Why we're running it:To see whether the latest version ofRenault'stop-seller can unseat theFord Fiestaas the UK's favourite supermini
As secure as you like - 12 August 2020
I'm a fan of Renault's hands-free key, but not everyone I've spoken to would trust their car to lock itself as they walk away – even with the beep that confirms it's secure. Thankfully, the Clio's key menu lets you keep the functions you like and turn off the ones you don't for added peace of mind. Besides, if you go three days between drives, walk-up unlocking is automatically turned off.
Supermini chases greater maturity in its latest iteration but at what cost to driver fun?
A week away reveals our supermini's practical side - 29 July 2020
As lockdown restrictions began to ease and the concept of social bubbles was introduced in early July, my fiancée and I seized the opportunity to visit her mother and spend a week on the south coast. AD: Car Battery Tester. Since it arrived six weeks ago, ‘my' Clio hadn't spent a single night away from home, so this would be a chance to fill its boot with something other than the weekly supermarket shop.
Renault's decision to give up a bit of rear leg room makes sense when you don't have any children to squeeze into the back seats, because it means you get one of the largest-capacity boots in the class. Its 391 litres may be more than you'll find in several rivals from the class above, but expecting the boot to swallow a pair of bicycles along with our luggage was more than a little ambitious – even if one of them was the folding kind.
I decided against flipping down the rear seats and detaching my bike's wheels (if only to avoid having to vacuum out the inevitable post-ride mess afterwards), instead picking up a fairly basic bike rack. The RS Line's faux rear diffuser doesn't leave any space for a towbar, but at least the hatch-mounted rack I went for doesn't obscure the rear lights or numberplate, so I didn't need a lighting board to go with it. The over/ under mounting mechanism restricts the rear windscreen wiper, and it effectively blocks off boot access until you remove it, but at least the minor hit I was expecting to the fuel economy never materialised. Even with my bike's wheels acting like tiny sails, the Clio is still averaging near-50mpg motorway runs.
I know this is hardly a regular use case for a supermini, but it would have been nice if there was a setting to disable the rear parking sensors while using a bike rack: with mine fitted, the car threw a fairly ominous dashboard error message when trying to park. Happily it disappeared by itself once the bike was removed.
Parking sensors aren't available on the entry-level Clio Play, and while mid-spec Iconic cars get rear sensors as standard, adding front ones and a reversing camera is a £400 option. The small rear windscreen and fairly prominent C-pillars mean rear visibility isn't all that great, so I'd consider the combination a must-have for anyone ordering a new Clio.
RS looksI think our car has a lot more presence than lesser-spec Clios but is more subtle than, say, an ST-Line Ford Fiesta.
Mystery rattleSomething appears to have come loose around the passenger air vents and now makes an irritating racket at low speeds.
Making sense of it all - 22 July 2020
Renault's My Sense driving modes are a mixed bag: Eco blunts throttle response without a major boost to fuel consumption and the way Sport tightens up the steering isn't always to the Clio's benefit. At least you can mix and match. That includes picking the ambient lighting, which stays on the right side of tasteful even if you opt for a more lurid colour.
Lexusfamously used a digital dash inthe LFA supercarbecause an analogue tacho wasn't fast enough for the engine. If you can believe it, the Clio has a similar issue: the on-screen readout can't keep up with the throttle, skipping digits as it displays your speed. It could be a second before you notice a heavy right foot at traffic lights has landed you north of the speed limit.
Great drives start with a great driving position, which our Clio finally gets right - 8 July 2020
Of the handful of Clios I've tried in the past, ...

