Why are diesel drivers subsidising petrol buyers?

Do you drive a diesel car or van? Well, watch out – you’re probably paying over the odds for your fuel.

Garages and forecourts have been accused of hiking the price of diesel by up to 6p a litre to make up for poor margins on petrol sales.

And that means they are adding more than £3 to the cost of filling up a diesel car, or £4.80 for a van.

Cheques and balances

Edmund King, AA president, said: “Cars are like blank cheques for whoever feels the need to balance the books by plundering drivers’ pockets.

“And now the fuel retailers are taking £3-a-tank extra on diesel to steady their finances.”

Oiling the wheels

Petrol prices are also on the up, with the typical cost of a litre rising from 111.92p in mid March to 113.29p in mid April.

And all this while wholesale oil prices continue to fall!

• In the first 2 weeks of March, oil averaged $ 58.50 (£39.31) a barrel.

• In the opening fortnight of April, the cost of a barrel was just $ 55.70.

Rise and fall

So why are fuel prices going up while oil prices are falling on the international bourses?

Does it prove that retailers are cashing in on both petrol and diesel drivers?

After all, the cost of filling up a 55-litre petrol tank has shot up by 75p in the last month. And since February, petrol prices have risen 7p a litre – pumping up the cost of filling up by £3.50 a time.

Crude statistics

But it’s not that straightforward. Even though the oil price has fallen when priced in dollars, the value of sterling has itself fallen against the dollar.

That means oil costs more for UK processors and retailers.

The change in exchange rates has meant that, while £1 bought you $ 1.511 in mid March, it got you just $ 1.481 in mid April.

In, er, crude terms, that means a $ 2.80-a-barrel fall in the oil price translates into a 1p-a-litre increase at wholesale level, which inevitably feeds through to the pumps.

Pump action

So it seems no-one is faring particularly well at the pumps at the moment (although prices below £1.20 are still around 10% less than this time last year).

But even the Petrol Retailers Association confirms that diesel drivers are being used to subsidise their more numerous petrol-purchasing counterparts.

A spokesman said: “Currently, the margin available on petrol is extremely low – and so higher margins may be taken on diesel.”

Cutting remarks

The RAC, which has accused fuel retailers of taking diesel drivers for a ride, is calling for diesel prices to be cut by 4p a litre.

Simon Williams at the RAC said: “Retailers have maintained a higher margin on diesel, perhaps to subsidise petrol sales.”

But rather than calling for price cuts, the AA wants the politicians jostling for our votes to make both petrol and diesel pricing more transparent for the UK’s 35 million drivers.

“Motorists prop up the Treasury to the tune of 10% of the UK’s total £582.6 billion tax-take,” said Edmund King. “But the need for fair pricing on UK forecourts has so far been largely ignored by politicians. A commitment to pump price transparency would be a good start.”

Why are diesel drivers subsidising petrol buyers?

Why are diesel drivers subsidising petrol purchasers?

Do you drive a diesel automobile or van? Nicely, watch out – you’re almost certainly paying more than the odds for your fuel.

Garages and forecourts have been accused of hiking the price tag of diesel by up to 6p a litre to make up for poor margins on petrol sales.

And that means they are adding much more than £3 to the cost of filling up a diesel auto, or £4.80 for a van.

Cheques and balances

Edmund King, AA president, stated: “Cars are like blank cheques for whoever feels the want to balance the books by plundering drivers’ pockets.

“And now the fuel retailers are taking £3-a-tank additional on diesel to steady their finances.”

Oiling the wheels

Petrol rates are also on the up, with the common expense of a litre increasing from 111.92p in mid March to 113.29p in mid April.

And all this whilst wholesale oil prices continue to fall!

• In the initial 2 weeks of March, oil averaged $ 58.50 (£39.31) a barrel.

• In the opening fortnight of April, the expense of a barrel was just $ 55.70.

Rise and fall

So why are fuel costs going up although oil rates are falling on the international bourses?

Does it prove that retailers are cashing in on each petrol and diesel drivers?

Right after all, the cost of filling up a 55-litre petrol tank has shot up by 75p in the final month. And since February, petrol costs have risen 7p a litre – pumping up the expense of filling up by £3.50 a time.

Crude statistics

But it’s not that simple. Even though the oil value has fallen when priced in dollars, the value of sterling has itself fallen against the dollar.

That means oil fees more for UK processors and retailers.

The change in exchange rates has meant that, whilst £1 purchased you $ 1.511 in mid March, it got you just $ 1.481 in mid April.

In, er, crude terms, that signifies a $ 2.80-a-barrel fall in the oil price translates into a 1p-a-litre boost at wholesale level, which inevitably feeds by way of to the pumps.

Pump action

So it seems no-1 is faring specifically properly at the pumps at the moment (though costs beneath £1.20 are still around 10% much less than this time final year).

But even the Petrol Retailers Association confirms that diesel drivers are becoming employed to subsidise their more several petrol-purchasing counterparts.

A spokesman mentioned: “Currently, the margin offered on petrol is extremely low – and so larger margins might be taken on diesel.”

Cutting remarks

The RAC, which has accused fuel retailers of taking diesel drivers for a ride, is calling for diesel costs to be reduce by 4p a litre.

Simon Williams at the RAC stated: “Retailers have maintained a higher margin on diesel, perhaps to subsidise petrol sales.”

But rather than calling for price cuts, the AA wants the politicians jostling for our votes to make both petrol and diesel pricing far more transparent for the UK’s 35 million drivers.

“Motorists prop up the Treasury to the tune of 10% of the UK’s total £582.6 billion tax-take,” said Edmund King. “But the need for fair pricing on UK forecourts has so far been largely ignored by politicians. A commitment to pump price transparency would be a great start off.”

Why are diesel drivers subsidising petrol purchasers?

Why are diesel drivers subsidising petrol purchasers?

Do you drive a diesel vehicle or van? Well, watch out – you are possibly paying more than the odds for your fuel.

