I’m driving a Jaguar S-Type through a busy town centre: road signs, pedestrians, trucks and corners compete for my attention. But something’s wrong. It’s hard to stay in lane, I have to swerve around a cyclist I failed to spot in time and I nearly hit a van when it lurches out of a driveway. Intoxicated? It feels like it, but in fact I’m in a simulator and simply doing what millions do – driving with poor eyesight.

Experts estimate that around four million UK motorists fail to meet even the legal minimum eyesight requirement, with many more suspected of falling well below the standard. The rules state that driving test candidates must be able to read a number plate at 65 feet – with glasses or lenses if they need them – before the driving part of the test. But it’s relatively undemanding: only 1,500-2,000 fail each year.

What many forget, however, is that legally, they should meet this same standard as long as they hold a licence. And the evidence suggests that thousands don’t, not least because our vision worsens with advancing years and the average age of our driving population is rising.

Now, as the Government decides whether to make changes to the vision test, the UK’s eyesight driving regulations are under attack, with experts saying they’re no longer fit for purpose. Which explains my trip in that Jaguar driving simulator to see for myself.

First I drive a seven-mile course at Brunel University’s School of Engineering and Design with my usual 20/20 vision. It’s easy. Then, Dr Mark Young – who recently conducted the UK’s most comprehensive study of vision and driving – hands me special glasses that reduce my vision to the legal minimum. I can just about see the number plate at 65 feet. Things are a little blurry and I feel less confident. It’s hard to stay in lane and concentrate. I don’t feel in full control.

Next, my vision is adjusted to just below the legal minimum. Now – according to figures from BBC medical expert Dr Mark Porter – my eyesight is the same as that of those four million other motorists. The effect is alarming. It’s harder to tell when the car in front slows down, forcing me to jab the brakes. I can still see bends, but when I reach them it’s harder to keep a steady course and I’m struggling to pick out hazards. I’ve missed several speed limit signs and Dr Young says I’m going too fast. Finally, I stop and turn off the ignition. It’s been a rough ride.

“The results of our study are clear. At a time when there are more distractions and traffic on the roads, the current eyesight test is not fit for purpose,” says Dr Young, who is a leading driver behaviour specialist. He adds that the current eyesight test – introduced in 1937 – is flawed because it only tests visual acuity (sharpness), which is “not the most important factor when you’re driving a car”.

Dr Young says the test should also examine a driver’s field of view (as is done in some US states) to check whether motorists can see and react to what’s happening around them He adds: “We also need regular, compulsory eyesight checks for all drivers to identify those with poor vision. Too many are driving with no margin for error – what if a child runs out in front?

“The rules should change so that no one receives a provisional driving licence until they have passed a proper eye test.”

In addition, he points out that, once drivers have passed their test, there are no further compulsory checks on their eyesight. As a result, no one knows exactly how many of the UK’s 31 million motorists are ‘driving blind’. Even at age 70, drivers reapplying for a licence only have to tick a box to confirm that their vision is at the required standard.

Dr Young’s views put him on a direct collision course with the Government, which is suggesting that the current number plate test is relaxed to fall in line with EU regulations. It proposes that the distance should fall from 20 metres to 17.5 for new-style number plates. A decision is expected later this year.

However, in a recent RAC Foundation survey of 991 adults, four out of five respondents backed compulsory eye tests for drivers each decade, while 79 per cent said they were prepared to pay for the tests.

“Introducing an eye test to coincide with the 10-year driving licence renewal period would be a medically robust and practical way to ensure vision is up to scratch,” says Professor Stephen Glaister, director of the RAC Foundation. His organisation wants a consultation room eye test for drivers. “The plate test gives only a very basic indication, but a full exam looks at all aspects of sight and its effect on driving,” he adds.

The RAC’s argument is backed up by the figures. In the Brunel study of 19 drivers, those who barely met the minimum legal eyesight standard were only able to recall three-quarters of the six road signs they encountered, compared to 100 per cent for those with 20/20 vision. A huge 62 per cent strayed out of their lane more frequently while driving with slightly blurred vision. They also found it harder to concentrate, which could lead to fatigue.

A survey of 2,021 adults by the RSA Insurance Group – which sponsored the Brunel study and together with road safety charity Brake is demanding tougher eye tests – found that almost a fifth of drivers struggled to read signs while driving, while a fifth hadn’t had an eye test in two years.

Eyecare Trust research reveals that one in 10 drivers would fail a driving test if they took it today, due to poor eyesight. And in our own Auto Express number plate test, conducted by Specsavers, four out of 20 drivers failed.

However, road transport minister Mike Penning told Auto Express: “Britain has some of the safest roads in the world and licensing rules have an important role in maintaining this record.

“The current eyesight testing arrangements ensure that only those who are safe to drive are allowed to, without placing unnecessary restrictions or burdens on motorists. The number plate test is a simple and effective assessment of vision that can be reproduced regularly by the police at the roadside, and by motorists themselves.

“DVLA reminds drivers of the ongoing requirement to meet the eyesight standard and that failure to meet it is an offence – this is also part of the Highway Code.”

