What’s not to love about Rally Finland?  Lightning fast gravel roads, roller-coaster jumps and beautiful woodland scenery; this corner of the world was simply made for rallying. The thousands of fans who pack out the stages year after year love their sport – and the quicker and more hair-raising the better. That’s exactly what’s on the menu here at an event historically dominated by home drivers. Fortress Finland is in fact so impregnable to foreign invaders that a remarkable 54 of the 66 editions held thus far have been won by flying Finns; Hannu Mikkola, Tommi Mäkinen and Marcus Grönholm, to name but a few.  Of course, high speed entails high risk and although mechanical issues tend to be rare along the smooth Finnish tracks, the one component always stretched to the limit is the human mind. That means drivers – and especially co-drivers – can ill-afford even a momentary lapse in concentration; those famous roadside lakes are notoriously chilly even in the height of summer.

If anyone was going to add his name to the exclusive list of foreign winners in Finland, Ott Tänak looked to be that man. Having recently broken his WRC duck in Italy last month and boasting a good recent record on the high-octane Finnish roads, a fastest time on stage 1 augured very well indeed for the Estonian. His overnight lead didn’t last long, however, as a brush with some jagged rocks on stage 4 mangled his Fiesta’s right rear wheel. Tänak dropped 90secs and plummeted to tenth overall.

M-Sport’s misery was then compounded just a few kilometres down the same road where championship leader Sébastien Ogier landed heavily after a jump, leaving his Fiesta’s rear right suspension in pieces. The Frenchman’s car came to a juddering halt in the undergrowth where it would remain for the rest of the day.

Championship-challenging Hyundai fared little better than their M-Sport counterparts. Hayden Paddon, usually at home on the gravel, become yet another victim of the increasingly debris-strewn stage 4 when he smashed his i20’s suspension after clattering a rock. Teammate Thierry Neuville, a winner last time out in Poland, will have sensed a huge opportunity to boost his title bid in the wake of Ogier’s demise. However, niggly set-up issues and a general dearth of confidence at the wheel of his i20 restricted the frustrated Belgian to a highly disappointing eighth by the close of play on Friday.

Neuville found himself as the meat in a British sandwich, with Elfyn Evans’ M-Sport Fiesta in seventh and 2016 Rally Finland winner Kris Meeke behind in ninth. Citroën’s Meeke blew any chance of repeating that success early on. He rammed his DS3 into a concrete chicane, causing predictably adverse effects on its steering. Fellow Citroën man Craig Breen had an altogether better afternoon. The Irishman joined the fight for the podium places and despite minor handling and brake issues, overhauled both Toyota’s Juho Hänninen and Norwegian Mads Østberg to hold fourth by Friday evening.

As the foreign talent faltered, the Finns flourished. There was a distinctively Suomi flavour to the top three at the end of the first full day of action, but not necessarily the familiar fan favourites.

Largely unknown beyond his native land, Teemu Suninen took to the wheel of a Ford Fiesta for only his second World Rally Car outing – and promptly flew to third position. The 23-year-old WRC2 regular won two tests in highly changeable conditions, barging his way on to the WRC top table in explosive style. The youngster wasn’t the only home-hero thrilling the local fans. Toyota’s all-Finnish line-up took to the Rally of 1000 lakes like ducks to water; but it wasn’t three-time winner Jari-Matti Latvala standing top of the pile on Friday night.

Experienced campaigner Latvala had led the way ever since Tänak perished early on, but was gradually stalked and ultimately ambushed in audacious fashion by his own young teammate, Esapekka Lappi. The 26-year-old rookie’s cautious start raised precisely no eyebrows. Plenty of jaws were dropping by the afternoon, however, as Lappi came from nowhere to rattle off eight wins from nine stages and sensationally overhaul Latvala on the 21.6km run through Lankamaa. Astonishing even himself, a speechless Lappi completed a Toyota one-two on Friday, heading Latvala by 4.4sec after 12 speed tests.

If Friday’s action left fans captivated, Saturday saw the drama reach fever pitch in Finland. Latvala was unlikely to take Lappi’s surprise attack lying down and quickly set about reasserting Toyota team hierarchy on Saturday morning. Finding full flow, the master showed his upstart young apprentice a thing or two about rallying in Finland by posting five consecutive fastest times on Saturday afternoon. By now 8.5sec ahead and gliding his Yaris over the dirt roads, the former VW man seemed to have decisively reasserted his control on the rally.

WRC, though, is a cruel mistress. Desolation is never too far away, and for Latvala, fate was about to deal him the bitterest of blows at the most inopportune of moments. Of all places, it had to be on Ouninpohja, the jewel in the Rally Finland crown, where terminal electrical failure shot down the flying Finn. His Yaris bereft of drive, the home hero coasted out of contention in what he described as “one of my biggest career disappointments”.