Garages and forecourts have been accused of hiking the value of diesel by up to 6p a litre to make up for poor margins on petrol sales.

And that implies they are adding much more than £3 to the expense of filling up a diesel auto, or £4.80 for a van.

Cheques and balances

Edmund King, AA president, said: “Cars are like blank cheques for whoever feels the require to balance the books by plundering drivers’ pockets.

“And now the fuel retailers are taking £3-a-tank additional on diesel to steady their finances.”

Oiling the wheels

Petrol costs are also on the up, with the typical price of a litre increasing from 111.92p in mid March to 113.29p in mid April.

And all this whilst wholesale oil costs continue to fall!

• In the 1st 2 weeks of March, oil averaged $ 58.50 (£39.31) a barrel.

• In the opening fortnight of April, the price of a barrel was just $ 55.70.

Rise and fall

So why are fuel prices going up although oil costs are falling on the international bourses?

Does it prove that retailers are cashing in on both petrol and diesel drivers?

After all, the price of filling up a 55-litre petrol tank has shot up by 75p in the final month. And given that February, petrol costs have risen 7p a litre – pumping up the cost of filling up by £3.50 a time.

Crude statistics

But it’s not that simple. Even though the oil cost has fallen when priced in dollars, the value of sterling has itself fallen against the dollar.

That signifies oil costs much more for UK processors and retailers.

The adjust in exchange rates has meant that, while £1 purchased you $ 1.511 in mid March, it got you just $ 1.481 in mid April.

In, er, crude terms, that implies a $ 2.80-a-barrel fall in the oil price translates into a 1p-a-litre enhance at wholesale level, which inevitably feeds by way of to the pumps.

Pump action

So it appears no-one is faring specifically effectively at the pumps at the moment (despite the fact that costs below £1.20 are still around 10% significantly less than this time last year).

But even the Petrol Retailers Association confirms that diesel drivers are being employed to subsidise their much more numerous petrol-purchasing counterparts.

A spokesman said: “Currently, the margin obtainable on petrol is extremely low – and so higher margins might be taken on diesel.”

Cutting remarks

The RAC, which has accused fuel retailers of taking diesel drivers for a ride, is calling for diesel costs to be cut by 4p a litre.

Simon Williams at the RAC stated: “Retailers have maintained a greater margin on diesel, maybe to subsidise petrol sales.”

But rather than calling for price tag cuts, the AA desires the politicians jostling for our votes to make both petrol and diesel pricing much more transparent for the UK’s 35 million drivers.

“Motorists prop up the Treasury to the tune of 10% of the UK’s total £582.6 billion tax-take,” stated Edmund King. “But the want for fair pricing on UK forecourts has so far been largely ignored by politicians. A commitment to pump price tag transparency would be a excellent start off.”

Why are diesel drivers subsidising petrol purchasers?

Why are diesel drivers subsidising petrol purchasers?

Do you drive a diesel automobile or van? Properly, watch out – you’re possibly paying over the odds for your fuel.

Garages and forecourts have been accused of hiking the value of diesel by up to 6p a litre to make up for poor margins on petrol sales.

And that means they are adding much more than £3 to the expense of filling up a diesel automobile, or £4.80 for a van.

Cheques and balances

Edmund King, AA president, stated: “Cars are like blank cheques for whoever feels the need to have to balance the books by plundering drivers’ pockets.

“And now the fuel retailers are taking £3-a-tank further on diesel to steady their finances.”

Oiling the wheels

Petrol costs are also on the up, with the standard expense of a litre rising from 111.92p in mid March to 113.29p in mid April.

And all this even though wholesale oil costs continue to fall!

• In the first 2 weeks of March, oil averaged $ 58.50 (£39.31) a barrel.

• In the opening fortnight of April, the cost of a barrel was just $ 55.70.

Rise and fall

So why are fuel rates going up even though oil prices are falling on the international bourses?

Does it prove that retailers are cashing in on both petrol and diesel drivers?

Right after all, the expense of filling up a 55-litre petrol tank has shot up by 75p in the last month. And given that February, petrol prices have risen 7p a litre – pumping up the cost of filling up by £3.50 a time.

Crude statistics

But it’s not that simple. Even although the oil price tag has fallen when priced in dollars, the value of sterling has itself fallen against the dollar.

That indicates oil costs a lot more for UK processors and retailers.

The adjust in exchange rates has meant that, whilst £1 purchased you $ 1.511 in mid March, it got you just $ 1.481 in mid April.

In, er, crude terms, that indicates a $ 2.80-a-barrel fall in the oil price translates into a 1p-a-litre increase at wholesale level, which inevitably feeds through to the pumps.

Pump action

So it seems no-one is faring especially nicely at the pumps at the moment (although rates under £1.20 are still around 10% significantly less than this time last year).

But even the Petrol Retailers Association confirms that diesel drivers are getting used to subsidise their far more several petrol-getting counterparts.

A spokesman stated: “Currently, the margin obtainable on petrol is very low – and so greater margins may possibly be taken on diesel.”

Cutting remarks

The RAC, which has accused fuel retailers of taking diesel drivers for a ride, is calling for diesel rates to be reduce by 4p a litre.

Simon Williams at the RAC mentioned: “Retailers have maintained a larger margin on diesel, possibly to subsidise petrol sales.”

But rather than calling for value cuts, the AA wants the politicians jostling for our votes to make each petrol and diesel pricing a lot more transparent for the UK’s 35 million drivers.

“Motorists prop up the Treasury to the tune of 10% of the UK’s total £582.6 billion tax-take,” said Edmund King. “But the want for fair pricing on UK forecourts has so far been largely ignored by politicians. A commitment to pump value transparency would be a good start off.”

Why are diesel drivers subsidising petrol purchasers?

Why are diesel drivers subsidising petrol purchasers?

Do you drive a diesel auto or van? Effectively, watch out – you are probably paying over the odds for your fuel.

Garages and forecourts have been accused of hiking the price tag of diesel by up to 6p a litre to make up for poor margins on petrol sales.

