It’s worth disclosing that I have a long-standing affection for Mustangs. Among the few cars I’ve never owned, the Mustang ranks high on my list, particularly as I enter the era of retirement homes and comfy slippers. Others include the Nissan GT-R and BMW Gran Coupé, but missing out on a Mustang is a glaring oversight.

When Ford introduced the Mustang in 1964, it marked a bold chance for the company to craft a vehicle for a demographic that had yet to emerge. With rock’n’roll just gaining traction, the term ‘teenager’ was still new to the lexicon. During that time, cars were typically purchased by your father, who preferred his pipe.

However, the Mustang hit all the right notes, resonating perfectly with the cultural moment. Within its first two years, the Mustang sold one million units, achieving a record for the fastest-selling new car in American history—an achievement that remains unmatched. Back then, I was navigating life in Doncaster in a heater-less Austin 1100, while the cinema screens showcased Mustangs drifting in clouds of tire smoke, igniting my dreams of driving one. Thus, each time I go to the U.S. and rent a vehicle, I invariably request the bold Ford Mustang. I imagine you might do the same.

Upon seeing the electric variant released in 2021, I assumed the glorious era of the Mustang had come to a close—a belief solidified by the notion that the vibrant, rebellious spirit of youth was quintessentially gone, forced into a responsible early bedtime by age and maturity.

Much to my delight, Ford has unveiled a new rendition of the classic Mustang. Priced at £73,000, the model I experienced is called the Dark Horse. This name resonates well with me, and the details on paper are promising: a robust V8 engine, rear-wheel drive—the quintessential Mustang formula.

In reality, however, the new Mustang raises the stakes, embodying even more of the wild and irresponsible character we adore. It includes a feature that allows the driver to apply brakes to the front wheels while unleashing maximum power to the rear ones. What’s the purpose of this? To create noise and smoke, of course.

The return of the handbrake is another highlight. Unlike many modern cars that employ a button, this Mustang has a traditional handbrake, allowing for rear-wheel locks when navigating turns—something I happily put to use.

Moreover, it is equipped with a traction control system that reacts sluggishly. When pushing the pedal hard in a turn, instead of the usual electronic corrections, you’re met with an exhilarating tail slide, handing complete control back to the driver—as it should be in a car of this caliber.

However, some features feel misplaced in a vehicle like this. For instance, the incessant reminders to keep my hands on the wheel felt unnecessary. Despite my diligent driving, the car persistently nudged me to maintain the ten-to-two grip position. Such nannying should be left behind in a Mustang.

Additionally, the myriad options offered before driving are somewhat excessive. From interior lighting colors to exhaust sounds and dashboard configurations, the overwhelming customization options detract from the raw experience. Whilst I recognize that many appreciate this modern flexibility, it feels out of place in a Mustang. If Steve McQueen’s iconic ’68 GT from Bullitt had been laden with these features, that Dodge he was chasing would’ve reached Sacramento before he even got going.

Surprisingly, during casual driving, the Dark Horse is quite compliant and quiet. While this might be acceptable in standard vehicles, who really seeks serenity in a Mustang? I’m curious about trying the American variant, which packs more power and comes with an enhanced handling pack—though current European emission regulations restrict its arrival here. How times have shifted! I recall when we enjoyed the full-option models while they settled for the lesser versions, but today the tables have turned annoyingly.

On the styling front, the Mustang makes a statement. The front projects an aggressive stance, reminiscent of a shark, while the rear lights maintain that quintessential Mustang flair. My only critique is that the rear wheels appear somewhat out of proportion; they could benefit from being wider for that added flair of childlike enthusiasm. Would this impact ride quality? Absolutely. But that’s beside the point. If you seek the pinnacle of engineering prowess and record-breaking Nürburgring lap times, perhaps a BMW M2 would be more fitting.

I genuinely enjoyed driving the Dark Horse, reigniting a long-held aspiration to own one. Yet, there’s a contemporary dilemma that casts a shadow: the looming, unmistakable identity issue.

Purchasing a car often means embracing an identity linked to its country of origin. Even if a Fiat is designed by a Dane, assembled in France, and powered by a German engine, there remains a strong Italian essence that resonates deeply with enthusiasts.