The Institute of Advanced Motorists (IAM) and the AA are also not convinced that the case is strong enough to justify the expense of tightening the rules.But Dr Young is adamant, saying: “It’s time to ditch the plate test and replace it with a computer exam built into the Theory Test. It could be equivalent to reading a number plate at 20 metres, but should incorporate a field-of-view test, too.” He also wants drivers to be re-tested each decade.

“Nobody knows how good their sight is until it’s tested,” he continues. “If your sight has deteriorated and you’ve become used to it, you may think it’s perfectly good – until it’s too late. Making the right changes now would save lives.”

Vision	Lane departures (Average)	Road signs spotted (Average out of 6)	Test difficulty (%**)
20/20	4.5	6	27.3
EU standard*	7.4	4.6	41.3
Poor/blurry	8.4	4.6	54.9

This is the first teaser shot of the 2012 Dodge Viper. It’s due to be revealed at the New York Motor Show in April, and early reports suggest it could be powered by an 8.7-litre V10. 

Not much can be gleaned from the image but bosses have said that the Viper`s famous proportions, including the huge bonnet and rear-mounted cabin, will both feature.

In a situation similar to the Mercedes SLS AMG, the new Viper will actually be badged as an SRT rather than a Dodge. The Street and Racing Technology division play essentially the same role in Dodge vehicles as AMG do to Mercedes. 

Traditionally Vipers have done without traction control but due to new US regulations, this latest generation will come with a system fitted. And that’s a good job considering it should produce more than 600bhp and be capable of 0-62mph in around 3.3 seconds.

We can expect the first Vipers to go on sale later this year in America, but it is unlikely it will make it to the UK.

The up! range also includes an electric car in the shape of the e up!, which debuted at 2009’s Frankfurt Motor Show. Testing of the prototype – which we drove – is now so advanced, VW says a production version will go on sale in the middle of 2013.

The e up! uses essentially the same set-up as the Golf Blue-e-motion concept – an 80bhp electric motor teamed with a lithium-ion battery. But the up! will reach customers first. As with all electric cars, the VW is very easy to drive. Select D on the auto shifter and off you go. We found performance was strong, with 210Nm of torque – 37Nm more than the up! GT – propelling the prototype from 0-60mph with ease. The motor doesn’t make much noise, either; simply a hum and a whirr.

You can also increase the level of brake energy recovery, and the car slows markedly when you lift off the throttle. The e up! uses a purpose-built platform, with the battery located under the floor. It’s very well packaged and has the same passenger and boot space as the petrol car. The downside is that it weighs 200kg more, which certainly dulls its reactions in corners.

While the Nissan Leaf takes at least nine hours to fully charge, the e up! needs only five-and-a-half – or 30 minutes if using a fast charger. VW engineers say a range of up to 90 miles is possible on a single boost.

The interior of our prototype is pretty representative of the final model. Its dashboard gets a charge gauge, while the portable sat-nav will have apps that pinpoint the nearest charging stations and show the car’s remaining range.

There will also be some modifications to the exterior, potentially including a new front grille to mark the e up! out from the standard car.

Lotus CEO Dany Bahar is reportedly looking for a partner who can buy Lotus from parent company Proton. 

Proton itself has controlled Lotus since 1996, and was recently sold to Malaysian Conglomerate DRB-Hicom. Bahar’s decision to actively seek partners could be down to the fact that Proton’s new owner may not want to support Lotus, a company that hasn’t made a profit the entire time Proton has owned it. 

Bahar will be looking for around £500m to fund Lotus’s future model line-up, including new Elise, Elan, Esprit and Eterne cars. 

Reports suggest that Genii Capital – the current owner of the Lotus Formula One team – has shown an interest in buying the Lotus road-car business. More than one Chinese company has also been linked with an interest in buying Lotus. 

The new Subaru XV – a Nissan Qashqai-rivalling crossover – will start from £21,295 when it goes on sale early next month.

That basic price-tag is for the 113bhp 1.6-litre petrol XV in entry-level ‘S’ trim, which includes 17-inch alloys, LED daytime running lights and automatic climate control. 

Further up the range is the 148bhp 2.0-litre petrol that is only available in SE and SE Lux Premium trim levels. The former gets cruise control, a rear-view camera and Bluetooth while the range-topper gets keyless go, leather seats and sat-nav. 

The 2.0-litre diesel engine with 145bhp is available in all three-trim levels and starts from £23,995. Subaru claims the diesel XV boasts class-leading fuel economy of 50.4mpg and emits 146g/km of CO2. 

All Subaru XV models are four-wheel drive, and petrol models are available with an optional six-speed CVT gearbox for an extra £1,420. 

Skoda has released the first pictures of the five-door version of the Citigo that will be unveiled at the Geneva Motor Show in March. 

Changes are limited to the additional set of doors, so the engine line-up consists of the same 1.0-litre three-cylinder petrol engine with 60bhp or 74bhp. 

As with the recently unveiled Volkswagen up! five-door, Skoda expects the majority of Citigo sales to be the five-door version. 

Prices will be about £400 more than the three-door Citigo, which should mean a starting price-tag of just under £8000. 