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Nikola Corporation, a global leader in zero-emission and infrastructure solutions, announces a minimum order of 2,500 electrified refuse trucks from Republic Services, expandable up to 5,000. This order is to begin full production deliveries in 2023 with on-road testing likely to begin in early 2022. The refuse trucks are anticipated to carry up to an industry-leading 720kWh of energy storage.
"Nikola specializes in heavy-duty, zero-emission Class 8 trucks. AD: Autel MaxiDiag MD806. The refuse market is one of the most stable markets in the industry and provides long-term shareholder value," said Nikola Founder and Executive Chairman Trevor Milton. "The Nikola Tre powertrain is ideal for the refuse market as it shares and uses the same batteries, controls, inverters and e-axle. By sharing the Tre platform, we can drive the cost down for both programs by using the same parts. You couldn't pick a better partner than Republic Services, a leader in long-term environmental sustainability and customer service. Republic Services will help us ensure the Nikola Tre meets customer and fleet lifecycle demands and we are excited to have them participate in the design process."
Republic Services is the second largest recycling and solid waste provider in the U.S. and is recognized as an industry leader in providing environmentally responsible, sustainable solutions to its customers.
"This is a game changer," said Nikola CEO, Mark Russell. "Refuse truck customers have always ordered chassis from truck OEMs and bodies from other suppliers. Nikola has fully integrated the chassis and body, covering both with a single factory warranty. Trucks will include both automated side loaders and front-end loaders - all of which will be zero-emission."
The powertrain software will be limited to 1,000 HP and is expected to outperform current diesel and natural gas competitors. The new platform can give refuse trucks nearly three-times the HP of natural gas and diesel options, giving operators the ability to go up hills with full loads without issue - a challenge natural gas vehicle manufacturers have been working to solve.

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And so to the most importantAston Martinsince theDB11 , which was the most important Aston Martin since theDB9 , which was the most important since theDB7 , which was... well, you understand. You may also like: Autel TPMS sensor. The ‘most important' tag accompanied Aston Martins perennially as the company went through the latter half of its first century, making some outstanding cars but seldom more than skimming the surface of making any money.

The‘Second Century Plan'was conceived to change all that. It was tentatively being followed under the stewardship of chairman and CEO Andy Palmer, who in 2015 introduced a business plan that would include seven core models (one replaced each year – "not rocket science"), cash-flow-generating special editions and a stock market flotation. That last part, which Palmer called a "key milestone", turned out to be a key millstone.

Aston couldn't have foreseen all of it. Who could? Falling car sales in China and a global pandemic later, money from the second-centuryDBS Superleggera ,VantageandDB11 , cars perhaps too similar to each other, still wasn't coming in fast enough and Aston needed new investors. Once they were found, they rapidly invited Palmer to leave through the door they had just entered. On 1 August, Tobias Moers, formerly boss of Mercedes' AMG division but already no stranger to Aston's headquarters in Gaydon, Warwickshire,took Palmer's place .

The DBX, then – the most important Aston since... well, you understand – officially arrives under the German's leadership. But be in no doubt: this is Palmer's car.

It's the result of bold ambition for a manufacturer of Aston's size: new car, new market segment, new platform, new factory, first SUV, first full five-seater. The only way the DBX could be newer were if the hybridised V6 petrol engine that Aston is also working on were ready. As it is,Mercedes-AMGhas provided both the new boss and familiar old power, in the form of a 542bhp twin-turbocharged 4.0-litre petrol V8.

This engine sits at the front of a new aluminium architecture, sited as far back under the bonnet as possible, giving the DBX a weight distribution of 54:46 front to rear. It drives the rear wheels most of the time but all four when it's slippery, through a nine-speed automatic gearbox and a variety of differentials.

The DBX is bigger than it looks: at 5039m long, it's actually 4cm longer than theRange Roverand of similar width (2220mm across the mirrors), but it's a lot lower, at 1680mm to 1869mm. TheLamborghini UrusandBentley Bentaygaare both 9cm longer than the DBX and the latter is some 5cm taller, but the Bentley's differences look greater in my mind. Perhaps that's due to the DBX's soft edges; the chamfer-cornered Porsche 928 always strikes me as smaller than it is as well.

At 3060mm, the DBX has the biggest wheelbase of them all. It runs on 22in wheels only, with a few different design choices and three tyre options: regular, all-season or winter, measuring 285/40 at the front and 325/35 at the back. Pretty racy.

