THEGAYUK

Author: Alan Taylor-Jones

  • FRANKFURT MOTOR SHOW: Ten Star Cars

    Held once every two years, the Frankfurt motor show is one of the biggest events in the motoring calendar. This year was no exception with important new cars announced by a number of major manufacturers not to mention a selection of crazy concepts. Here’s my top ten show stars.

    Bentley Bentayga

    As luxurious as the Range Rover is, Bentley seems to think that people want even more opulence from their SUV. Not only do you get, according to Bentley, “the world’s finest automotive cabin” but some serious speed as well. A new 6.0 litre turbocharged W12 engine pumps out 600bhp to give a top speed of 186mph. The looks may not be everyone’s cup of tea but it’s certainly imposing. Even with prices starting at £160k, Bentley seem to be on to something as the first year’s worth of production has sold out already.

    Bugatti Vision Gran Turismo Concept

    The makers of the world’s most expensive production car have at last made something we all have a chance of owning and driving. Sadly it’s only in the virtual world if you have a Playstation and a copy of Gran Turismo 6. Likely to represent the Veyron’s replacement (to be called the Chiron) on a heavy course of steroids, the Vision GT previews the next chapter of Bugatti’s design language and ramps up the aggression severely. Like the Veyron, it’s powered by a turbocharged W16 engine except power is now well over 1000bhp, good for a top speed over over 250mph.

    Infiniti Q30

    If you’ve not heard of Infiniti then you might be surprised to hear they’ve been around since 1989. Like Lexus is Toyota’s luxury arm, Infiniti does the same job for Nissan although not quite as successfully it has to be said. The Q30 hatchback/crossover looks to change that by offering striking looks, an upmarket interior and affordable running costs. As it shares much with the Mercedes A-Class, this could be the car that sees Infiniti break into the mainstream. Any patriots out there might be interested to know it’ll be built in Sunderland too.

    Ferrari 488 Spider

    Frankfurt saw a bit of Italian rivalry between the prancing horse and raging bull as both released rival roadsters. Lamorghini’s Huracan may have looked dramatic but for me the Ferrari 488 Spider was the winner here. Not only does it boast more power but its significantly lighter too. Factor in sexier looks and a hard roof for when the heavens open and it’s a no brainer in my book. 0-62mph takes a scant 3.0 seconds flat while 124mph takes only 8.7 seconds. Keep your foot down and you’ll top 200mph, yes please!

    Nissan Gripz Concept

    Nissan have been producing ‘Z’ badged coupes for over forty years now, a lineage that’s currently represented by the 370Z. Unfortunately for sports car fans, Nissan’s penchant for crossovers seems to know no bounds with the Gripz concept previewing a revolution for ‘Z’ cars. Said to be inspired by 240Z rally cars of the 70’s, it’s not just the jacked up stance that’s new. While there is an (undisclosed) petrol engine under the bonnet, this acts as a generator to power electric motors that drive the wheels. It may upset a few purists but it looks good and is likely to appeal to a much wider audience than the 370Z.

    Considering they haven’t produced a truly great car for quite some time now, there’s always plenty of love for Alfa Romeo. Petrolheads (me included) always want to love the Italian brand but have been disappointed by previous ‘comebacks’. The Giulia – fingers crossed – should be the car we’ve yearned to own for decades. Rear wheel drive is back and the 3 Series sized saloon packs 510hp in top QV trim, enough to make it quicker than an M3 or Merc C63 AMG. It’s also far more attractive and even comparatively kind to the environment. Fingers crossed it lives up to expectations.

    Mercedes Concept IAA

    Standing for Intelligent Aerodynamic Automobile, this Mercedes concept is the closest you’ll get to a Transformer for the road. Below 80km/h the IAA’s main focus is style, offering a glimpse as to what a future CLS might look like. Above this speed, the tail extends by 390mm, the front bumper changes shape and the wheels become flat to help the IAA cleave through the air more efficiently. The interior may seem space age but is said to preview the next E-Class executive saloon while the hybrid drivetrain is fairly conventional too. If this is Mercedes’ future, BMW and Audi had best up their game.

    Honda Project 2&4 Concept

    Did anyone ever think the Ariel Atom was a little tame? Probably not but that didn’t stop Honda trying to top it with the certifiable Project 2&4. Powered by a 1.0 litre V4 engine lifted from their MotoGP racing bike, it weighs just 405kg, even less than the Atom. It isn’t short of power either, the engine may be dinky but it’ll rev to a staggering 14,000rpm and produces 215hp without a turbo. Uniquely, the driver sits on a floating seat that is designed to leave you as exposed as possible just like a motorbike. Bonkers.

    Jaguar F-Pace

    Bentley aren’t the only manufacturer launching their first ever SUV, Jaguar are muscling in on the action too with the F-Pace. Available withworthy (but dull) four cylinder diesels, a 300hp V6 diesel (warmer) or a 380hp supercharged V6 (juuust riiiight), it manages to combine familiar brand aesthetics with chunky 4×4 looks much more successfully than the Bentayga. Jaguars also have a habit of being fantastic to drive and I can’t see the F-Pace bucking the trend. With prices starting at around £35k, it should put a big cat amongst the German pigeons.

    Porsche Mission E

    Arguably the star of the show, the Mission E suggests what would happen if – or more likely when – Porsche decides to produce a rival for the Tesla Model S. With an electric motor for the front wheels and another for the rears, the Mission E develops over 600hp in total to give 0-62mph in less than 3.5 seconds. Not only is it fast, but it’s also capable of over 300 miles on a single charge. With only fifteen minutes needed to get the batteries from flat to 80% full, you could happily travel much further than that in a day too. Welcome to the future.

