Category: NEW CARS



Choose how many planks you want. Position your planks wherever you want. Move your planks easily, whenever you want.
Our modular engineering approach allows us to deliver a roof rack system that can be easily adapted to any situation. It also means you can upgrade-downgrade your roof rack any time your needs require.
We Thrive on Challenges … We’re Engineers


These Mounting Rails are one of the keys to our industry-leading load ratings, (150kg dynamic). Not only do they transfer forces to the strongest points on the Parametric Roof Rail, but they also utilize a boxed design that resists deformation at any singular point.

This unique design element creates a ‘mounting system that is significantly stronger than any of our competitors.

We’ve utilized the latest manufacturing techniques and aircraft-grade STEEL to keep the overall installed weight low and accomplish a degree of fit-and-finish you have to see in person to truly appreciate.

The smooth top surface, low profile design has enabled us to deliver an extremely aerodynamic roof rack.

Amazingly even after thousands of kilometers of off-road driving, you won’t hear any creaking or rattling.

Best of all, we made it extremely easy to mount accessories – whether you’re using nuts that slide the entire length of the planks; or our industry-leading Tie-Down Plates that easily slide and clamp between the planks.

If you’re looking for a top-quality place to carry extra gear on your next adventure, there’s no doubt we’ve got you covered



Can anyone catch the big Merc when it comes to heavy duty usage? Trevor Gehlcken reports

I’ve been a journalist for nigh on 50 years now and during that time I have always stuck by the principle that I NEVER take sides when writing articles.
Whatever the subject I’m writing about – whether it’s the war in Syria or the price of cheese – I sit firmly on the fence and present all the facts as they come, for my readers to draw their own conclusions.

That’s what I was taught to do all those years ago at journalism college.
Therefore, I have a confession to make before starting this particular road test on the latest Mercedes-Benz Sprinter – I own a 57-plate Sprinter van conversion and I love it almost as much as my partner Linda. It’s part of the family what with holidays, festivals and weekends away and has never failed to impress, either by its reliability or its ability blat down the motorway at 70mph all day long, fully-loaded and in the utmost quiet and comfort.

In-depth knowledge

So although I am far from unbiased and am unlikely to say anything bad about the Sprinter, my in-depth knowledge of the older model does at least give me an advantage over my journalistic rivals in that I am in a commanding position to compare the two.
The Sprinter – in long wheelbase, high roof format (just like that of my camper van) – arrived at my home in Essex on my birthday and I was kind of hoping in my dreams that the guys and gals at Mercedes-Benz HQ in Milton Keynes might let me keep it under the circs. But sadly, all too soon, my test week went by and the van was collected again.
OK so let’s get down to brass tacks. Bias on my part or not, it’s true to say the Sprinter has been a legend in the world of vans since its first appearance in 1995. The three-pointed star promises top quality and that’s exactly what you get – although of course, as you would expect, it ain’t exactly cheap against the opposition.
But whatever the rivals do to take the big Merc’s crown away – models such as the new Volkswagen Crafter for example – the traders I talk to all want the Merc first – exactly as I did when I bought my camper van in fact. I looked at Fiat Ducatos and Ford Transits for sure, but in the end my money went firmly on that big Teutonic star.

Similar packaging

The first thing to not about the latest Sprinter is that it doesn’t look hugely different from the old one – which is a great thing for people who own the old model as it won’t suddenly look dated. The Sprinter still looks as fresh as it did when first launched back in 2006, so why fix it when it ain’t broke, as they say. No changes have been made to the engines either, other than the installation of a keyless push-button starting system.
Sprinter retains the big-hearted 190hp 3.0-litre diesel familiar from the old model and the 2.1-litre diesels at 114hp, 143hp or 163hp have been carried across too.
A key development, however, is the arrival of front-wheel-drive. Previous Sprinters were rear-wheel-drive or four-wheel-drive only and both configurations are still available, although the most powerful of the 2.1-litre diesels is not offered in front-wheel-drive variants.
Going the front-wheel-drive route gives you a loading height that is 80mm below that of rear-wheel-drive derivatives. Payload capacity is up by 50kg and vans – Sprinter is also sold as a chassis-cab – get 0.5cu m more cargo space.
Front-wheel-drive Sprinters gross at 3.0 to 4.1 tonnes, while their rear-wheel-drive stablemates gross at 3.0 to 5.5 tonnes. Maximum van load cube is 17cu m while maximum payload capacity is 3,150kg if you opt for the 5.5-tonner.

Safety devices include a reversing camera which shows what it sees on the rear-view mirror in the cab and a parking package which provides drivers with a bird’s-eye view of what’s happening all around the vehicle. Fitted too is Active Brake Assist, which brakes you if it looks as though you are going to collide with something.
Also listed is DISTRONIC, radar-based technology which ensures you keep a healthy distance from other vehicles ahead of you on the motorway once you’ve set your desired speed. Get too close and your speed will be reduced, and if necessary you will be braked to a standstill. Blind Spot Assist can be installed. It recognises traffic and pedestrians crossing behind Sprinter and can brake autonomously in an emergency.
Our test model came weighed down with a host of added goodies which would dazzle the average van buyer, including metallic paint, auto gearbox, air-con, active lane-keeping assist, foglamps and special driver’s seat among many others. They are all great bits of kit to be sure, but together they add a whopping £6,880 to the price. Suffice to say great care must be taken at buying time to decide exactly which goodies you really need and which you can do without.

All aboard

It’s not until you climb aboard that the real changes start becoming obvious. The dash, for example, is all new.
There’s a boxy kind of affair in the middle of the dash that holds all the techy stuff and other switches and knobs. To be honest I prefer my old dash layout, but it’s purely a matter of opinion.