Aston has thrown a lot of technology at its first SUV, which, priced at £158,000, is more than the base Bentayga and bang against the Urus. There's air suspension, which can both raise or lower the body height, adaptive damping to accompany it and the 48V active anti-roll bar system that's starting to feel obligatory on cars like this. Try to prevent body roll the old-fashioned mechanical way and you will end up with a car that's either too loose or too stiff, and an Aston should be neither.

Also throw in the electronically controlled four-wheel drive system, then, and you have an SUV that's incredibly complex for Aston, a company that typically specialises in honest-feeling front-engined coupés with driven rear wheels, as it tries to do everything for everyone everywhere. Largely, it nails it.

Big, heavy, frameless doors open on a cabin featuring a surprising acreage of leather. This is surely the easiest Aston ever to climb into. In fact, it might be the easiest car on the market to enter – with wide-opening doors, a low-access entry mode and, uniquely for an Aston of recent decades, completely flat sills. Aluminium-platformed sports cars typicall...

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The long delay between the two matches has had a significant impact on the Rangers squad.
The likes of Sheyi Ojo, Wes Foderingham and Florian Kamberi have left the club but cannot be replaced by any of Gerrard's summer signings.
That's led to a reprieve of sorts for winger Jordan Jones, who has been added to the Europa League squad for this match.
With not much of a pool for his manager to choose from, could the former Kilmarnock man be given one last chance to save his Ibrox career?
Rangers took something of a break from the norm as they worked on the pitch at the BayArena. See: Autel Diagnostic Tool.
The squad indulged in a bit of throwing rather than kicking in a bibs vs non-bibs training exercise.
The likes of Jones and Greg Stewart were in the non-bib team while Joe Aribo and captain James Tavernier were on the opposing side. Bibs are always an indication of who might be starting as well.
With VAR in operation for European games though, Gerrard will be keen for his players to keep their hands as far away from the ball as possible on Thursday night...
It's a fairly safe bet that the Colombian will start against Leverkusen, given he's the only fit striker available.
The signings of Kemar Roofe and Cedric Itten have raised further questions about El Bufalo's future, with interest from Lille and West Brom.
Ahead of the match though Gerrard assured Morelos' focus is entirely on the task at hand.
He said: "Alfredo is focused on the game tomorrow. He is fit to play and wants to play."
Can Rangers take the heat?
Temperatures topped 30 degrees in Leverkusen, and the Rangers players were clearly feeling the heat as they stopped for a well-earned drinks break.
They look to be facing a similarly sweltering experience on Thursday with a 7pm local time kick-off, and while there will be cooling breaks it could be a draining evening.
However, the hosts haven't played in nearly a month after the end of the Bundesliga season and if Rangers can stay in the tie they may be able to use the conditions to their advantage as legs get heavy toward the end.
Steven Gerrard will be under no illusions about the size of task that faces his team.
They have to score at least three times against one of Germany's finest teams, and that will only be enough if they can keep Kai Havertz and co quiet at the other end.
The Liverpool legend was known for big European moments as a player though, and is quickly forging a similar reputation as a manager.
Will he have something special up his sleeve for at the BayArena.

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Even though the 2021 Toyota Sienna has yet to go on sale, the innovative engineering work for the new minivan conducted at Toyota Motor North America's Research & Development Center in Michigan is already garnering awards.
Altair Engineering has presented Toyota Motor North America with its prestigious Enlighten award. The award recognizes Toyota's work, with the support of supplier partner BASF, in substantial lightweighting of Sienna's folding third-row seats.
The lightweighting effort was lead by Toyota Senior Principal Engineer for Body Design, Todd Muck. AD: Launch scanner. Working with BASF, Todd and his team reduced the heavy, 15-piece steel seat frame to a new one-piece resin seatback. The industry-first seatback is lighter, easier to assemble, and less expensive to produce. While all of the improvements are important, it is the seat's lower weight that provides the most direct benefit to the customer.
"Reducing the seatback's mass (weight) provides the customer with several benefits," Said Muck. He continued, "Less weight can improve fuel economy. Or, we can use that saved weight in other areas, such as adding new features like the built-in refrigerator."
However, Muck says the most apparent benefit is the reduced effort it takes for customers to raise folded third-row seats to their upright position. "Our new design has made lifting the seats much easier," he said. "With the previous design, it would take more than 24-kilograms (53 pounds) of force to raise the seat. The new design requires less than 9-kiograms (19 pounds) of force."
The all-new Sienna was designed and engineered in Ann Arbor, Michigan, and is manufactured in Princeton, Indiana. It goes on sale later this year.

