JML Direct manufactures and retails the product. Priced at £9.99 for a 500ml bottle, we expected Mantis Fast Glass to reign supreme over the budget alternatives. In our time experimenting with it, we found that it not only fulfilled its tough cleaning mantra but that it also lacked the lingering pungent stench that characterises the inexpensive blends. Mantis Fast Glass is also easy to use. It took little effort to wipe off and no lingering streaks remained.

Its rain repellent quality is nothing new. RAIN-X is one of the best-known brands, which markets a range of water resistant solutions and Mantis Fast Glass competes head-on with RAIN-X’s two-in-one cleaner and rain repellent. In our own test, Mantis’s Fast Glass was successful in driving rain water from the surface. Yet, like its competitors, this property is not everlasting and we found that it needed a re-application after two weeks.

Many motorists might view Mantis Fast Glass, which is also available from Sainsbury’s, as being overpriced, when compared with budget domestic window cleaners. Yet, the rain repelling ability, effective cleaning and ease of use are its main strengths. However, it is priced at several pounds more expensive than the better-known competitor by RAIN-X, which limits its chances.

Whatever your views on its price, you can win your own free sample of Mantis Fast Glass, whether you are a member of GEM Motoring Assist or not, by answering the following question:

Who manufactures Mantis Fast Glass?

On Facebook, please send us a private message with your answer.

You can also enter by responding on the comment box below (we won’t reveal the answer until the draw is complete). Please remember to include:

- Your answer to the question above

- Your name

- and a valid email address so that we are able to contact you if you are a winner

Five lucky winners will be picked at random.

The competition ends on Friday 21st June 2013. 5 winners will be announced week commencing 24th June 2013. Terms and conditions

What is it?
The Volkswagen CC (Passat has now been dropped from the name) is a coupé but one sporting four doors. It sits somewhere between a practical saloon and a luxury car, and is aimed at those wanting something different.

How safe is it?
Very. VW claims the CC is one of the world’s safest car ranges and it comes with an impressive array of safety features as standard.

Who should buy one?
Anyone who thinks four doors can be boring but who needs them and is willing to accept style over practicality.

Andy Turner’s review: Good Motoring, Summer 2013

DRIVING AND PERFORMANCE

VW seems to be in a period when it cannot to do anything wrong, and this trend continues with the CC. Dropping the Passat from the name is a small detail but a smart move, because it sets the CC out on its own path. It actually drives as good as it looks, with its fast and sporty appearance extending to the on-road experience.

The test vehicle we had came with the diesel 2.0-litre 170PS engine (VW estimates that 90% of sales will have a diesel fitted) that suits the car beautifully. Performance and handling was an eyebrow-raising experience for a car of this size, despite what the figures suggest on paper.

Accelerating from 0-62mph takes 8.6 seconds but feels considerably faster, and acceleration was super smooth in part due to the fact that it was fitted with the Direct Shift Gearbox (DSG), something we would recommend over the six-speed manual. Fuel economy doesn’t let you down either, and we managed to better 50mpg over seven days and 850 miles driven. Not bad.

Overall, it really is a very satisfying and easy car to drive and one that is hard to find many faults with as a daily driver. Aside from the excellent performance, handling and economy for a car of its size (4,802mm long), it’s also comfortable with large, firm seats (that will cool, warm or massage you at the touch of a button) and an excellent seating position.

One complaint though, would be that visibility can be a little poor if your are a particularly tall driver – with the rear view mirror taking up a decent amount of real estate on the windscreen, but you get used to this quickly. The array of gadgets and driver aids also won me over, and for the first time, I actually used park assist in a car, no longer seeing it as a gimmick.

SPACE AND PRACTICALITY

The four-door coupé market is getting more popular, but a step up in style can mean a step down in practicality. Starting with the bad, the back seats are restrictive to those of us with a 30” or more inside leg. But then you know this just by looking at the car from the outside; the beautifully designed slanting roofline gives it away, so it won’t come as a surprise.