And that indicates they are adding more than £3 to the price of filling up a diesel car, or £4.80 for a van.

Cheques and balances

Edmund King, AA president, said: “Cars are like blank cheques for whoever feels the require to balance the books by plundering drivers’ pockets.

“And now the fuel retailers are taking £3-a-tank additional on diesel to steady their finances.”

Oiling the wheels

Petrol costs are also on the up, with the standard expense of a litre increasing from 111.92p in mid March to 113.29p in mid April.

And all this even though wholesale oil prices continue to fall!

• In the initial 2 weeks of March, oil averaged $ 58.50 (£39.31) a barrel.

• In the opening fortnight of April, the expense of a barrel was just $ 55.70.

Rise and fall

So why are fuel rates going up whilst oil rates are falling on the international bourses?

Does it prove that retailers are cashing in on each petrol and diesel drivers?

Following all, the expense of filling up a 55-litre petrol tank has shot up by 75p in the final month. And since February, petrol prices have risen 7p a litre – pumping up the cost of filling up by £3.50 a time.

Crude statistics

But it’s not that straightforward. Even although the oil cost has fallen when priced in dollars, the value of sterling has itself fallen against the dollar.

That indicates oil charges far more for UK processors and retailers.

The adjust in exchange prices has meant that, while £1 bought you $ 1.511 in mid March, it got you just $ 1.481 in mid April.

In, er, crude terms, that signifies a $ 2.80-a-barrel fall in the oil price translates into a 1p-a-litre boost at wholesale level, which inevitably feeds through to the pumps.

Pump action

So it seems no-one is faring particularly well at the pumps at the moment (despite the fact that costs beneath £1.20 are still about 10% less than this time last year).

But even the Petrol Retailers Association confirms that diesel drivers are becoming utilized to subsidise their more numerous petrol-acquiring counterparts.

A spokesman stated: “Currently, the margin offered on petrol is extremely low – and so higher margins may possibly be taken on diesel.”

Cutting remarks

The RAC, which has accused fuel retailers of taking diesel drivers for a ride, is calling for diesel prices to be cut by 4p a litre.

Simon Williams at the RAC said: “Retailers have maintained a greater margin on diesel, probably to subsidise petrol sales.”

But rather than calling for price cuts, the AA wants the politicians jostling for our votes to make each petrol and diesel pricing a lot more transparent for the UK’s 35 million drivers.

“Motorists prop up the Treasury to the tune of 10% of the UK’s total £582.6 billion tax-take,” said Edmund King. “But the need to have for fair pricing on UK forecourts has so far been largely ignored by politicians. A commitment to pump price tag transparency would be a great start off.”

Why are diesel drivers subsidising petrol purchasers?

Why are diesel drivers subsidising petrol purchasers?

Do you drive a diesel car or van? Effectively, watch out – you’re most likely paying over the odds for your fuel.

Garages and forecourts have been accused of hiking the price tag of diesel by up to 6p a litre to make up for poor margins on petrol sales.

And that means they are adding far more than £3 to the expense of filling up a diesel car, or £4.80 for a van.

Cheques and balances

Edmund King, AA president, stated: “Cars are like blank cheques for whoever feels the need to balance the books by plundering drivers’ pockets.

“And now the fuel retailers are taking £3-a-tank extra on diesel to steady their finances.”

Oiling the wheels

Petrol prices are also on the up, with the standard price of a litre increasing from 111.92p in mid March to 113.29p in mid April.

And all this although wholesale oil rates continue to fall!

• In the 1st 2 weeks of March, oil averaged $ 58.50 (£39.31) a barrel.

• In the opening fortnight of April, the expense of a barrel was just $ 55.70.

Rise and fall

So why are fuel prices going up while oil rates are falling on the international bourses?

Does it prove that retailers are cashing in on each petrol and diesel drivers?

Right after all, the price of filling up a 55-litre petrol tank has shot up by 75p in the last month. And since February, petrol costs have risen 7p a litre – pumping up the cost of filling up by £3.50 a time.

Crude statistics

But it is not that straightforward. Even though the oil price has fallen when priced in dollars, the worth of sterling has itself fallen against the dollar.

That means oil expenses more for UK processors and retailers.

The change in exchange prices has meant that, although £1 purchased you $ 1.511 in mid March, it got you just $ 1.481 in mid April.

In, er, crude terms, that means a $ 2.80-a-barrel fall in the oil value translates into a 1p-a-litre improve at wholesale level, which inevitably feeds by way of to the pumps.

Pump action

So it seems no-a single is faring particularly nicely at the pumps at the moment (although costs below £1.20 are nonetheless around 10% less than this time final year).

But even the Petrol Retailers Association confirms that diesel drivers are being utilised to subsidise their more quite a few petrol-getting counterparts.

A spokesman stated: “Currently, the margin obtainable on petrol is extremely low – and so larger margins may be taken on diesel.”

Cutting remarks

The RAC, which has accused fuel retailers of taking diesel drivers for a ride, is calling for diesel prices to be cut by 4p a litre.

Simon Williams at the RAC mentioned: “Retailers have maintained a higher margin on diesel, maybe to subsidise petrol sales.”

But rather than calling for cost cuts, the AA wants the politicians jostling for our votes to make both petrol and diesel pricing more transparent for the UK’s 35 million drivers.

“Motorists prop up the Treasury to the tune of 10% of the UK’s total £582.6 billion tax-take,” said Edmund King. “But the need for fair pricing on UK forecourts has so far been largely ignored by politicians. A commitment to pump price tag transparency would be a great begin.”

Why are diesel drivers subsidising petrol purchasers?

Driven: Ford Focus ST Diesel Wagon! (Too Bad It’s Stuck in Europe.)