Latvala’s untimely demise was a blow to home spirits but the chance of a Finnish podium lockout remained a very real possibility. Lappi, fastest through Ouninpohja, found himself back in front but this time with a gaping 49.1sec gap separating him from fellow novice Suninen in second. Compatriot and Toyota colleague Juho Hänninen occupied provisional bronze, 4.3 seconds further back. He faced an almighty battle to keep the Finnish podium party a private one, however, as a charging Elfyn Evans blitzed stage 21 to bring himself to within 1.3sec of third spot.

The Welshman had previously leapfrogged an out-of-sorts Craig Breen who struggled for rhythm in his Citroen C3 and did well to survive a spin and an overshoot. The Irishman was 14.7sec clear of title challenger Neuville, still at pains to capitalise on Ogier’s continued absence. The four-time world champion was unable to restart on Saturday with co-driver Julien Ingrassia side-lined on doctor’s orders after Friday’s smash.

Elsewhere, defending Rally Finland titleholder Meeke fell even further adrift of the pack when a costly final stage puncture lost him a minute. The Ulsterman was passed by Tänak for seventh whilst Hyundai’s Mr consistent Dani Sordo failed to live up to his reputation in a distant ninth.

For the first time in his fledgling career, Sunday brought the full glare of the WRC spotlight to bear on Esapekka Lappi. The youngster’s response to this pressure cooker situation was as immaculate as his performance had been throughout the previous two days. Managing the lead with a maturity that belied his rookie status, the 2016 WRC2 champion celebrated a fairy-tale maiden win in rallying’s premiere series with the hordes of adoring home fans. Even when a penultimate stage slip-up had the 26-year-old nursing his Yaris to the finish with a damaged wheel, there was no sign of a thaw in Lappi’s ice-cool concentration.

Onlookers could have been forgiven for the letting the thrilling podium tussle below distract them from the Toyota novice’s remarkable achievement. Suninen fought resolutely to hold off his far more experienced rivals. The 23-year-old’s slender advantage dissipated, however, following an off-road moment on the penultimate stage that opened the door to Evans and Hänninen. The pair had traded places in every one of Sunday’s tests and a miniscule 0.9secs split them going into the event-closing power stage. The M-Sport man prevailed, pooping Toyota’s one-two party and equalling his best ever WRC result in the process.  Despite ultimately falling 25.2secs short of a place on the podium, plaudits must go to young Suninen in a performance that rates almost as highly on the WRC Richter scale as Lappi’s seismically shocking win.

Craig Breen salvaged some minor cheer for his beleaguered Citroën team. The ultra-consistent Irishman has finished fifth on every round he’s completed this season and duly repeated the trick in Finland.

Thierry Neuville scrambled around in vain for any semblance of pace all weekend. Sixth was ultimately a disappointment for the Hyundai pilot, but the eight precious championship points gained here have a very significant impact on the small matter of the 2017 drivers’ championship. He now draws dead level on points with M-Sport’s Sébastien Ogier but, crucially, edges ahead of the day one crash victim on head-to-head rally wins.

The defending champion will be out to regain the initiative as the series returns to asphalt next month at Rallye Deutschland from the 17th – 20th August.

Final Results: Round Ten – Rally Finland

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That’s where Dacia comes in. The Renault-owned marque is one of an ever-diminishing breed of economical car-makers that unashamedly flies in the face of frivolity. Search as hard as you like; you won’t find anything cheaper in UK showrooms today.

Flying the flag for thriftiness is the Dacia Sandero, officially the most inexpensive new car in Britain. It’s no surprise then, that since the second generation model hit the road back in 2012, the pocket-friendly hatch has been voted Best Small Car under £12,000 by What Car? for five consecutive years.

Together with its estate stablemate the Logan MCV, the Dacia Sandero is receiving a number of tweaks to ensure frugal customers get even more bang for relatively few of their hard-earned bucks.

The headline update sees Dacia roll out their existing 74bhp SCe 1.0-litre engine on the top-spec Lauréate trim for both the Sandero and Logan MCV. That means drivers who want their Dacia equipped with satellite navigation and rear parking sensors as standard can also reap the benefits of the greenest powertrain in the range.  This three-cylinder petrol produces the same power as the 1.2-litre engine it replaces, but is up to 10 per cent more efficient on fuel – thus saving you money even after you’ve left the showroom. Both models top 50mpg with the SCe 75 under the bonnet, with the Sandero accelerating from standstill to 62mph in 14.2 seconds. Like its hatchback sibling, the Logan MCV estate has a top speed of 98mph. The more spacious of the Dacia pair passes the 62mph mark in a slightly slower 14.7 seconds.