If you are in the front, you are spoiled with more than enough room for even the tallest amongst us. And it’s up front where you see a very good use of space. The CC’s boot is spacious too, with a capacity of 452 litres, and levers under the rear shelf area mean that the rear seats can be folded from the boot.

SAFETY

When it comes to safety, VW doesn’t mess around. The CC excels in both passive and active safety. The basis for passive safety is the high level of body rigidity and high-tensile bodywork creating a passenger cell aimed at improving survival chances in the event of a collision. Active (or electronic) safety comes from items including the standard dual-stage airbags, automatic pedal retraction system, and driver alert systems, to name a few.

EQUIPMENT

The CC comes in two very well equipped trim levels – CC and CC GT. Anti-lock brakes, brake assist system, electronic stabilisation and traction control come as standard, as does dual-zone climate control, iPod and Bluetooth connectivity. Move up to the GT trim and you get leather upholstery, heated front seats, front and rear parking sensors, and very slick turbine-like 18-inch alloy wheels.

COSTS

The CC is the kind of car that you would feel comfortable in, pulling up at – say – a client meeting (it is a popular fleet car after all). Not too flashy, not too dull, but elegant and quirky enough to make you look and feel good. The pricing reflects this with a price tag of just over £30k for the GT model we tested, and options, although reasonably priced, can push this up quickly. You definitely get a lot of car for your money, though.

WE SAY
The CC is quirky, elegant and a great daily driver. It’s just not all that practical.

AT A GLANCE:
Price: £30,405
Performance: 0-60mph in 8.6 seconds
Economy: 51.4mpg combined
Insurance: Group 24E
Tax: Band E (£125 standard rate)

Figs. for the VW CC GT 2.0-litre TDI BlueMotion 170PS, which has now been superseded by the 177PS version (from £30,630).

The information includes a preparation section ahead of travelling, check-lists for what to take with you, safety tips, and breakdown information in the case of an emergency, as well as a handy FAQs section.

David Williams MBE, CEO of GEM Motoring Assist, comments: “Driving in unfamiliar areas always requires maximum attention, and when abroad and on foreign roads it is even more vital to be fully alert and aware of everything going on around you. Our guide aims to equip motorists for driving in Europe, and also advises on being as prepared as possible for the different driving experiences on the continent.”

GEM’s essential tips ahead of travelling:

• Get your car serviced before you travel, including ensuring that the car’s tyres have plenty of tread, and that water and oil levels are topped up, if required
• Check the adjustments required for your headlights before you travel (beam converters can be bought at ferry terminals or garages, but get a quote first as prices can vary)
• Get an approved GB plate for your vehicle (the GB Euro-Plate has been a legal alternative since 2001, but is not valid outside the EU)
• Make sure that you take your vehicle registration document with you (but never leave it in the car)
• Also take with you the MOT certificate if your car is more than three years old
• Don’t forget the insurance certificate and necessary contact details for your provider
• Check GEM’s website to ensure that you are aware of any special rules or requirements for the countries that you will be visiting. For example, in France it is a legal requirement to carry a reflective jacket which is accessible from the driving seat (i.e. not stored in the boot of the car)
• As a safety reminder to make sure that you drive on the correct side of the road when abroad, place a ‘post it’ note on your steering wheel, stating ‘drive on the right’

GEM’s full Driving in Europe guide

While no current production Mazda is equipped with a Wankel motor, the car producer believes that the power-plant has a future and is believed to be working on a new-generation unit. Based on the competence of the Hydrogen-powered RX-8 that I drove five years ago, I would not be surprised to see future units powered by this fuel and augmented by an electric motor.

Anyway, back to the present and we continue the Japanese sporting theme this month, with a car that is sold as two models in the UK – but what is the pictured vehicle’s make and model?

Place your answers either in the comments box below or on our Facebook page. If you need a closer look, click on the picture and a bigger image will emerge…

What is it?
It’s a great-looking car we think is going to rattle a few cages among the German makers who have traditionally been dominant in this sector.

How safe is it?
As well as plenty of airbags, Smart City Brake Support will stop the car fully from speeds of up to 19mph if it detects an imminent collision.

