Israel says it intends to ban the buying and selling of animal furs, apart from in specially approved cases, making it the first country to do so. Announcing plans for new regulations, environmental protection minister Gila Gamliel said the use of skin and fur for the fashion industry was "immoral". Her ministry said future permits would only be considered under certain, limited criteria. Animal rights group Peta said it "applauded" Israel's move. Until now, only a handful of cities - in the US, and São Paulo in Brazil - have banned the sale of all animal fur. At present, anyone in Israel wishing to buy or sell fur must apply for a permit, but under the new rules this will only be allowed in cases of "scientific research, education or for instruction and for religious purposes or tradition". The exemption is likely to apply to Israel's sizeable ultra-Orthodox community, among whom many of the men wear large round fur hats called shtreimels, believed to have originated as a custom in Eastern Europe. "The fur industry causes the killing of hundreds of millions of animals around the world, and involves indescribable cruelty and suffering," said Ms Gamliel. "Utilising the skin and fur of wildlife for the fashion industry is immoral." Prada to stop using fur from next year California bans animal fur products Elisa Allen, the director of the People for the Ethical Treatment of Animals (Peta), praised Israel "for recognising that the trade in coats, pom-poms, and other frivolous fashion items made from wild animals' fur offends the values held by all decent citizens". Anyone found breaking the law in Israel will face a fine of up to $22,000 (18,500 euros; £17,000) or a year in prison.

In terms of stating ambitions for the ID 3, Volkswagen couldn’t have aimed higher than labelling it as equally important as the Beetle and Golf. Here’s a car that carries the twin weights of seeking forgiveness for Dieselgate and kick-starting the brand’s electric car sales, which will surely form the backbone of its fortunes for the next 100 years. Of course, the ID 3 is far from unique in being born out of a crisis; the post-war period provides plenty of examples, from the Beetle to the 1949 Ford and eventually the Mercedes-Benz SL and the Fiat 500. So too the fortunes of some key sports car makers, some of whom seem to live permanently on the edge, have hung on the success of one model; think the Aston Martin DB7 and Lotus Elise. Volkswagen’s situation is rather different than any of these, though, with its scale, global breadth and financial might meaning its fortunes today far from hang on the ID 3. In fact, its mega profits will continue to be driven by engined cars for some time yet, so the electric car’s significance owes more to how it shapes perceptions than to what it contributes to the bottom line. It’s hard not to wonder if that lack of back-to-the-wall jeopardy is why, from the angles of range, price, charging and more, the ID 3 is front-running rather than pioneering. By that I mean it no ill will at all: by all accounts, it’s a very fine car indeed. But it’s hard to escape the impression that the need to hit emissions targets and avoid fines, rather than scratch out sales and profits, means good is currently good enough. The brutal truth is that, rapid though the ID 3’s five-year development cycle was, Volkswgen left it too late to lay any markers in the sand in regards to pioneering in this early phase of electromobility. The true pioneers must be regarded as Tesla boss Elon Musk and ex-Nissan-Renault chief Carlos Ghosn, plus a handful of likeminded visionaries who failed, such as Henrik Fisker. By the time the ID 3 was conceived, Volkswagen had already missed out to rivals in leading the EV vanguard (although that it put the XL1 plug-in hybrid into limited production demonstrates that the appetite to push eco extremes was alive when the opportunity to show off technical prowess was available). And now Volkswagen has been beaten to resetting the boundaries of affordable range, too, chiefly by Hyundai and Kia. Will history one day place the ID 3 beside the Beetle and Golf, then? I suspect that will rather depend on the longevity of the name, rather than the capability of today’s car. But, pioneer or not, by breaking cover among the front-running back, the ID 3 at least puts Wolfsburg in the race again.