Still the most affordable air con-equipped car on the UK market, the mid-range Sandero Ambiance trim level also now boasts height adjustment for the driver’s seat, steering wheel and front seatbelts as standard.

The new engine and trim combo for the Dacia Sandero and Dacia Logan MCV will be available later this year. You can get your orders in now, with prices starting from £8,595 for the Sandero Lauréate and £9,895 for the equivalent Logan estate.

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Having already lifted the covers off the 200mph wildcat that is the XE SV Project 8 earlier this year, Jag are very much hitting their performance stride in 2017. Now, some of the Project 8’s adrenaline-fueled fury is being injected into its larger feline friend with the announcement of the new XJR575 for the 2018 model year.

It’s therefore no coincidence that the most madcap member yet of the XJ family shares the Project 8’s rip-roaring 5.0-litre V8 supercharged engine. Sure, the XJ is no lithe sprinter like its XE SV sibling. Still, Jaguar Land Rover’s heavy-hitting 567bhp powertrain comfortably propels the super saloon from 0-60mph in a stunning 4.2 seconds and up to a fur-raising top speed of 186mph.

Available in standard wheelbase guise, the normally stately XJ lets its wild side of the leash in 575 form. It adopts a prominent rear spoiler, flared side sills and front bumper with larger intakes to quench the 5.0-litre V8’s gargantuan thirst for air.

Born in the heart of Jaguar Special Vehicle Operations’ state-of-the-art Oxford Road HQ, the XJR575 gets some updated exterior badging plus twin bonnet louvres to mark it out from the rest of the range. 20-inch gloss-black wheels with red brake callipers and exclusive Velocity Blue or Satin Corris Grey exterior finishes add some suitably sultry colour to proceedings.

Inside, the 2018 XJ features bespoke embossed tread plates and 575 diamond-quilted seating. Retaining its 4G Wi-Fi connectivity, the big cat now also has a wider 10-inch touchscreen to play with. All the latest intelligent safety technologies, from Forward Traffic Detection, Driver Condition Monitor and Lane Keep Assist, underpin the entire XJ line-up. Pedestrian Detection has also been fine-tuned. It operates from 3-37mph using a forward-facing digital camera to spot hidden hazards, jamming on the anchors when the risk of a collision is detected.

The 2018 Jaguar XJ, including its bulked-up XJR575 alter-ego, is available to order now with prices starting from £59,995.

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Vauxhall’s solution? Ditch the saloon altogether. It should, perhaps, come as no surprise to any of us that the 2017 Vauxhall Insignia debuted solely in hatchback and estate guise. It’s on the hatchback platform, or Grand Sport, that the newly French-owned manufacturer is basing its hottest derivative yet of the new generation Insignia, the GSi.

Keen observers amongst you might recall the GSi label as a relic from the days of the now defunct Vectra. Since then, Vauxhall’s heaviest hitters have worn the VXR moniker. Though the 2017 Insignia hasn’t got the VXR treatment just yet, this GSi variant does go some way to bridging that gap.

With its running trainers on, Vauxhall’s heavily revamped new flagship sports a distinctive pair of chrome-framed air intakes at the front and rear, a modest spoiler and twin chrome-edged exhaust pipes. Whilst the interior is no fighter cockpit, the GSi does get a few more athletic touches, including a D-shaped leather sports steering wheel and aluminium pedals.

It requires a little more digging to discover the GSi’s most significant new toys. After all, Vauxhall’s engineers didn’t test their high-performance Insignia on the Nürburgring for no reason. The addition of a specially developed mechatronic Flexride chassis adapts suspension and steering characteristics on the fly, while shorter sports springs and shock absorbers provide a firmer, more track-centred ride. However, it’s the key addition of all-wheel drive that really earns the GSi its racing stripes. With torque vectoring on-board, the new Insignia GSi keeps understeer under wraps. Elsewhere, powerful Brembo brakes lend some extra stopping power to the 18-inch wheels. Also available with 20-inch alloys, the GSi wears a set of Michelin Pilot Sport tyres as standard.

On top of the three standard driving modes from the Insignia Grand Sport and Sports Tourer, the GSi gets an additional ‘Competition’ setting that disables traction control for some driving ‘au-naturel’.

Under the bonnet sits the Insignia range’s most powerful engine, a turbocharged 2.0 litre petrol unit. With 256bhp and 295lb-ft torque on tap, the GSi actually laps the Nürburgring Nordschleife faster than the previous generation Insignia VXR despite giving away 69bhp. The new Insignia GSi is, however, 160kg lighter than its nominal predecessor and uses a more efficient eight-speed automatic gearbox with paddle shift; hence the quicker time around Germany’s most infamous 12.9 miles of asphalt.

The spritelier new Vauxhall Insignia GSi hatchback makes its public debut at the 2017 Frankfurt Motor Show in September.

