THEGAYUK

Category: Motoring

  • CAR REVIEW | Jeep Cherokee M-Jet 11 Limited

    WOW. That’s how I will start the review for the new Jeep Cherokee. It has a lot of visual impact. There are shapes within shapes and then there are questionable things you point at. Then you wonder where the headlights are? They are not quite in the place you would expect them to be. They are thankfully there and present and on the front. They say it has a fresh and aggressive look. It’s not that aggressive. Fact is, the front is pedestrian hitting friendly and slung low. Quite the opposite.

    The LGBT community is known for standing out from the crowd so this car really does feel at home with me. I spent almost 9 hours behind the wheel of this Cherokee in its Limited spec and it was a nice place to be. Those hours ended up feeling quite effortless. It is loaded from bumper to bumper with goodies, it has driver aids and a less wobbly ride than you would expect.

    I don’t think anyone would have thought this would ever be said about an American car but with the help of Fiat, the Americans have finally made a vehicle worthy of Europe and the UK. It’s not brash and it doesn’t beep at you for random to no significant reasons. Always an annoyance in an American car.

    It all sounds good so you’d expect me to keep enthusing about it but I’ll briefly stop here. Some of those driver aids are a bit much. The Cherokee shares platform software as fitted to the Renegade and I don’t know if it was because the Cherokee is a bigger car, but when the lane assist kicks in during lane changes on the motorway it fights with a firm tug. Indicate and the system is switched off. It caught me out several times.

    Don’t get me started on the door mirrors. They are good in their operation. They contain blind spot indicators that proved useful. What they don’t do however is fold in when on the move! Anything more than 10mph and they fold open. A vehicle of this size and with off-road potential needs to have retractable mirrors on the move. Replacements are not cheap.

    That’s my moaning done. The rest of the Jeep works very well. The engine, 2.2 turbo diesel, is smooth. A little harsh in a few places but nothing that makes you wince from feeling you are being mechanically unsympathetic. These noises are only heard with the windows open anyway. Outside the idle is subdued with a muted diesel clatter. It doesn’t sound like a tractor anymore.

    On the move, the 197bhp power unit mated to the 9-speed auto will propel you forward to 60mph in 8.5 seconds. It’s not the quickest I will grant you so you will be happy to know it suffers no turbo lag and that gearbox of 9 cogs will instantly select one to aid your momentum up to the claimed speed of 127mph I am sure.

    I did question if 9 gears were needed at all. Surely 5 or 6 are ample. Those 9 make for a seamless move through the gears. Apart from coming out of first, I struggled to detect the next change up. You soon learn when it will change up. At around 1500-2000rpm is when it happens. Sometimes however when you play with the manual override you discover it’s jumped 2 cogs. It’s best left to the box to do its thing and you concentrate on driving.

    Inside you are greeted by sumptuous leather-covered seats that offer heated or cold air options. The materials chosen are the best Jeep have fitted to almost any of their vehicles to date. Areas that require touching are made to feel like you have spent your money on something very special. The ergonomics felt right once you had learnt where some of the minor controls were. It took me some time to grasp the concept used for the front wipers. A multi-clicked turn on the stalk activated them from about 4 types of intermittent wiper to normal slow and fast. It was almost over 180-degree turn. In a hurry when you want them it’s a bit of a bind.

    Thankfully on board, this model has the advance brake assist. It worked well when a little hatchback decided to stop abruptly for no reason during a left-hand turn. It also has a neat feature to prevent you reversing into things by slamming on the brakes. Marvellous I said. It did make reversing a doodle and the Jeep went back without a scratch on the bumper.

    The infotainment system is one of the best I have used. The DAB radio is by far the easiest I have yet come across. Everything is easy to find and the display shows almost all and everything you could wish for. I just wished it was angled a little more towards the driver. So many manufacturers get this wrong.

    What I do question is its off-road ability. Unlike Cherokee’s of the past this one lacks a decent ascent and descent angle. The overhang from the front and rear bumpers being to low. Cherokee once displayed a great advert about the bridge missing so having to use the dried river bed. You’d want to get that bridge fixed with this one.

    If you can come to terms with the looks you would be happy with the Jeep. Some will point and stare, others will run and hide. I would give you the thumbs up. I enjoyed my time with it. For that week I had it, it did everything I wanted in a calm manner and did it effortlessly. And who cares what it looks like, from the driver’s seat you don’t have to look at it anyway.