My vote goes to DH2, Better rhythm

We’ve been exploring the best supersized staycation spots for family and friends in the new MINI Countryman – whether it’s enjoying the UK’s coasts, forests, and culture, or, in this case, taking in Britain’s biggest mountain adventures. With room for five, up to 1390 litres of versatile luggage space, and plenty of ways to customise your MINI to make it even more stylish or even more practical, the new family-size MINI Countryman SUV is a real all-rounder. Add in the option of ALL4 all-wheel-drive or an efficient Plug-in Hybrid with 26 miles of low-impact electric range, and you’ve got true go-anywhere ability. That makes the new MINI Countryman ideal for big mountain days out – helping you tackle steep roads with confidence, while the spacious interior lets you take all you need for scaling new heights, whether climbing, descending or flying by the slopes. With seating for up to five and a luggage bay that can expand from 450 litres to 1390 litres, there’s more than enough room in the new MINI Countryman for all the gear you need for a hiking expedition with friends or family – and there’s no bigger British mountain-taming exercise than the Three Peaks Challenge. The Three Peaks Challenge involves scaling the UK’s three tallest peaks: Ben Nevis (Scotland), Scafell Pike (Lake District) and Snowdon (Wales) – a total ascent of 3064m and 23 miles of walking. Usually tackled north to south, it can be done in a gruelling 24 hours or a leisurely three days (but doing all three peaks in a year is not an unreasonable task). If you fancy easing your way in, there are regional Three Peak Challenges for Yorkshire (Pen-y-ghent, Whernside and Ingleborough), Wales (Snowdon, Cader Idris and Pen y Fan), and Surrey (Box Hill, Holmbury Hill and Leith Hill). If you fancy something a little less extreme, there are lots of other great family-friendly ways to feel like you’re scaling Britain’s heights. The High Street Mountain climb along Long Stile ridge is a po[CENSORED]r scenic route in the Lake District. Malham Cove in the Yorkshire Dales offers a variety of routes from Goredale Scar to reach the stunning Limestone pavement on top of its dramatic craggy amphitheatre or, while Mam Tor is a great spot for family hiking in the Peak District. Fly through the peaks and valleys With powerful TwinPower Turbo engines and a grippy, fun-to-drive chassis – with the option of confidence-inspiring optional ALL4 all-wheel-drive – the new MINI Countryman is the perfect family car for scaling (or descending) vertiginous mountain roads. But there’s an even more enjoyable way to swoop through the peaks and valleys. We’re talking zip wires. At 1555m in length, Velocity 2 at ZipWorld in North Wales is the longest (and fastest) zip wire in the UK. With a starting altitude of 500m and an incline of 20 degrees, you and your family or friends reach 60mph in under 10 seconds and up to 100mph as you speed across Penrhyn Quarry. The Eden Project biodomes in Cornwall offer an incredible backdrop as you soar 600m at up to 60mph across the old quarry with Hangloose Adventure, while the 490m-long wire at Adrenalin Quarry in Cornwall lets you fly over a tree-lined lake. There are plenty of other amazing ways to experience the UK’s mountain ranges from on high. Why not try out a passenger tandem flight in a glider – either enjoying the serene ride, or maybe even taking control yourself? The North Wales Gliding Club on the edge of Snowdonia National Park, the Black Mountain Gliding Club in the Brecon Beacons in South Wales, the Lakes Gliding Club in the Lake District and the Highland Gliding Club and Cairngorms Gliding Club in the Scottish Highlands are all ideally located to let you savour the best British mountain updrafts, which truly come alive in Autumn and Spring. Tackle the slopes by ski or board You may think you need to head to Europe to indulge a passion for skiing, but there are lots of ways to take to the slopes in the UK. The new MINI Countryman is also the ideal car for a ski trip – big or small – thanks to 40:20:40 rear seats that let you put long ski gear through the middle, while still seating two rear passengers in comfort. Plus, with powerful engines and optional ALL4 all-wheel drive that can conquer alpine peaks (and parking aids that help you navigate a crowded snowdome car park in summer), you won’t be held back – whatever the weather. Obviously, the Scottish Highlands offer your best bet of UK winter snow. With up to 40km of pistes, Glenshee in the Cairngorms is the UK’s biggest resort. The nearby Lecht and Cairngorm resorts provide additional slopes within easy driving distance, while Glencoe and Nevis on Scotland’s west coast are also a great source of winter snow. If you can’t wait until winter to strap on your skis or board, there are plenty of great indoor snowdomes around the UK – including Snozone at Milton Keynes, Basingstoke and Castleford in Yorkshire, the Tamworth SnowDome in the Midlands, ChillFactore in Manchester, The Snow Centre in Hemel Hempstead, and Snowfactor in Glasgow – all perfect for sampling snow-covered slopes up to 200m in length, even in summer.

Windows 10 has witnessed the arrival of a new update which fixes a host of bugs, including some of the nastier ones which have been affecting May 2020 Update users for some time. Note that patch KB4577063 is actually a preview update for Windows 10 May 2020 Update, and an optional one as such – meaning that in the Windows Update panel (in Settings) you’ll need to click on ‘View optional updates’ to see it. The patch includes a fix for an issue which causes games that use spatial audio to stop working, and also resolves a couple of by now infamous recent bugs: the one that kills Windows Subsystem for Linux with an ‘element not found’ error when you try and run it, and a problem with some LTE modems which can take out the user’s internet connection. How to speed up Windows 10 We solve 100 common Windows 10 problems How to uninstall a Windows 10 update So it’s up to you if you want to install the update right now, and whether you need to do that probably depends on whether you’re suffering at the hands of one of the major bugs that it cures. Reality check Those affected by the latter two problems in particular could well be rushing to install this preview update. Windows Mixed Reality headset owners may be doing the same, too, as it resolves a number of problems for these devices, and adds support for some new Windows Mixed Reality motion controllers. There are a whole load of other bug fixes applied here, and you can check out the full list by heading over to Microsoft’s support document. Installing this preview update will change the build number of Windows 10 May 2020 Update to version 19041.546, and Microsoft is also pushing this out for testers of the imminent October 2020 Update who will be on build 19042.546. Reality test Those suffering from the latter two issues particularly may just smartly be dashing to put in this preview replace. Windows Mixed Reality headset homeowners could also be doing the similar, too, because it resolves quite a lot of issues for those gadgets, and provides make stronger for some new Windows Mixed Reality movement controllers. There are a complete load of alternative computer virus fixes implemented right here, and you’ll be able to take a look at the whole record through heading over to Microsoft’s make stronger file. Installing this preview replace will alternate the construct collection of Windows 10 May 2020 Update to model 19041.546, and Microsoft could also be pushing this out for testers of the drawing close October 2020 Update who shall be on construct 19042.546. Today’s highest Windows 10 offers Microsoft Windows 10 Pro… Microsoft Windows 10 Home |… Windows 10 Home – Spanish -… Microsoft Windows 10 Home 32… Via Windows Latest