Who should buy one?
The Leon doesn’t have the space of the Octavia or the kudos of the Golf’s VW badge, but if you’re It’s worth serious thought if you’re a manager with a company car allowance. Fuel consumption for the diesel is impressive, and there are extras a-plenty.

James Luckhurst’s review: Good Motoring, Summer 2013

DRIVING AND PERFORMANCE

Central to the development of the Mazda 6 is the SkyActiv design philosophy. Mazda promises better economy, lower emissions, enhanced safety and an all-round better driving experience. We almost didn’t get the chance to drive this car at all. Heavy snow and strong winds were threatening the event we were due to attend, but thankfully all was well, and we soon found ourselves gliding out of Edinburgh Airport, en route for the east coast.

Motorway driving was effortless, handling was logical and responsive, even with the electrically assisted steering, and there was always a sense of powerful, surefooted capability from the 148bhp 2.2-litre diesel model we had been allocated. The ride was firm, which for the short duration of this test was not a problem. However, it might start to become uncomfortable if you spend many hours each day in it. The test route took us across a number of minor roads (at low speeds because of the conditions), where broken or rough road surfaces did make themselves known in the cabin.

Acceleration from the diesel engine, through the lightweight six-speed gearbox, was satisfying. There was no difficulty finding the right gear for spells in traffic. In summary, the car inspired confidence because it delivered what we expected in terms of going, stopping and steering.

SPACE AND PRACTICALITY

We raised a few eyebrows from passers-by as we stopped in a lay-by and bustled round the car for a good check of the available space. No complaints in this department at all; the front seat passenger will have the chance to stretch out in great comfort, while you’d need to be very tall before the rear legroom becomes restrictive. Headroom is slightly less generous, however.

Bear in mind that the Mazda 6 is positioned as a great value member of the D segment, which is dominated by German luxury and quality. So, we think there could have been more effort to give the interior a more refined, quality feel.

Mazda quotes boot space as being 483 litres, which is less than the Ford Mondeo.

SAFETY

The Mazda promise is that the SkyActiv system delivers ‘class-leading safety’, thanks first of all to its lightweight, high-rigidity body. Lines of the basic car structure are made as straight as possible, and clever technology releases the engine in the event of a front-end collision, to maintain an impact-absorbing space. The mid-range SE-L and the Sport models have excellent standard safety features, including Smart City Brake Support and Smart Braking Support.

EQUIPMENT

Three levels of spec are offered in the 6 model line-up. The SE has LED daytime running lights, electric door mirrors, keyless start and air-conditioning, as well as 17-inch alloy wheels and front fog lamps.

There’s also a touchscreen ‘infotainment’ system included. Go for the SE-L and you get TomTom satnav, 19-inch alloys, front and rear parking sensor and dual zone climate control. The top spec Sport models include a reversing camera, keyless entry and xenon lights.

COSTS

Prices start from £19,595 for the 2.0-litre SE, and we think that’s competitive, especially if you take your time to see just how much is included at every level. Our pick would be the 2.2-litre SE-L 150 at £22,595, with reassuringly manageable running costs: the claimed fuel average is 67.3mpg, while the 148bhp diesel engine emits a paltry 108g/km of CO2. If you’re more interested in the top of the range, then the 2.2D 175 Sport Nav costs a whisker over £26,000.

WE SAY
The attractive Mazda 6 offers impressive levels of equipment.

AT A GLANCE:
Price: £22,595
Performance: 0-60mph in 9 seconds
Economy: 67.3mpg combined
Insurance: Group 19
Tax: Band B (£20 standard rate)
Figures for the 2.2 diesel SE-L

What is it?
Seat’s new small hatchback. Under the skin the Leon is a close relative of the latest Skoda Octavia and Volkswagen Golf, so it’s off to a promising start.

How safe is it?
Stability control and seven airbags are standard, and there are some high-tech safety systems on the option list. The Leon has already scored five stars from Euro NCAP.

Who should buy one?
The Leon doesn’t have the space of the Octavia or the kudos of the Golf’s VW badge, but if you’re looking for style and value for money, the Leon makes a great buy.