So, what does it signify to drive a Mustang? It’s hard to escape the association; it might suggest a certain political alignment that doesn’t sit well with everyone. Buying a Mustang inadvertently conveys a message that might scream, ‘I support Trump.’

If this concerns you, then don’t fret; for £70,000, you could acquire a considerable selection of gently used F-Type Jaguars, which share a similar spirit: a big V8 engine at the front and rear-wheel drive. Opting for one of these sends a different message altogether—something more globally resonant, perhaps: ‘Go India.’ In today’s climate, that could be a more appealing sentiment.

The stereotype paints a picture of BMW owners who occupy multiple parking spaces, tailgate aggressively, or occupy disabled spots while engrossed in phone conversations. Despite the fun in such characterizations, my recent experience brings a twist to the narrative.

According to the survey, BMW drivers exhibit the highest levels of narcissism, closely followed by Mercedes drivers, known for maneuvering onto sidewalks to avoid letting their children walk a short distance. The revelation that Audi drivers rank fourth in this hierarchy adds a personal layer to my own journey as I have recently entered the world of Audi ownership.

Upon acquiring my husband’s 12-year-old Audi—replacing my old Nissan, affectionately termed The Stink Wagon—I discovered that many now associate Audi with certain less-than-flattering jokes, such as “Always (an) Utter Dick Inside.” The “gestures” I receive while driving seem to affirm this stereotype, including a rare but noticeable amount of head shaking and not-so-subtle fingers pointing.

Despite not intending to become an Audi driver, I’ve found myself in this new role. My model isn’t even a luxurious one but rather a third-hand Q3, yet there’s a plethora of jokes directed at Audi drivers, like the curious query of what to do if three Audi drivers are found neck-deep in cement—bring more cement, of course.

Yet the question remains: Are Audi drivers truly as insufferable as their BMW counterparts? Research indicates Audi drivers rank 14th in a list measuring intelligence among motorists, while BMW drivers are surprisingly lower at 20th. The bottom tier is occupied by Land Rover drivers.

Embracing this new identity requires some adjustment, particularly as I brace myself for comments on the health of my vehicle’s indicators.

Unromantic Wedding Gifts from Tesco

In a humorous turn, Tesco recently introduced a new “wedding present bundle” featuring surprising items that lack romantic flair, such as bin bags, antibacterial handwash, and toilet paper.

Couples today, having spent considerable sums on their weddings (the average cost being around £23,000), often feel the need to stock up on everyday essentials to offset their spending, leading to somewhat of a joyless gift registry. Many couples already possess essential household items, opting instead for the practical, such as household cleaners. Why not simply say, “No gifts, please”?

While this approach might be more practical than inviting guests to pay for a multi-course meal or asking for extravagant items while they pocket the savings, it does seem to drain some magic from the occasion—imagine the unromantic sight of numerous carrier bags filled with toiletries and cleaning supplies.

Accepting My Body Shape in the Age of Netflix

Have you ever felt the impact of what’s dubbed the “box-set bottom”? This trend, resulting from marathons of binge-watching, can leave many with flatter buttocks. The condition known as “gluteal amnesia” has seemingly become widespread.

As someone who critiques television from the comfort of my couch, I recognize the familiar, tingling discomfort associated with prolonged sitting. However, this marks a significant point in my journey of self-acceptance. A year ago, I acquired some innovative “bum enhancing” underwear, marketed as a quick fix for a more shapely silhouette. While those products might still receive rave reviews online, I found the result achieved from them to be less than desirable for daily wear.

Instead of trying to achieve an exaggerated form, I suggest that anyone struggling with a flatter backside embrace their natural shape and enjoy life outside of the fitting room.

True to its name, the Grande Panda appears smaller than its actual dimensions due to its flat sides and blunt front and rear, creating a look that is assertive yet approachable. While it pays tribute to the beloved classic Fiat Panda—originally launched 45 years ago—it successfully updates the iconic shape without resorting to mere imitation. Fiat’s design team has refreshed an automotive classic while preserving its unique charm.

The original Panda, designed by Giorgetto Giugiaro—who created some of the most iconic cars in history, including the Volkswagen Golf—was a product of a different era, relying on traditional tools instead of computer software. The new Grande Panda captures this vision in a modern electric form, featuring a flat interior floor and an upright design that enhances headroom. Its chunky wheel arches and embossed “Panda” branding on the side and “Fiat” on the rear are complemented by LED lights at the back that mirror the pixelated front lighting. This design choice strikes a balance between fun and sophistication.