Like every single U.S. automaker, Ford is not averse to wrapping itself in Old Glory when it wants to sell far more solution to patriotic ’Muricans. That’s why Ford F-150 advertisements feature the sort of gravelly voiceovers that make Clint Eas2od sound slightly effeminate—and typically include much more denim than the whole of Montana. But, despite calling Michigan property for a lot more than 25 years, Ford also continues to deny its house marketplace a big percentage of its global model range. And even though we do not really care if we do not get vehicles like the EcoSport and the B-Max, occasionally the neglect actually hurts, dammit.

As right here, with the diesel version of the Focus ST sold in Europe and other parts of the planet where compression ignition is taken seriously. To add some injury to that insult, the TDCi engine is also accessible in station-wagon type. This slight may not be on the very same level as that lengthy ago choice to deny us the Escort Cosworth, but it’s fair to say that a efficiency wagon with a 182-hp diesel engine and a stick shift fairly significantly fills the complete bingo card of stuff we’d like but cannot get. Which is why we took the very first opportunity to get behind the wheel of 1 for the duration of a recent trip to Germany.

Familiar—with Crucial Differences

The view from the driver’s seat is virtually identical to that in a U.S.-spec Concentrate ST hatchback. You sit on the exact same mega-grippy Recaro sports seats, grab the very same chunky steering wheel, really feel the identical pleasingly bulbous gearchange lever, and appear at the identical dashboard, featuring the identical trio of stuck-on supplementary dials for oil and enhance pressures and oil temperature. The only genuine clue that one thing is different, other than the Euro-spec km/h, bar, and Celsius scales for the instrumentation, is the truth that the rev counter turns red just soon after the number “5”.

The engine is a mildly reworked version of Ford’s Euro-spec 2.-liter 4-cylinder turbo-diesel, and even though it is far more than 60 horsepower adrift of its gasoline-powered sibling (with the maximum 182 horsepower arriving at a lowly 3500 rpm), it truly musters more torque: 295 lb-ft at 2000 rpm. On-paper functionality figures are predictably reduced, with a zero-to-60-mph time we estimate at 7.5 seconds and a 135-mph leading speed (in our testing, the gas ST hits 60 in about 6 seconds and has a 150-mph leading speed), but set against that, the TDCi has an official “combined” fuel-economy figure equivalent to 56 mpg on the optimistic Euro test cycle. If the car have been to be run via the EPA ringer, we consider it could best 40 mpg on the highway cycle.

Significantly less Enthusiastic, But Nonetheless for Enthusiasts

There’s no surprise that the diesel lump cannot match the enthusiasm of the gasoline engine. It lacks its spark-ignited sister’s enthusiasm for revs and—despite obtaining far more torque—has far significantly less torque steer in slower corners. But it is smooth and brawny low down, which means that you change gears about half as usually. A derestricted stretch of autobahn confirmed that there is no point trying to push the engine previous the 4000-rpm mark, where it appears to hit a slick of molasses. But tall gearing indicates that translates fairly much specifically to the claimed best speed in sixth—we saw an indicated 220 km/h (137 mph)—with the ST feeling stable and comfortable when driven flat-out. The engine thrums and hums when worked tough, with a sound symposer canceling out most tinkling harmonics at reduced speeds.

Despite becoming slower than the gasoline ST, Ford hasn’t softened the diesel version as Volkswagen does with the Golf GTD. That implies firm spring and damper settings, which do an excellent job of keeping the body in check when asked to make frequent directional adjustments. They also, even so, give a harsh ride over rough surfaces, specifically at greater speeds. The electrically assisted steering shares the gasoline ST’s fast rack and delivers similarly crisp front-finish responses (with much less power-on understeer), and the manual gearbox is just as slick as it is in the gasoline automobile.

Indeed, our test car’s wagon bodywork possibly produced more of a difference to the car’s higher-speed dynamic behavior than did the diesel engine. Ford’s numbers say the wagon is 53 pounds heavier than the hatchback, but even that relatively modest boost in mass at the rear of the vehicle is clear, generating it noticeably less willing to tighten its line on an eased throttle. Or, in other words, slightly significantly less amusing. The plus side is a reasonably cavernous load space—33 cubic feet with the rear seats in location, 53 cubic feet with them folded.

On the basis of the car’s versatility and fuel efficiency, we’re going to describe the diesel Focus ST wagon as the most sensible performance auto in the planet. Or rather, in those components of the world that are allowed to acquire such a compellingly distinct vehicle we’ve no doubt that U.S. sales for a manual-shifting diesel wagon would be restricted, but it’d be nice to at least be presented the selection.

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Driven: Ford Focus ST Diesel Wagon! (Too Bad It’s Stuck in Europe.)

2016 Variety Rover Gets Diesel Engine, Tech Upgrades

Whilst Land Rover’s epically expensive and ultra-deluxe Range Rover SVAutobiography and sporty Range Rover Sport HST soaked up the limelight at the brand’s New York auto show stand, they weren’t the only news-makers. The standard Variety Rover receives a smattering of minor updates for 2016, including a new diesel engine, a energy bump for the base gas V-6 engine, and some new tech.

Beginning with our favorite subject, energy, the mid-level 2016 Variety Rover HSE’s supercharged 3.-liter V-6 gains a 40-hp enhance. Now, with 380 horsepower, the HSE stands a tiny taller above the base Range Rover, which nonetheless tends to make do with 340 ponies. The Td6 single-turbo 6-cylinder diesel engine getting offered in the 2016 Range Rover Sport joins the Range Rover lineup, where it tends to make the very same 254 horsepower and 440 lb-ft of torque. The diesel Range Rover is anticipated to attain 22 mpg in the city and 28 mpg on the highway, a respectable set of estimates that’s far, far above the next-most-effective big Rovers, the supercharged V-6 at 17/23 mpg.

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Land Rover hasn’t touched the Variety Rover’s handsome exterior—we’re okay with that—but it has introduced a new InControl Remote smartphone app that permits owners to remotely lock and unlock their doors, start off their engine, and activate the horn and lights to help find their car in crowded parking lots. In addition, the backup and surround-view parking cameras now feed drivers a higher-resolution image, and the backup camera gets a standard washer function to maintain it clean.

