Category Archives: Opinion

Opinion

The unique inspiration behind the creation of Lotus Evija

While researching for a recent Lotus Elise feature, I came across information about and tests of the 340R, a limited-run, extra-light, Elise-based roadster made by Hethel in 2000.

It received a warm reception, although we were somewhat involved in its development, so it had to be well received, despite being acknowledged as “a very expensive exercise in minimalism.”

I’m not sure if it was as widely adored as the conceptually simpler 2-Eleven of 2007, but it was probably ahead of its time. Special editions of sports cars and supercars have become a common way for niche makers to generate revenue.

But that’s not what I want to discuss this time. What caught my attention was the interior of the Lotus 340R, with its bare spar extending like a bridge across the width, instruments attached to it and a vertical central pillar with functional buttons.

It reminded me of something, and then I looked at pictures of Lotus’s new electric hypercar, the Evija. Twenty years later, there’s a conceptually similar horizontal spar and a vertical pillar housing functions.

Today’s interior is slightly more complex, but today’s production cars are more intricate than an Elise-based lightweight special, and they need air vents.

Another connection is that Lotus “prepared five designs” for the 340R, and “the decision was taken to go with the Russell Carr proposal.”

And who is the designer of the Evija? None other than Russell Carr. There are significant differences between these cars, and Lotus is a very different company than it was 20 years ago, but I was struck by the connection.

Is it feasible to drive a car for a high number of miles?

Have you ever come across a car with an incredibly high mileage? As mentioned in the Elise feature, I found a Series 1 example that has been driven for 290,000 miles. I’m interested in learning more about it and other high-mileage cars, to understand what makes a car suitable for accumulating such high mileage.

Is it only interesting and highly valued cars that are capable of covering long distances, or are there unremarkable vehicles still in operation, clocking up five-figure distances over decades of daily commutes while their counterparts have been scrapped?

Opinion

Why EU law makers should be careful what they wish for

I wonder if anyone outside of the world of printer sales is sad that we’re buying fewer of them. 

In October, the department store John Lewis stated in its annual ‘How We Shop, Live and Look’ report that its sales of home printers had decreased by 26% during the past year.

The store even admitted that the printer is “resented… a destroyer of homework, voracious devourer of ink” – and it usually tries to be nice enough about things it sells that you will buy one.

Is there a more hated domestic device? The printer industry has a terrible reputation for embracing the worst aspects of the tech world, attempting to control our behavior by forcing the purchase of specific expensive ink cartridges, even if the color you need hasn’t run out, automatically updating software to reduce capability, locking out microchipped cartridges, and trapping us into subscriptions. My toaster doesn’t do that. 

“The band Rage Against The Machine never specified which machine they were furious with, but I bet it was a printer,” said one online wit. There are even ‘smash rooms’ where you can pay to beat the living daylights out of one. No other domestic appliance is so despised.

But then I don’t suppose a car is a domestic appliance as it tries to tug the steering wheel from your hands or bongs at you for looking at a scooterist who you’re trying not to run over.

Yes, the latest batch of the European Union’s General Safety Regulations legislation (GSR2), which the UK has adopted too, will come into force in 2024, and it’s now starting to affect the latest cars (plus has necessitated some going off sale). And I fear that it’s going to give the car industry a printer moment.

Our correspondent John Evans recently reported that drivers are finding some of the latest safety features annoying, to the apparent surprise of those who helped to mandate them.

They’ve come from good intentions – printer accidents don’t kill more than 1500 people in the UK each year – but they don’t work well enough, mostly by pinging too many false positives.

Opinion

Editor’s letter: Discounting is back with a vengeance

Discounting has made a strong comeback in the UK new car market, and shoppers can find some amazing deals on certain models. However, upon closer inspection, it becomes clear that there are plenty of tactics at play to create these offers.

Vauxhall leads the way in discounting, with an average discount of 17.5% across its model range, based on data from What Car?’s team of Target Price mystery shoppers.

When we delved into Vauxhall’s discounts, we found that they are much higher compared to the 8.2% average discount on a Vauxhall this time last year. However, during that period, Vauxhall has significantly raised its prices.

As a result, in terms of actual cash, the average Vauxhall is now £213 more expensive than it was at this time last year.

Opinion

Affection for Defunct Yamahas and the Allure of V8 Power

When I first laid eyes on the Mazda Iconic SP concept, my mind immediately wandered to another iconic sports car from Japan: the Yamaha OX99-11. This car, with its striking red exterior and graceful curves, left a lasting impression.

The Yamaha OX99-11 boasted a powerful 3.5-litre V12 engine, the same one used in Jordan’s 1992 Formula 1 race car. The carbon-fibre monocoque chassis enveloped the engine, offering a central driving position and room for a passenger in the rear. It was a vehicle that brought Formula 1 technology to the streets, predating the likes of the Ferrari F50 and Mercedes-AMG One (for more details, refer to our 13th May 1992 issue).