Beyond its aesthetic appeal, the interior evokes a stylish showroom feel. Upon entering, it invites a smile with its practical design. The dashboard features a large oblong layout housing a central touchscreen and a display for the driver. In the top-spec La Prima model, the passenger area showcases bamboo veneer storage that integrates real bamboo elements, highlighting a nod to sustainability. Additionally, interior panels are crafted from recycled beverage cartons, with about 140 drinks worth used per vehicle.

Functionality is a key strength of the Grande Panda, boasting a spacious boot of 361 liters and multiple storage cubbies throughout the cabin. Although backseat legroom could be more generous, it remains acceptable for a car of this size.

I have driven the all-electric variant of the Grande Panda, with a petrol hybrid version slated for release soon. With its 44kWh battery, Fiat claims a range of up to 199 miles on the WLTP cycle, but a more practical estimate would be around 140 miles with careful driving. The vehicle comes with a compact charging cable securely stored under a flap at the front. Note that this accessory is only compatible with 7kW charging from a wallbox, while rapid charging is available through a 100kW-capable CCS socket at the rear, allowing for a 20 to 80 percent charge in less than thirty minutes at a fast-charging station.

It’s worth mentioning that the Grande Panda produces around 111bhp, allowing it to accelerate from zero to 62mph in approximately 11.5 seconds, with a top speed of 82mph. While these figures may seem modest, they are sufficient for most urban scenarios. The ride quality is commendable, although it can become bumpy on significant potholes.

In conclusion, the Grande Panda isn’t marketed as a sport-focused vehicle, but it offers a user-friendly driving experience that thrives in city traffic, making it a practical choice for urban dwellers. Even those with infinite budgets might find joy in its agility and stylishness for navigating crowded urban environments.

The best part is its affordability; the Grande Panda EV starts at £21,035 for the base model featuring white-painted steel wheels and red bodywork—a striking aesthetic reminiscent of classic car designs.

For those seeking more luxury, the La Prima version is available for £23,975, incorporating a range of upgrades including enhanced cameras and larger alloy wheels, still competitive among its rivals. The upcoming petrol-hybrid model, equipped with a 1.2-liter engine and a 48-volt hybrid system, will be priced lower than its electric counterpart, offering a transition option for consumers concerned about electric driving.

The Grande Panda illustrates that impactful experiences can often come in smaller packages—showing that even compact vehicles can make a significant impression.

A. Making a purchase before March 31 will lead to substantial savings only if your budget exceeds £40,000. By acquiring a fully electric vehicle prior to the end of March, you will benefit from a zero vehicle excise duty (VED) for the first year. If you delay your purchase until April 1, that first-year VED will become £10, resulting in a modest saving of £10. From the second year onward, the standard annual VED rate will apply, currently set at £195. It’s important to note that this standard rate will impact every electric vehicle registered from April 2017 onwards. Previously, fully electric vehicles enjoyed a zero VED, while hybrid vehicles had reduced rates based on CO2 emissions. Starting April 1, all types of vehicles—petrol, diesel, electric, or hybrid—will incur the standard VED rate of £195. This tax change is also retrospective; if you own an electric vehicle registered before April 2017, you’ll start paying VED at a nominal rate of £20 annually.

The costs significantly escalate for vehicles priced over £40,000. For the first time, electric vehicles will incur a luxury car tax (officially known as the expensive car supplement) amounting to £425 per year, in addition to the standard VED of £195 for years two through six. Therefore, waiting until April could increase your total expenditure by at least £2,125 over the course of the next six years.

Fortunately, there is a wide range of electric vehicles available for under £40,000, from manufacturers like Abarth to Volvo. However, tread carefully, as some enticing offers may have significant discounts. Remember, the tax liability is determined by the vehicle’s list price (RRP).

For company car owners, the benefit-in-kind (BIK) tax will also experience an increase, rising from 2 percent to 3 percent in April, with a further annual increase of 1 percent until 2028. This tax applies to all electric company vehicles, irrespective of their age, yet remains notably lower than the BIK for petrol or diesel cars.