The Rock Pi X SBC is based on an Intel 1.84GHz quad-core Atom x5- Z8300 SoC, along with up to 4GB RAM and 128GB eMMC, plus an optional WiFi/Bluetooth controller. The board features a Raspberry Pi style form-factor and 40-pin expansion header. The Raspberry Pi form factor has often been mimicked by other boards and Radxa’s latest board, Rock Pi X sees the form factor accommodate an Intel Atom CPU, 2GB of RAM and 16GB eMMC flash storage for $59. (Via cnx-software) The Rock Pi X is an x86 single board computer, in other words it can run the same software as your main desktop computer / laptop. Windows 10 and various Linux distributions will work on this board. An Intel Atom x5-z8350 with Windows 10 would be bearable for simple projects but don’t expect this to run Crysis, both versions! SoC – Intel Atom x5-Z8350 “Cherry Trail” quad-core processor @ 1.44 GHz / 1.92 GHz (Turbo) with Intel Gen8 HD graphics @ 500 MHz System Memory – 1 GB, 2 GB. or 4GB LPDDR3-1866 Storage – 8GB, 16GB, 32GB, 64GB or 128GB eMMC flash , MicroSD card socket Video Output – HDMI 1.4 port up to 4K @ 30 Hz Audio I/O – Via HDMI, 3.5mm audio jack Gigabit Ethernet with PoE support (additional PoE HAT required), 802.11 a/b/g/n/ac WiFi 5 and Bluetooth 4.2 Classic + LE with u.FL antenna connector USB – 1x USB 3.0 port, 3x USB 2.0 host ports, 1x USB OTG Type-C port Expansion – 40-pin Raspberry Pi compatible header with 6x GPIOs, 2x UART, 2x SPI, 2x I2C, 1x PCM/I2S, 1x SPDIF, 2x PWM, 1x ADC, and power signals (5V, 3.3V and GND) Misc – Power button, LED, RTC with battery connector 5V-20V up to 3A/1A Via USB-C port with QC and PD fast charging support; AXP288C PMIC PoE support via additional HAT Dimensions – 3.3 x 2.1 inches (85 x 54 mm) With eMMC flash storage options from 8GB to 128GB we have a decent level of storage for most users but choose wisely as the eMMC is soldered to the board. Further expansion options are provided via micro SD. A single USB 3.0 port can also be used with external storage. The remaining three USB ports are USB 2.0, best for keyboard and mouse duties. The USB C port provides power and OTG support which adds the possibility of faster USB C storage. A single HDMI 1.4 port offers 4K at 30 Hz provides the only display output, unless one is hidden in the USB C port. Unlike the Raspberry Pi the Rock Pi X has no CSI (Camera) or DSI (Display) ports but it does have a 40 pin GPIO which is claimed to be compatible with the Raspberry Pi. We have yet to see a pinout or software which completely backs this claim up. Product overview... Board Name -- Rock Pi X Category -- SBC Model -- RS860A Manufacturer -- Radxa Official website -- click here Price -- $49 (USD) Additional info may be found via this automated Google search Posted 2020-09-27 11:45am System-on-Chip... Intel Atom x5-Z8300 Primary processor type -- Intel X86 Primary processor word-width -- 64-bit Primary processor cores -- 4 Primary processor clock rate (GHz) -- 1.84 Additional processors (if any)... GPU (graphics) -- Intel HD Graphics (Cherry Trail) MCU (microcontroller) -- Intel Integrated Sensor Hub (ISH) FPGA (gates) -- Other (DSP, FPU, NPU, TPU, AI...) -- System RAM... Maximum capacity (GB) -- 4 Type -- LPDDR3 ECC support -- No Factory installed? -- Yes On-board solid-state storage... Maximum capacity (GB) -- 128 Type -- eMMC Factory installed? -- Yes Removable solid-state storage... Interface type -- Other format m.2 interfaces -- 0 m.2 NVMe support -- SATA support... SATA ports -- USB ports... USB host ports -- 4 USB OTG ports -- 1 USB port types -- 1x 3.0, 3x 2.0 Ethernet... Ethernet interfaces -- 1 Maximum LAN speed (Mbps) -- 1000 Wake-on-LAN support? -- Wireless... WiFi -- 802.11 a/b/g/n/ac (option) Bluetooth -- 4.2 LE (option) Broadband -- LoRa -- HDMI... Number of HDMI ports -- 1 HDMI version -- 1.4 Max. HDMI resolution -- 4k FPS at max. resolution -- 30 Other display interfaces... Composite video (CVBS) ports -- Other display interfaces (DSI, LVDS, VGA...) -- eDP, MIPI Camera interfaces... Number of camera ports -- 1 Camera interface types -- MIPI Audio I/O... Analog output ports -- 1 Audio connector type -- 3.5mm jack Audio via HDMI? -- 1 I2S interfaces -- SPDIF interfaces -- Line inputs -- Mic inputs -- 1 On-board microphones -- Other I/O... GPIO -- 40 ADC -- 2 PWM -- 2 SPI -- 0 I2C -- 2 UARTs -- 0 RS232 (or 485 or 422) -- 0 IR receiver -- No Expansion connector compatibility? Arduino compatible -- No Raspberry Pi compatible -- Yes Miscellaneous functions... Real time clock (RTC) support -- yes PMIC/PMU (power management controllers) -- AXP288C Lithium battery support -- Operating system support... Linux -- Ubuntu 20.x Android -- Windows -- Windows 10 Other OSes -- Other features not listed elsewhere: * Pricing varies by RAM, eMMC, and optional WiFi. As of Sep. 27, 2020 the RAM/eMMC version (no WiFi/BT) pricing was: • 1GB/8GB — $39 • 2GB/16GB — $49 • 4GB/32GB — $65 • 4GB/64GB — $75 • 4GB/128GB — $89 * Inclusion of WiFi/BT controller adds $10 to each of the above prices Physical specs... Width (mm) -- 52 Height (mm) -- 85 Depth (mm) -- 18 Weight (gm) -- Input voltage, min. (V) -- 5 Input voltage, max. (V) -- 20 Input current, min. (A) -- 1 Input current, max. (A) -- 3 Operating temp., min. (°C) -- Operating temp., max. (°C) -- Certifications -- CE, FCC