  • CAR REVIEW | smart fortwo proxy

    This is the all new third generation smart fortwo. It may have grown a stubby snout and lost the one box shape of its predecessor but the contrasting ‘tridion’ safety cell and tiny 2.69-meter length scream smart. The big news is under the skin however, gone is the clunky automated manual ‘box having been replaced by a conventional five-speed manual or optional six-speed dual clutch auto. 

    While Mercedes’ other baby the A-Class may have gone all conventional, the fortwo retains a rear mounted three cylinder engine that powers the back wheels; it’s almost like half a Porsche 911. Length may have stayed the same but width is up by 110mm helping with stability and providing a more spacious cabin.

    Compared to its predecessors, the latest fortwo is something of a revelation to drive. Gone is the gearbox’s hesitancy meaning you no longer look (and feel) like a nodding dog as you accelerate. The manual gearbox is nothing special but it’s light, easy to use and no longer a source of constant frustration. Coupled with the most powerful 71hp version of the normally aspirated triple, it’s fine around town although runs out of puff easily on the open road. 0-62 takes an agonising 14.4 seconds while hills will often require a downchange or two especially at speed.

    Not helping is super-long gearing (second gear is good for 60mph!) which may be great for economy but kills performance. At least there’s a pleasing three cylinder thrum as the revs rise and smart claims 68.9mpg and 93g/km is possible. In practice the best I saw was a little over 40mpg according to the trip computer but to be fair, I live out in the country which is not the smart’s ideal operating environment. A 900cc turbocharged engine is available boasting 90hp and considerably more torque. This brings the 0-62 time down to around the ten second mark and should prove a much happier companion on A-roads and motorways.

    The steering may be variable but always seems a little too light apart from during low speed manoeuvres. It is at least accurate if lacking in feel. The extra width adds welcome stability on the motorway although does make it feel less wieldy around town. Decide to corner the smart hard and you are greeted with overprotective intervention from the electronics followed by plenty of understeer. Only over particularly bad bumps does the smart ever feel unsettled; something you can’t escape given the short wheelbase. The upshot is a tiny turning circle of just 6.95 meters.

    Ignoring the miniscule boot, space inside is generous and gives the impression that you’re in a much larger car (until you look in the rear view mirror). Interestingly, the dashboard is upholstered in a mesh fabric giving the nicely sculpted interior a distinctive look. Quite how you’d clean it after a coffee spillage is something I don’t even want to think about though.

    The optional seven-inch touchscreen proved simple to navigate, easy on the eye and responsive. Start to explore the furthest reaches of the dash and you do find questionable plastics although they are well hidden for the most part. There’s no doubt the smart’s cabin feels very contemporary and is a great place to spend time. It’s also really airy thanks to the white trim and panoramic roof that comes with the proxy model.

    To summarise, if we’re being sensible nearly £14,000 is a lot of money for a car that lacks the practicality of many of its rivals costing considerably less. If you don’t need four seats (or have a second car that does) then there’s no doubting the smart’s effectiveness in the city. Given that it’s now tolerable, even dare I say it fun to drive at times, it’s certainly much easier to recommend than either of its predecessors. Combine this with a great interior and bold exterior styling and you have a seriously appealing city car.

    PROS

    Manoeuvrability

    Easy to park

    Funky looks

    CONS

    Not enough grunt for motorways

    Tiny boot

    Expensive

    THE LOWDOWN

    Car – smart fortwo proxy 71hp

    Price – £11,820 (13,800 as tested)

    Power – 71hp

    0-60 – 14.4 seconds

    Top Speed – 94 mph

    Co2 – 93g/km

  • CAR REVIEW | Citroen C4 Cactus

    Citroen has a long history of producing unconventional cars. 2CV, DS and C6, all vehicles that combined quirky looks and engineering with a focus on comfort above all else.

    Although recent efforts from the French marque have been a little soberer, the C4 Cactus looks to recapture Citroen’s weird and wonderful heritage in a Ford Focus-sized hatchback with more than a hint of SUV about it. Is it a case of style over substance though? Let’s put it to the test.

    The first thing you’ll probably notice about the Cactus are the knobbles on the doors. Called ‘Airbumps’, they consist of air pockets in a rubbery material and are designed to protect paintwork against unwanted attention from trolleys, car doors and other urban attacks. You may not like how they look but they certainly offer a decent amount of protection and come in a range of colours. Black is standard but you can also choose grey, off white and brown. Opt for the latter and you’ll probably be craving a bar of Dairy Milk every time you see them.

    The Airbumps may be a bit Marmite (for the record, I love them) but the rest of the Cactus is much easier to like. Black plastic wheel arches, skidplates like lower bumpers and roof rails suggest SUV while the slim daytime running lights make for a distinctive face. The floating roof looks good as do the standard fit alloy wheels on both Feel and Flair models. One thing is for certain, you’ll have no trouble finding it in a car park especially if you opted for ‘Hello Yellow’ as modelled by the test car.

    Inside things are also on the unconventional side; look around the cabin and you’ll notice very few buttons, switches or knobs. That’s because almost everything including climate control and stereo functions are controlled by the standard and easy to use 7” touchscreen infotainment system. Another digital display behind the steering wheel replaces conventional dials while the front seats are more like armchairs. Choose the automatic gearbox and the front seats are replaced by a sofa-like bench while those that have difficulty parking may appreciate the surprisingly effective optional self-park feature.

    Legroom for rear seat passengers is impressive for this size of car although headroom may be a little tight for taller adults. The seats are comfy however and you get a great view out of the panoramic glass roof. To save weight you don’t get wind down rear windows, instead they pop out at the rear edge and only open an inch or two. While this may be annoying, it has allowed Citroen to create a cavity for additional elbow room and space for a 1.5 litre bottle of drink.

    Saving weight is a theme that runs throughout the Cactus and while it has resulted in plenty of low rent plastic (including a very bendy rear panel under the tailgate) it has worked. Even top spec models come in at less than 1100kgs or lighter than a Ford Fiesta. That means engines don’t have to be big to get the job done keeping fuel consumption low. There’s a 1.6 litre diesel for maximum economy and a considerably cheaper normally aspirated 1.2 petrol in two power outputs.