Feel free to submit your automotive queries or send them to carclinic@sunday-times.co.uk.

The rise of electric vehicles (EVs) likely plays a significant role in this decline, as the convenience of automated driving appeals to those who find operating a gearstick stressful. However, this trend feels detrimental to the essence of driving.

Although I’ve chosen to stop referring to my husband’s car as a ‘dodgem’, my affinity for manual driving remains strong. The act of changing gears oneself creates a connection with the vehicle, reminding the driver that they are in control of a powerful machine. This act fosters alertness, emphasizing that driving is not about gaming but about genuine engagement with the road.

Driving a manual car has long been one of the few physical skills individuals acquired beyond traditional educational settings, especially for those without practical training. With advancements in AI and the rapid decline in attention spans, such changes take away the need for coordination and risk leaving our motor skills undeveloped.

The current educational system focuses less on physical abilities outside a handful of sports; medical educators have noted that high-achieving students are often unprepared for hands-on tasks, leaving them ill-equipped for practical skills required in their professions. The rise of robotic surgery hasn’t diminished the need for fundamental skills, and some educators express concern over students lacking even basic abilities with tools like scissors. Skills like knitting or woodworking are gaining attention, suggesting that practical training is becoming increasingly necessary.

As for apprenticeships in trades, there seems to be a growing number of high-achieving 18-year-olds who are unaccustomed to practical work, struggling even with simple tasks like shifting a gear lever.

As beings inhabiting the physical world, it’s crucial to maintain a daily connection to our environment. Manual driving provides this grounding. Although the trend towards automatic vehicles may be irreversible, an interesting cultural artifact has emerged: online marketplaces feature “gearstick hoodies,” quirky jackets designed to keep gear knobs cozy. Perhaps there are others out there who share my nostalgia for a more hands-on driving experience.

However, over the course of 730 days, I encountered significant challenges: I had to replace all four tyres, the battery, the wipers, and even had the engine painstakingly stripped and repaired.

From being a complete novice about car mechanics, I’ve transformed into someone with substantial knowledge about valve failures and cylinder compression problems, all while forming a close friendship with my mechanic.

What a letdown! I never sought anything extravagant; I merely wished for a reliable vehicle to transport my children.

I’m not alone in my automotive struggles. Insurance payouts in the car sector reached £3.2 billion in the first quarter of this year, marking the highest amount since the Association of British Insurers began tracking this data in 2013.

The increasing repair costs are a key factor, totaling £2.1 billion from January to March alone. For the entirety of 2024, insurers are expected to face repair costs of £7.7 billion, a rise from £4.7 billion in 2022. This surge in expenses stems from pricier parts and labor, alongside the reality that modern vehicles are designed with complexity that hinders longevity and ease of repair.

Take wing mirrors, for example—they now incorporate actuators, motors, lights, signals, and sensors for enhanced safety and convenience. This pattern of increased technological sophistication permeates all vehicle components, elevating both performance and repair costs.

The pandemic has further complicated matters. Global manufacturing restrictions led to numerous car companies producing vehicles lacking certain features due to parts shortages.

Owning a frequently malfunctioning car is an expensive endeavor, even with insurance coverage for a portion of the costs.

For me, despite having a specialized insurance plan for repairs, my engine failure set me back over £1,000 when including non-covered expenses. Welcome to the realities of car ownership!

This has fueled a surge in the car finance industry, which allows consumers to effectively rent vehicles for a limited duration. Reports indicate that around 240,000 new and used cars were financed in March, reflecting an 11% increase compared to the same month last year, marking the highest growth since February 2022.

The most favored option for new cars is the personal contract purchase (PCP) plan. Repayments tend to be manageable since you typically only pay interest on the loan and depreciation of the vehicle’s value. Some lenders offer interest-free deals as well. At the conclusion of the term, you can choose to make a ‘balloon payment’ based on the car’s value to own it outright, or more commonly, return it and utilize any accrued equity for a new vehicle.

Furthermore, since you are acquiring a new vehicle, it remains under warranty for around three years, corresponding with the duration of most finance agreements, meaning potential engine failures become the manufacturer’s concern.