The five-door Skoda Citigo will go on sale alongside the three-door model from May this year. 

The BMW i3 has been spotted testing. These spy shots show a near-production version of the first car of the ‘i’ sub-brand, which started life as the Megacity Concept at Frankfurt last year.

These shots give the best indication of the car’s finished look, showing for the first time false LED tail-lights mounted lower on the ‘Stream-flow’ designed C-pillar than before, hinting at the show car`s clean tailgate design. These images also reveal side skirts that are sculpted for aerodynamics behind the narrow front wheels, and the narrow tyres help reduce drag.

The ‘i’ brand, launched under the moniker of ‘Born Electric’, will see the Golf-sized i3 debut as its first offering. It`s built using BMW’s ‘Live and Drive’ architectural philosophy, which separates the cabin from the drivetrain. The i3 has coach-opening doors for easy entry and exit, a versatile interior featuring a flat floor and the centre console has been removed to maximise space. 

The ‘Drive’ part – the chassis – sees a 168bhp rear-mounted electric motor delivering 0-62mph acceleration in less than eight seconds, but a crucial 0-40mph in a mere four seconds, thanks to the electric motor’s instant torque. It takes six hours to charge, after which the i3 will travel around 140 miles. That range is helped by the i3`s clever carbon fibre-reinforced plastic body and aluminium chassis, which help keep the i3’s weight down to a Golf-rivalling 1,250kg.

BMW hopes to sell 30,000 i3s in its first full year on sale after its release in 2013. Prices are expected to start at £31,000, which drops to £26,000 after the Government’s electric vehicle subsidy.

BMW is getting serious about petrol-electric power, and Auto Express was among the first to drive its ActiveHybrid 5. So can the newcomer make a solid case against the company’s impressive diesel models?

BMW has taken the 535i’s 302bhp 3.0-litre turbocharged six-cylinder engine and ZF eight-speed automatic transmission and combined them with a 54bhp electric motor and lithium-ion battery pack. The result is total power output of 335bhp, and 450Nm of torque. The ActiveHybrid 5 has two drive modes: pure electric and a parallel ‘boost’ mode in which the petrol and electric motors are both in use.

Pure electric is only for slow-speed work, as the range is limited: BMW says an average speed of 22mph will allow you to travel around three miles, while the maximum speed is approximately 45mph. Any higher and the drivetrain will switch to the second mode.

The ActiveHybrid 5 swaps seamlessly between these set-ups, while there’s also a battery-recharging phase during descents and under braking. Graphics that show how well or poorly you’re doing are displayed on the iDrive screen, as well as in the centre instrument cluster.

Put the ActiveHybrid 5 in Sport+ mode and you’ll access the total power output. That gives a claimed 0-62mph time of a mere 5.9 seconds, matching the petrol 535i SE’s acceleration.

In normal mode, the ActiveHybrid 5 isn’t quite as rapid as there’s no extra battery power – we would estimate the 0-62mph time to be around 7.5 seconds. To maximise economy, the ActiveHybrid 5 debuts BMW’s Intelligent Energy Management software as part of the optional Navigation Professional system. This reads the road ahead and reacts accordingly, selecting which 
mode will be most efficient for the cleanest driving possible.

The hybrid claims to emit 16 per cent less CO2 than the 535i SE and improve economy by around 12 per cent. This means emissions as low as 149g/km with average returns of up to 44mpg when driving in the most frugal EcoPro mode.

Efficiency also depends on which wheels and tyres you go for. The ActiveHybrid 5 comes with 17-inch low-resistance tyres as standard, but our test car featured optional 18-inch Streamline alloy wheels. On the larger wheels over Portugal’s undulating coastal terrain, the best we achieved was 30.1mpg. In a 535d diesel we would expect to be getting nearer 40mpg in regular driving.

There’s another extra cost – reduced practicality. The lithium-ion battery pack is positioned over the rear axle, adding 140kg to the weight of the 5 Series. Unfortunately, the pack reduces luggage space to 375 litres – a drop of 145 litres. On top of this, the rear seats no longer fold down, as the battery pack nestles between the cargo area and the bench.

The other major challenge is the price: the ActiveHybrid 5 faces an uphill battle as, at £46,860, it costs six per cent more than the 535d and 20 per cent more than the 535i SE on which it’s based. By comparison the 535d is £44,290, and it’s faster in the real world and more economical, too.

Even so, the ActiveHybrid 5 is well executed with typical BMW attention to detail. It provides the best hybrid experience so far from Germany’s premium brands.

Renault has confirmed that it has entered a consultation process with staff which is likely to result in the reduction of the 200-strong workforce at its British headquarters by 30 per cent.

Staff at the base at Maple Cross, Herts, have been told the news today.

The move comes following the announcement last month that the company would be axing the Laguna, Espace, Grand Espace, Modus, Grand Modus and Kangoo from its British line-up.

The company has also embarked on a programme to reduce its dealer network by a third by the start of 2013.

All 135 of the remaining franchises will sell Dacias alongside Renaults following the launch of the Romanian budget brand in Britain later this year.