Elizabeth II was transported to her final resting place at Windsor Castle by a modified Jaguar, the design of which was once approved by the Queen herself.

The coffin with the body of Queen Elizabeth II was transported to Windsor Castle today - as tradition dictates - in a special British-made vehicle.

This state hearse is based on the 2010 Jaguar XJ sedan and was reportedly designed by the Royal Household and Jaguar Land Rover. According to Bazaar, the Queen was consulted on the plans and approved the final design of the car before her death.

The vehicle was modified and customized by Wilcox Limousines, based in Wigan. The hearse was used for the first time on September 13 when it carried the Queen's coffin from RAF Northolt Air Force Base to Buckingham Palace.

Large windows allow mourners to have a clear view of the Queen's coffin as it travels from Westminster Abbey to Windsor.

Some of the changes on the vehicle include slimmer roof pillars compared to standard models and a raised roof.

The state hearse is painted in Royal Claret, the same color as other official royal and state vehicles.

We couldn't even dream that the Yaris would become the best-handling car in its class. Even with the weakest engine, it easily copes with city traffic, with low consumption and extremely rich safety equipment.

It really impressed us with its great performance and low consumption. Of course, there is also a hybrid variant on offer, which is by far the best-selling in Western Europe.

It is a combination of the already mentioned 1.5 atmospheric engine and an electric motor, with even lower consumption and great savings on fees and taxes.

The new issue of Auto magazine is on sale, read the driving impressions of the latest car models.

We also have subsidies, but they are such that there are still many customers who will prefer to look for a more acceptable solution for their wallet, even though it is also quite expensive. You guessed it, it's a Yaris with a 1.0 engine.

Its price starts from 16,390 euros. That's how much the basic, "luna" equipment package costs.

Don't worry, it's not a "clot". It may not have aluminum wheels, but that's why it has a system for automatic braking, prevention of unintentional lane departure, reading traffic signs, automatic activation of high beams, adaptive cruise control that automatically maintains a distance from the vehicle in front...

It doesn't have navigation, but that's why it has a seven-inch multimedia with Android Auto and Apple Car Play applications, so you can use maps from your phone without any problems.

The car that we present to you has the third "salt" equipment package in a row. The list of standard equipment also includes alloy wheels, electric rear windows, additionally tinted rear windows and a larger eight-inch multimedia system.

A reversing camera is standard, as are a rain sensor and headlights.

It is interesting that the standard of the second equipment package is a special acoustically insulated windshield, which is very noticeable on the highway.

Noise is really kept to a minimum, making the Yaris one of the quietest in its class.

However, the 1.0 engine is not designed for high road speeds. It reaches the maximum at 160 km/h, but anything over 130 is already an effort, especially since at that speed it "spins" at around 4100 revolutions, just like the old atmospheric cars.

The problem isn't that it doesn't have a sixth gear, it's just that it doesn't have enough power, so intermediate accelerations at speeds above 100 km/h require patience.

On the other hand, it does not prevent him from being a moderate consumer. The trip computer at 130 km/h shows about 6.5 l/100 km, which is the same result we recorded in city driving.

The city is already an environment that is incomparably more pleasing to him. The engine is very flexible, considering that it has 72 horse power, so there is no need to "spin" it in high revs for faster driving.

Simply, with it you will not feel inferior in the city, which is the essence of Yaris with this machine.

The constructors made an effort to ensure that the engine is well balanced in the sense that there are no vibrations on the back and while driving. Moreover, the sound is also muted.

Speaking of comfort, the Yaris can really boast of comfort. We are not only referring to the suspension that gently absorbs small bumps, but also to ergonomics.

You sit in a semi-reclined position at the front, just enough so that you don't feel tired from an overly erect spine during long periods of sitting behind the wheel, and yet visibility is not impaired.

All controls are very soft and precise; the shift lever is close, and the steering wheel has a great ergonomic profile. Even less experienced drivers will feel safe behind the wheel of the Yaris, given that the car is driven without the slightest effort.