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The answer is simple; the all-new Jaguar E-Pace is a compact SUV. And compact SUVs sell – in their droves. Whether you’re a crossover convert or suffering from SUV overload, we all have to accept that this is one flavour of the month with a particularly long-lasting aftertaste. And a tasty one too, especially if you’re in the business of selling them. It should, therefore, come as no surprise that the legendary British marque is muscling in on the German premium powerhouses once again, this time with a car that will make you think twice about splashing the cash on an Audi Q3, BMW X1 or Mercedes GLA.

In recent times, styling is one department in which Jaguar has really caught its European counterparts with their lederhosens down. With unparalleled purveyor of four-wheeled artwork Ian Callum in the design studio, it hardly seems a fair fight. The E-Pace, like its older sibling, is a damn fine looking car and does absolutely nothing to play down the oodles of F-Type influence radiating from its every pore. The familiar front grille epitomizes the Jaguar’s current design language but certain tell-tail elements – those swept-back diamond headlamps, the sharply angled roof spoiler and, in particular, the hunched rear beltline – leave you in no uncertain terms that the E-Pace is a far more aggressive animal than its F-Pace stablemate.

A peek through the optional fixed panoramic roof, also available in black or body colour, reveals one of the most technologically advanced cabins anywhere in crossover land. If old-fashioned dials and metres don’t float your boat, you can simply have your new E-Pace with a fully digitalised instrument panel. That’s on top of Jaguar’s next-generation 10-inch touchscreen infotainment system, connecting drivers to their favourite apps on the go. Along with the choice of two premium audio systems, a quick scan of the options list reveals a 12.3-inch full colour Head-Up Display. This advanced interface projects even more information onto your windscreen than ever before, keeping you abreast of speed and directions without ever diverting your glance from the road.

Elsewhere, four charging points and five USB ports will keep an army of phones and tablets fully powered up on long journeys, whilst up to eight devices can plum into the five-seater E-Pace’s 4G Wi-Fi hotspot at once. F-Pace owners will recognise the grab handle on the centre console between driver and passenger but a much sportier joystick-style lever has supplanted the mid-size SUV’s more traditional gearstick.

New chassis hardware developed specially for the 2018 E-Pace not only yields a highly generous 577 litres of boot space but also lays the foundations for a top-quality ride – whatever mother nature throws at you. As well as borrowing the sharp handling Integral Link rear suspension developed for the F-Pace, the E-Pace proves its off-road credentials with the newly developed Active Driveline AWD system. A first for Jag, this 4X4 drivetrain can flood the E-Pace’s rear axle with torque when the going gets particularly tough, allowing the rear wheels to power you out of trouble on any surface from boggy quagmires to sandy dustbowls.

If you’re planning to get adventurous with your new cat, hang your hat on one of the E-Pace’s three diesel motors. 2.0-litre four-cylinder Ingenium diesel powerplant is available with either 148, 178 or and 237bhp.  You’ll get a brutish 369lb-ft out of the latter itineration thanks to its powerful sequential turbochargers and push past the 60mph marker in 7.0 seconds. That sprint time drops significantly when you bring the E-Pace’s duo of turbo petrol units into play. The gutsiest of the pair, the 296bhp 2.0-litre Ingenium, uses twin-scroll turbochargers to banish turbo lag and flies from 0-60mph in just 5.9 seconds. Top speed is pegged at 151mph.

Safety systems such as Lane Keep Assist and Traffic Sign Recognition complement the E-Pace’s front and rear parking cameras. Jaguar’s wearable Activity Key might also be worth considering if you’re of an outdoor persuasion. This waterproof and shockproof remote key straps handily to your wrist, allowing you to leave the main fob looked safely in the car while you indulge in a relaxing spot of potholing or such like.

The 2018 Jaguar E-Pace will be the first of its kind to be built on foreign shores, with enough F-Paces flying off the shelves to keep Jag’s UK plants completely tied up.

Despite production being farmed out to China and Austria, the all-new Jaguar E-Pace SUV remains a thoroughly British feline at heart, with all its petrol and diesel power plants starting life at Jaguar Land Rover’s engine facility in Wolverhampton.

BMW, Merc and Audi, take note. The big cat’s small SUV on the warpath, with prices starting from £28,500 in the UK.

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In fact, far more difficult than deciding to invest in a performance hatchback is the head-scratching conundrum of precisely which little tearaway to opt for. Assuming you do need that little bit of extra space, the Ford Focus ST will clearly be uppermost in your thoughts – unless of course your thirst for velocity draws you inexorably  to the 0-62mph-gobbling Audi S3 or Merecedes-AMG A45.