David Motton’s review: Good Motoring, Summer 2013

DRIVING AND PERFORMANCE

Seat is sometimes guilty of making cars which ride harshly in a bid to make them feel more sporty. The new Leon avoids this trap. The ride is certainly firm, especially at low speeds, but S and SE models never feel too stiff and smooth out noticeably on faster roads.

High-spec FR models have sports suspension (lowered by 15mm) and stiffened springs and shock absorbers. They also feature the Seat Drive Profile system, which lets the driver tinker with the steering weight, throttle response and climate control systems, although the chassis settings don’t change. There’s a choice of Normal, Eco, Sport and Individual set ups. Sport mode even changes the ambient lighting from white to red to put the driver in the right mood for some B-road fun.

However, for most drivers the standard suspension set up strikes a better compromise between ride comfort and entertaining handling. Models with more than 150PS (148bhp) get more sophisticated multi-link rear suspension, which promises even better cornering. We’ve yet to drive one of the more powerful models, but the four variants we have tried all performed better than expected, partly due to the Leon’s light weight – around 90kg has been shaved off compared with the old car.
The most surprising was the 104bhp 1.2 TSI petrol. Forget any idea that this is ‘just a 1.2’. The four-cylinder turbo engine is lively, willing and very refined. In short, test drive this entry-level car before you spend any more.

The 1.4 TSI offers useful extra poke, with 138bhp, but from behind the wheel the difference in performance isn’t as great as it appears on paper.

We also drove the 104bhp 1.6-litre diesel, which despite its modest power output has plenty of mid-range pull. Keen drivers will prefer the 148bhp 2.0-litre, though. It has the punch to make use of the Leon’s able chassis.

SPACE AND PRACTICALITY

The cabin isn’t as spacious as the remarkable new Skoda Octavia’s, but it’s very similar to the Golf’s. That means there’s enough head and legroom to keep most buyers happy, with space in the back, too.

Those in the front should have no trouble getting comfortable, and there’s a decent range of adjustment for the seat and wheel.
The SE and FR models add touches like chrome detailing on the dash to make the interior feel that bit more special.

The more expensive models are also more practical, with a front armrest and storage box, plus air vents for rear-seat passengers.

With a capacity of 380 litres, the boot is the same size as a Golf’s and 64 litres bigger than a Ford Focus’s.

SAFETY

Every Leon comes with seven airbags, including one for the driver’s knees. Stability control is fitted across the board, and the Multi-Collision Brake facility slows the car after an accident to reduce the chance of further impacts even if the driver is unconscious.

High-tech optional safety kit includes a tiredness recognition system and Lane Assist, which nudges the car back on course if it starts to drift over a white line and the driver has forgotten to indicate.

EQUIPMENT

Seat offers a generous list of kit, even on S trim. Air conditioning, an MP3-compatible stereo with six speakers, Bluetooth connectivity and electric front windows are standard.

For an extra £1120, SE trim adds alloy wheels, cruise control, front fog lights, a driver’s armrest, a cargo net in the boot, a limited slip differential and some splashes of leather and chrome in the cabin. FR models have sports suspension, larger alloys and other upgrades.

COSTS

Prices start from just £15,670, undercutting the cheapest Golf five-door by £1270. Our pick of the range, the 1.2 TSI SE, costs £16,790, while the diesel line-up starts from £17,370.
The Leon isn’t just cheap to buy – it should prove cheap to run, too. Insurance group ratings go from 12-25, while even the quicker models promise strong economy. The 2.0 TDI achieves 68.9mpg according to the official figures, while the 1.4 TSI should achieve 54.3mpg.

WE SAY
The Leon is good to drive, good value and well equipped.

AT A GLANCE:
Price: £16,790
Performance: 0-60mph in 10 seconds
Economy: 57.6mpg combined
Insurance: Group 13
Tax: Band C (£30 standard rate)
Figures for the 1.2 TSI 105 SE

Such was her faith in the sat-nav, she failed to realise she had driven through six countries with different languages on the road signs. She stopped multiple times to refuel and, incredibly, even parked up in a lay-by for a few hours to sleep. When asked whether the length of her journey seemed strange, Moreau said: “Maybe, but I was just preoccupied… I was a bit absent-minded as I had a few things to think about, I suppose.”