Every Variety Rover has a common power tailgate with gesture-primarily based (kicking) activation Land Rover cleverly placed the sensors on the sides of the bumper so that customers can open the tailgate with a kick from the sidewalk. Lastly, a protocol was added to reduce the Variety Rover’s air suspension to its “access” height automatically when shifted into park. Pricing for the 2016 Rovers will be released closer to the on-sale date this fall.

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2016 Variety Rover Gets Diesel Engine, Tech Upgrades

Land Rover Information 2016 Range Rover Sport Lineup’s Changes, New Diesel V-6

Correct on schedule, Land Rover has announced a series of minor alterations for the Range Rover Sport, which includes the SUV’s 1st-ever (in the U.S.) diesel V-6 engine option. We currently knew the Variety Rover Sport was acquiring the diesel 6, but Land Rover is giving us the complete information of the model’s other updates for 2016 ahead of the New York auto show.

Very first, a refresher on the diesel: It arrives with 254 horsepower and 440 lb-ft of torque, sizable numbers that are anticipated to return far better-than-decent on-road efficiency. Fuel economy is a claimed 22 mpg in the city and 28 mpg on the highway, large improvements over the base, gas-fed, 340-hp Range Rover Sport’s dismal 17/22 mpg city/highway. Predictably, the diesel is way, way much more effective than the 550-hp, supercharged V-8–powered Range Rover Sport Supercharged, which gets 14/19 mpg.

Every Variety Rover Sport gets a normal power tailgate (with foot-kick activation and newfound compatibility with tow bars), as properly as Auto Access Height, which automatically lowers the car “to make for a far more graceful entry and exit for occupants.” Vital stuff, certainly. Land Rover also improved the All Terrain Progress Manage (primarily an off-road, low-speed cruise handle created to hold you moving more than low-traction surfaces) and the backup- and surround-view camera feeds now show in a larger definition than prior to.

The greatest news in the Range Rover Sport’s world is the addition of the Land Rover InControl Remote app, which makes it possible for remote smartphone access to fuel level, door lock, and window statuses (if either is locked or closed), remote vehicle locking and unlocking, alarm notifications, and a remote engine-beginning function. The technique also notifies authorities of a crash or emergency.

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It is surely good to see a European automaker supplying remote start—it’s a killer feature, particularly right here in Michigan exactly where stepping into a pre-warmed auto is a lot more civil than flopping into a frigid one like a penguin beaching onto an iceberg. We also like how Land Rover is creating modest modifications to its already wonderful Variety Rover Sport, which was just redesigned with an all-new lightweight body for 2014. Full pricing for the 2016 Variety Rover Sport lineup—including for the new HST Limited Edition model also debuting in New York—will be revealed later this year, but don’t anticipate the cost of entry to budge much past today’s $ 64,275 base price tag.

Land Rover Information 2016 Range Rover Sport Lineup’s Changes, New Diesel V-6

Should diesel drivers be demonised?

Diesel cars have come under fire in recent days for their polluting emissions, but should owners be financially penalised?

After all, just a few years ago, people were urged to switch to diesel cars precisely because of their low CO2 emissions, which supposedly made them more environmentally friendly than their petrol-powered counterparts.

We bought our diesel Peugeot 207 in 2008 for that very reason, confident that we were doing our bit for the planet.

We were also attracted by the fact diesel cars were cheaper to run than petrol cars – good for the environment and low cost, what could be better?

We were far from alone in seeing the appeal of diesel. Less than 7.4% of all cars in the UK were diesel in 1994, but by 2013 this had soared to 34.5% of the total, with 10.1m diesel cars on the roads.

Yet now diesel cars are being ‘demonised’ for their harmful nitrogen dioxide emissions.

Air supply

Far from being a ‘green’ option, it transpires diesel cars in fact are responsible for endangering people’s health. So alarmingly high are nitrogen dioxide levels here that last year the UK was taken to court by the European Commission for exceeding limits in 16 areas from Glasgow to London.

But are diesel cars really to blame? The Society of Motor Manufacturers and Traders (SMMT) is fighting back against this demonisation of diesel cars, and has just launched a nationwide campaign to raise awareness about the latest low-emission car technology.

It says that there is low awareness of the latest ‘Euro-6’ diesel technology, and that power stations, not cars, are by far the biggest contributors of nitrogen dioxide.

The SMMT claims it would take 42m Euro-6 diesel cars to generate as much nitrogen dioxide as one coal-fired power station. It has published a Diesel Facts myth-busting guide at dieselfacts.co.uk.

Confidence trick

Mike Hawes, SMMT chief executive, said, “Today’s diesel engines are the cleanest ever, and the culmination of billions of pounds of investment by manufacturers to improve air quality. The allegations against diesel cars made in recent months threaten to misguide policy making and undermine public confidence in diesel. It’s time to put the record straight.” 

But experts claim that SMMT’s tests are flawed as they are conducted in a laboratory, and therefore don’t produce the same result they would in “real-world” conditions.

As a result, carmakers have been accused of trying to “greenwash dirty diesel” to hide the truth that diesel cars emit far more pollutants than petrol cars.

Local tax for local people

Diesel drivers are now facing financial penalties because of their choice of car. Some local authorities in London have even gone as far as deciding to charge diesel-owning residents more to park outside their homes.

Islington Council, for example, will charge owners of diesel cars with an extra £96 a year for their parking permits with affect from April 1. The aim of the charge is to encourage owners to ditch their diesel vehicles before the Ultra Low Emissions Zone (ULEZ) is launched in 2020.

This doesn’t strike me as ‘encouragement’ in any shape, way or form. Instead, it is placing an extra financial burden those on low incomes, who can perhaps ill-afford to replace their vehicles.

How can this possibly be fair when many people bought their cars many years ago precisely because diesel was considered environmentally friendly?

Had we bought our car in the knowledge that it would create harmful pollutants, then we would perhaps deserve to be penalised.

Less is more trouble

As it is, like most other diesel car owners, we bought our car because we believed it was a LESS harmful option than the alternatives.