Traditionally, hot-hatches from Asia have been led by one outstanding and experienced campaigner in the frightening form of the Honda Civic Type R – arguably the hot-hatch for rubber-churning purists. Now, the Type R has company. Dipping its toes into the shark pool for the first time, Hyundai is on the hot-hatch trail with the new i30 N.

Despite being the first production car to wear the ‘N’ stamp, fans of the World Rally Championship will no doubt already be familiar with Hyundai’s synonymous performance arm. Since first joining the world’s premier off-road motorsport series in 2014, Hyundai Motorsport’s i20 rally cars have been developed by the company’s ‘N’ division. Now, after a lengthy incubation period, Hyundai are ready to transfer the mechanical nous that’s seen them bag five WRC victories on to the road. Transplanting the i20 WRC’s rally-honed hardware on to the body of the latest generation i30 hatchback, this is the fruit of their labours.

As with its class contemporaries, the i30 N certainly looks the part. It shrugs off any hint of humdrum family hatchback by adding a bucket load of sporty refinements to its exterior repertoire. Lower slung than its standard stablemate, the racier i30 proudly sports the N insignia across its front cascading grill, red brake callipers and 18 or 19-inch wheels. Double front air intakes perform the dual role of cooling the brakes and funnelling air around the wheel arches in the most expedient way possible. Plucked straight from pages of World Rally Car design 101, airflow is further enhanced by air curtains hidden behind the front grille plus a downforce-inducing front splitter and the rear wing. Visually, black means aggression on a car of this ilk, testified by the i30 N’s glossy side sills, double muffler exhaust and spoiler which houses a distinctive new triangular brake light.

Having been put through its paces on the infamous Nürburgring Nordschleife circuit, there shouldn’t be any doubt over the new, hotter i30’s genuine performance credentials.  The interior certainly delivers the goodies expected of any self-respecting hot-hatch contender, with a shift time indicator joining the rev-counter and speedo on the new look electronic instrument cluster. Settle into the sports seats, and a 5.0 or 8.0-inch touch screen feeds through live data on BHP, torque and turbo boost as well as lap and acceleration times. That’s all on top of the usual satnav and infotainment features which now includes a wireless mobile phone charging pad.

A glance to the right of the N-embossed sports steering wheel reveals the chequered flag N button. Hit this conspicuous toggle to trigger N-mode and prepare to get down to some serious hot-hatchery. From the touch screen menu, N-mode lets the driver loose with a series of customisable settings for the engine, suspension, transmission and more. Launch Control, rev-matching and electronic stability control are all hallmarks of the i30 N’s Nürburgring apprenticeship, whilst the hot-hatch’s electronic steering assist  is good for track day driving and specially calibrated to squeeze the best out of competition-spec tyres.

Whether you like it or not, the inescapable truth is that even today’s hot-hatches are beginning to resemble computerised rocket ships.  The tech wizardry doesn’t stop at the i30 N’s acoustics either.  Even the car’s 2.0-litre turbocharged engine gets its decibels artificially enhanced by an on-board electronic sound generator, nestling at the base of the windscreen. Not a new innovation by any means, the purists will nevertheless screw up their faces in scorn whilst F1 fans around the world look on longingly. If the turbo howl still leaves your eardrums wanting more, you can even create your own chords by opening or closing the variable exhaust valve as part of the Performance Package.

That 2.0-litre engine itself comes in two power guises. The standard unit will deliver 247bhp and 260lb-ft torque, propelling the i30 N past the 62mph mark in 6.4 seconds. Fitted with the Performance Package, however, Hyundai’s debut hot-hatch will grant you an extra 24bhp, cutting the 0-62mph sprint time to 6.1 seconds. That puts it more or less in the crosshairs of established hot-hatch royalty like the Volkswagen Golf GTI and Ford Focus ST. Regardless of its output, the front-wheel drive i30 N gets a six-speed manual gearbox as standard. Find a stretch of track that’s long enough, and it’ll redline at 155mph.

We’ll know more about pricing for the new Hyundai i30 N in due course, with UK deliveries set to commence later this summer. There’ll be more to come from Hyundai’s N lab too, with the logical next step a dehomologated road version of the Korean brand’s i20 WRC title challenger. Watch this space.

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At first glance, there’s little to suggest that the latest generation of the German marque’s long serving flagship is anything more than its impeccably designed, ultra-premium self. Escaping from the shadow of its archrivals the BMW 7-Series and, most notably, the practically faultless Mercedes S Class, has always been the conundrum to end all conundrums for those behind the A8. Whether they’ve found the silver bullet here remains to be seem but, in terms of styling, the deluxe saloon has received the freshen up it deserved.