What is it? Although based on the familiar form of the XC40 crossover, Volvo’s first full EV shares its core mechanical layout with the Polestar 2. As launched in all-wheel-drive P8 form, it uses a pair of 201bhp electric motors, one driving each axle, for a combined system output of 402bhp. Power is drawn from a 78kWh battery pack that can give up to 260 miles of range under the WLTP protocol and is mounted under the floor. Using 150kW DC fast charging, it will be possible to replenish the battery from empty to 80% charge in 40 minutes. As with the Audi E-tron, the intention here has clearly been to offer buyers coming from the company’s internal-combustion models a familiar experience. Beyond some very subtle badging, the only obvious visual difference from other XC40s is the Recharge P8’s lack of a conventional radiator grille, which has been replaced by a body-coloured cover. The cabin is similarly familiar, with a redesigned digital instrumentation pack that does away with the rev counter, but the same combination of space and trim that feels more durable than upmarket. Volvo is proud that the Recharge has nearly as much boot space as the regular XC40 – 413 litres – with another 31-litre ‘frunk’ under the bonnet, although this is mostly filled by the car’s charging cable. Deliveries will start in the first quarter of next year, with the launch spec in the UK being the fully loaded First Edition. This costs a weighty £59,985 and is too expensive to be eligible for the government’s electric car grant. Cheaper versions will follow soon afterwards, including less powerful front-drive variants. What's it like? It’s certainly fast. Volvo claims a 4.9sec 0-62mph time and, when fully unleashed, the Recharge’s instant urge makes it feel every bit as quick as that figure suggests. Even under hard use, the electric powertrain is near silent, and although acceleration tails off at higher speeds, it won’t take much space to confirm the presence of the 112mph speed limiter that Volvo now fits to all of its cars. Running at high speed will obviously devour range but you will be entirely unsurprised to hear that flat-out progress doesn’t feel like an appropriate way to drive the Recharge. Soft suspension settings make for a nose-up attitude under full throttle, with dive under hard braking and lots of lean under bigger cornering loads. The potent powertrain has no difficulty in motivating the Recharge’s sizeable 2188kg kerb weight, but the effect of the mass is obvious when asking the car to change direction, and also over anything other than smooth Tarmac. Even small imperfections send a shimmying motion through the chassis and the passive dampers struggle to maintain order on rougher roads, our test car’s 20in wheels likely not helping matters. There’s something Bentley-ish about the combination of so much effortless performance and such a laid-back chassis, which is not a line I was expecting to write. A one-pedal driving mode can be selected, allowing forceful retardation when the accelerator is lifted. It actually proves a bit keen for smooth operation in stop/start traffic. Allowing the car to coast and regulating both regenerative and friction stopping through the brake pedal feels more natural. Volvo’s smart lane-following Pilot Assist cruise control remains an excellent way to deal with cruising and congestion. The Recharge is also the debut vehicle for Volvo’s new Android-based infotainment system, with large and crisply rendered icons for various apps and an intuitive interface. But despite Google’s brainpower, the map app of our test car looked and worked less well than the best manufacturer systems, failing to clearly label major conurbations when zoomed out, and with minor roads looking like black cracks on the high-definition screen. Volvo says it wasn’t final spec, which is good because it still needs work.