If anything, the government should be giving owners of diesel cars financial support to help us cover the cost and inconvenience of having to replace our cars.

Mayor of London Boris Johnson has the right idea. He wants to pay diesel car owners up to £2,000 each to switch to cleaner models, claiming that this would get more than 150,000 polluting models off the capital’s roads.

This approach certainly seems to make a lot more sense than punishing motorists who bought their cars in good faith because thought they were doing the right thing.

Should diesel drivers be demonised?

Ready to Launch: Porsche Overall performance Start off Added to Cayenne Diesel

Porsche is adding the Performance Start function to the 2015 Cayenne diesel (as effectively as the 2015 Cayenne S and Cayenne Turbo) as part of the optional Sport Chrono package.

Although Overall performance Begin is not a complete-bore launch-handle system like the a single utilized to slingshot PDK-equipped 911s, Boxsters, and Caymans toward the horizon, it does permit the driver to launch the Cayenne from rest at wide-open throttle right after side-stepping the brake pedal. Porsche claims that Performance Start shaves .1 second from the Cayenne’s zero-to-60 time. And as if getting a compression-ignition Porsche SUV weren’t oddball enough, the gadget also signifies that model joins the really, extremely little roster of production diesel vehicles with similar technology. (Our extended-term BMW 328d wagon has launch manage, for instance.)

Here’s how it operates: The driver pushes the Sport Plus button on the center console. With the Cayenne stopped and the 8-speed automatic in drive, the driver presses the brake pedal and floors the accelerator pedal. A dash telltale indicates that Performance Begin has been initiated. Inside 2 seconds, the driver side-measures the brake pedal and with the accelerator nevertheless matted, the Cayenne launches in what Porsche describes as the “most efficient manner attainable.” This involves extraquick 1-2 and 2-3 upshifts, occurring at the optimal engine speed to leverage the powerplant’s peak power and torque.

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No muss and no fuss, and the compression-ignition Cayenne pulls a wicked holeshot. At Porsche, it appears even the frugal get to have some enjoyable.

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Ready to Launch: Porsche Overall performance Start off Added to Cayenne Diesel

Death-Dealing Diesel? No! It’s the 2017 Ford GT At Idle! [w/ Video]

The magnetism of the Ford GT is so strong that the gaggle of lenses and gawkers surrounding the vehicle at the North American International Auto Show left the GT350R and new Raptor virtually ignored on their turntables. Either 1 of those machines would typically draw a throng of people powerful adequate to generate its personal minor gravitational field, but the GT yanked the spotlight from each, as effectively as almost everything else in Cobo Center.

In a year that saw the reveal of the new CTS-V, the Alfa 4C Spider, the refreshed BMW M6, and the long-awaited production-spec look of the Acura NSX, that’s no mean feat.

But the niggling question hangs in the minds of many—what does FoMoCo’s new supercar sound like? It is a longstanding jab at the Viper that the V-10 snake sounds like a United Parcel Service car at idle. Scratch that. The GT is the new king of the demonic delivery trucks. The 3.5-liter V-6 garble-gargles by means of its high-mounted tailpipes, whilst the twin turbos send their barbaric whirring hiss echoing by way of the taillight tubes. If Steven Spielberg’s Duel have been remade by Michael Bay, it’s the noise the film’s menacing Peterbilt would make at rest. Watch the clip below to see what we imply.

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Death-Dealing Diesel? No! It’s the 2017 Ford GT At Idle! [w/ Video]

Death-Dealing Diesel? No! It’s the 2017 Ford GT At Idle! [w/ Video]

The magnetism of the Ford GT is so robust that the gaggle of lenses and gawkers surrounding the auto at the North American International Auto Show left the GT350R and new Raptor practically ignored on their turntables. Either 1 of these machines would typically draw a throng of people robust sufficient to generate its own minor gravitational field, but the GT yanked the spotlight from both, as well as every thing else in Cobo Center.

In a year that saw the reveal of the new CTS-V, the Alfa 4C Spider, the refreshed BMW M6, and the extended-awaited production-spec look of the Acura NSX, that’s no imply feat.

But the niggling query hangs in the minds of many—what does FoMoCo’s new supercar sound like? It’s a longstanding jab at the Viper that the V-10 snake sounds like a United Parcel Service automobile at idle. Scratch that. The GT is the new king of the demonic delivery trucks. The 3.5-liter V-6 garble-gargles by way of its high-mounted tailpipes, whilst the twin turbos send their barbaric whirring hiss echoing through the taillight tubes. If Steven Spielberg’s Duel had been remade by Michael Bay, it’s the noise the film’s menacing Peterbilt would make at rest. Watch the clip below to see what we imply.

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Death-Dealing Diesel? No! It’s the 2017 Ford GT At Idle! [w/ Video]

Diesel in Detroit: Variety Rover, Variety Rover Sport Adding Diesel V-6 in U.S. for 2016

Land Rover is adding a diesel engine option to its line of super-luxe SUVs. Announced as part of the 2015 Detroit auto show festivities, the first U.S.-market Land Rover models to get the compression-ignition Td6 V-6 will be the Range Rover and Range Rover Sport, both in HSE trim. The pair are scheduled to go on sale in the fall of 2015 as 2016 models.

Rated at a reasonable 254 horsepower, the real story is torque: A solid 440 lb-ft of twist is available from just 1750 rpm. (For comparison, LR’s current supercharged 3.0-liter gasoline V-6 makes 332 lb-ft at 3500 rpm.) Given that, the powerplant certainly has the grunt to get things rolling whether you’re crawling through the boonies or simply loaded down with trophies from your latest Costco safari. Mated to a ZF-supplied 8-speed automatic, the Range Rover Sport Td6 and Range Rover Td6 manage the benchmark 0-to-60-mph run in 7.1 and 7.4 seconds, compared to 6.9- and 7.1-second times of their 6-cylinder gasoline counterparts.