Leasing works similarly—if issues arise, you can simply return the vehicle to the manufacturer. (Do note, insurance, breakdown cover, and MoT tests remain the driver’s responsibility.) Car finance may also emerge as a cheaper option compared to personal loans, with the average financing rate for a new car at 5.4%, as opposed to 8.3% for a £25,000 personal loan from a bank.

Some may argue that you don’t maintain ownership of the car, claiming it’s akin to wasting money—unless of course, you decide to pay the balloon payment at the end of a PCP agreement, a route many avoid.

However, is car ownership truly significant? Similar to renting a house, responsibility for repairs like a broken boiler falls to the landlord, not the tenant. While it can be argued that home ownership represents a sound investment with potential for long-term appreciation, the same cannot be said for vehicles.

Historically, I’ve championed outright purchases, yet my recent steep bill for maintaining my vehicle has swayed my decision.

With high depreciation rates and mounting repair costs, I’ve decided that next time, I’ll pursue car financing.

What’s your perspective? Do you believe purchasing a car outright is the better option? Share your thoughts in the comments below.

Similar to most EU countries, France, Germany, and Spain employ speed cameras that not only monitor speeding but also detect mobile phone usage, red light violations, seatbelt offenses, and tailgating. These cameras can be fixed, mobile, or used for average speed checks.

In Spain, there is a specific focus on drivers who brake suddenly when approaching a camera only to exceed the speed limit shortly after, often monitored by a subsequent mobile camera. Additionally, Spain utilizes helicopters and drones for tracking speeding vehicles; France is also trialing aerial monitoring. On German motorways, drivers must adhere to minimum speed limits of 60 km/h in the slow lane, 90 km/h in the middle lane, and 110 km/h in the fast lane. The permissible margin for speed violations can be quite narrow; for example, Spain allows a margin of just 3 km/h for fixed cameras.

If you are stopped by the police for a traffic violation, you may receive an instant fine, with the option of being escorted to the nearest ATM. Should you be unable to pay the fine, your vehicle could be impounded until the bill is settled. The scenario differs when it comes to camera-related fines. In the case of rental cars, any penalties incurred will be billed to the rental company, which will subsequently charge your credit card, a condition agreed upon when renting the vehicle.

Prior to Brexit, European nations could request vehicle owner details from the DVLA to issue fines, but this process ceased in 2021 following the UK’s exit from the EU. Currently, countries may resort to the 1959 European Convention on Mutual Assistance in Criminal Matters (MLA) to retrieve owner information. Enforcement varies by country; for instance, Germany does not seem to be fining UK drivers, although those committing serious offences in Germany may face driving bans that last a month or longer. Negotiations are ongoing between Spain and the UK to enhance data sharing. In 2023, France issued 62,780 fines directly to UK drivers, a figure that remains lower than pre-Brexit volumes.

It’s important to note that foreign authorities cannot assign points to your UK driving license, nor are unpaid fines documented on your passport. However, if you do receive a fine, it’s advisable to pay it for your own peace of mind. Ignoring fines can lead to hefty additional charges and issues if you are pulled over during a future visit to that country. Tim Shallcross, independent expert

Feel free to submit your driving-related inquiries below or to carclinic@sunday-times.co.uk

Subaru’s demographic has also been an interesting mix. When the company entered the UK automobile market, it collaborated with agricultural machinery dealers to cater to farmers, highlighting its commitment to standard four-wheel drive. This strategic decision fostered a loyal following among rural drivers, with practical Subaru models like the Legacy Outback becoming symbols of rustic affluence.

The late 1990s marked a turning point for Subaru as it pivoted to rally racing, launching eye-catching turbocharged Imprezas, famous for their blue exteriors and gold wheels. This move attracted a different crowd—young enthusiasts eager for high-speed thrills on the roads. The vibrant fan base carved out by Subaru provided the company with a unique duality, with devoted followers ranging from country families to urban speed demons.

However, that diverse audience is a relic of the past. With Subaru’s withdrawal from World Rallying and its shift away from flashy turbocharged vehicles, the latest iteration of the Forester, the sixth generation, is targeted primarily at the practical buyer. Available in a subdued hue known as Autumn Green, which seamlessly blends into the rural landscape, the new Forester maintains its signature four-wheel drive and low-sitting boxer engine, now integrated into a hybrid system that, surprisingly, does not require plugging in.