Paving the way for a new era of Audi design, the arrival of the 2017 A8 is therefore a seminal moment for the brand itself. In a sense, the luxury limo’s more geometric face evokes that of the 2017 Q2 CUV, a car that finally shrugged off the spot-the-difference styling that epitomised much of the Audi line-up. The hexagonal front grille is now considerably wider than before with headlamps, tail lamps and the rear light strip equipped with striking LED Matrix laser lighting. As is customary, you can have your A8 lengthened from the standard 5.17-metre platform to the 13 cm longer A8 L extended wheelbase version.

That translates as 13 cm more interior opulence in A8 parlance. The best seat in the house is undeniable in the back – on the left to be precise. This veritable throne, an optional extra on standard trim, lavishes you with four massage settings and even a footrest that manipulates the soles of ones aching feet. Besides these podiatric delights, the rear passenger can also control an array of functions such as ambient lighting and reading lamps via a smartphone-style display housed in the centre armrest as well as making private phone calls via an integrated handset.

Up front, the new A8 dispenses with the familiar rotary pushbutton and touchpad of the outgoing model in favour of a combined 10.1-inch touchscreen display and instrument panel with barely a switch or knob in sight. A second touchscreen display on the centre console grants access to air conditioning and other creature comforts through text inputs next generation voice recognition.

So far, so reassuringly premium. However, Audi aren’t billing their new flag-bearer as the first production car developed specially for highly automated driving for nothing. Whereas speed-regulating cruise control has been around for years, the concept of fully automated steering and braking, with absolutely zero driver input takes us into to unknown territory. That, in a nutshell, is what the 2017 Audi A8 is bringing to the mass-market. Branded as ‘AI traffic jam pilot’ the car will take complete control of driving in slow-moving traffic at up to 37mph on major roads. Acceleration, steering and braking are all remotely regulated while the driver no longer needs to monitor the car at all. Audi even suggest alternative activities to keep thumbs from twiddling when they’re no longer grasping the wheel. “Why not focus on a different activity, such as watching the on-board TV?” Why not indeed.

Such a monumental upheaval will, inevitably, take quite some getting used to. And that applies to lawmakers as much as drivers. Indeed, Audi’s tacit acknowledgement that “statutory framework will need to be clarified in each individual market” testifies that, where automated driving is concerned, technology really is evolving quicker than the national laws that supposedly regulate it.

Elsewhere, the A8’s remote parking pilot does at least provide a tangible link to the here and now. Self-parking cars have been helping us to squeeze into the tightest of spaces for a few years, but the Audi AI remote garage pilot goes one step further. The considerable bulk of the new A8 can now be manoeuvred seamlessly into and out of a parking space or garage – from outside the car. It’s all thanks to the wizardry of Audi’s smartphone app, a James Bond gadget of yesteryear now very much a reality.

If, by any chance, you feel inclined to take on a bit of ‘old fashioned’ driving, the fourth generation luxury saloon will keep you snug in the corners thanks to dynamic all-wheel steering and sport differential. Active torque distribution between the rear wheels complements the standard Quattro AWD system whilst AI active suspension lowers or raises ride height based on data fed through by sensors in the chassis.

No matter how automated our cars become, sometimes you can’t beat a bit of old fashioned power. For such an advanced piece of machinery, the new A8 somewhat paradoxically retains in its locker one of what is a dying breed of colossal engines. The 6.0 litre W12 in question, a series staple since the very beginning of its life, is still the granddaddy of the range and now, more than ever, resembles something of a prehistoric monster in astronaut’s clothing. There are, of course, an array of comparatively more bite-size options on the menu. Two extensively reengineered 3.0 litre V6s are the most efficient ever to join the A8 ranks. The diesel develops 284bhp, with its petrol contemporary rated at 337bhp. An eight-cylinder TDI – a 4.0-litre with 432bhp – is also in the pipeline.

Now with enough juice for about 31 miles of electric driving, the wirelessly charged A8 L e-tron quattro makes a triumphant return to the line-up. This powerful plug-in hybrid won’t be available from launch but will link Audi’s 3.0 litre TFSI engine with an electric motor to conjure up a combined 445bhp and 516 lb-ft of instant torque.

Order books for the new Audi A8 open in September, meaning the first few UK-bound models should be here in time to take you for a ride on British roads before 2017 is out.

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The latest cog in SEAT’s product offensive machine has revealed itself to the media scrum in a glitzy premier Barcelona. Built, unsurprisingly, on the same underpinnings of the newly christened fifth generation Ibiza, the Arona compact crossover is marginally longer than the hatch in whose footsteps it follows. More relevant, however, is the increased height of the Arona, which looms over its platform-mate by a good 10cm. Slim margins on the face of it. However, the holy crossover trinity of greater ground clearance, a higher driving position and a roomier cabin is, in essence, the very rocket fuel mixture that’s propelled CUV sales into the stratosphere in recent years.