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Citigroup said on Wednesday it had promoted the head of its wealth and retail banking business in Singapore to a newly created role overseeing its Citigold Private Client business focused on retail high-net-worth clients in Asia, Europe, Middle East and Africa.
San San Chan, head of wealth management and its client segments strategy, as well as acting retail banking head for Citi Singapore, will take the new role on October 1. She will report to Fabio Fontainha, Citi's head of retail banking for Asia-Pacific and Europe, Middle East and Africa (EMEA). She has been with the bank since 2003.
"Asia-Pacific remains one of the fastest-growing wealth regions globally, presenting opportunities for Citi to further support both existing and new clients," Fontainha said. "The newly created (Citigold Private Client) business head position underlines the strategic focus for Citi across this important retail wealth management segment."
As Citigold business head for Asia-Pacific and EMEA, Chan will be responsible for driving regional sales and advisory strategies for the segment, which caters to customers with US$1 million to US$10 million in investible assets and is available in 11 markets in Asia.
The Asian business is the fastest-growing among Citigold's operations globally and high-net-worth clients are an important segment for Citi's wealth management business globally, the bank said. Citi is targeting a 10 per cent increase in wealth management clients and assets this year.
The appointment comes as banks are increasingly making a big bet on wealth management as they seek to tap growing incomes in Asia and other emerging markets.
This week, HSBC said it would add up to 3,000 wealth planners in China in the next four years as part of a wealth management push in the mainland. The hiring push comes as HSBC plans to cut 35,000 jobs globally and shift capital to growth markets in Asia as part of a restructuring under chief executive Noel Quinn.
Foreign wealth managers are looking to take advantage of regulatory changes in China that have further opened up the mainland financial services sector and led to a rash of acquisitions of controlling stakes by foreign companies in asset management, insurance and securities joint ventures, including deals involving JPMorgan Chase and Credit Suisse.
A new Wealth Management Connect pilot scheme also is expected to fuel wealth management growth in the Greater Bay Area in the coming year as it will allow Hong Kong and Macau residents to buy onshore wealth management products sold by Chinese banks, while mainland residents in the region will be able to invest in products sold by Hong Kong and Macau's banks.
Last year, PwC forecast assets under management for asset and wealth management businesses in the Asia-Pacific region will top US$29.6 trillion in 2025, nearly double the amount in 2017 and outpacing growth in Europe and North America.
In addition to Chan's appointment, Citi named Ashmita Acharya as head of retail banking for Citi Singapore effective October 1. Acharya is Asia-Pacific and EMEA head for its client segments strategy, which includes Citibanking, Citi Priority, Citigold and Citigold Private Client businesses. She has been with the bank since 2002.
Citi is seeking to double its wealth management clients in Singapore by 2025.
This article originally appeared on the South China Morning Post (www.scmp.com), the leading news media reporting on China and Asia.
Copyright (c) 2020. South China Morning Post Publishers Ltd. All rights reserved.