    More interesting is the turbocharged version of the petrol engine with a decent 110bhp. The three cylinder unit has bags of torque to give 0-60 in a zingy 9.3 seconds and makes an appealingly thrummy noise in the process. Throttle response is a little soft and it is easy to hit the rev limiter although overall it was a characterful little engine that gave around 44mpg over a week of mixed driving. Without trying too hard, I was able to get over 50mpg helped by a start & stop system for the engine.

    Don’t be misled by the Cactus’ surprising turn of pace though, you wouldn’t call it a driver’s car. There is entertainment to be had in a roly poly kind of way and you can even feel the tail getting edgy like an 80’s or 90’s French hatchback. What you never get is any detailed feedback or sense that the suspension has been carefully set up. It’s softly sprung and softly damped but the big wheels rob the car of a properly plush ride. It is however more comfy than much of the competition though.

    Overall there’s a lot to like about the Cactus range. All share the same distinctive styling, user friendly touchscreen and spacious interior while the turbocharged petrol engine is a good little motor. Complaints? Well the boot may be capacious but there’s an awkwardly high loading lip while it does feel a little cheap inside considering you can pay nearly £19k for one. To be fair though, even lower rung models have a fair amount of kit while you can save a few quid by not opting for the turbocharged motors. Citroen have a habit of heavily discounting cars too. If you’re in the market for a distinctive and roomy runaround then the Cactus should be on your list of cars to try.

    PROS

    Punchy engine

    Distinctive looks

    Roomy

    CONS

    Can get expensive

    Cheap feeling plastics

    Handling can get ragged

    THE LOWDOWN

    Car – Citroen C4 Cactus Flair PureTech 110 S&S

    Price – £17,290 (£18,985 as tested)

    Power – 110hp

    0-60 – 9.3 seconds

    Top Speed – 117 mph

    Co2 – 107g/km

  • CAR REVIEW | Fiat 500s Convertible

    If I were to ask you to list small car icons, I would bet my trousers that two names would be at or near the top of the list; the MINI and the Fiat 500.

    As you may have guessed from the accompanying pictures, it’s not the bite-size Brit we’re looking at here (don’t worry, I’ll be covering that soon enough) but the eeny-meeny Italian. Specifically we’re looking at the sporty ‘S’ variant with in this instance a convertible roof. With the basic design now eight years old, is it still a competitor in the stylish supermini stakes?

    There’s one good reason why the 500 has proved such a success for Fiat; its looks. Launched exactly 50 years after the original, it cleverly references the much smaller 50’s 500 without appearing to be a caricature of itself like the MINI. That the 500 is taller than much of the competition helps to keep the proportions right while also giving plenty of headroom.

    While the 500 has always traded on cutesy looks and retro charm, those wanting a bit more aggression without the performance or price of the hot Abarth versions should definitely check out the ‘S’. Sitting near the top of the range, it gains much manlier bumpers packed full of vents, satin chrome trim as well as some racy side skirts and stylish 15” alloy wheels. Inside are sports seats, 7” TFT display for the driver, alloy gear knob, a chunky flat-bottomed leather steering wheel and lashings of red stitching.

    S spec also gets an exclusive colour option – Electronica blue – which proved slightly controversial among friends. While it’s undoubtedly a great colour, some questioned its suitability on such a retro shape. They may have a point. What is undeniable is the effectiveness of the dinky 900cc TwinAir petrol engine. Although less than a litre in capacity and with only two cylinders, a turbocharger pushes power to 105 hp and 107 Ib ft of torque when Sports mode is engaged.

    Without this button pressed, the 500 feels very different, power drops to 98 hp while torque plummets to 89 Ib ft. Throttle response feels quite lazy which coupled with very light steering makes the car feel almost asleep. The aim of the game is, of course, maximum economy, the digital display in front of you even shows an eco score along with your current mpg and range. It’s certainly effective but hides the car’s true character.

    Sport mode on, the steering takes on a bit of extra heft while throttle response is transformed. There’s still a little delay as you’d expect with a turbocharged motor but after that the 500 surges forward. The high-mounted gearlever may seem odd at first but is fantastically placed for quick gearchanges and has a fantastic shift action. The TwinAir lump up front makes a rorty noise that seems to egg you on into driving it harder, something you’ll gladly do. There’s even a g-meter and boost gauge on the TFT screen to replace the eco stuff.

    Eager is the best way I can describe the handling and indeed the overall driving experience. The 500 feels darty and agile with strong grip and little roll, enjoyable on a country road and perfection for city streets. You do pay for the handling in ride comfort though, it’s by no means uncomfortable but you do feel undulations while the rear end can get bouncy over bigger bumps.

    Should you want to go topless, the electric sliding soft top moves rearwards at the touch of a button even on the move. Press it again and the whole hood folds above the boot lid giving, even more, exposure although it does remove almost all rearward visibility in the process. Unlike the Mini Cabrio, the whole roof doesn’t fold back, only the centre section. It may rob you of some of the openness a ‘proper’ cabriolet will give you but it does make for a stiffer structure. You do still feel the odd tremor from the chassis though.

    The fabric roof also prevents the fitment of a hatchback. Instead, you get a small upwardly opening boot lid that leads to a boot barely any smaller than the regular 500’s. Move forward into the cabin and you’ll find two comfortable rear seats with acceptable levels of legroom for the class. Up front is well laid out but lacking the quality feel of a MINI or even a VW Up! At least the bits you interact with most, the leather wheel and metal gear knob feel good in your hands.