Such was the length of the journey, Sabine’s son had believed his mother was missing and a manhunt was about to begin, according to a spokesman for the Belgian police. Embarrassingly, Ms Moreau had to make the journey back from Croatia to Belgium, which took her total distance travelled to 1,800 miles – more than four times the distance between London and Edinburgh. The entire trip took a total of sixty hours.

It is not clear whether the sat-nav or Ms Moreau was to blame for the epic journey and if the woman’s friend is still waiting for that lift. If he or she is reading this, we would suggest you hail a cab.

The moral of the story? As clever as modern-day technology can be, a bit of common sense goes along way.

What is it?
This represents Vauxhall’s attempt to take on the likes of the Fiat 500, MINI and Citroen DS3. It’s named after Adam Opel, founder of Vauxhall’s German parent.

How safe is it?
Although it hasn’t been EuroNCAP crash-tested yet, the Adam comes with a comprehensive array of airbags and technology which should comfortably win it five stars.

Who should buy one?
Check your needs carefully. If you definitely don’t need a practical car, and like strange colour options (such as White My Fire or James Blond), then by all means take it seriously.

James Luckhurst’s review: Good Motoring, Summer 2013

DRIVING AND PERFORMANCE

There’s a choice of three petrol engines: a 1.2 with 69bhp, and two variants of the 1.4, one with 86bhp, the other with 99. For a car that shouted sporty, we were happy enough on busy urban roads, but soon felt underwhelmed by its performance when there was a chance to ‘open it up’ a bit .

Around town (the environment that suits it best), it was nippy and easily manoeuvrable. Out on country roads its grip was assured and its cornering stable, though there was little feedback through the steering wheel. The ultra-firm ride soon made itself known – the faster we went, the bumpier the ride became. This didn’t improve during a long motorway journey that seemed a bit too much like hard work. After two hours without a break, there were sore bottoms and aching backs. Higher than expected levels of engine noise probably didn’t help. For a model so small and light, we were expecting a little more in the way of satisfaction from the performance.

SPACE AND PRACTICALITY

Keep the back seats for the nippers, please. Don’t try getting even average height adults in. But that’s not to say there isn’t space, because there is some, and it’s well thought out. The problem is that space rather favours the driver and front-seat passenger, who are unlikely to have many moans about what’s above them, in front of them and to their sides. Beyond that, though, don’t make plans to accommodate your friends in the back, unless they’re accomplished gymnasts used to tucking and bending limbs into the sort of contortions made famous by cartoonist Gerald Hoffnung. Unless, of course, you’re willing to shove your seat forward to reduce their complaining. Headroom in the back is severely restricted and legroom is cramped.

Small cars don’t have big boots, and the Adam is no exception. You won’t fit a lot into a space of 170 litres. If you fold the rear seats, you can boost this to nearer 500 litres, but you won’t get a flat floor.

SAFETY

Safety standards on the Adam seem to be excellent. Standard features include an enhanced ESP system; there is also Hill Start Assist (HSA) and a cruise control set-up that includes a speed limiting capability.

The airbag line-up includes two at the front, two at the side and two curtain airbags. We like the look of its second generation Advanced Park Assist; just press a button on the dashboard and the computer will identify a big enough parking space and guide you in.

EQUIPMENT

Choose between the JAM, GLAM and SLAM models. The JAM offers 16-inch alloys, air conditioning, leather-covered steering wheel and cruise control, as well as digital radio and Bluetooth. GLAM gives you climate control, LED daytime running lights and a glazed sunroof. SLAM brings 17-inch alloys, sport suspension, sporty seats and a two-tone roof. Beyond these options, the opportunities to personalise the equipment and accessories are seemingly limitless.