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We all know that Tesla and SpaceX CEO Elon Musk loves to share his sometimes eccentric opinions, and this Friday he took it to Twitter to claim that the Egyptian pyramids were made by aliens.
RELATED: MYSTERIES OF THE GIZA PLATEAU - THE PYRAMIDS
"Aliens built the pyramids obv," said the CEO. This prompted a response from one of Egypt's top officials.
The country's Minister of International Co-operation Rania al-Mashat wrote on Twitter: "I invite you & Space X to explore the writings about how the pyramids were built and also to check out the tombs of the pyramid builders."
Mashat also didn't hesitate to add that she follows the entrepreneur's work with a lot of admiration. But it didn't end here, the CEO later followed up his tweet with a link to a BBC article that he claimed provided a sensible summary for how the impressive structures were done.
This did not stop other archaeological experts from speaking up. Egyptian archaeologist, Zahi Hawass, who played a key role in discovering the tombs of the pyramid builders at Giza, responded with a short video he posted on social media in Arabic, claiming that Musk's arguments were a "complete hallucination."
According to Egypt Today, Hawass found the tombs of the builders of the pyramids that "tell everyone that the builders of the pyramids are Egyptians and they were not slaves."
There are more than 100 pyramids but the most famous and oldest is the Great Pyramid of Giza in Egypt. The structure stands at more than 450 feet (137 meters) and is one of the oldest among the Seven Wonders.

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The Detroit Pistons had long desired having their Gatorade League affiliate team based in metro Detroit.
Vice chairman Arn Tellem described the Pistons' move to purchase the Northern Arizona Suns, which will be rebranded and move to Detroit after the 2020-21 season, as the final step in a three-part vision shared by himself and team owner Tom Gores.
The first two steps were relocating the Pistons' basketball and business operations from Auburn Hills to Detroit, which were accomplished by moving into the Little Caesars Arena in 2018 and opening the Henry Ford Pistons Performance Center last fall.
[ Palace of Auburn Hills imploded in a cloud of dust to cheers and shock ]
With the addition of the G League team, which will play in Wayne State's new basketball arena that is in the midst of being constructed, Tellem said Pistons organization will be able to further amplify their community efforts within the city of Detroit. The organization also strongly feels the move will help in player development.
But what does it mean for the Grand Rapids Drive?
The Pistons' current G League affiliate will maintain its relationship with its parent organization through the 2020-21 season. Beyond that, its plans are not clear.
The Drive could pursue a number of paths, each with their own unique advantages and disadvantages. Here's a look on why the Pistons and Drive are parting ways, and what the future of the Drive could look like.
It's been more than a year since the Pistons announced its partnership with Wayne State to bring a G League team to Detroit.
On May 1, 2019, the two sides inked a $25 million deal to construct the arena, which will house a G League team and Wayne State's basketball operations, on the corner of Warren and Trumbull.
G League teams have two types of affiliations with their NBA clubs - one-to-one affiliation, where the NBA team owns and operates the G League team, and "hybrid" affiliation, in which the NBA team only manages the basketball side, leaving the G League team to control business operations.
If the Pistons owned the Drive, they simply could've moved them to Detroit. But the Drive, which is independently owned by Steve Jbara, preferred to stay in Grand Rapids. So the Pistons acquired the Northern Arizona Suns, which they will have full control over.
"The Drive stand committed to the city of Grand Rapids and we look forward to our continued future here in West Michigan within the NBA G League," the Drive said in a statement on Wednesday. "We've begun discussions about the future of our affiliation; details which we hope to have in the coming weeks. Our focus has been, and will continue to be, providing the people of West Michigan with a great professional basketball experience."
Shareef Abdur-Rahim, president of the G League, believes it's too early to say what will happen with the Drive. However, he took a moment to speculate when asked during a conference call with reporters on Wednesday.
"We still have three NBA teams now, with Phoenix, with Portland and Denver, that don't have direct relationships with G League teams, don't own their own G League teams," Abdur-Rahim said. "There's an opportunity for Grand Rapids. To (Dwane Casey's) point, Grand Rapids has been a great G League city and fans there have supported our league. We look forward to them continuing to be a part of our league, continue to be a great city for us and there's opportunity for other NBA players or assignment players to spend time in Grand Rapids."
The distance and time difference between Grand Rapids and either Portland or Denver would pose a challenge. But a formal affiliation would also be an improvement for both franchises.
The Blazers and Nuggets currently take advantage of the G League's flexible assignment system, which allows independent NBA teams to assign players to the G League for development or injury rehabilitation. This system tasks the G League with identifying teams willing to accept the assigned player. The independent team then chooses a destination from the pool of teams that volunteered. ...

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