Does anyone have any idea of the purpose of the fluffy “dashboard mat” on the Nissan Cube? We looked underneath it, thinking there might be a toilet there, but there isn’t. A friend suggested it might be to keep your bum warm when you’re mooning, but that seems unlikely. Or is it, more prosaically, to keep coins from sliding about if you chuck them on the dashboard? Trouble is, if you corner hard, the coins tend to shoot off. Or are we missing the point by looking for a practical purpose? Is it just some sort of art installation?

Top: Opel badges were swapped for Vauxhall ones. Above: Styling buck in foreground shows the Indian Summer leather trim set against the fabulous Riva motor boats in the Barberis shipyard

If there’s one thing that mainstream brands Ford and Vauxhall have striven to achieve in recent years, it’s to match premium rivals Audi, BMW and Mercedes on quality – or at least perceived quality.

While that’s no mean feat, both Ford with its Mondeo and latterly Vauxhall with the Insignia, have made great strides in that direction and, while the badges may still lack absolute snob appeal, the cars themselves are widely regarded as being extremely competitive and, by and large, possessing of that elusive premium feel.

But in order to maintain and build on a reputation, one needs to continue to reinforce the message so when Vauxhall chose to show off its latest round of updates to the Insignia Sports Tourer, it did so against an Italian backdrop of classic and lovingly restored Riva motor boats - regarded as the epitome of marine luxury and world-class quality since the 1950s.

Alcide Barberis treated us to a tour of his fabulous shipyard-cum-museum based close to Lago Maggiore, recounting the stories behind some of the 80 or so glorious vessels undergoing meticulous levels of restoration and repair, each valued at anything up to 500,000 Euros.

We were then handed over to Sonja Vandenberk, Assistant Chief Designer, Colour & Trim for Opel/Vauxhall for a presentation on the influences and the design processes which led to the creation of the Insignia’s new optional Indian Summer leather trim package.

Currently more than 60% of Insignia sales are of higher-spec, SRi, SE and Elite models and Vauxhall is expecting this high grade Nappa leather option (cost TBC) to have particular appeal among conquest customers from premium rivals.

Unfortunately, the Indian Summer trim was not available on any of the test cars so we only got a brief opportunity to put bums on seats and inhale the aroma (artificially enhanced apparently) of a complete bullhide which is required for each full interior.

Next we moved on to the driving, sampling the first application of the adaptive 4×4 with a diesel powertrain - the CDTi 160.

The refinement of the installation was certainly impressive. Noise penetration through to the cabin was so minimal that I could barely distinguish the car from a petrol version.

The test car was close to a UK SRi spec but was badged an Opel on the inside so subtle variations are likely.

In terms of grip, the car was unflappable. The adaptive system transfers drive to the front and rear axle as required to the point that it will behave as a rear-wheel drive car if the front wheels are on ice.

Vauxhall’s FlexRide chassis system features two driving modes, Sports and Tour, enabling the driver to select between sharper or more relaxed responses for steering, throttle and suspension settings.

I found the Sports setting to be the more useful in helping us make progress up the challenging mountain route. However, the tight hairpins still had me continually downshifting into 2nd gear when I had hoped the diesel’s 350 Nm of torque might pull us through in 3rd so I’d be surprised if the next application of the 4×4 system isn’t with a more potent diesel unit. The 4×4 weighs some 80kg more than a standard Insignia so perhaps it could use a little extra help.

Vauxhall recognises that 4×4 estate cars are often the weapon of choice for caravanners and others with towing aspirations.

Should you be tempted to hitch your 500,000 Euro Riva to the back of an Insignia, I can vouch for the fact that your substantial investment would be utterly secure as all cars fitted with the trailer hitch come with Trailer Stability Assist (TSA) as standard.

Dr Jens Passek and his colleagues from Opel/Vauxhall’s Advanced Vehicle Dynamics Development team demonstrated how this piece of technical wizardry works closely with the ESP to detect yaw movement in the trailer and then counteract it. All you have to do is apply the brake – it really is that simple.