Compared to the Yaris 1.5 we already tested, there are no attractive digital instruments here.

The classic is not bad at all, and there is a large display between the speedometer and tachometer, through which many settings can be made, including security systems.

As during the last test, this time the Yaris left a very positive impression with a large number of compartments and shelves on the dashboard.

For example, you can put the phone away, in several places, below and above the "climate" controls.

In both cases, the USB connector is at the same distance, so you can also use one of the short cables to connect to the car.

The materials for lining the cabin are not like the Corolla, but we have to praise the soft dashboard and the interesting material in the upholstery of the doors.

By its texture and structure, it reminds us of the material used for the inner lining of the roof.

We also liked the ergonomically interesting solution of the handle for opening the door, which is somehow tucked into the handle itself.

It may seem oddly placed at first glance, but it is absolutely in the right place, right at your fingertips.

The high position of the window regulator buttons is also specific, but they are also exactly where they should be - right under the fingers.

The rear seats are a separate story. They are by far the most comfortable in the class, with a specially profiled backrest that really rests the back, especially if you are on a long drive.

Compared to other competitors in the B segment, the Yaris offers more than decent comfort for the legs and head. A person of average height has five more fingers of space up to the "sky".

Unfortunately, the "salt" equipment package does not include pockets in the seat backs, nor a spare wheel.

If you are seriously considering buying a new Yaris, we recommend the 1.5 engine versions.

The price is slightly higher and the difference in performance is really big, especially if you plan to drive outside the city. Yaris with "Stella" equipment package is currently on sale, which costs 16,990 euros including VAT.

Compared to the tested "salt", it does not have alloy rims, electric rear windows and has a smaller multimedia display, but that's why all the safety systems are there.

Whatever gear you decide on, you won't go wrong. You will definitely get one of the most technically and ergonomically advanced city cars, where safety and driving characteristics were in the first place.

And the design? Neither male nor female. This is a car that just appeals to everyone.

Navigation from the phone

The fact that navigation is not part of the standard equipment is not a problem. You can always connect your mobile phone via the Apple Car Play and Android Auto apps and use the software and map of your choice.

At the same time, you can listen to one of the internet radio stations, as well as use other services.

Semi-autonomous driving

Every Yaris, even the cheapest, has top security systems. In addition to automatic braking with recognition of pedestrians day and night, cyclists during the day and reacting at the intersection when turning, a semi-autonomous driving system is also standard.

It consists of radar cruise control and a camera, so that in addition to maintaining a distance from the vehicle in front, the Yaris keeps the center of the traffic lane. The car practically steers itself, even in curves.

It is only up to the driver to keep his hands on the wheel because he is responsible for driving. If you do not return your hands to the rim after a few seconds of not holding the steering wheel, the lane keeping system will turn off, with a light and sound warning.

If you really want, you can turn off the security systems individually.

Just a few extras

The list of additional equipment is very short at Toyota. Apart from the color, you can pay extra for the automatic (CVT) transmission, which costs 1300 euros and is only available with the 1.5 engine, and of course, the hybrid.

The remaining two surcharges refer to the panoramic roof and additional safety systems in the form of blind spot control and head-up display.

They can only be ordered with the two highest packages.

Toyota Yaris 1.0 VVT-i Sol: Specifications

Engine: 3 cyl., volume 998 ccm, power 53 kW (72 hp) at 6000 rpm, max. about. torque 93 Nm at 4400 rpm, gearbox manual, 5 degrees

Dimensions: L/W/H 3940/1745/1500 mm, intermediate axle. distance 2560 mm, trunk 286 l, tank 42 l, weight 1040 kg, tires 195/55 R16

Performance: max. speed 160 km/h, acceleration 0-100 km/h 14.6 s, consumption (WLTP) 4.8-6.6 l/100 km, CO2 emissions 126 g/km

Along with the seven-year warranty, there is also an attractive starting price of 29,490 euros, which is significantly less than European rivals.