    Unfortunately, the 500 TwinAir’s biggest weakness is highlighted by one of its strongest assets, how fun to drive it is. If you’re driving Miss Daisy and not working the turbo hard, then more than 50 mpg is possible. If however, you start having fun and lean on the throttle harder, economy tumbles significantly. Not only can it be expensive to run, it’s quite pricey to buy too.

    You can pick up a basic 500 for just over £10,000 but you’ll need to add another £3,000 for the convertible top and over £1,600 for S trim. You can’t even get the 105 hp motor in lower trim levels and that’s over £1,600 more too. After a handful of options, the test car came in at £17,430, a figure you could easily push higher with some of the personalisation on offer.

    Of course, you might look at it the other way, there are not many other open-topped cars out there that can be picked up for comfortably less than £20,000. There’s also no denying the charm of the 500 and enjoyment you get out of driving it. You can’t say that about certain cars costing more than twice as much. Objectivity isn’t something that will necessarily come into play in the purchase of a 500 though. For some the looks will be more than enough, thankfully beauty, in this case, is more than skin deep.

    PROS

    Punchy engine

    Styling

    Fun to drive

    CONS

    Can be thirsty

    Pricey

    Cheap interior plastics

    The Lowdown

    Car – Fiat 500S Convertible

    Price – £16,740 (£17,520 as tested)

    Power – 105 hp

    0-60 – 10 seconds

    Top Speed – 117 mph

    Co2 – 99g/km

  • CAR REVIEW | Mitsubishi Outlander PHEV

    148 miles per gallon. That is the official fuel consumption figure for Mitsubishi’s Outlander PHEV, an amazing figure for a big, heavy four wheel drive vehicle.

    Coupled to road tax that will currently cost you nothing, exemption from the London congestion charge along with a tiny 5% benefit in kind rate for company car drivers and it’s no surprise that they’re an increasingly common sight on our roads. It all sounds too good to be true, is it?

    Naturally you’ll be wondering how such a big 4×4 could possibly achieve such tiny fuel consumption. The key is in the name, specifically the PHEV bit; that stands for Plug in Hybrid Electric Vehicle. Under the boot floor is a battery pack large enough to power the Outlander for 32 miles without once relying on petrol power. Unlike many other hybrids, this battery doesn’t just get charged by the engine, you can plug it into the mains too.

    Once the electricity is all gone, there’s a conventional 2.0 litre petrol engine that can act solely as a generator to charge the battery, drive the wheels or a combination of both. The trouble is that if you rely too much on the engine the fuel economy starts to drop off a cliff. After a long drive on the motorway and with the battery virtually empty the economy dropped to just under 36mpg, a figure that is bettered by the majority of diesel SUVs.

    So is it all smoke and mirrors? In a word, no. If you’re one of the millions of motorists who don’t even manage 30 miles a day then the vast majority of journeys will cost you pence in electric rather than pounds in petrol. If you’re lucky enough to work somewhere you can plug it in then you can effectively double that range. According to Mitsubishi’s maths, on a single charge, 106 miles is the point at which a diesel would be more economical.

    For most people then, it’s a cheap car to run. It’s not terribly expensive considering the sheer size and complexity of it either. The cheapest Outlander PHEV is less than £29,000 yet still comes with keyless entry, 18” alloys, climate control, Bluetooth and iPod connectivity. Start to climb the range for niceties like sat nav, a premium audio system and swathes of leather and the price starts to get very close to £40,000 before options. BMW and Mercedes territory then.

    At first glance it’s pretty convincing. Externally it’s a quietly handsome shape that shys away from some of the crazier flourishes seen on other SUVs. There’s a little chrome but not enough to be garish giving a classy overall look. Inside the top spec GX5h test vehicle there’s red leather seats with matching trim on the dash, doors, steering wheel and even cupholders. It’s attractive enough but the level of finish is undoubtedly behind premium rivals. Wrinkly leather is not nice.

    Rear seat passengers are treated to vast amounts of legroom but seats that are an odd shape and quite hard too. Still, this was a fresh car so maybe a bit of use would soften them up. Behind the seats is a huge boot but no option of a third row of seats due to the battery pack. Oddly, you still get a couple of cupholders back there, however. The top half of the range also benefits from a powered tailgate that can be opened and closed from the key fob, handy.

    Those of you that love a bit of tech might also appreciate the Mitsubishi Remote Control on higher trim levels that lets you schedule charging, check battery levels and even turn the air conditioning on remotely through your smartphone. To accompany this you also get a 7” touchscreen infotainment system with sat nav that proved easy to work once you got to know it a little. The uprated Alpine speakers in the test car provided great sound quality too.

    To drive the Outlander proved to be a well-engineered bit of kit. Even with drive switching between petrol and electric acceleration was smooth without nasty jolts while noise levels were generally low. A flattened throttle pedal gets the engine screaming thanks to a CVT gearbox that keeps the engine at peak power, effective but loud. There’s also a little lag between nailing the throttle and actually getting full power. Not an issue under normal driving but slightly frustrating when trying to accelerate onto a busy roundabout for instance. It isn’t particularly quick either, 0-60mph takes around 11 seconds.

    Handling wise there is less body roll than you might expect but still noticeably more than a normal car or a BMW X3 for that matter. Although fairly neutral when cornered hard, it predictably understeers at the limit for safe if uninvolving progress. Still, this isn’t going to be a car you buy for fun, if driven sensibly you appreciate how easy it is to drive and how quiet it is. With decent ride comfort as well, it’ll prove good enough for most prospective owners.

    Should you buy one then? Well to benefit from the potential fuel savings you need to be able to plug it in somewhere and not be travelling too far too regularly. If that applies to you then there’s plenty to recommend. Even looking past the potential fuel savings, the Outlander looks good, is well equipped for the money and overall feels well made (looking past some of the iffy interior trim). No wonder they’re selling so well.