Definitive prices for the all wheel drive Insignia will be announced next week but the adaptive 4×4 system is expected to add around £1750 to the price of a front-wheel drive model bringing a 160ps 2.0 CDTi Exclusiv in just shy of £24k.

Top: Tunnel Vision; Above: Auris Hybrid deals with the cut and thrust of Barcelona traffic

Toyota tells us that the Auris HSD (Hybrid Synergy Drive) is for customers who want to stand out - but not too much. No danger there then as the bodywork tweaks which mark the HSD out from other Auris models are subtle almost to the point of imperceptibility.

An optional Pearlescent White paint finish is unique to the Hybrid but only those in the know…would know. And that’s all fine really because while the Prius is out there with its unique silhouette shouting, “Look at me, I have a social conscience. I’m being green!” on behalf of its owners, there are many motorists who support the principle but simply don’t want to bang the drum.

Surveys suggest there are more still who don’t give a stuff about the principle but like the way the numbers stack up.

And the numbers are indeed impressive: 89 g/km of CO2 and 74.3mpg for the basic version fitted with 15″ wheels. That means zero road tax and, for London drivers, zero Congestion Charge, for an asking price of £18,950 for the entry-level T4 model (the higher-spec T Spirit comes in at £20,700).

And if you think that means you have to sacrifice performance, you’d be wrong. The combined power output of the 1.8 VVTi petrol engine and the electric motor add up to a healthy 134bhp which will get the Hybrid Auris to 62mph from a standstill in 11.4 seconds on its way to a flat out maximum of 112.

But those figures are not what this car is about. Indeed, putting the car into ‘Power’ mode and wringing out some of that performance made for uncomfortably noisy progress on the carpet smooth hillside roads around Barcelona where the launch took place.

No, the Auris HSD is best enjoyed in ‘Eco’ or full EV modes. The former gives you less throttle response than the Power mode with resultant benefits in fuel consumption, while the latter offers silent, emission-free, electric running for up to 1.2 miles at speeds of up to 30 mph.

This feature enabled Toyota to get permission for us to access an area of the city centre which is usually restricted.

The extra HSD gubbins makes the Hybrid 105kg heavier than a regular Auris, and the battery pack robs it of boot space but otherwise it’s much like every other Auris in that it offers relaxed and comfortable transportation for up to 5 adults.

I don’t think it’ll suit Leonardo Di Caprio and the rest of Hollywood’s green set - but the Auris Hybrid makes a lot of sense to me.

Toyota is expecting around 7,000 UK buyers to feel the same way in its first full year of production. And if the figures aren’t persuasive enough, perhaps the knowledge that the Auris HSD is built in the UK at Burnaston will help to tip the balance.

The Auris Hybrid is available to order now with deliveries beginning on July 1.

Top: Glare reduces your response time at the wheel. Above: 1970s Polaroids revisited

When I was a kid growing up in the 1970s, a Polaroid was an instant snap in the same way that a Hoover was a vacuum cleaner.

But I remember my dad coming home one day with a pair of weird-looking sunglasses that bore the Polaroid name.

I thought this was rather odd but I now appreciate that the first pair of Polaroid sunglasses was sold in 1935 so the US firm already has some 75 years of experience in the field.

Sunglasses are usually viewed as fashion accessories but good quality polarised lenses can really improve your safety on the road - reducing glare in all sorts of weather conditions.

Research by Dutch automotive magazine RTL Autowereld found that Polaroid polarized lenses can improve driver response times by up to 40% when glare affects your ability to see.

I tried a pair of classic-looking Expedition 2702As from Polaroid’s driving range over a week of mixed motoring situations and found that the brown-tinted lenses improved contrast and reduced eye fatigue, particularly over a weekend trip from London to Devon and back. For comparison purposes, I also tried out a more contemporary grey-tinted style called Meteor but preferred the Expeditions as the larger frame blocks out more sunlight and the brown lenses seem to create more natural hues.