Unfortunately, this hybrid setup leaves much to be desired. The Forester’s performance pales in comparison to more efficient competitors, such as contemporary Toyota hybrids, which adeptly utilize electric power. Instead, Subaru’s offering only provides a brief electric boost before activating its 2.0-litre petrol engine, resulting in a disappointing fuel efficiency of around 30 miles per gallon.

Fans of Subaru might also lament the new design changes, including standard door window frames and the omission of the infamous clock-brightening feature. The dashboard does feature physical buttons for temperature adjustments, a refreshing sight in 2025, but it also incorporates a large touchscreen that replicates many functions. Unfortunately, navigating through this system can be cumbersome, with safety features like lane departure alerts requiring tedious menu dives before each drive. Persistent warnings and alerts, such as reminders for maintaining a mindful gaze on the road, can turn the driving experience into a navigation challenge in itself.

Despite these frustrations, the Subaru Forester does possess some merits. The ride quality is noteworthy, offering ample space and exceptionally large windows that enhance interior brightness. It conveys a sense of durability, which has become a hallmark of the Subaru brand.

However, the vehicle lacks distinctiveness. Its key trait appears to be the necessity of disabling several safety features to enjoy a smoother ride, a characteristic not exclusive to the Forester. Lacking the exhilarating turbocharged excitement of the classic Impreza, the Forester presents a sluggish driving performance, exacerbated by an automatic continuously variable transmission that leads to high engine revs accompanied by a monotonous drone.

With the quirky elements that once defined Subaru faded away, the new Forester emerges as an unremarkable vehicle, offering little in the way of standout qualities. While it fulfills its intended purpose adequately, it also lacks memorable excellence, echoing a sentiment that a little more peculiarity could go a long way.

However, fewer learners will face the challenges of “clutch knee” or the tedious task of constantly changing gears in heavy traffic.

Recent statistics reveal that only 96 vehicle models are currently available with a manual transmission, while a significant 404 models offer automatic options exclusively. As a result, manual transmissions now represent just 19 percent of the total car market, a decline from about 30 percent just three years ago.

“We are witnessing a significant transition in gearbox preferences,” stated Paul Barker, editor at Auto Express, which conducted the study. “With electric vehicles (EVs) being exclusively automatic and an increasing number of new drivers obtaining auto-only licenses, automatic vehicles are rapidly becoming the standard choice rather than a compromise.”

This shift is underscored by data from the Society of Motor Manufacturers and Traders, which indicated that the percentage of new cars equipped with manual gearboxes dropped from 86 percent in the year 2000 to just 22 percent by last year.

Barker also noted the rise in popularity of modern semi-automatic transmissions, which blend manual and automatic functionalities without a clutch. These options are favored for their fast gear changes, enhanced fuel efficiency, and sportier driving experience, attracting both everyday commuters and car enthusiasts.

As per cap hpi, industry analysts, the number of automatic vehicles on UK roads surged by 118 percent over the past decade, increasing from 16.3 percent of the total in 2014 to 29.3 percent by last year.

Moreover, there has been a noticeable increase in learners choosing to take an automatic-only driving test.

Data from AA Driving School indicates that in 2024, 21 percent of new drivers completed their practical test in an automatic car, compared to just 9.5 percent five years earlier. According to predictions from Direct Line, the last person expected to take a manual driving test will be born in 2027.

Stacey Ward, senior data director at cap hpi, elaborated, “The growing popularity of EVs, which use automatic transmissions, has significantly fueled the movement away from manual gearboxes. Manufacturers have responded by scaling back manual options, and some major brands have removed them completely from their offerings. In addition, more new drivers are choosing to pursue automatic-only driving licenses.”

Auto Express, which assesses numerous vehicles annually, highlights the advantages of automatic vehicles, such as ease of operation, eliminating the risk of stalling, and reducing stress in stop-and-go traffic. However, it also notes that manual cars tend to be more “engaging and enjoyable to drive” and provide “greater control for skilled operators.”

Barker concluded, “For many driving enthusiasts, nothing beats the experience of a manual gearbox. The tangible connection felt when manually shifting gears is gratifying, offering a level of engagement absent in automatics. Additionally, while manual vehicles may be cheaper initially, they usually face depreciation challenges at resale.”