The driver’s seat is to die for, oh so comfortable, but it does come as a special at £105 extra.
What I really had trouble with first was the fact that there’s no gear lever and no handbrake lever either. The handbrake is coaxed on and off with a little switch on the right hand side of the dash, while gears are selected automatically by a stalk under the steering wheel.

The engine fires up with a push button on the dash too – all rather curious to old groaners like me til you get used to it. Meanwhile the screen in the centre console controls all the functions and seems to do everything but the weekly wash as far as I could see.

The old cigar lighter has been consigned to the great ashtray in the sky and there were no USP ports either to plug my personal satnav into, although Mercedes had added a wire coming out under the dashboard for this purpose. It shows how fast technology is moving at present – just when I thought I was bang up to date, I’m an old dinosaur again – hey ho! Another rather curious addition in my book are the six coffee cup/drink holders.

With seating for just three, is there something I don’t know about modern liquid consumption amongst van drivers?!
In the back there’s a cavernous amount of space on offer and I would have to warn potential owners of the risk of overloading, This van must not weigh more than three and a half tonnes fully loaded – and that weight can be over-reached easily.
Our test van was fully ply-lined at a cost of £335 (essential for any heavy duty users) plus there was a useful racking system fitted to keep loads in place, although this turned out to be a £225 option.

On the road

Once the engine fires up, my old Sprinter really shows its age. Although it suits me fine, its performance pales into insignificance against this newcomer, which bounds along smoothly and quietly almost as if by magic.

The seven gears change seamlessly and despite its size, the Sprinter glides round the bends as if they aren’t there. I managed a 400-mile trip in one day during our test period and alighted at the end of it as if I’d just nipped round to the corner shop.


Model: Sprinter 316 L3H2 RWD

Power (bhp/rpm): 163/3,800

Torque (Nm/rpm): 360/1,400-2,400

Fuel economy (combined mpg): 36.2

CO2 emissions (g/km): 211

Price: £34,060



Ford has reintroduced the Thunder badge to its UK line-up.

First seen more than a decade and a half ago, the high-spec model had always been at the look-at-me end of the range – and that’s the case more than ever now, with a 1400-strong limited-edition double-cab model whose two-tone interior and high-spec leather-clad cabin are very much designed to attract attention.

Powered by Ford’s 2.0-litre twin-turbo EcoBlue diesel engine, whose 213bhp and 369lbf.ft are put out through a 10-speed automatic gearbox, the Ranger Thunder is based on the Wildtrak model and costs from £32,965 plus VAT. Its styling package includes a Sea Grey paint scheme with red highlights, as well as 18” alloy wheels whose black finish matches those of the front grille, rear bumper, skid plates, light bezels and door handles.

Inside, the cabin features black leather seats with red stitching – which is also extended across the steering wheel and dashboard. You even get bespoke red-illuminated sill plates.

The Thunder model aims to help the Ranger build on last year’s best-ever European sales figures of 52,500 – which included more than 16,000 in the UK alone. This level of popularity is even more remarkable considering the Ranger is the oldest pick-up on the market – two major revisions notwithstanding, the current model has been in production since 2011.


Toyota has announced that it is to bring the Highlander SUV to Britain.

Due for launch early next year, the seven-seater will sit above the RAV4 in the company’s line-up – and it will be available in the UK exclusively with all-wheel drive.

First unveiled in at the New York Auto Show in April 2019, the current Highlander (also known as the Kluger in some markets) is the fourth generation of vehicles to bear the name. It’s based on the same GA-K platform as the RAV4, which bodes well, and all UK models will be powered by a hybrid system mating a 2.5-litre petrol engine to twin electric motors.

This delivers 241bhp and returns WLTP figures of 42.8mpg and 146g/km. The transmission is governed by a Drive Mode Select system with Eco, Normal, Sport and Trail modes, the latter allowing the vehicle to turn in a credible performance off-road. All four modes can still be used when the Highlander is set to run as a full EV.

Toyota’s Global Platform architecture, of which the GA-K unit is part, has been widely praised for the blend of refinement and precision it delivers. The RAV4, which won its class in our 2020 4×4 of the Year awards, has a quiet and superbly put-together cabin as well as athletic handling and peaceful motorway manners, and the Highlander can be expected to match it in all these ways. This in spite of being significantly larger – at 4950mm, its overall length is the same as that of the massive 200-Series Landcruiser which was withdrawn from sale in the UK in 2015.

These proportions allow a genuine seven-seat interior, with a 180mm sliding range for the second row of seats – allowing easy access and spacious third-row accommodation for two adults. With both the rear rows folded flat, meanwhile, the Highlander’s luggage capacity leaps from its standard 658 litres to a huge 1909 litres.

Elsewhere inside, Toyota promises excellent oddment stowage and plenty of USB ports for connectivity, as well as a wide range of premium including satellite navigation, head-up display, wireless charging and an infotainment system running Apple CarPlay and AndroidAuto. Heated and vented front seats are also on the list, along with a digital rear-view mirror whose picture is unobscured by rear-seat passengers or headrests.

Externally, the Highlander will feature 20” alloy wheels to go with its striking styling – which uses the same cues as the RAV4 but, when seen next to the smaller vehicle, is noticeably more aggressive, with pronounced wings and wheelarches giving it a more muscular look. Towing capacity tops out at 2000kg.

Pricing for the new Highlander will be announced in the autumn, as the vehicle’s launch date approaches. We’d expect it to start where the RAV4 leaves off, however, which would suggest a starting price of around £35,000.