So my advice is to keep a good quality pair of shades in your car - and remember to use them. The Brits have a penchant for open-topped motoring but sunglasses will benefit drivers of all types of car.

I recently found my dad’s old pair of Polaroids in a drawer. Although back then they looked naff to my untrained 6 year-old eyes, I now think they’re pretty cool.

WIN: To help you get your hands on some top-spec sun specs, we’ve blagged 5 pairs of Polaroid Extreme sunglasses worth around £80 for our easy-to-enter competition, so why not try your luck?

Mio Navman Spirit 500 is slim and lightweight with a simple to use touchscreen interface

Navman satnavs are now being marketed under a new name - Mio.

I was given a Navman Spirit 500 model to try out for a week or so and here are my findings:

The Quick start guide worked well. I was plugged in and up and running in just over 5 minutes which is pretty good going compared to some.

The suction attachment does not feel as positive as the screw threaded variety and I took a couple of gos before getting a firm purchase. 

On the plus side it was then easy to remove for quick stowage out of sight to keep the car thieves at bay.

The Screen is large (4.7 inches) and the touch sensitivity is very good. The graphics are clear but not quite as slick as those on my other half’s TomTom.

The female voice is a little bit dead pan and lifeless - almost fully synthesised - but the user interface is simple and unfussy so it’s very easy to navigate around and find what you’re looking for quickly.

The device itself appears to think fast on its feet which is just what you want from a satnav. Once I’d mischievously disobeyed instructions, it recalculated my route in a trice and didn’t ask me to make a single U-turn.

At around £139.99 for the the Euro maps model the Mio Spirit 500 represents decent value for money so if you’re in the market for a handy, user-friendly satnav, check out the Mio website for more details and a list of stockists.

We’ve just spent a few days driving the MINI E. In case you missed it, this is the all-electric city car being trialled in the UK by 20 carefully selected ‘pioneers’. For monthly lease payments they’re given the keys; the car; and a fast charger in their homes. Later they get focus group invitations and paperwork.

However, we just took to the roads, sans homework. Hurrah!

I’ve driven an electric car before yet the sensation of near-silent running still has the power to amaze. Worth noting, it also has the power to wipe out the odd pedestrian if you’re not careful, as they really don’t hear you coming.

The E is heavier than a Cooper S but has more power and torque – about 200 horses and 220Nm. It’s a genuine hoot to drive and dispels any notions that ‘green’ is boring.

That said, range anxiety never goes away, even when you’re sat at work – which is why running an extension cable out the back door of the office seemed a great idea. Until it blew under the load. Dang.

Check back for our ‘Life With the MINI E’ video comparison coming soon, or follow us on Facebook.

No, I’m not seriously thinking of parting with my Alfa.

But after being brainwashed with the We Buy Any Car radio jingle over a number of months, I thought I’d try out their service to see if they would honour their claim even if the car in question was a little unusual like my SZ (only 50 were officially sold in the UK back in the early 1990s).

I duly completed the required form and, to be fair, was quoted a price. Subject to a viewing they offered £3,480.

Not what I’d call a fair price given the excellent condition and low mileage, but a price nonetheless.

Tidy examples tend to fetch upwards of £20K so if this is typical of the kind of offer which vendors actually accept, I guess there’s a good business model here.

I’ve made an appointment with my bank manager to discuss a loan to fund my new venture. It’s called We Buy Any House.

Cities crowded with cars aren’t always a bad thing: one side effect of the capital’s busy streets is the above average chance of seeing a supercar or two.

So how’s this for a spot - arrived home from work the other day to find an Alfa Romeo 8C Competizione parked outside in the street. Officially, there are only 41 in the UK, a rare beastie indeed.

Now to make friends with the neighbours…

Double-bubble roof and rear screen is a key part of the RCZ style signature.

The Peugeot RCZ has a tough job ahead.

