shattered. Seriously, though, it’s a strict liability offence and people have been convicted having not known their tenants were using the place for drugs.) Controlled substances are the usual suspects you’ve probably heard of, in order of legal severity: A: heroin, cocaine, crack, MDMA (ecstasy), methamphetamine, LSD, DMT, psilocybins (magic mushrooms) B: amphetamines, cannabis, codeine, ketamine, methoxetamine, methylphenidate C: GHB, diazepam, flunitzarepam and other tranquillisers, sleeping tablets, benzodiazepines, anabolic steroids. The category of drug is tied to the severity of the offences related to it. Back when Labour was in power, there was an attempt to move cannabis into class C. This caused frothing at the mouth by tabloid “law and order” types so it was quickly reversed. And, yes, it is the official position of the British government that ecstasy is as dangerous as heroin—hence the shared Class A classification—despite heroin causing over 1,200 deaths a year compared to around 50 for ecstasy. But ecstasy is scary because it’s taken by young people in clubs, so yeah, ,be afraid,. Having faced years of criticism for the failure of Britain’s “war on drugs” approach, the government upped the ante by bringing in the Psychoactive Substances Act 2016, which makes it a criminal offence to possess, supply, offer (etc. etc.) any substance that “by stimulating or depressing the person’s central nervous system… affects the person’s mental functioning or emotional state”. What does that mean? Nobody has a goddamn clue. A fair few scientists and lawyers have pointed out that it’s quite difficult to be certain about what meets this definition as the pharmacological response to a substance can differ between people, or depending on what other substances a person has taken. Of course, a smart reader might see an immediate flaw in this definition: namely, a number of legal substances stimulate or depress a person’s central nervous system and thus affect their mental functioning or emotional state. Like caffeine or alcohol or tobacco. Hell, a nice perfume, or a particularly tasty chocolate bar, even ,water, might satisfy that criteria. The government’s solution to this: they just made it so those things were whitelisted. They literally passed a law that said any substance that met a really quite arbitrary definition of “psychoactive” is forbidden, ,except, food and drink, alcohol, tobacco, nicotine, caffeine and medicine. When you draw your laws so broadly, you have to include a specific opt-out to ensure it isn’t illegal to eat food, you’ve probably done something wrong. So, yeah, drugs are off-limits and we’re really, really quite expansive in our definition of drugs, such that our politicians have done it through a putative definition: pointing and going “those things, they’re bad, we don’t want them”. Our drug laws are driven far more by political posturing (“sending a strong message” etc.) and fear of tabloid backlash than by any rational accounting of what harms particular drugs do and how to practically reduce harm. Drug addicts are not helped by being chucked in prison. Extreme pornography,: a fair few years ago, the government passed a law banning “extreme pornography”. ,Section 63 of the Criminal Justice and Immigration Act 2008, in particular. Hunting with dogs,: if your thing is dressing up like this and chasing foxes through the countryside on horseback, well, it’s been banned since 2005. People still do it because neither them, nor the police, seem to give a fuck. Image by Jenniferronan, ,File:Tipperaryfoxhoundsfield.png - Wikimedia Commons Loads of food that are allowed in the US,: stuff made with artificial food dyes (think Lucky Charms), brominated vegetable oil (Mountain Dew!), potassium bromate flour, azodicarbonamide, bovine growth hormones and (holy shit) arsenic. There’s also a whole big debate about chlorinated chicken going on at the moment—we don’t import chlorinated chicken from the US, but some of our politicians seem just fine with the idea of importing it post-Brexit. Libel,: sure, there’s libel laws in most countries, but we are the libel capital of the world. There’s a reason that the Tom Cruise character in South Park shouted “I’LL SUE YOU IN ENGLAND!” There’s a whole load of things you can bring libel cases over that you couldn’t elsewhere, because of both stronger free speech protections in countries like the USA (the First Amendment is a lot ,stronger, in terms of free speech protection than Article 10 of the European Convention on Human Rights) and legislation that protects against malicious action (“anti-SLAPP” laws). There have been quite a few cases of the rich and powerful using libel laws to squelch journalists looking at legitimate stories of their wrongdoing, as well as the notorious case of ,British Chiropractic Association v Singh, where chiropractors went after a science writer for pointing out that they endorse treatments that are rather evidentially sub-standard. The threat of libel litigation has also led to lots of books not being published in the UK. The memoir of Amanda Knox—the American woman who was convicted in Italy for the murder of her roommate and then had her conviction for murder overturned—wasn’t published here out of fear of libel. Nor was Lawrence Wright’s book on the Church of Scientology, ,Going Clear,, or Karen Dawisha’s book on corruption in Russia, ,Putin’s Kleptocracy,. Incitement to racial or religious hatred,: you can’t stand up and tell all your idiotic Nazi friends to go and beat up ethnic minorities. Because that’s awful. Incandescent light bulbs,: it’s all energy saving bulbs here now. Protesting near Parliament,: you need prior authorisation from the Metropolitan Police for any protest in Parliament Square, Whitehall or the nearby area. This ban was brought in because of an anti-war protestor named Brian Haw, who had a permanent protest set up in Parliament Square opposite Parliament calling for Tony Blair to be arrested as a war criminal. The Government passed the Serious Organised Crime and Policing Act 2005, which required prospective protestors to get police approval. Problem was, the courts decided that since Haw’s protest started before the law was passed, he didn’t need to get an approval, thus rather negating the point of passing the law. Mark Thomas has a highly amusing radio piece on the silliness of SOCPA. Capital