    PROS

    • Huge inside
    • Cheap to run. Mostly.
    • Well equipped

    CONS

    • Expensive on long journeys
    • Not as premium feeling as some rivals
    • Uninspiring to drive

    THE LOWDOWN

    • Car – Mitsubishi Outlander PHEV GX5h
    • Price – £38,399 on the road (after £5,000 government grant)
    • Power – 200bhp (combined)
    • 0-60 – 11.0 seconds
    • Top Speed – 106mph
    • Co2 – 44g/km

  • CAR REVIEW | Toyota GT86

    Toyota has produced plenty of icons over the years. From the bruising twin-turbo Supra as seen in The Fast & The Furious to the lightweight and nimble MR2 sportscar or legendary Landcruiser, the Japanese marque has catered well for the petrolhead. Does the GT86 live up to this tradition?

    First impressions on this occasion are slightly skewed by the test car’s distinctly non-standard appearance. Designed for the Goodwood Festival of Speed and inspired by early 80’s ‘IMSA’ racing Celicas, it boasts glitzy gold 18” wheels from Rota, a performance exhaust from Miltek and V-Maxx lowering springs. The stripes are in vinyl and completely removable (not that I’d want to) making the GT86 stand out anywhere your drive it. If I’m honest, it’s Marmite on wheels and I love it. That the standard car already has a chiselled, muscular appearance with an aggressive front and pert bottom doesn’t hurt. Add the stripes and it’s like a real-life Hot Wheels toy.

    Look past the warpaint and you’ll see the features that make the GT86 such a temptation for those who love to drive. Up front is a 2.0 litre ‘flat’ (so called because the pistons travel horizontally instead of vertically) four engine powering the rear wheels through a six-speed manual gearbox. An automatic is available but seems a little out of place in such a focussed driving machine. A super-low seating position and unusual engine contribute to a centre of gravity just 18 inches above the tarmac, figures a Porsche would be proud of. Out back there’s also a limited slip differential to provide plenty of traction or easily controlled drifts if you prefer.

    Inside there is technically room for four but only on short trips or if you really hate your rear seat passengers. More important are the two heavily sculpted front seats that hold you in place perfectly, small yet chunky steering wheel and a giant rev counter right in front of you. The short reach to the stubby gearlever confirms that this is an environment that’s been geared towards the driver. Thumbing the starter button brings the engine noisily to life with a distinctive burble from the giant rear exhaust pipes. The gear change is mechanical feeling, direct and for the most part very enjoyable apart from the odd notchy moment.

    Those expecting serious firepower will be disappointed, the non-turbo engine produces 197bhp at a giddy 7,000rpm. You really have to rev this motor to get the best from it, while it’ll mooch along with less than 2,000rpm on the dial you need over 4,000 before it really wakes up. Even if you do poke it with a stick, the 0-60mph time of 7.4 seconds is only on par with a BMW 320d. Straight line speed isn’t really the point of a car like the GT86 though. The modest power output means you can use more of the performance more of the time without expecting flashing blue lights in your rear view mirror. It also prevents the car from being too intimidating when it comes to cornering, something it does exceptionally well.

    Even at low speeds, you can feel there is virtually no slack in the suspension, steering or gearbox. Up your pace and you find the GT86 corners with barely any roll and is beautifully balanced. Apart from a slightly sticky feeling around the straight ahead, the steering is very well weighted and fast too. Even with all the electronic nannies turned on you can feel the rear of the car pushing you around corners, given a private track (or deserted roundabout) and you’ll find it’s, even more, fun beyond the limit. A stab of throttle in the first couple of gears can unstick the rear tyres and get you sideways. This is not something to be feared though, a quick flick of the wrists on the steering will catch it by which time you’ll be grinning like a complete idiot.

    Downsides? Well those use to a premium German cabin won’t be bowled over by the GT86’s interior. Although everything seems well made, some of the plastics look a bit cheap compared to a VW or Audi while the overall design is a little behind as well. Those after cheap running costs should look elsewhere too, I averaged around 28mpg while carbon emissions sit at 164g/km for the manual. Ride comfort and general usability also suffered at the hands of the modifications on this car. Over a succession of bumps the GT86 could bounce you almost out of your seat and speed bumps had to be taken at a crawl. Parking was a stressful activity thanks to stretched tyres that left the polished lip of the wheel with no protection from curbs; I managed to avoid damaging them but needed a gangplank to get to the curb most of the time. Then there was the noise, fantastic if you were going for it but the exhaust drone at motorway speeds coupled with the tyre roar and wind noise got old fast. No doubt a standard GT86 would be more agreeable on a day to day basis if a lot less dramatic.

    If you think of a car only as a method of transportation to get you from A to B then the GT86 is not for you. Space is limited in the back, it’s expensive to run and not at all comfortable. If however, you see cars as a thing of pleasure that beg to be driven, the little Toyota will be right up your street. From the moment you approach the GT86 to the moment you glance back towards it as you walk away it makes you happy. For some, the modifications may be too much but for me its pure theatre, I’m smitten.

    PROS

    Handling

    Looks

    Noise when driving hard

    CONS

    Uncomfortable over rough tarmac

    Thirsty

  • A27 To Remain Closed After Shoreham Air Disaster

    The Highways Agency have confirmed that the A27 at Shoreham will be closed for a number of days after the weekend’s tragedy.

    Although the Hawker Hunter aircraft has been removed, the road surface is in need of repair due to the extreme heat of the fire that started on impact.

     

    Drivers are advised to avoid the area however diversions are in place. With traffic between Worthing and Brighton forced onto alternative routes, I would advise leaving plenty of time for your journey. Our thoughts are with the families and friends of those involved.

    For more information please see the below link;

    https://www.gov.uk/government/news/a27-closed-near-shoreham

    by Alan Taylor-Jones

  • CAR REVIEW | Nissan Leaf Tekna

    If you see a modern electric car on the roads, there’s a very good chance it’ll be Nissan’s Leaf.  ★★★★

    First available back in 2010 with European sales starting a year later, over 180,000 have been sold in the last five years. With several major manufacturers releasing their own electric cars, is the Leaf still worth considering?