Microsoft this week announced that it would finally enable x86-64 (x64) emulation on its Windows 10 on Arm operating system in November. The move will further blur the line between Arm and x86 processors at least as far as Windows 10 is concerned, but it remains to be seen how well the emulation works this time. The software giant will first enable x64 emulation for Windows 10 on Arm PCs for members of its Windows Insider Program this November. The emulation will work on all Windows 10 on Arm systems released in the last couple of years no matter which application processor they use. It is unclear when Microsoft intends to make x86 emulation for Armv8 SoCs generally available, but it probably should not take too long time for the firm to test it with various programs to ensure that it works without major problems. Also, the company intends to introduce a revamped version of its Edge browser that works faster on 64-bit Arm SoCs and consumes less power. In addition to letting end-users run x64 apps on their Windows 10 on Arm notebooks, Microsoft will also release several of its programs, including Microsoft Teams and Visual Studio, optimized specifically for Arm SoCs. Last but not least, Microsoft is also expanding its App Assure program to include Windows 10 on Arm 64-bit devices to ensure that programs developed for specific customers would work on all Windows 10 platforms no matter which hardware they use. Microsoft has a long history with Arm and Windows in the PC space. Microsoft first announced plans to release a Windows operating system for 32-bit Armv7 SoCs back at CES 2011 to a large degree because it wanted to compete against Apple’s iPad. The software company launched its Windows RT in late 2012. The launch was supported by Microsoft’s own Surface tablet along with hybrid systems from ASUS, Dell, Lenovo, and Samsung. Windows RT came with typical apps pre-installed and Microsoft also released a version of Office optimized for Arm. But because Windows RT could not run traditional Windows applications and Armv7 SoCs at the time were not powerful enough to emulate x86 or x64, the platform has never captured a significant market share. Microsoft itself canned all of its own Windows RT devices in early 2015 after all of its hardware partners ceased to make their systems. Microsoft second attempt to bring together Windows and Arm was unveiled in 2017 together with Qualcomm. The main value proposition of Qualcomm-powered always-connected personal computers (ACPS) was an integrated modem as well as a long battery life. This time around, Microsoft and Qualcomm considered mistakes that were made earlier. Firstly, because modern Snapdragon SoCs offer considerably higher performance when compared to Armv7 application processors from early 2010s, Microsoft’s Windows 10 on Arm ACPCs perform much better when running software compiled for Armv8. Secondly, Microsoft now offers a special SDK tailored for Windows 10 on Arm. Thirdly, Windows 10 on Arm can run Win32 applications in emulation mode, though not without glitches. Finally, Qualcomm now offers SoCs specifically tailored for PCs.

My vote goes to DH2 - good lyrics

My vote goes to DH1 - Better music

Usually, if you want to do something fun in life, it’s going to cost you. The current, Mk4 Mazda MX-5 (known as the ND) proves this need not be the case, as an entertaining little sports car that can now be bought for as little as £12,000. The engine range starts with a 129bhp 1.5-litre four-pot. This sounds modest, but you can still enjoy brisk acceleration with it, since the MX-5 weighs comfortably less than a tonne. Then there’s a 2.0-litre unit that was initially offered with 158bhp before being uprated to 181bhp in mid-2018. There are countless special editions of the MX-5, but we’re focusing on the main models here. The entry-level SE gets 16in alloys, LED headlights, air conditioning, a basic sound system with an aux input and a single detachable cupholder. Move up to SE L Nav and you get a second cupholder for your passenger (or a thirsty driver), along with heated seats, cruise control, climate control and a 7.0in infotainment screen with a DAB radio and Bluetooth for your phone. If you go for the 2.0-litre engine, a limited-slip rear differential is included along with larger (17in) wheels. Sport Nav gets you firmer sports suspension with Bilstein dampers, automatic lights and wipers, leather seats, a Bose stereo, rear parking sensors and lane departure warning. This trim level’s optional safety pack adds blindspot monitoring and rear cross-traffic alert. Alternatively, GT Sport Nav+ includes that pack plus keyless entry and a reversing camera. Weight, or rather the lack of it, is key to the MX-5 being as good as it is to drive. Its lightness means it doesn’t need stiff dampers, springs and antiroll bars to control body movements in corners. You can therefore have a nimble car – especially important on winding country B-roads – without compromising on ride quality. It may be a little tauter than the original MX-5, but this latest generation is still very supple, especially on its smallest wheels. Inside, you’ll find two snug seats, a stubby gearlever (there’s an automatic gearbox if you want one) and a fabric hood that can be neatly folded away in a single arm movement. It’s not the roomiest two-seater, mind, and there isn’t much storage space: only a small cubby in the centre console and a shallow tray in front of the gearlever. The good news is that boot space is unaffected by the roof being up or down. The bad news is that while you can fit a couple of bags in there, the opening is rather narrow. Anyway, packing too much stuff would undo all those weight-saving measures. There have been three recalls so far on the MX-5, for an issue with the engine start/stop system; the automatic gearbox downshifting unexpectedly; and a bracket that holds on the undertray failing. To find out if your car is affected, use Mazda’s website or ask a dealer. Leaking shouldn’t occur on a car so young, but if you’re still worried, take the car through an automated car wash to test for water ingress. Our pick MX-5 2.0 Sport Nav: Heated seats allow you to enjoy top-down motoring much more often, so SE L Nav or more po[CENSORED]r Sport Nav trim it is. And the 2.0-litre engine, since it gets a diff that’s great for drifting – only on track, of course… Wild card MX-5 2.0 30th Anniversary: The lurid orange paint of this special edition is for lovers of Lucozade, Terry’s chocolate and not losing your car in a car park. It could be worth it for the upgraded brakes, too. Ones we found Prices start at £12,000 for a 1.5 SE or a high-mileage 2.0. The 30th Anniversary edition is a touch pricey, with most going for at least £25,000, so it’s best to look for a tidy 2016 Sport Nav example with a relatively low mileage for around £15,000. Need to know Fuel economy is reasonable for a car that’s meant to be enjoyed. The lighter 1.5 engine is obviously better, at 47.1mpg, but the official 40.9mpg of the 2.0 is achievable. The automatic gearbox does knock this back to 39.2mpg, though.