Fuel economy gets a significant boost as well, with each of the new Rovers pegged at 22/28/25 mpg on the EPA city/highway/combined metrics; the combined figure represents a 32 percent improvement over the gas V-6, and total range for each rig has increased to bladder-stretching 658 miles.

A relatively new design, the Td6 engine is already available in other markets; nevertheless, Land Rover says it made some changes to the Td6 for stateside duty. All Td6 diesels start with a block constructed of compacted graphite iron, which is stronger than grey cast iron and offers better overall strength than aluminum. The alterations made prior to U.S. introduction include a new water-cooled turbocharger that sports new new bearings, vanes, and nozzles.

To meet U.S. emissions standards, the new diesel Land Rovers, like most of the diesel SUVs with which they will compete, are fitted with an exhaust-scrubbing urea aftertreatment system. The fluid reservoir is located under the hood and is said to hold enough fluid to run 10,000 miles between refills. There’s also a new low-pressure exhaust-gas recirculation (EGR) setup; this particular system recaptures exhaust gases after the diesel particulate filter; most EGRs pull the gases directly from the hot exhaust manifold before feeding them back into the turbo. LR’s setup also sends the air through an intercooler, which ultimately allows for lower overall combustion temperatures and reduced NOx production. The U.S. Td6 also features a 2-stage oil-pump and revised fuel injectors.

To reduce the intrusion into the cabin of diesel clatter, Land Rover has employed dual-isolation engine mounts and acoustic laminate windshields. Finally, to keep Americans from absentmindedly grabbing the wrong nozzle and filling the tank with gasoline, a special “misfueling protection device” has been fitted to the filler neck that prevents the smaller diameter gas nozzles from being inserted.

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Land Rover assures us that by the time diesel Rovers hit the showroom later this fall, they will have completed testing in just about every punishing climate and at the most extreme altitudes North America has to offer. And although the maker has clearly done its homework on the long-awaited diesel, its timing is less than perfect. With record low U.S. gasoline prices grabbing headlines and notoriously shortsighted buying habits of American consumers driving sales, Rover’s diesels could prove to be a rare example of too much, too late. Of course, the company will still have some supercharged gasoline V-8s that it would be willing to sell you, too.

Diesel in Detroit: Variety Rover, Variety Rover Sport Adding Diesel V-6 in U.S. for 2016

Automobile overview: Jaguar 3. V6 Diesel Extended-Wheelbase

Powerful but refined, the Jaguar makes every single journey a special occasion, writes vehicle reviewer Tim Barnes-Clay.

Jaguars are nicely-identified for their sophisticated, sporting lines, and the 2014 model year Jaguar XJ, with its sinuous, modern style doesn’t disappoint.

The robust, muscular reduce half of the vehicle is contrasted with the slim and graceful quality of the roofline, which requires inspiration from the original 1968 XJ saloon.

The front of the car is quite commanding with a big grill and an assertive face – rather like the BMW 5-Series.

Desirable features

At the rear, the vehicle has a clean, sculpted shape, with an absence of unnecessary ornamentation.

The sheet metal of the back panel retains its pure type, with a single leaping Jaguar motif generating a strong, self-possessed statement.

The LED light clusters wrap stylishly more than the rear wings, and feature 3 dramatic red, vertical strips.

It is all incredibly eye-catching.

Luxury cabin

Step inside the XJ extended-wheelbase (LWB) model, on test right here, and you’ll see rear cabin luxury choices which contain airline-style reclining seats with massage function, enhanced headroom and fold-out organization tables.

The entertainment system has been improved with 2 hi-resolution touchscreens, and a specially re-tuned rear suspension set-up enhances rear seat ride comfort too.

The overriding impression is a sense of individual space – a feeling enhanced by the simple kind of the leather-wrapped instrument panel sitting low across the automobile.

At the sides of the cabin, a daring architectural wood veneer sweeps forward from the doors to meet at the front of the auto, emphasising the Jaguar XJ’s potent, dynamic character.

Welcoming atmosphere

This linear, modern day use of wood assists to develop a genuinely welcoming atmosphere.

Behind the wheel, you’re greeted by the rotary manage of the JaguarDrive selector, which, on begin-up, rises into your palm.

Then 3D animations materialise in the virtual instrument cluster and on the central touch-screen.

But the weirdest issue is that there’s no physical instrument cluster show.

-62mph in 6.4 seconds

Rather, a higher-definition screen, which uses delightfully detailed virtual instruments, provides all of the functions performed by traditional dials.

It creates a genuine sense of theatre, but far more importantly it functions well.

Under the bonnet, the XJ oil-burner positive aspects from a potent and efficient 3.-litre V6 powertrain, coupled to an 8-speed automatic transmission.

The lump, boosted by twin turbochargers, propels the vehicle from -62mph in just 6.4 secs, then up to 155mph.

Quiet ride

It feels each bit as quickly behind the wheel as it suggests it is on paper: it’s an awesome sensation – reminiscent of taking off in a plane.

But it isn’t all about muscle: on the move in the Midlands-created large cat the low level of road-rumble means you can chat with your passengers without having the need to shout.

Even when you bury your proper foot into the shag-pile carpet there’s not considerably far more than a low grunt from the twin exhaust pipes.

In truth, it is really difficult to tell it apart from a petrol-powered automobile once it is cruising.

You will need to have deep pockets

Indeed, the 2014 XJ LWB model makes every single journey a unique occasion, both for you and your passengers.

But this level of sophistication doesn’t come cut-cost.

You’ll have to splash close to £60,000 for the Luxury 3. V6 Diesel version.

And you will want to have even deeper pockets if you want to drive the greater up the range XJ Portfolio.