COSTS

Price-wise, the Adam costs about the same as a Fiat 500, and is cheaper than the Citroen DS3. At a cost of £12,650, the entry-level 1.2-litre 16v GLAM claims 53.3mpg. The more capable, top-of-the-range 1.4-litre SLAM (£14,895) has stop-start technology which helps bring down its emissions to 119g/km. However, the Fiat 500 TwinAir manages sub-100, and delivers considerably better fuel economy, too. New tyres for the 17-inch alloys will also be costly.

WE SAY
The Vauxhall Adam is a great looking little car, but it’s too uncomfortable, especially on long journeys.

AT A GLANCE:
Price: £13,575
Performance: 0-60mph in 12.5 seconds
Economy: 51.4mpg combined
Insurance: Group 6
Tax: Band D (£105 standard rate)
Figures for the 1.4 GLAM Style Pack

What is it?
Skoda’s family hatchback, the Octavia. It’s a rival for the Ford Focus, Honda Civic and Volkswagen Golf.

How safe is it?
Every model comes with stability control and up to nine airbags. There are some clever high-tech safety aids which are available on the Octavia for the first time.

Who should buy one?
or brand snobs, but for the rest of us, the Skoda Octavia is exceptionally spacious, drives well and represents great value.

David Motton’s review: Good Motoring, Summer 2013

DRIVING AND PERFORMANCE

Under the skin the new Octavia is closely related to the Volkswagen Golf Mk7. Skoda couldn’t have asked for a better starting point from which to develop their new hatchback, as the Golf is superb to drive.

The Octavia doesn’t quite reach the same heights, but it really is very good indeed. Cornering is poised and balanced with plenty of grip. Well weighted and precise steering helps the driver place the car accurately, and firmly controlled suspension means there’s no wallowing over dips and crests. However, it’s not quite as supple as the Golf, thumping into really sharp bumps which the VW manages to smooth over.

It’s not as quiet as the Golf, either, with more wind and road noise at speed. That’s not to say that it’s a noisy car or that it will be tiring on long journeys, but the Golf has moved the benchmarks for cars of this size and price and the Octavia doesn’t quite match them.

There’s a choice of two petrol and two diesel engines. The range starts with a 1.2 TSI with 104bhp. We haven’t had the chance to drive this version of the Octavia, but having tried the 1.2 TSI in the Seat Leon, we know this engine packs a greater punch than you’d expect from its modest output. If you need more poke, try the lively 138bhp 1.4 TSI. It’s a great engine, pulling strongly in the mid-range but with the economy to make you think twice about buying a diesel.

We’ve driven both the diesel options, which will soon be joined by a super-economical Greenline model. The 104bhp 1.6 TDI is brisk enough but we preferred the 2.0 TDI. There’s a big step up in performance and the engine also sounds that bit quieter. For high-mileage drivers or anyone who needs to tow a caravan or trailer, this engine would be our pick.

The two diesels are available with the smooth-shifting DSG transmission if you’d rather leave the car to swap gears for you.

SPACE AND PRACTICALITY

Even at the end of its life, the previous generation Skoda Octavia was the roomiest car in the small hatchback class. The new car is bigger still, so much so that you wonder if it’s fair to call it a ‘small’ hatchback at all. There’s more than enough room in the front seats, with a wide range of adjustment for the seat and wheel so it’s easy to get comfortable.

But rear-seat passengers are the ones who will really notice the difference compared with the Octavia’s rivals. Passengers of over six-foot can stretch out behind equally lanky drivers with room to spare. A Golf doesn’t even come close – it’s more like a Passat inside. Luggage space is also in a different league to most small hatches.

There’s 590 litres to fill, a massive 210 litres more than in the Golf. Fold the seat backs down and that extends to 1580 litres. With the seats lowered the load bay isn’t quite flat, but this is minor when you consider how much space the Octavia offers.

SAFETY

There’s some clever technology here. Skoda’s Automatic Post Collision Braking System applies the brakes after an impact to reduce the risk of further crashes. Front Assistant can slow the car if the driver fails to brake (it’s standard on Elegance models) while the Prefill System readies the brakes if the driver lifts off the accelerator sharply. Euro NCAP has awarded the car five stars for overall safety.