The Spanish government has ordered a lockdown in the capital Madrid and surrounding areas badly affected by coronavirus after a rise in cases. Under the new restrictions, residents will not be allowed to leave the area unless they have to make an essential journey. However, Madrid's regional government says the lockdown is not legally valid. Greater Madrid accounts for more than a third of the 133,604 cases diagnosed in Spain over the past two weeks. On Wednesday, a majority of Spain's regional governments, who are in charge of healthcare, voted in favour of imposing restrictions in areas with more than 100,000 residents if they met three benchmarks - 500 cases per 100,000 inhabitants, 35% Covid patient occupancy in intensive care units and positive results in 10% of tests. Madrid, which has a rate of 780 infections per 100,000, already meets the criteria. However, it is not yet clear when the restrictions will be introduced. Two million virus deaths 'very likely', WHO warns What are the new rules in Spain and other parts of Europe? Under the lockdown, the Madrid region's borders will close to visitors for non-essential trips. People will be allowed to cross the border for work, doctors' visits and shopping. Playgrounds and parks will also shut. Social gatherings will be limited to six people. Madrid's regional government, which is controlled by the conservative opposition and did not vote in favour of the restrictions, has argued that the lockdown is not legally valid. Regional health chief Enrique Ruiz Escudero accused the central government of sending a "message of alarm and agitation" and did not rule out fighting the lockdown in court. The Madrid regional government had chosen not to put the city and surrounding areas into lockdown, instead issuing restrictions in 45 basic healthcare areas in a bid to curb the spread of the virus. These measures themselves were controversial as they affected mostly poorer areas of the city and prompted protests by hundreds of residents. Spain's central government argued that the restrictions were not sufficient and recommended an end to all unnecessary movement across the city. Spain has seen a significant rise in cases in recent weeks. More than 31,411 people have died during the pandemic and there have been more than 748,000 infections, according to data from Johns Hopkins University. The World Health Organisation earlier this week said European countries were seeing "worrying increases of the disease".

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My Vote goes to DH2, More like a calming song