It is not necessary to write specifically about the previously defunct English brand MG, which was revived in China (owned by SAIC). Basically, this manufacturer is now back on the European continent, and has a new range of models.

One of those coming is the electric compact model MG4 Electric, which was recently introduced, and now it is known for its more than competitive price. It is the first model on the new MSP-EV modular mechanical platform that will enable the development of cars from small city models to large sedans.

The trunk of the MG4 Electric is 363 liters. The car has two digital screens, one of seven inches behind the steering wheel and the other central, of 10.25 inches.

Between the long wheelbase and the battery (the thinnest on the market, according to MG, at just 11 centimeters thick), there's reportedly plenty of cabin space.

The MG4 Electric will be available in two variants. The first one has a battery with a capacity of 51 kWh, which enables it to have a driving autonomy of 350 kilometers.

The second, with 64 kWh, offers a range of up to 450 kilometers.

In both cases, the engine power is 150 kW (204 hp), with 250 Nm of torque. Thanks to this, the car reaches 0 to 100 km/h in less than eight seconds, even with a not so small weight of 1,655 kilograms.

With a 135 kW AC fast charge, it takes about 35 minutes to go from zero to 80% capacity.

As for the brakes, they are of the "by wire" type, that is, without a physical connection between the pedal and the brake.

Starting with the basic Standard package (there are two more: Comfort and Luxury), it comes standard with features such as 360-degree cameras, voice commands, semi-autonomous driving assistant, and ultrasonic cameras and radars for active safety systems.

With a seven-year warranty, the starting price of 29,490 euros is extremely attractive, which is less than European competitors. Namely, basic models of electric compact cars start at 38 thousand euros.

By returning the mileage, fraudsters can increase the value of a used car by several thousand euros per vehicle, but Volkswagen and Audi say that they have been using technology for several years that almost completely prevents this.

Adjusting the mileage is routine today and is offered from as little as 50 euros. The police assume that every third used car sold in Germany has a fixed mileage.

Fraudsters increase the value by an average of 3,000 euros per car, deceiving car buyers or leasing companies. The estimated total damage in Germany is around 6 billion euros per year.

EU Regulation 2017/1151 formally stipulates that the mileage in a car must be kept, and the law applies to new vehicle models from September 2017, and from 2018 to all new cars. However, until today, there is a lack of detailed regulation on what this protection should look like and which neutral body should check it.

The result of all this is that cheating continues, but not on all cars.

When browsing the relevant used vehicle websites, ADAC experts noticed that this no longer applies to the Audi A3 (from 2020) and VW Golf 8 (from late 2019).

These models appear to be better protected against mileage fraud than many competitors. The reason is the new computer chips with HSM (Hardware Secure Module) which are used to protect the mileage. Volkswagen announces further measures to prevent odometer reading, according to HAK magazine.

At Volkswagen, they have decided to cross paths with sedans, at least when it comes to versions that run on fossil fuels.

After deciding to withdraw the sedan Passat from the range, the giant from Wolfsburg has reportedly decided that the larger Arteon will also follow the eternal hunting ground. The good news for all fans is that it won't happen overnight, but a worthy replacement is on the way.

Namely, as Automotive News has learned, the Arteon will not be reissued, and the current generation will retire in 2024. It will be replaced by the electric ID model. Aero, which announced the concept earlier this year.

As is known, ID. The Aero uses the MEB platform, and the announced concept offered a range of 620 km combined with 77 kWh batteries. After that, a production model should appear, which will most likely see the light of day on the Chinese market for the first time.

Let's also say that the smaller Jet model should be withdrawn from the American market due to reduced interest. When it comes to the Golf, all options are still open.

The successor to the Audi R8 is due to appear in the middle of this decade, although Audi insiders say that the supercar has not yet received the official green light.

However, the novelty will not be called R8, and it will be characterized by a completely new design direction so that it will not resemble its predecessor. However, it will stay true to the pure sports car concept, with two doors and more power than anything else in the Audi range. The current R8 will remain in production, most likely until the end of 2023, according to the British Autocar.