    One thing that hasn’t really changed in the last five years is the Leaf’s distinctive shape. If I’m being kind I’d say it reminded me a little of a Japanese Bullet Train although you do need to squint see the likeness. While not classically handsome, it’s distinctive and easy to recognise as an electric vehicle if you’re after a bit of social smugness.

    It also hides a very roomy interior, thanks in part to the packaging advantages you get with electric cars. With the battery mounted under the floor and the motor being compact, there’s a lot more room than you’d think possible in a car around the size of a Ford Focus.

    I liked the high mounted LCD display for speed as it was right in your line of sight even when looking at the road. There’s also another larger screen in the conventional location that shows charge levels and how quickly you’re draining the battery. A touchscreen in the centre of the dash takes care of the infotainment and proves easy to use if not as sharp to look at as other systems from rivals. Overall the interior is well put together but lacks the premium feel VW do so well.

    Rear seat passengers sit higher than those in the front so they can see out with both leg and headroom very good. The boot is large but disappointingly has a very high load lip; fine for light items but I wouldn’t want to wrestle anything too heavy up there. There’s a couple of canvas bags for the charging leads which hang either side of the boot which is nice but not as nice as a specific compartment as some electric cars have.

    Speaking of charging, you’ll probably want to know how long it takes and how many miles the battery is good for. According to Nissan, you can get over 120 miles out of a single charge but if we’re honest; this is quite tricky to achieve. You’ll need to drive at less than 40 mph with no heating, no air-con and a very gentle touch on the throttle. More realistic is around 80 miles (even I achieved it) if you don’t mind limiting your top speed to around 60 mph.

    Treat it like a petrol car with heavy throttle openings, air-con set to freeze and a good chunk of time spent at 70 mph and you’ll get even less. Still, the Leaf was never intended to be a long distance motorway car and to expect it to perform like one is unfair.

    For the vast majority of people on the vast majority of journeys the Leaf will have more than enough range. Once you do run out of juice, charging time depends heavily on the equipment you’re using. A rapid charger like you might find at motorway services can manage 80% charge in just 30 minutes however these are a lot more industrial than you might find at home.

    The quickest charger Nissan currently offer for home use takes around four hours, the standard offering around eight while plugging it into a normal plug socket will take an agonising twelve hours.

    In practice however, most people won’t use all of the charge in a single day while fast charge points are springing up all over the country. Even supermarkets are installing more and more of them whether you slum it in Asda or go posh in Waitrose.

    In the week I had the car, I never had less than twenty miles range when I parked up at a charger eliminating any range anxiety I might have had. Further helping this is Nissan’s ‘Carwings’ app which allows you to check charge levels remotely and even turn on the air-con from your smartphone. Impressive stuff.

    Those that enjoy driving will find the Leaf much better than they might expect. Compared to the Renault Zoe I tested recently, the suspension felt well set up offering good levels of comfort while still feeling pretty agile around bends. There was also none of the under-damped feeling you got from the French car – any body movement after a bump felt well controlled with no wallow.

    I never found myself yearning to go for a blast in the Leaf but neither was I ever unhappy with how it drove. Even acceleration is pretty brisk up to about 50 mph where it starts to tail off like most electric cars.

    All but lowly Visia trim get alloys, body coloured mirrors and privacy glass while the higher trims add bigger, snazzier wheels along with more and more toys. Although the top Tekna trim I tested was rammed with equipment including a punchy Bose stereo, incredibly handy around view monitor that gives a virtual bird’s eye view of the car and heated leather seats, most people would probably be happy with Acenta models that are £2000 less. The main consideration for many will be with regards to the battery; do you pay £5000 to own it outright or lease it on a monthly basis?

    Leasing may seem like a good option to protect yourself from potentially pricey battery replacement but they are proving very reliable. Some cab firms are reporting over 150,000 miles from the original pack with very little in the way of degradation while electric cars need much less in the way of servicing too.

    Although it may be five years old, the Leaf is still a compelling option not just for those after an electric car but a roomy hatchback too. While it naturally gives the kind of smooth, serene acceleration electric cars do so well, the Leaf also offers drivers a little bit of fun should the road get twisty. Apart from that high load lip, it’s very practical too while running costs will be minimal. Motoring doesn’t get more sensible than this.

    Pros

    Relaxing to drive

    Practical

    Peanuts to run

    Cons

    Variable range

    High load lip

    Top models pricey

    The Lowdown

    Car – Nissan Leaf Tekna

    Price – £25,960 on the road (after £5,000 government grant)

    Power – 110bhp

    0-60 – 10.2 seconds

    Top Speed – 94mph

  • CAR REVIEW | Zoe, Renault Electric dreams? Living with the Renault Zoe

    The electric car has seen a significant rise in popularity in recent years. Once seen as the preserve of milk floats and mobility scooters, advances in battery technology have increased range, reduced charging time and made electric vehicles seem a viable option.

    The question is how do they perform in the real world? Only one way to find out….

    Renault’s Zoe is an all-electric supermini that is around the same length and width as a Clio (they even share a platform) but a bit taller. You wouldn’t call it an MPV or a crossover but you do find yourself looking over the roofs of most other cars meaning visibility is excellent. Thanks to clever packaging of the batteries, motor and other mechanical bits there’s plenty of space inside. Front seat passengers will be able to stretch out and even wear a hat while those in the back won’t be much worse off. It’s no limo but it’s certainly better than you’d expect from this size of car. Open the boot and you’ll be pleasantly surprised again; it’s huge for a supermini although the load lip is a little high and does without a plastic trim. It’s a minor thing but I’d worry about scratching the paint when loading something heavy or bulky. More of an annoyance are the pair of charging leads in bags either side of the boot.