EQUIPMENT

Even the entry-level models come with a respectable kit list – something you can’t say about Skoda’s other recent model, the Rapid. S-spec cars include alloy wheels, air conditioning, electric front windows and a digital radio. Step up to SE trim for upgrades including dual-zone climate control, electric rear windows and rear parking sensors. Top-spec Elegance models have Alcantara and leather trim, satellite navigation and cruise control.

COSTS

You’ll pay less to buy the Octavia than most of its rivals. What’s more, you’ll pay less to run it, too. The entry level price of £15,990 undercuts the cheapest Golf five-door by £950. The diesels start from £18,040. The 1.2 TSI stretches a gallon for 57.7 miles according to official figures, while the 1.4 TSI achieves 53.3mpg. As for the diesels, the 1.6 TDI promises a remarkable 74.3mpg, while the 2.0 TDI manages 68.9mpg.

WE SAY
The new Octavia is brilliantly practical, good to drive and inexpensive to run.

AT A GLANCE:
Price: £20,140
Performance: 0-60mph in 8.2 seconds
Economy: 68.9mpg combined
Insurance: 19
Tax: Band B (£20 standard rate)
Figures for the 2.0 TDI CR 150PS

Yet, Mr Osborne will be satisfied by the HMRC winning a court battle that has closed down a tax avoidance loophole on car repairs, by a motor breakdown insurance company. The case involved VAT being reclaimed on repair services, which would have resulted in the taxpayer losing £600m annually. The Exchequer Secretary to the Treasury commented triumphantly that, “HMRC’s success in defeating this scheme sends a clear signal: the Government will relentlessly pursue those that try to avoid their responsibilities, no matter how long it takes, and win.”

Meanwhile, several new cars were espied last month, including the new BMW X5-series, but the model that stood out for me was the OX, a flat-pack truck (pictured) intended for the developing world. Designed and built in Britain, each example can be assembled in less than 12 hours, without special tools or training being needed. Apart from being about to drive through 75cm of water, to carry two tonnes of payload and seat up to 13 people, its power-take-off can be used to pump water, saw wood, or even power a generator. The British entrepreneur and philanthropist, Sir Torquil Norman, sees UK charities as the main clients and he plans to have production-ready versions available from next year.

Designed to appeal to misty-eyed lovers of a bygone era, the newly-launched classic section of ‘Honest John’s’ website created a list of cars that have disappeared from British roads at the fastest rate, in proportion to the numbers built. Many newspapers jumped upon the statement that 1980s cars are becoming extinct but the RM Award for Sloppy Journalism goes to the BBC1 Breakfast news segment on 1980s cars, which was broadcasted on the 14^th May, that featured an Austin Montego alongside a 1970’s Austin Allegro Vanden Plas, a 1970’s Ford Cortina Mark Three and a 1990’s Ford Sierra.

Away from the more entertaining news stories, one of the more serious developments from last month saw European regulators raiding the offices of several prominent oil companies. Lord Oakeshott, former Liberal Democrat Treasury spokesman, demanded to know why the UK authorities had waited for Brussels to intervene in an oil price rigging suspicion that stretches back beyond a decade. It remains intriguing as to what the conclusions will be but it places into serious doubt the OFT’s January statement, which ruled out an investigation into petrol price rigging, because it believed that the market was ‘working well’.

Ironically, while British motorists complain about high fuel prices, the sales figures uncover that few of us are investing in future powertrain technology, with hybrid sales remaining tepid and very few people being convinced of the viability of electric vehicles. It seems as though alternatives to the internal combustion engine are not being seen as a priority, because the Future Car Challenge, which invites manufacturers to showcase their latest developments in environmental powertrain advances, has been cancelled. Yet, all is not lost. According to the Future Car Challenge’s press release, options for next year’s event are being evaluated.

Meanwhile, Warranty Direct is launching its car reliability survey this month, for its respected reliability index and it is appealing for your feedback on not only your vehicle’s dependability but also other factors, including how easy you have found your car to live with. By filling out the information on the company’s website, you will be entered into a free prize draw to win £1,000 and a year’s free warranty cover.