Unfortunately, the dream of the Yamaha OX99-11 was never realized. Despite the existence of three prototypes, the car could not be made functional. It remains a missed opportunity, and I cannot help but yearn for its existence.

Yamaha, known for its motorcycles and automotive engines, has flirted with the idea of manufacturing cars on several occasions. In the 2010s, they showcased conceptual designs based on Gordon Murray’s iStream production process.

One particularly impressive concept was the Sports Ride, unveiled at the 2015 Tokyo Motor Show. However, Yamaha once again concluded that entering the car market was too challenging, stating that while cars held great appeal for them as enthusiasts, the marketplace posed significant difficulties.

Yet, Yamaha has found a way to stay connected to the automotive world with their latest creation: the Tricera concept. As evident from the image, this three-wheeled vehicle is not designed for racing but rather focuses on providing an exhilarating urban mobility experience, where the individual and the machine seamlessly merge into one.

Opinion

How can we solve the problem of poor roundabout etiquette?

I believe that those who exit a roundabout without signaling should face severe consequences.

In the past few weeks, I have encountered several instances where a car approaching from my right suddenly takes an exit without indicating, leaving me frustrated and annoyed. It is incredibly disrespectful and infuriating.

Personally, I am not one for seeking revenge, but if someone else could administer the punishment, that would be great.

There is a saying about someone not making any effort to help others. Well, this is a perfect example of that. These drivers refuse to lift a finger or tap their indicator, even when they could clearly see my raised fingers signaling my disappointment.

It is disheartening to see how lazy and thoughtless these drivers can be. The act of using an indicator requires minimal effort and should be considered essential.

Furthermore, what could be so important that they cannot spare a thought for indicating? Are they really so occupied with listening to trivial radio conversations or engaging in pointless debates?

I probably should not make a big deal out of this. Waiting at roundabouts is not a major inconvenience in and of itself. I have definitely spent more time trying to spell ‘maneuver’ correctly than waiting unnecessarily at roundabouts. Nevertheless, time is incredibly valuable.

Let’s assume that each instance of waiting costs me an average of five seconds per week. Other people taking forever to board planes with their oversized luggage probably delays my journeys by more than that. But even five seconds per week adds up to four minutes and 20 seconds over a year.

Considering that I will probably continue driving for another 50 years, that amounts to over three and a half hours of waiting at roundabouts for clueless drivers who can’t be bothered to use their indicators.

Opinion

Why the decision to delay the 2030 pure-combustion car ban is beneficial for niche carmakers

Remember when energy secretary Grant Shapps talked about the 2030 pure-combustion car ban? It seems like a long time ago, a whole 182 days and two cabinet jobs ago. If you thought his words sounded like empty talk, it turns out you were right.

There is a lot of news and analysis on the recent shift towards zero-emission vehicles, so I won’t go into detail on how it affects mainstream car manufacturers and energy providers, as their reactions depend on their bottom line. Jaguar Land Rover is happy to have more time to develop an electric Range Rover that doesn’t require an HGV license, while others are disappointed because it means British consumers will continue to buy expensive new cars.

But let’s focus on the specialist car sector for a moment. In March, Shapps mentioned a proposal that would require even small-scale manufacturers, who produce only a few cars each year, to comply with the same regulations as larger players by 2030.

This meant that even a kit car built in your shed in 2031 would have had to be zero-emission, despite its minimal overall environmental impact compared to petrol-powered cars. In fact, it could potentially have a worse environmental impact if it relied on today’s battery technology.

The UK has the highest number of specialist car manufacturers in the world, and for them, the UK market and its regulations are crucial. This is not just a minor adjustment on a spreadsheet for them.

Now, it seems they have some breathing space. The proposals that were supposed to come into effect in 2024 were not even finalized, and now they are postponed by a decade at best. This gives micro-manufacturers an opportunity to reassess the situation.

Micro-manufacturers rely on larger companies to supply their technology. There are exemptions in EU legislation that the UK might eventually decide to follow, allowing micro-manufacturers to transition to new energy sources when they become available at the right price and weight. This approach, regardless of other considerations, seems sensible.

The Stonehenge situation

Stonehenge, the famous World Heritage Site in the West Country, made headlines again this week. UNESCO, the organization responsible for protecting the site, believes that the proposed A303 tunnel, which will pass beneath Stonehenge, is more problematic than the current road layout, or lack thereof.

Opinion

Is Cupra really any different to Seat?

Many have been wondering about the direction of Seat, the sporty mainstream marque of the Volkswagen Group. At the Munich motor show, it was revealed that Seat will no longer operate as a conventional car maker. Instead, it will focus on electric “mobility solutions” such as e-scooters.

With Seat’s new role, the car focus for Volkswagen’s Spanish arm will shift entirely to Cupra, the brand formerly known as Seat’s sportier sub-brand. Cupra will now take the lead in producing both fun and mainstream cars, which was initially Seat’s intended purpose.