punishment,: we got rid of it in 1965. Banning capital punishment is also a requirement for membership of the EU. (Which raises the prospect that once we’re ,out, of the EU, they might bring it back. Which would be awful for a whole lot of reasons, not least of which being the long and storied history of Great British fit-ups.) Corporal punishment in schools,: banned in state-run schools since 1986; banned in private schools since 1998 (England and Wales), 2000 (Scotland), 2003 (Northern Ireland). And there was a legal case against the ban brought by some private Christian school headmasters, arguing that preventing them from beating the shit out of children infringed on their sincerely held religious beliefs. (That failed, thankfully.) Judicial corporal punishment,: banned since 1948, except as a punishment in prison for serious assaults until 1967. Except in the Isle of Man, where they didn’t abolish it until 2000. Why? Because the European Court of Human Rights told the Manx government ,in 1978, that “birching” a 15-year-old was “inhuman or degrading treatment or punishment” and incompatible with Article 3 of the European Convention on Human Rights. But the Isle of Man took 22 years to actually change the law, because they really liked beating up teenagers, I guess. Reporting restrictions in courtrooms,: inside a British courtroom, no cameras are allowed (except the Supreme Court, who broadcast their own video feeds) and there are often reporting restrictions on what can be published about an ongoing court case. You can’t publish details of proceedings in Youth Court. You can’t give identifying details for victims of sexual offences (or female genital mutilation offences). If a pupil alleges a teacher to have committed a crime against them, the teacher cannot be named if charges are not filed (so as to prevent malicious accusation). Judges can also institute reporting restrictions on cases, for instance to protect witnesses, or to prevent malicious and defamatory claims made by a defendant that were included in mitigatory pleas. Some movies,: in the US, there is the MPAA rating system. This is basically a voluntary arrangement made between the movie studios, the distributors and theatres. In the UK, this is done by the British Board of Film Classification—though they are a non-governmental organisation, their ratings have the force of law in terms of video sales and also in practice, in cinemas. If you own a cinema and want to show a film, technically you have to have a license to do so from the local authority: the metropolitan or county government. In practice, if the film has been rated by the BBFC, most local authorities allow it to be shown with no questions asked if the cinema only allows in people over the relevant age limit (12, 15 or 18). If a film has ,not, been rated by the BBFC—as is the case with a lot of arthouse and obscure foreign films—then the local authority has to approve that film before it is shown. The local authority also has the right to ban a film even if it has been granted a BBFC certificate. (The entire county of Cornwall, in an effort to protect the morals of the God-fearing Cornish people, banned ,Monty Python’s Life of Brian,, prompting a cinema in Devon to start offering coach trips across the county boundary to watch it there.) There are some other restrictions: the BBFC also rate pornographic films, with a certificate R18. These can ,only, be sold in licensed sex shops to people over 18. They can also refuse to issue a certificate, which practically stops the film from being seen, or issue it only with a lot of cuts demanded—they have done this for a variety of films. During the 1980s, a lot of fairly low-budget horror movies were refused certificates due to the “video nasties” moral panic: people were concerned that people would, thanks to the advent of VCRs, rewind and watch the gory bits of a film over and over again, rather than watch the whole film in full, and this would turn people into raving monsters. It hasn’t just been crude pornographic films and low-budget horror movies—more mainstream movies that have been prevented from release in the UK by the BBFC include Tarantino’s ,Reservoir Dogs, and Oliver Stone’s ,Natural Born Killers,. The BBFC can also issue certificates to video games. Due to a colossal fuck-up on the part of the government, the Video Recordings Act 1984, which institutes the video censorship regime with the BBFC ratings, wasn’t actually enforceable for most of its life, because the government had not sent a notification to the European Commission informing them of the passage of the Act. So they had to pass it again in 2010 in order to actually enforce the law. Being a member of an extremist group,: as part of the Terrorism Act 2000, the government can proscribe various extremist terrorist groups. This has included all sorts of generally awful people: Islamist extremists like al-Qaeda, ISIS and our very own homegrown terrorist-wannabe halfwits like Anjem Choudary’s Islam4UK, as well as neo-Nazis like the banned National Action group. Being a member of one of these groups is a criminal offence. Watching television without a TV License,: the BBC is funded through everyone who wants to watch over-the-air broadcast television paying for it through a TV License. Opponents of this describe it as a ghastly, regressive, Orwellian tax forcibly extracted from people by the government in return for the unwanted broadcasts of the state broadcaster and can’t they just privatise already? Supporters think £140 a year for eight national television stations, 11 national radio stations, a bunch of local services, podcasts, online streams, a pretty decent website, a broad stab at something approximating neutral, unbiased news reporting and ,no goddamn adverts, is quite reasonable. If you’ve got a television that’s not hooked up to an antenna and all you do is play video games on it or watch Netflix, you are exempt. (Also, you used not to pay for it if you were over 75. No longer.) Standing on the left on an escalator in the London Underground,: not actually legally banned, but people will tut, mutter “idiot” under their breath and shoot daggers at you with their eyes. ,And they’d be right to do so, you monster. Image by Onatcer - ,File:Stand on the right.jpg, on Wikimedia Commons

What are the pros and cons of the Tesla Model S P90D vs the BMW i8?