Head of Audi Sport Sebastian Grams points out: "What we are trying to do is to get as close as possible to that ultimate racing feeling. He added that 60% of its parts are similar to GT3 spec cars. The R8 is produced alongside the Audi E-tron GT and RS E-tron GT models at Audi Sport's Böllinger Höfe plant in Germany, so the facility is already set up to produce top-of-the-range electric models.

Grams said: “We will absolutely retain the craftsmanship because that is what makes the car unique from the rest of the portfolio. If we bring a successor to the R8, we'll try to keep doing that. It is important for the customer. There is love in the R8."

Audi has a number of platform options for the R8 successor, although it will most likely use one developed with Porsche. The SSP Sport platform, recently confirmed by Porsche, will be used on SUVs and sedans and will replace the J1 platform currently used on the Porsche Taycan and Audi E-tron GT.

However, there is another possible basis for the next-generation R8: the platform that Porsche is preparing for its future electric models, the Porsche 718 Boxster and Cayman.

On the topic of platforms, Grams said: “We have brands around the Volkswagen Group that can achieve synergy.

Audi Sport has already demonstrated its electric sports prowess with the RS E-tron GT, which accelerates from 0-100 km/h in 3.3 seconds and delivers 637 hp, with a range of 237 miles (381 km) and fast charging capability. The future R8 will need to exceed these figures, as well as have enough power and range to drive on the track.

"We have to be bold, as we were with the first generation R8." It was a brave decision to build that car. We have to be innovative and transform into an electric world and digitization.”

The arrival of the R8 successor will be carefully timed to spearhead Audi's plans to launch only electric models in its base line from 2026, although the strategy for the Audi Sport models is slightly different.

Speaking about the upcoming model, Grams said: “I am fighting for [the successor to the R8], and so is the Audi management. We're looking at different kinds of concepts, and the direction is electrified. If I get my wish, it will be an electric R8. And if you're doing a super sports car, then it's a two-door concept.”

The new Audi TT is another popular Audi Sport model under consideration. "We're working on it," Grams says. "It's an icon. But at the moment, my focus is the successor to the R8.”

The new Lexus RX aims to bring the brand’s latest technology to bear on the full-size premium SUV market

Verdict

The new Lexus RX takes known tech from the smaller NX and extrapolates this into a bigger package. There's much to like here. The new infotainment and the efficiency potential from the 450h+ powertrain are huge steps forward, while the Lexus rides and handles fairly well. However, it doesn't fulfil its brief quite as well as its smaller sibling. In this large premium SUV class the Lexus is facing some very luxurious competition, such as the BMW X5 xDrive45e, and we'd like a little more refinement as a result. Pricing will also be key to the success of the package.

For years Lexus has tried and not necessarily always succeeded in taking on established premium players – mostly from Germany – but more recently it's hit a rich vein of form.

Thanks to an all-new platform and, in something of a first from Lexus, a plug-in hybrid powertrain, the brand's latest NX mid-size premium SUV boasts a brilliant all-round blend of qualities in this most competitive of classes. And now Lexus is aiming to scale up that formula for its all-new RX.

Whereas the NX rivals cars such as the BMW X3 and Mercedes GLC, the RX is a BMW X5 and Mercedes GLE competitor. But like its smaller sibling, this fifth-generation RX is also based on the brand new GA-K platform and features Lexus's 450h+ powertrain, making it the first-ever plug-in hybrid RX. In fact, Lexus claims “it's a complete reinvention of the large luxury SUV”.

That's quite a statement - as is the new car's styling, which is the first thing you might notice. Along with the NX and forthcoming RZ all-electric SUV, this RX will define the Japanese brand's next chapter in terms of design.

We've seen the firm's 'spindle grille' front-end before, but the RX evolves that into what Lexus is calling 'spindle body'. The grille is bigger with the overall shape now integrated into the whole front end of the car's body.