    Other manufacturers can hide them away so why can’t Renault?
    Style wise I think Renault are onto a winner. There are a few touches such as the blue rear lights and ‘ZE’ (zero emissions) badge that suggests electric propulsion but unlike cars like the G-Wizz or Renault’s own Twizy, these aren’t overt. Instead, you get a nicely sculpted shape that hides its height well. The only angle I’m not keen on is the rear; the feature lines that flank the number plate and lead into the bumper make it look a bit jowly. Inside is light, airy and modern with visually appealing plastics. Sure they’re hard to the touch but then you have to remember the cheapest Zoe is less than £14,000 including a £5,000 government grant. Even the top of the range model barely breaches £20,000. You’d spend an awful lot more on an electric Golf which would be a lot more austere too. At that price, you do need to lease a battery pack at between £70 and £113 a month. If you want to buy the battery outright then add £4500 to the base price.

    Renault’s 7” ‘R-Link’ infotainment system works well being easy to navigate, easy to pair a phone to via Bluetooth and lacking any sort of lag other systems sometimes suffer from. Sat-nav is an option but a CD player is not. For me, this isn’t really a problem as streaming music is simple plus you can always use the USB or aux port conveniently placed above a cubbyhole perfect for your media device. Conventional dials have been replaced by another TFT screen which I found clear and easy to use. There’s even a gauge to show you how much juice you’re using and when you’re charging the batteries whilst slowing down. This becomes a very useful tool when you’re looking to maximise the car’s range.

    Speaking of range, Renault suggests that on average you’ll need to charge up every 80 miles. In practice, this distance is totally achievable as long as you change your driving style to suit electric power. Gentle acceleration and deceleration is vital as is maintaining your speed where possible. While this may sound like hassle, the reality is that it’s actually pretty relaxing. You soon get used to barely touching the brake pedal, instead relying on the car’s regenerative brakes that harvest energy as you start coasting. What may grate is that air-con and heating take a chunk out of the range; not an issue on short commutes but potentially a worry on longer journeys. Still, chargers are popping up all the time and the most powerful can squeeze 80% of a full charge into the Zoe in 30 minutes.

    So what’s it like to drive? Being electric there’s only one forward gear plus reverse with no clutch at all. I suppose you could compare it to an automatic (there’s only a throttle and brake pedal) but with totally seamless acceleration. Performance below 40mph is actually pretty brisk, feeling much quicker than the numbers suggest. Over 40 it does struggle a little as the torque drops off significantly. 70mph is achievable but it drains the battery very very quickly; it’s better to stick to 60 or below and relax. The ride is fairly comfortable although the stiff sidewalls of the low profile economy tyres mean potholes and expansion joints can thump through the suspension into the cabin. There is a fair amount of body roll if you push it hard around a corner but it never feels unstable thanks to the low mounted batteries. You’d never call it fun or involving but it is very competent and not at all unpleasant, perfect for commuting in other words.

    With that in mind, it’s commuting that I did plenty of in my week with the car. Renault will supply all Zoes with a fast charger as plugging it into a normal electric socket gives a charging time of 16 hours. Thankfully I had access to a fast charger which ensured the car was always 100% charged at the end of the working day.

    In total, I travelled nearly 400 miles and came away very impressed. Only once did I suffer from any ‘range anxiety’ but even then I was able to get to a charger which topped up the battery enough to get me home after less than 45 minutes.

    Make no mistake, the Zoe won’t be for everyone. If you need to go more than 80 miles in a day and/or spend a lot of time on motorways then you’re better off sticking to a diesel. For the rest of us – a sizable majority – then the Zoe does make sense. It’s quiet, refined, easy to drive and very spacious while the styling is significantly nicer than the vast number of ‘eco’ cars. If I were in the market for a new supermini, the Zoe would be a serious contender.

    PROS

    Spacious

    Easy to drive

    Fast charging times
    Cons

    CONS

    Range could still be better

    Not much fun

    Charging cable storage could be better

  • CAR REVIEW | Auto, Erotic?

    While we all like to think we’re not swayed by fancy cars, there’s no doubt the right motor can aid access to the pants of others. Whether it’s through first impressions or a well-placed mattress in the back, here’s my top 10.

    Aston Martin
    With most of this list I’ve had to specify a single model, with Aston Martin pretty much any car they’ve produced will do the job. Helped no doubt by the James Bond effect, they have been consistently voted one of the coolest brands out there while there’s arguably no such thing as an ugly Aston. Even though they are ridiculously expensive new, they somehow manage to not make you look like a cock behind the wheel. This makes it all the more likely you’ll be getting cock if you’re seen driving one.

    VW Camper (T1 or T2)
    If you’re thinking of a campervan, chances are you’ll think of one of Volkswagen’s old school rear-engined models. Although you can buy a new one, it’s the 50’s, 60’s and 70’s models that have the most appeal with their retro looks and easy going nature. If you’re not sold on the styling, there’s always a freezer for your poppers and a fold out bed for whatever happens afterwards. Just remember, if the van’s rockin’ don’t come knockin’.

    Alfa Romeo 4C
    After years in the wilderness, Alfa has produced a car that is quite simply sex on 4 wheels. From the gorgeous ‘tele-dial’ wheels to the sensuous lines of the carbon fibre bodywork, it’s comfortably one of the best looking cars currently available at any price point. That it costs a relatively low £50k shouldn’t matter as numbers will be limited, ensuring not everyone with the funds can get hold of one. Only the most acrobatic amongst you will be able to get up to anything inside, thankfully carbon fibre doesn’t dent.

    Citroen DS
    When it was introduced back in 1955, the DS was a sensation delivering the kind of styling previously seen in science fiction to the common man. Not only did it look space age but there was plenty of tech under the skin too. Those stunning looks will get the attention of your intended conquest while there’s a big rear bench between the rear doors if you keep their interest. Should things get a little too kinky, there’s a big boot to dispose of the body.