For years, Seat was positioned as the Volkswagen Group’s answer to Alfa Romeo, offering dynamically adept and affordable cars. Cupra now effectively fills that role. Take the Formentor, a model exclusively available from Cupra. Despite its striking appearance and some quick versions, it is not a sports model but a family crossover. It can be leased for £315 a month with a 1.5-litre engine and an automatic gearbox. It’s a car that could easily bear a Seat badge without any noticeable difference.

Outside of Spain, it’s unlikely that the Seat and Cupra names hold such significance that it would affect car buyers. However, it’s possible that Cupra holds a different meaning for everyday car buyers compared to Seat. Alternatively, the distinction between the two brands might simply influence the way people work within the company.

Opinion

Government’s Failure Leads to Delay in 2030 Car Ban

There is no surprise in the delay of the 2030 ban on the sale of new internal-combustion-engined cars, considering the constant failings of the government. The decision to enforce the ban was made in 2020, and it was widely accepted by both car buyers and the industry, prompting investments to prepare for the transition to electric vehicles.

However, since then, the UK government has shown a remarkable lack of leadership and ownership on this issue, resulting in indecision and confusion. The prime minister, Rishi Sunak, has now announced a five-year delay in the implementation of the 2030 ICE ban.

One of the main shortcomings has been the slow rollout of a charging network to support the transition to electric vehicles. Sunak claims that the delay is necessary to ensure the network is fit for purpose, rather than being an excuse for further delays.

Additionally, the government’s flip-flopping on the 2030 date has undermined consumer confidence. Potential car buyers who were considering switching to electric vehicles have been left uncertain due to the government’s inconsistent approach.

Electric cars have many advantages, but for the general public, they are still relatively new and unfamiliar. Instead of providing positive education and support for the transition, doubts and uncertainties have been allowed to persist.

The delay in the ban also has implications for car buyers. Affordable options like the Ford Fiesta and other smaller cars are being phased out to make way for electric vehicles. The five-year delay will not bring back these options, making long-term car buying decisions more challenging.

Opinion

Was the Leyland Eight the first ‘supercar’?

In my previous column on 16 August, I expressed my frustration with the practice of car manufacturers charging ongoing fees for certain features in their vehicles. It bothers me that they want to maintain some level of ownership or control over a product long after it has been purchased.

I’ve received a lot of feedback on this issue. Only a few people have defended the practice, but even with well-reasoned arguments or analogies, I remain unconvinced. The majority of people agree that it is an unpleasant practice.

In light of this, BMW has announced that it will stop charging fees for hardware-based features in its future cars (although software-based features will still be subject to fees).

Pieter Nota, BMW’s sales and marketing boss, explained at the Munich Motor Show: “We initially thought that offering the option to activate certain features later would be an added service for customers. However, the level of acceptance among users was not high.

Many people felt that they were being charged twice, which was not actually the case, but perception is reality, as I always say. That’s why we decided to discontinue this practice.”

Let me provide an analogy. Imagine a property developer who constructs 1000 houses with identical designs, all of which have an en suite bathroom. This helps keep costs down instead of building some houses with and some without en suite bathrooms.

You purchase one of these houses, move in, and are thrilled with it. It’s a fantastic place, and it’s all yours! But what’s behind this door? Oh, that, the developers say, is an extra bathroom. However, you can only access it if you pay them £30 per month indefinitely.

Opinion

Matt Prior: ULEZ Scrappage Scheme Could be Better Utilized

The effectiveness of London’s Ultra Low Emission Zone (ULEZ) has been a subject of debate, with no clear consensus even among scientific studies. So, it’s not surprising that the expanded version, now the world’s largest such zone, is not receiving unanimous support.

There are several arguments against it, some of which I can understand to varying degrees:

  1. It may not make a significant overall difference, considering that London’s air quality is already improving and more polluting cars will naturally be phased out over time.
  2. Many people don’t particularly want to drive around London but have limited alternatives.
  3. It could disproportionately affect those who can least afford it, especially shift workers.
  4. If the goal is truly to improve air quality, other measures such as banning domestic fireplaces and wood burners could be more effective. However, these measures may not bring in revenue for Transport for London.
  5. Applying the ULEZ to those visiting Heathrow airport could result in significant costs for holidaymakers.
  6. The inclusion of motorcycles in the ULEZ may be seen as pointless.
  7. If authorities didn’t want us to drive diesel cars, they shouldn’t have encouraged their use for the past two decades.
  8. Ultimately, some argue that the ULEZ feels like an attack on personal freedoms.

On the other hand, there is a compelling counter-argument to the issue of personal freedoms, questioning whether we should have the freedom to harm the health of others, particularly infants.

With conflicting viewpoints and no consensus, the ULEZ appears to be a divisive topic, potentially impacting votes on the peripheries of London. Interestingly, the protesters causing damage to ULEZ infrastructure, including about 500 cameras according to the BBC, don’t seem to be as unpopular as other recent dissenters. Nevertheless, the ULEZ is now in operation.

A group of people hold up a Ukranian flag in front of three parked Peugeot ambulances they will donate to Ukraine