There are slim headlights, sharp creases down the sides and a rakish 'floating' roof thanks to blacked-out C-pillars, plus a full-width light bar across the raked tailgate. It's clearly an evolution in design terms, but still recognisably a Lexus.

The same is true inside. The brand is making a much bigger feature of its Japanese heritage these days, and we're all for it. The cabin takes a 'less is more' approach, with the 14-inch central touchscreen dominating the layout.

Lexus's latest infotainment system is a massive improvement on the old track pad-based setup in the previous RX, too. It works snappily, offers plenty of features and now integrates Apple CarPlay and Android Auto, both wirelessly.

Our top-spec Takumi model also featured adaptive suspension, heated and vented leather seats, three-zone air-conditioning, a panoramic roof, 21-inch alloy wheels, a head-up display, LED headlights and wireless phone charging as standard.

In typical Lexus fashion, the cabin feels beautifully built and material quality is good, but there's not much in the way of flair to the design, which could be an issue at this level of the market. On that point, prices will be announced later this year, but expect the base RX 350h self-charging hybrid to start from around £60,000 when it goes on sale later in 2023.

It's the new 450h+ plug-in hybrid we're focusing on here, however. It uses a 2.5-litre four-cylinder petrol engine working in conjunction with an 18.1kWh battery that feeds an electric motor driving the front wheels and another unit located on the car's rear axle to deliver e-four-wheel drive. The total output stands at 304bhp with the 0-62mph sprint dispatched in 6.5 seconds.

Performance is absolutely fine. It doesn't ever feel rapid, but in electric mode there's enough grunt. Lexus claims a zero-emissions range of more than 40 miles, which seemed accurate and achievable to us on the launch.

When the 18.1kWh battery is depleted (the 6.6kW on-board charger means a full charge takes around two hours and 45 minutes), the RX uses its second battery and becomes a self-charging hybrid, like the 350h powertrain; it's a technological first as far as we're aware and means that even when you've used the bigger battery's energy, there's still strong efficiency potential. Official economy claims stand at up to 256.8mpg with CO2 emissions and a Benefit-in-Kind taxation banding as low as 24g/km and eight per cent respectively.

Once energy is depleted, or the petrol engine kicks in, refinement takes a hit as even with the improvements Lexus has made when it comes to the operation of its e-CVT automatic gearbox, the petrol motor still drones – especially if you ask for hard acceleration.

The trick is to drive to the powertrain's strengths and lean on the electricity. Then the engine isn't as noticeable and the RX delivers a relaxed drive.

Like with the NX, there's more linearity to the way the powertrain responds and the petrol engine revs up. This gives a better connection between car and driver, and while it's still not perfect, in a big SUV like this it prioritises comfort and easy-going dynamics over sportiness.

The new platform means the RX still acquits itself relatively well, however. Our test route in the US didn't provide much in the way of challenging corners or surfaces, but the RX rides relatively nicely, with the damping control and comfort only breaking down over the worst transverse bumps and ridges in the road, where the extra battery mass becomes apparent. Otherwise, the suspension works smoothly to filter out imperfections and control the body.

The steering is light, but this helps manoeuvrability, as does the rear-axle steering, which offers up to four degrees of lock on the back wheels. However, the RX doesn't feel like a big car. It doesn't feel like a particularly dynamic one either, but there's enough agility here by the same stroke.

In short, it delivers a decent balance between comfort and engagement, with the focus placed on the former, meaning the RX is a solid SUV from a driving perspective, given how it will be used most of the time.

The 461-litre boot is some way off the biggest cars in this class, however – and this is despite the lithium-ion battery being mounted under the car's floor to help packaging. While there's enough space for most duties, a family holiday could test the RX's load-lugging capability more than a BMW X5 xDrive45e, for example.

However, space in the rear is better with enough head and legroom (even if rivals still feel roomier), while electrically adjustable heated seats in the back are standard on top-spec Takumi models, which is a nice touch.

Source: autoexpress.com