What is it? A new-generation Volkswagen Golf GTI tested on UK roads for the first time, though admittedly in left-hand-drive form. That Wolfsburg has wasted so little time in introducing this car into the wider Mk8 Golf model family shows you how important it has become, and how significantly it now underpins the profitability of the Golf’s business case. Relatively restrained and judicious tuning has, as its four decades on sale have rolled on, given the GTI a broader-based appeal than so many of its hot hatchback rivals; and that has meant money in the bank for VW. The plain truth is, every volume car maker in the world wishes it had a big-selling performance derivative as commercially successful as this, and plenty have tried – and often failed – to emulate its recipe.And yet, while you might expect VW to tinker very cautiously with such a recipe, we already know that this eighth iteration isn’t just more of the same. Over recent generational metamorphoses, the GTI has certainly been treated with kid gloves; when the goatee-bearded Mk5 segued into the slightly plusher but deeply familiar Mk6, and then into the more chiselled Mk7, you’d have been forgiven, in some ways, for blinking and not noticing. But while Wolfsburg assures us that everyday, real-world driver appeal, and that just-so blend of desirability and bang-for-the-buck value, remain the heart and soul of the GTI’s mission statement, it’s certainly taken a risk with its golden goose this time around. The Mk8 is quite clearly a car with greater ambition to excite and entertain than so many of its forebears have had. The question for this tester, having just spent a long day driving one, is whether it’s still the slick, versatile, usable and dynamically polished proposition you might expect it to be.What's it like? We’ve detailed the technical changes that have been wrought on this car before, and what exactly separates it from a Mk7.5 GTI under the skin, in both early passenger rides and in our European first drive. The short version is that, while the mechanical make-up of this car may look familiar, very little of it has escaped overhaul. The car’s engine may have the same headline outputs as the old GTI Performance, but it has a new, higher-pressure fuel injection system and revised combustion and emissions controls. There may be the same choice of six-speed manual and seven-speed dual-clutch automatic gearboxes, but the latter is new to the GTI, offering shift-by-wire technology for the first time. The ‘XDS+’ electronically controlled locking front differential you used to get as part of an option pack is now GTI standard kit, and has been tuned to work even harder to augment the car’s handling. You can now go as big as 19in alloy wheels on the car if you want to, bigger than any regular GTI has had before, with chunky 235-section tyres specially developed by Bridgestone. ‘DCC’ adaptive dampers remain an option, but even these have been recalibrated to offer a broader spread of adjustability in the car’s body control and ride comfort and a more precise level of choice over exactly how soft and supple, or taut and tenacious, you want the car to feel. So there’s plenty that’s new to take in. But the wider changes to the GTI’s suspension and steering probably speak loudest about its new, slightly racier priorities. The car rides 15mm lower than a regular Golf; but compared with the outgoing GTI, it has spring rates firmed up by 5% at the front axle and some 15% at the rear. Reworked rear-axle kinematics and mountings have been adopted to create better lateral wheel control and chassis response, while the car’s ‘progressive’ rising-rate steering has been quickened by between 5% and 7%. All of that has been done, says VW, with a focus on creating keener handling response across the speed range, but specifically on better-rotating the car’s chassis in tighter corners and in doing so producing a more poised, agile and – whisper it – slightly playful feel. It’s left quite a striking impression. The GTI is now more vigorous and potent-feeling than its predecessors, with a greater appetite for mauling the Tarmac and changing direction. But the trouble is… well, that doesn’t sound very GTI, does it? This car’s dynamic stature has not, thus far at least, been one to measure in how quickly or neatly it can negotiate an 18-metre slalom test. What has made the very best modern fast Golfs stand out for as long as I’ve been reviewing them is that they dare to be pragmatic performance road cars. They are born out of thinking that values the capacity to take apart a wet and uneven B-road at least as highly as shaving a few seconds off some handling track lap time; if not, higher still.The new GTI is tauter, pointier, more direct and more lively to drive than that familiar, finely polished old GTI recipe; but also firmer, fussier and a little bit less couth with it. Then again, if you’ve always thought of this car as a bit of a wet blanket, I suppose, it might now be a more enticing prospect. The car’s very recognisable from the driver’s seat. It’s now one with an integrated headrest design but is still very comfortable, with good-sized bolsters you can lean on. The de rigueur plaid cloth upholstery is present and correct, and the controls are well located in front of them, the slightly overly bulky gearlever and overly chubby steering wheel rim being only minor bugbears. The touch-sensitive regime for its secondary controls might not be your cup of tea; the spokes of its steering wheel are certainly busy, and it’s easy to drag a thumb across them by mistake while you’re feeding the wheel. But the digital instruments, I liked; they’re clear and adaptable, and I’m a sucker for the stylised GTI-branding and honeycomb background they have. The revised EA888 2.0-litre turbo engine still seems a little bit cultured by class standards. It doesn’t pop or bang on the overrun, doesn’t boom or whistle under load either, and is generally well able to fade down to a restrained background hum when you want it to. It’s torquier than you expect it to be, though, with a pretty fierce, thrusty kind or responsiveness from about 2500rpm. It doesn’t offer much beyond 5000rpm; and even if it did, the car’s slightly nondescript manual shift action and pedal weights wouldn’t be particularly tactile invitations to wring out the revs. But the GTI certainly feels pretty potent and ‘on song’ if you keep the needle between those two crank speeds, and it gets up the road more than urgently enough to hold your attention. The new and slightly insistent firmness of the car’s ride, and damping that at times can feel just a little bit gristly and uncompromising, will keep you concentrating, too; possibly distract you, even, if you hit a testing surface and you’re suddenly looking for an adaptive damping mode that brings that fast-striding ‘GTI’ suppleness out of the car, which somehow now seems conspicuous by its absence. As surprised as I am to be reporting it, I mustn't exaggerate this; on most UK roads, the new GTI rides well enough - and still better than a lot of its competitors. There is a lateral firmness to its set-up that makes it liable to a bit of head-toss when its axles are upset asymmetrically, though, and a grabbiness to the damping over bigger vertical inputs that can be tricky to iron out even with the car’s new 15-position ‘DCC slider’ adjuster (available in Individual drive mode) driven all the way down. On a patchy motorway, the car has the gentlest high-frequency fidget about it and is just that little bit reluctant to settle. That newly stiffened rear axle – the way it’s mounted as well as tuned – is plainly the main cause; much as it’s also a big factor in delivering the car’s handling gains. So, are they worth it? Well, I drove the car for most of a day, around towns and on trunk roads just getting from A to B to begin with; and at first it didn’t feel so different. A bit leaner and keener in its low-speed responses, yes, but still typically linear-feeling rather than hyperactive in its handling, and predictably light, slick and easy to operate through the controls. The faster I went and the harder I looked, the more clearly the greater agility and tenacity of that chassis became evident, but it didn’t seem character-changing. Not at first.