Pros & cons

• Very Eye-catching √


• Effective √


• Refined √


• Expensive X

Rapidly facts

• Max speed: 155 mph


• -62 mph: 6.4 seconds


• Combined mpg: 44.8


• Engine: 2993cc, 24 valve V6 twin turbo diesel


• Max. energy (bhp): 271 at 4000 rpm


• Max. torque (lb/ft): 443 at 2000 rpm


• CO2 167 g/km


• Cost: £59,980 on the road

Examine vehicle insurance – you could uncover a fantastic deal in minutes Get a automobile insurance quote

Automobile overview: Jaguar 3. V6 Diesel Extended-Wheelbase

2014 BMW 328d Diesel Sedan Tested: Frugality Has Its Price tag

Instrumented Test

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Diesel with a lazy d.

Of course you are questioning, so we’ll just tell you up front: 39 mpg. That is what we got over 522 miles of driving with the BMW 328d rear-drive sedan, which amounts to one fill-up. It’s also 4-mpg better than the 35 mpg we saw from 2 2014 328ds, an xDrive sedan and our lengthy-term xDrive wagon (by way of 25,000 miles, at least).

That’s all the selections: rear- or all-wheel drive, sedan or wagon. The only 3-series diesel accessible in the U.S. comes with an 8-speed automatic, whether you like it or not, but confers a genuine mileage advantage compared with our extended-term 2012 328i manual (27 mpg over 40,000 miles). Neo-Prius fuel economy in the industry’s benchmark sports sedan? Sign here, please.

Our U.K. correspondent, Mike Duff, does not feel significantly of BMW diesels, specially the little ones. Lately he was overheard calling them “crap,” which is British shorthand for “not fairly as beautiful as the options.” Duff wonders why some Americans get all frothy about a 3-series diesel when they’re typical as cats in Europe, where they’re the preferred mount of widows, vicars, airport taxi drivers, and other people who want BMW prestige and luxury on the slowest, most frugal achievable terms. In Duff’s estimation, a 328d is as close as BMW comes to constructing a Buick Verano.

Nicely, you’re all fairly acquainted with the F30-generation 3-series, thanks to the umpteen million stories we’ve done on this car, calling out its sophisticated handling, its sugary engines, its fine brakes, and its diminished steering, which is absolutely colder than the previous E90’s. None of those observations adjust for the 328d, except the diesel engine and its numbers.

To wit: In the United States, you spend a $ 1500 premium to swap out the 2015-model 328i’s base 2.-liter turbo gasoline 4 for the 328d’s 2.-liter turbo-diesel. It is not a huge hit, thinking about you get better economy, a main torque bump of 25 lb-ft, and a lot of fancy new antipollution gear. Rated horsepower drops from 240 to 181, as horsepower always requires a dive when you install a slower-turning diesel.

When will the $ 1500 pay itself back in fuel savings? If you accept our fuel-economy numbers as your personal and take the U.S. fuel-price tag averages as this is written ($ 3.50 per gallon for premium, $ 3.66 for diesel), you will pay off the 328d’s diesel in about 42,000 miles. Of course, the break-even point can differ depending on your own mileage and the disparity amongst gasoline and diesel rates where you drive.

If you are the leasing variety and program to turn it in at 2 or 3 years, overlook any economic benefit to a 328d. The remaining advantage is the comfort of a 500-plus-mile variety, which you could regard as an extracost option like a sunroof or a fancier stereo. Not getting to cease so typically at fuel pumps—especially greasy diesel pumps—is worth anything to some people.

While a 328d purchaser gains significant economy, he or she is also sacrificing. A cause that blue spinner on the hood commands the huge premium is the company’s extended history of building graceful engines that swing to high revs even though creating only the most dulcet of tones. In the diesel, you chuck a thoroughbred and in its place install a clattering plow mule of an engine that spends most of its life lazing among 1000 and 2000 rpm, with unenthusiastic plods to 4000 rpm when you are really on it. This engine is an industrial issue constructed for a prosaic purpose rather than to satisfy a passion.

Let’s not overstate it. As diesels go, the 328d’s is pleasant adequate, the steel-cut rattling of its 4 jugs noticeable but properly muffled in the cabin. The immediacy of peak torque arriving at 1750 rpm and staying through to 2750 rpm guarantees that the 328d never feels slow. The 60-mph benchmark passes in 6.8 seconds, which is fast sufficient that you will not get flattened although merging but at the muddy bottom of the sports-sedan pond. Our long-term 328i manual could do it in 5.6 seconds, an altogether more BMW-like time the aforementioned diesel xDrive sedan, 161 pounds heavier, took 7.2 seconds. So, at least this rear-driver avoids the ignominy of becoming the slowest 3-series.

BMW pricing can catch you out if you are not cautious. Our 2014 328d totaled out at $ 45,075 with only a couple of options, which includes the $ 3500 M Sport package (wheels, suspension, seats, trim), the $ 1000 Dynamic Handling pack, $ 550 Estoril blue paint, and a $ 500 sport automatic transmission upgrade, which contains steering-wheel paddles and sportier shift maps. Hot M-like looks notwithstanding, this 328d had handful of frills no navigation, no backup camera, no parking sensors, no satellite radio. It’s fundamentally a Munich taxi with nice wheels and paint. Those pining soon after the E90 cars will remember the twin-turbo 6-cylinder 2009 BMW 335d that delivered 5.7-second -to-60-mph efficiency whilst burning diesel at 28 mpg. It was no taxi, but 5 years ago its sticker was $ 10,000 higher than the one on this automobile it didn’t sell nicely.

Some of you truly crave stripped-down Bimmers and Benzes with reputedly indestructible diesel engines. This is what Europeans in this segment buy, mainly, and owning a single stateside brings you specific credibility as a connoisseur of The Actual Thing. If you cannot live in Germany—or do not want to because the winters suck, socialists rule, and a great hamburger is not offered at midnight—then owning a 328d is the next ideal point. Even so, you should don’;t forget that these men and women buy diesels simply because their gasoline is roughly $ 700 per gallon and diesel is not only much more effective, but less costly (about $ 7.20 at press time). Here, if you’re seeking to drink from the complete fire hose of BMW fabulousness, stick with gasoline.

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2014 BMW 328d Diesel Sedan Tested: Frugality Has Its Price tag