The 2017 SEAT Arona, whose trim spans the entry-level Reference version, mid-range Style as well as the sporty FR edition and the fully appointed XCELLENCE, features those triangular headlights you’ll recognise from the updated Leon and new Ibiza. Both front and rear bumpers wear aluminium accents and the Arona also sports a similarly-styled roof rack for that extra dash of visual crossover clout. As with many of its contemporaries, from the Renault Captur to the category-defining Nissan Juke, the Arona is available in two tone, with grey, black or orange for the roof and an more extensive palette for the main body colour.

Whether it’s entry level or top-spec you’re after, the latest compact SUV from Spain provides a sizable 400-litres of boot capacity along with improved head and leg room and a raised centre console compared to the Ibiza hatchback. Dual-mode suspension, meanwhile, and SEAT’s four-mode Drive Profile is strictly the preserve of the more athletic FR edition.

Much like its chassis, the Arona shares an engine line-up with its close relation the Ibiza. That means we can expect five turbocharged units, two diesel and three petrol, to power the SEAT’s new CUV into battle against the Nissan Juke et al. Of the diesel duo, the 1.6 TDI with 114bhp will give you the most grunt and is mated to a six-speed manual gearbox. The petrol equivalent is available with the same power but the additional choice of dual-clutch seven-speed DSG transmission. The Ibiza FR’s new four-cylinder 148bhp TSI is reserved for the corresponding Arona derivative and comes exclusively in a six-speed manual guise.

Front Assist, Adaptive Cruise Control, Hill Hold and Keyless Entry are just the tip of the drive assist iceberg with optional extras such as Blind Spot Detection and Park Assistance up for grabs if required.

The newest member of the SEAT clan will make its public debut at the Frankfurt International Motor Show this September, where we’ll learn more about pricing and UK-specific spec. In the meantime, there’s not the merest hint of a siesta at SEAT HQ, as its engineers knuckle down to add the finishing touches to their forthcoming large SUV, scheduled for lift-off in 2018.

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All the while, the BMW X3, part of the vanguard of the German marque’s 4×4 stable, has remained refreshingly unambiguous. Strictly premium, naturally, but also a steadfastly uncomplicated small family SUV. The 2003 original sold by the bucket load and the second generation version upped its game still further in 2011.  A total of 1.5 million X3s have been driven off forecourts globally since 2003, a number that BMW hope to boost even further with the launch of this, the 2017 third generation BMW X3.

You won’t be surprised to hear that the all-new compact SUV has kept itself in shape for the new era. Virtually identical to the outgoing model in terms of size, most of the focus falls on an admittedly low-key styling makeover. Beemer’s 3D kidney grille and LED fog lamps go hexagonal for the first time on a BMW X model whilst elsewhere, the rear LED light clusters, sloping roof spoiler and twin exhaust pipes have all be given the once-over. For entry-level money, the SE spec X3 will give you a pair of aluminium roof rails as well as new 18-inch wheels. Upgrade to the xLine model, and the aluminium finish extends to the front grille, whilst more rugged front and rear bumpers join silver metallic side sills along with 19-inch xLine specific wheels.

Really treat yourself, however, and you could get your hands on the all-new top dog of the X3 kennel. Embodying all the visceral pedigree of BMW’s famed performance division, the M40i is the first ever M-Sport model to join the X3 line-up. The high performance SUV dons an ‘M’ aero package along with grey inserts along the front grille, bumpers and mirror caps.  Blue brake callipers and M-spec 21-inch wheels are optional, with the M40i’s twin tailpipes squared off and suitably menacing in black chrome.

Whichever spec you opt for, the X3 will always guarantee a luxurious journey from A to B. The base SE features leather seats as standard as well as high gloss interior trim, a sport steering wheel and interior ambient lighting. Park Assist with built-in rear camera is a given, and higher spec models also come with BMW’s leather climate seats. As well as keeping you toasty when the mercury plummets, these innovative X5 hand-me-downs keep you aired on those sweaty summer days. Talking of summer, the new generation X3 offers a generously sized panoramic glass roof with optional acoustic glazing to keep road noise from permeating the characteristic serenity of the cabin.

Meanwhile, the M-Sport branded X3 variants – both M-line and the fully-fledged M40i itself – throw into the mix a bespoke leather steering wheel, sports seats and a new, top-of-the-shop 10.3-inch infotainment screen. Once you’ve grown weary of tinkering with the usual array of touchscreen and voice commands, why not check out the latest generation Gesture Control system – tried and tested on the executive 7-Series, no less. This state-of-the-art motion capture tech senses and responds to the click of a finger or the wave of a hand to operate navigation, stereo and all things infotainment.

Also filtered down from the marque’s flagship limo is the optional BMW Display Key. This handy palm-sized sonic screwdriver uses a tiny display to flash up information on fuel levels and more as well as warning you if you’ve left a window open. Handle with care; dropping this space-age piece of kit through a drain cover could prove a very costly mishap indeed.