I’m in the middle of considering a move away from traditional engined cars, and have tried both. I had a lengthy test drive of a P90D, and on mentioning this to my local BMW dealership, was offered (and accepted) a 48 hr test drive of the i8. My current car is a BMW 750li, so any comparisons will be based on that as my definition of ‘normal’. P90D: Pros - fast. Very fast. Even without Ludicrous mode, this is a fast car. And not like any ICE you have ever driven, where you have to wait for some revs to get the power, it comes on like a light switch - bang, all the torque at once. That is an addictive way to drive. It may not be the fastest once you get up in towards 100, but realistically, for normal street driving, it’s first of the line that counts. It’s also the future. Electric cars were until recently laughable. This is a serious contender for the way all cars should be. It has something around 42 moving parts. When I got back into my 75o and thought of all the components under the bonnet, simply to tame and maximise the output of some burning fuel, it did seem a very antiquated method of powering a vehicle. That huge screen is awesome as well, along with the digital dash. Cons - It gets very expensive very quickly when you add the options you want. Accelerating like that all the time kills the range. I would find it very difficult to drive for range knowing I had to give up acceleration. It also suffers from American build quality (sorry, American pals, but you really can’t build a great quality car). Remember my 750? Years ahead in quality, but as a flagship model of a luxury car maker, you would expect that. Also, great toys, but not all the toys. I’d really miss my BMW HUD - it is an awesome tool. And night vision, but that’s more of a gimmick as yet. Autopilot is great, but once the novelty wears off, it’s just a next gen adaptive cruise control. And with the road quality here in Scotland, I think it would really struggle to find a white line on many of our roads. One of my main reasons for looking at Tesla is that I can put it through my company much more tax efficiently than a petrol car, but that advantage is being reduced in future years - not Tesla’s fault, but cheers UK Government. I8: Pros - it’s a very pretty car, stunning in fact, and built like a BMW, not a flimsy plastic supercar. It gets 30 MPG when I drive it (750 gets 13). I know it claims 120 or so, but then that would be by driving it super-economically, and as per the P90, why would you want to? It’s also a good way for buying a £100,000 supercar through your company tax efficiently - for now. Cons - no luggage space, rear seats for legless midgets only, I got 5 miles on electric - although it does charge very quickly when in sport mode and you are gunning it, but I guess that’s a more expensive way to charge than plugging it in. It also has a very wide and very high sill, higher than the seat base, in fact. It takes some time to learn how to exit gracefully. Especially at 53 years old and many pies too many heavy. One effect that I hadn’t expected - you get your picture taken every time you stop at a set of lights. These are rare cars, and as such photographed a lot. It’s also impossible to go anywhere discretely. I was tagged on Facebook several times by people whop had simply passed me in the street or on the motorway. It’s also hugely complicated. I’d love to have been in the design meeting, which I can only imagine went something like this: BMW Boss - we need an electric car, it’s the future. Designer - yep, can do. But the research will be expensive Boss - No problem, we’ll make it fast and pretty, sell it at a premium Designer - wont the range be a problem? Boss - Stick a small engine in it to charge it Designer - but that won’t be powerful enough to suit your sports car looks Boss, then turbo, no two turbos. Designer - That will be laggy Boss, then add another electric motor to fill the lag of the turbos and boost the engine…. It’s very complex, and I don’t fancy finding a dealer that can sort it when it goes wrong. It also looks like the interior of any BMW, like my wifes 320. But it does have a heads up display, and a very very good one.

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