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What is it and where is it going? Those are easy questions to answer in this particular case. It’s a Jaguar F-Type coupé with a stonking great V8 and I’m driving it to the Jabbeke highway, a stretch of motorway in western Belgium with which Jaguar – and this magazine – has some history. But for Jaguar generally, maybe ‘where is it going?’ is harder to answer, particularly for the F-Type. There’s the Jaguar range as it exists now, and we know there’s a new XJ due, all-electric, expensive, luxurious and stylish. But beyond that, what will be for Jaguar or its sports car? Who knows? Not me. Not you?Does Jaguar? Once, it had a very clear direction. In 1961, at the Geneva motor show, it revealed the E-Type and, well, I wasn’t there, but I hear it went down quite well. And in the same month, testers from The Autocar came here to Flanders, where a straight stretch of dual carriageway between the town of Jabbeke and the coastal city of Ostend was flat and had routinely shown itself to be quiet enough for obtaining high-speed road test figures. In its Autocar road test, published on 24 March, just a week after the car was unveiled to the public in Geneva, the E-Type hit 150mph in our hands – and with a slightly hooky engine – on this very road. The car from the show, a coupé with the registration 9600HP, was the car we had tested. Another variant, a green roadster, registration 77RW (the road test car for The Motor and still owned by Jaguar today), was driven down to Switzerland overnight during the show itself by Jaguar test engineer and racer Norman Dewis when rampant demand for test drives looked like overwhelming Jaguar’s capacity to handle them. Excluding the Channel crossing but including a drive through central London and before motorway networks were as widespread as today, Dewis still managed to average 68mph between Jaguar’s base in Coventry and the show.So, on the approach to the E-Type’s 60th anniversary, it seems like as good a place as any to come to assess Jaguar’s position today as… what, a sports car maker? Maybe. The F-Type is, as its name would suggest, the true sports car follow-up to that original two-seater, which was launched when British motoring was leading the world but stayed on sale until 1974, when it really wasn’t. With our industry lower on confidence in the ’70s, the E-Type was replaced, of a fashion, by the XJ-S in 1975, which was in turn replaced by the XK8 and then the XK. It wasn’t until 2012 that Jaguar felt bold enough to revive the name’s lineage and call its new model the F-Type, with production starting in 2013. It will be a proper sports car again, they said back then. And it was. Cleverly, Jaguar launched the roadster first, so we got to know that as a genuine sports car, with the coupé – which was only ever going to be better to drive – following about a year afterwards. In this recently revised form, it still is a sports car. And as with the E-Type, if you wanted to drive from Coventry to Geneva in one gulp, it would also make a fine tourer – although if you do so next March for the E-Type’s 60th, it seems unlikely that you’ll find a motor show waiting for you when you get there. Another analogue product whose future in a digital world is a moot point. It’s hot summer, not March, when I make a trip under the English Channel, staying in the car on the Eurotunnel as is now requested, in a 454bhp, rear-wheel-drive P450 – the lesser of the two supercharged V8 F-Type models.Does the F-Type seem old-school in a way that the 911 doesn’t? And if so, why? Both Jaguar and Porsche offer an electric car elsewhere and are electrifying other bits of their ranges, but their purest sports cars remain internally combusted. So there’s nothing unusual about the F-Type’s propulsion in its marketplace. Perhaps it’s just the layout. It has a V8 engine in the front, driving the rear wheels – a traditional format of the type you’ll find in anything from a luxury limousine to a grand tourer to a sports car to a muscle car. Helpfully, the F-Type contains elements of all four. As I head into Belgium at around lunchtime, having left home at yawn o’clock in the morning, it’s the grand touring parts that are front of mind. I’ve never quite felt the F-Type’s seats are the world’s most comfortable and I would rather the wheel reached a little closer, but I think this is a pretty strong cabin, discreetly coloured and well finished, with a bit more flair than any German competitor’sThere’s a 70-litre petrol tank and fuel consumption is at the mid-to-high 20mpg mark, giving me a range (an often undervalued element of a grand tourer’s ability) of around 400 miles. The F-Type rides well, too, and steers comfortably, and it has the right amount of weighting and feedback in its controls. Jaguar doesn’t get everything right, but it’s particularly good at tuning this sort of thing. Steering weight and response builds naturally; there’s no whip-crack turn-in in an effort to make it feel more agile, nor artificial stodge around the straight-ahead to suggest greater straight-line stability. Things are, instead, as they should be: entirely natural, conventional and just pleasingly well tuned. It’s also quite engaging while it’s at it. You don’t really need to rev the crackers off of this engine to reach its performance. It makes a good noise whether you do or not, but the fact that it makes 434lb ft of torque from just 2500rpm means it’s non-essential. When we road tested the F-Type P575 AWD (29 April, although this car was the one pictured, due to lockdown restrictions), we thought that the P450 might actually turn out to be the sweet spot in the range. And I think that’s trueThe engine, though, is such a feature of the F-Type that you do wonder what comes next. The F-Type is currently a seven-year-old car and has only just had its big facelift. When – if? – it’s replaced, it’s conceivable that the life cycle of the car that follows will be nudging into the time when you can’t sell engines perhaps at all, let alone engines like this. So what drives the ‘G-Type’? What becomes of the sports car? About the next XJ, Jaguar design chief Julian Thomson recently said: “We want to make it a beautiful car, with an engaging drive and a luxurious interior. We’ll do each of those our own way; we won’t be putting a tape measure on rivals to just match, match, match.” Which sounds right. Nobody seems to mind that Porsche or Lexus don't benchmark and measure themselves against the German big three, least of all Porsche or Lexus. If Jaguar makes engaging, beautiful cars in profitable numbers, it will be happy days, whatever defines a sports car by then. Still, that’s for another day. Today, by coincidence, is close to what would have been Dewis’s 100th birthday. Born on 3 August 1920, he in his later years wanted to drive at 100mph in a Jaguar at MIRA Proving Ground on its 100th, but sadly he didn’t quite make it that far. However, this is a Jaguar sports car and this is a road he knew well and on which he drove at some pretty stern speeds. I’ve gone back and forth between two junctions for the camera enough times to reckon that nobody is really watching. And, well, even if they are, perhaps if I explained, they would understand… Jabbeke speed records Before huge high-speed test tracks at places like Idiada in Spain and Nardò in Italy were a thing, speed testing was pretty common on recently built motorways and dual carriageways. So it was eight years before Autocar’s run on the Jabbeke highway, on 21 October 1953, when Jaguar engineer Norman Dewis lined up there in a Jaguar XK120, aiming to set a production car speed record.

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