The full spectrum of BMW drive modes, including SPORT+ for the M-Sport edition, alters engine mapping as well as the firmness of the X3’s uprated variable suspension. The M40i gets the stiffest, most corner-hugging setting of the bunch. Also available as an option across the rest of the range, the M-tuned suspension firms up dampers and beefs up anti-roll bars. Throw in the sports brakes and variable steering already included in the M-Sport goody bag, and you’ve got yourself an SUV that won’t require any manhandling through the corners.

From launch, two diesel powertrains form the bread and butter of the third generation X3 line-up; the 2.0 litre four-cylinder xDrive20d and the larger 3.0 litre xDrive30d straight-six. A petrol alternative, the xDrive20i, is also due to flesh out the range in the not too distant future but it’s the flagship M40i that’ll really get your pulse racing. The first X3 to don the famous striped badge surpasses the 62mph mark in 4.8 seconds and redlines at an electronically limited 155mph thanks to the 360bhp punch of its 3.0 litre six-cylinder engine. As opposed to its less extravagant counterparts, the M40i’s standard eight-speed Steptronic gearbox is equipped with launch control, an M-Sport staple.

A final mention should go to BMW’s new CoPilot system. Whilst not quite at the semi-antonymous chauffer stage yet, CoPilot brings together BMW’s catalogue of fine-tuned drive assist tools, including Active Cruise Control, into one intuitive package.

The long-awaited third generation BMW X3 arrives in UK showrooms this November. Pricing starts from £38,800 OTR for the base-spec SE trim.

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Whether your family has outgrown its supermini or if your hatchback has relinquished its role as the taxi of mum and dad, a compact SUV is uniquely placed to offer you a practical, wallet-friendly solution.  Cars in the mould of the Mazda CX-3 or the Honda HR-V typify this kind of two-pronged attack. They feed and thrive off the insatiable demand of drivers looking to upsize as well as those wanting to downsize in a single, market-gobbling stroke.

With this in mind, it’s no surprise to see Kia upping the pressure on it’s key rivals with an all new baby SUV breaking cover. The Stonic, revealed by the Korean brand this month, will do battle with the likes of the Mazda and Honda, as well as facing European competition from the Citroën C4 Cactus and Renault Captur. Can it survive and thrive in the crossover bear pit?

Any new arrival requires an eye-catching hook to pull in the punters. Arguably, the Stonic has two; and both are part and parcel of owning a Kia. The Most obvious perk comes in the form of the trademark Kia seven-year mile warranty, something you won’t find anywhere else on the market. However, the Stonic may well turn your head just as much as it appeals to it. Taking a few styling tips from its existing stable mates the Picanto and Cee’d, the all-new Stonic continues the trend of quietly seductive Kia styling by adopting the brand’s familiar tiger-nose grille. There’s an all-new Targa style roof too, directly inspired by Kia’s 2013 Provo concept hot-hatch. This can be customised with five distinctive shades, lending the new Kia crossover up to 20 two-tone colour combinations. Whilst the Stonic doesn’t quite exude the gorgeous charm of the CX-3 or rival the sheer quirkiness of the C4 Cactus, the newest mini-SUV on the block nevertheless represents another job well done by Kia’s design team.

As anyone who has taken the time to peruse the Kia stable will know, the Asian marque already boasts a compact crossover in its ranks. However, the key dividing line between the existing Niro and its new sibling comes down to power. Kia’s Prius-rivalling Niro, ostensibly a high-riding variant of the Cee’d hatchback, comes exclusively as a hybrid. For its part, the 2017 Stonic slots in beside its marginally more sizable sibling with a full range of internal combustion engines. Each paired with a manual gearbox, the 119bhp 1.0-litre turbo petrol sits below its more powerful counterparts, the 1.25 and 1.4-litre naturally-aspirated MPIs. An efficient, low-emission 1.6-litre diesel engine completes the range.

Fitted as standard with Electronic Stability Control and Vehicle Stability Management for a smoother, less spine-jangling ride, the front-wheel drive Stonic also gets a number of comfort-orientated  hand-me-downs from its more premium stablemates.  Full smartphone connectivity is par for the course these days but other Stonic features such as heated front seats, cruise control and keyless entry aren’t necessarily widespread across the value-end of the crossover spectrum. All this, plus a sizable 352-litre boot as well as plentiful safety features, should equip the all-new Stonic with enough tools to give it a fighting chance in on the congested mini-SUV stage.

Ultimately, pricing will be key. Encouragingly, Kia already has a reputation for great value when pitched toe to toe with its Asian and European adversaries. We’ll find out exactly how the land lies when the all-new Stonic goes on sale across Europe towards the end of of 2017.

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