    Jeep Wrangler
    It was a toss up (if you’ll pardon the pun) between this and a Land Rover Defender when it came to picking a macho retro 4×4. Ultimately the Wrangler’s relative rarity sealed the deal, not that I was at all swayed by being lent one (see elsewhere in the issue for my review). Not only do they look great but you really can drive pretty much anywhere to find a secluded spot. Heavy duty rubber floor mats mean the clean up operation is pretty easy too.

    Jaguar E-Type
    Frequently described as the most beautiful car ever made, the E-Type is still a stunning shape today. A meaty straight 6 and later a V12 made sure the car went as well as it looked too. While being classy, it also sports one of the most phallic bonnets every created, its rounded tip stretching far into the distance from the cockpit. The coupe is a bit cramped for getting up to much mischief but there’s always the soft top version for alfresco action.

    Tesla Model S
    With a Tesla, you can have your cake and eat it. Not only do you appear to care for the environment thanks to zero emissions when in use, the all-electric Model S is also seriously fast. In other words, you can still have motoring fun without pissing off any environmentally conscious targets and therefore attracting a whole new demographic. Boss of Tesla Elon Musk was apparently an inspiration for Robert Downey Jr’s portrayal of Tony Stark in Iron Man, that coolness does trickle down to both car and driver which can’t hurt either.

    Rolls Royce Phantom
    For some people, there’s nothing more attractive than extravagant displays of wealth and nothing quite says ‘I’ve got more money than some third world countries’ than the big Roller. True, the Bugatti Veyron and a few other hypercars may be pricier but do they have built in champagne coolers? No. Do they have carpets thick enough to dull the noise of even the loudest lay you piledrive into it? No. Nor will they have room in the back to do, well, pretty much anything. Just make sure the chauffeur’s partition is closed before things get too messy, unless you like that kind of thing of course. If you’re seriously fugly, this is probably your best bet.

    Fiat/Bertone X1/9
    The problem with mid-engined supercars is that they do suggest you might be compensating for a shortfall in the trouser department. If you do want a vehicle that’s Italian, has the motor in the middle and is an open 2 seater but doesn’t make people think you’re hung like a hamster, the X1/9 is the car for you. At 3.8 meters long it’s shorter than a Ford Fiesta and powered by a dinky 1.3 or 1.5 litre lump. The shrunken supercar look makes for a cute classic that definitely turns heads.

    Koenigsegg Regera
    If you must have a supercar to attract attention, you might as well make it one of the rarest and most bonkers. Koenigsegg will only build 80 Regeras and each one is a technical tour de force with an 1100 bhp V8 and 3 electric motors. 0-248 mph allegedly takes under 20 seconds, crazy numbers for a road car. If pure speed doesn’t impress then you can open the doors, bonnet and entire rear section of the car via your smartphone. If you like ‘em superficial and easy then this is the car for you.

  • REVIEW | The Sea Doo Spark Personal Water Craft

    ★★★★ | The Sea Doo Spark Personal Water Craft

    Sea-Doo Like To Be Beside the Seaside

    Like many people, my only experience of a personal watercraft (PWC) has been on holiday flogging a less than fresh example up and down the coast. Even when on a less than healthy machine, they are so much fun that you might even consider buying one. The Sea-Doo Spark is just the kind of pwc a first-time buyer may gravitate to thanks to the combination of low price and clever tech designed to make for an easier ride. It’s a looker too, the vibrant colours complementing the angular lines. If you get bored of your Spark’s hue, you can buy replacement bolt on body panels or graphic packages as well.

    The Spark is one of the smaller, lighter machines on the market and comes available as a two or three-seater. Two power levels are available and there’s the option of iBR, intelligent brake and reverse. This not only makes manoeuvring a doddle, it also enables you to stop around 100ft sooner, making things safer and giving you more confidence. The three-cylinder 900cc Rotax engine is quiet, smooth yet plenty powerful enough to get up to 50 mph if you opt for the high output version.

    Hopping aboard, made easier by the optional fold up step, the controls are simple and clear. Thumb the starter button and the engine catches easily, defaulting into Eco mode with around half power and improved fuel economy. Operating the brake and reverse soon become second nature allowing you to easily and accurately get off and on a trailer. A couple of button presses later, you unleash full power turning a fairly quick machine into one that way faster than I expected, even a few seconds of throttle see the numbers on the GPS speedo rise rapidly. The Spark is keen to change direction and great fun to throw about.

    Moving from Shoreham harbour to open seas just off Brighton gave me the chance to try it in choppy waters, a daunting prospect considering my previous ride had been in calm water on a windless day. With a couple of other guys on Sea-Doos with me as well, I was thankful for the brakes on a couple of occasions! The Spark proved more than up to the task, staying stable even cresting waves taller than itself. Within a couple of minutes I had the throttle pinned sending it into the air over wave after wave, carving through the rough seas. Even this increased exuberance failed to upset the Spark, at no point did I feel like I was about to be ejected and I stayed on the craft at all times.

    For a basic price of £4,999, the Spark comfortably undercuts its competition. This is however for the basic low output model that doesn’t have the option of iBR. To get this system, you need to spend another £900 for the high output model and then spend another £600 on iBR. Although the system is definitely worth £600, it’s a shame it isn’t offered on the lower power model which is probably going to be quick enough for most people anyway. Still, this is the only real flaw in an inexpensive, easy to transport (most smaller cars could still tow this), fun and cheap to run pwc. If you’re tempted by a bit of nautical fun, this seems hard to beat.

    CREDIT: PR Supplied
    CREDIT: PR Supplied

    Pros
    Affordable
    Easy to ride
    Seriously good fun

    Cons
    iBR only available on high output model
    Digital display could be a bit higher
    Seat could be more padded to protect your balls on landing