Aside from establishing itself as a stylish and classy sports coupe, the RCZ must also help to change the perception of Peugeot from a maker of competent but largely uninspiring cars, into a forward-thinking creator of desirable and dynamic automobiles.

Tall order? Yes, perhaps - but the RCZ might just be good enough to deliver.

It lays claim to a string of firsts:

The RCZ is the first Peugeot to wear the new Lion corporate identity and also the first model in Peugeot’s new ‘Hors Serie’ range (officials were cagey about what’s coming next). Uniquely, it is also described as the first Peugeot to bear a ‘name’ (I think of it more as a string of letters) rather than a number.

I drove petrol and diesel versions of the strikingly styled 2+2 at the launch in Spain over a 240 km test route which featured some challenging mountain roads and found both derivatives to be extremely capable, and more importantly, lots of fun.

The 1.6-litre 200 bhp petrol model (not available in the UK from launch) packed sufficient punch (275 Nm of torque to be precise) to stretch the well-sorted chassis, but the RCZ never put a foot wrong. Handling and roadholding were exemplary and the power delivery was silky.

In contrast, hustling the heavier diesel RCZ required a slightly different driving style but that did not to detract from its charm. It lacked the front strut brace of the petrol model but the handling was still neat and the 340 Nm of torque and 163 horsepower delivered smiles aplenty and 0-62 in 8.2 seconds against 7.5 for the petrol model.

Comparisons to the Audi TT are inevitable given the RCZ’s proportions and fast roofline and I got the distinct impression that Peugeot officials didn’t mind the car being mentioned in the same breath as the well-established and highly successful premium German product.

On the design front, I was not alone in noticing another German influence in the RCZ’s haunches, which bear a strong resemblance to the classic VW Karmann Ghia.

The RCZ will be built by Magna in Austria and Peugeot expects to sell 17,000 units in its first full year of production (2011).

UK prices start at £20,450 for the 156 bhp petrol Sport model and top out at £25,050 for the 200 bhp GT.

Build quality, fit and finish is of a high standard and the pricing looks keen so it’s hard to see how the RCZ can fail to make a positive impact on the coupe market as well as Peugeot’s brand image.

Check out more pictures of the Peugeot RCZ launch in our photo gallery.

DS3 looks like fun - and it is

There was a big build-up to the launch of the DS3. We first saw the DS Inside concept car in a darkened room at the 2009 Geneva Show where flickering and pulsating lights teased us with only occasional glimpses of the entire car.

Perhaps sensing our frustration, Citroen then invited journalists to take a closer look at the concept last June in the UK. This time, we were able to pore over the car (which was virtually production ready) and its interior in a well-lit space.

And now, some 9 months later we finally attended the UK Launch and got behind the wheel.

I’m delighted to say that the build-up was merited and the DS3 was definitely worth the wait.

Despite having seen the car presented at various motorshows in a range of different colour combinations, the array of vehicles presented at the John Cass Sculpture Gallery in Goodwood still made a dramatic impression.

All were 1.6-litre, 150 bhp petrol models in top spec DSport trim with a standard OTR price of £15,900, but the DS3 range kicks off with a 1.4-litre, 95 bhp DSign variant at £11,700.

I tried a yellow and white combo and was delighted to find that the driving experience bore little or no relation to the mild-mannered Citroen C3 with which the DS3 shares a platform.

The DS3 was an absolute hoot to drive. The engine fizzed with exuberance and the well-balanced chassis felt like it could even cope with more power (stay tuned for the 200 bhp DS3 Racing homologation special). Could it be that Citroen Rally star Sebastien Loeb was involved in the development in the same way that Michael Schumacher had once been with Ferrari in the fine-tuning of its road cars?

We’ve booked the car for a longer test but early signs are that this Citroen really can give MINI something to think about.

The floating roof design treatment and the multitude of customisation options coupled with the car’s fun driving characteristics mark the Citroen DS3 out as a hot hatch with style and substance.

Check out our Citroen DS3 photo gallery for lots more pictures from the launch.