    Likes

    Driving
    Infotainment system
    Refinement

    Loathes

    Folding mirrors
    Limited off-road by bumper overhangs
    Overly powerful lane assist assistance

    The Lowdown
    Car – Jeep Cherokee M-Jet 11 Limited
    Price – £37,245 (as tested)
    MPG – 49.6mpg (combined)
    Power – 197 bhp
    0-62mph – 8.5 seconds
    Top Speed – 127 mph
    Co2 – 160 (g/km)

  • CAR REVIEW | Citroen DS3 Cabrio

    ★★★ | Citroen DS3 Cabrio

    The DS range of Citroens are the more Avantgarde models and a welcome return from a manufacturer rich in a history of innovation and design. It’s also a car maker that gave us the 2CV, widely futuristic dashboards and the subliminal grand tourer with the SM. So they know a few things about cars.

    Though largely forgotten, Citroen have at one point or another offered the motorist open top fun. The 2CV and Dyane were cheap open top motoring. The short-lived 4 door Visa decapotable with its unique pram type hood. And the Plurial that was a bit of a hash job with its removable sides that had nowhere to go so you never took them off. The DS 3 is the smallest offering in this DS range and the Cabrio adds some open top fun to an already accomplished car but does it make it any better?

    The answer to that is no. It actually makes the DS 3 worse. What you need to realise is that with any open top car there is always a pay off that must be accepted for the fun a missing roof will give you.

    In this case it’s the boot. The opening is hopeless. I for one did not expect it to lift upwards. In doing so it covers up an already small hole. The boot area itself is quite large, deep and cavernous. It’s just that you can’t actually get to it. Should the boot lid drop downward then it would solve at least half these problems.

    And there lays the problem with the DS3 cabrio over its hatchback sibling. For an extra £2000 you get a boot that you can’t use. What you do get though is an electric roof that pretty much works on a one-touch system that when open causes no buffeting. Fully open (rear window gone, followed by rearward vision also) you get a gentle breeze over your shoulders and long hair gently tussled. Yes, the rearward vision is blighted when the top is completely retracted. At first I thought this would be a problem. However with a little tug and wiggle of the finger the door mirrors can be angled to pretty much rectify this and the model I had here came equipped with a reversing camera.

    All in all then it’s pretty much shaping up to be what every car with a removable top is like except this cabrio retains the sides. In essence that means it isn’t a full convertible. It also means there is no scuttle shake felt through the steering wheel thus adding to the already solid feel of the Citroen. Another thing those side do is add a little security. You can feel incredibly exposed in a full cabriolet.

    The insides of the DS 3 are above par for this kind of car. It’s all well put together. The materials chosen are tactile and the dashboard has a feel that makes you want to squeeze it. However in this model it comes with a gaudy strip across the dashboard in what looks like really cheap carbon fibre you’d find someone sticking on their 1991 Vauxhall Corsa. Check out Citroen’s option packs and spec sheets. This can be rectified. It absolutely ruins an otherwise nice interior. Thankfully this is a £150 cost option so you don’t need to have it.

    Everything works as it should on the move. The clutch is light and the gear change direct. Strangely more so than in the 208GTi Sport I tested a month or so ago. In total it felt more fluid. What wasn’t quite so fluid in its execution was the ride. Where I had praised the Citroen C3 hatchback for being fantastic in its ride and handling, the DS 3 can’t match it. It rides a little to harsh for me. It also makes the handling a little skittish when pushed hard.

    The engine on the other hand is from the PSA award winning range of power packs. So smooth in its operation that you could be confused into thinking this is more than a 4 cylinder. It’s easy to live with and the 1598cc engine delivers its 165bhp with little effort. Sometimes you feel that 165 horses just isn’t enough. You feel the DS3 needs more urge. It’s only when you look at your speed do you then realise that you need to back off a little.

    With the roof folded back it is quite cosy. The heater and its many vents positioned to keep you warm even on the cold days. You can select to have the roof back as far as you’d like. Quite pointless if I am honest. You’ll probably find that you will have it as far as it will go on most days. With the roof up it cosseted you with the exact same feeling you would have with a hatchback. I’ll come clean though and say that apart from at night when I parked it up, l had the roof open as much as I could. You don’t buy a car like this to keep the roof up yet we Brits seem to do just that.

    The week was over, the DS3 had to go back. From the Citroens I had in my motoring career (and there have been a fair few) Citroen isn’t what it use to be.

    Twangy doors and creaky trim are a distant memory. Build quality is up there. Some of it felt better than the Germans. I liked the DS3. I could live with the challenges it possesses but it would have to be as a second car. It’s too flawed in its everyday areas to warrant me to trade in my old nail.

    Likes

    Engine
    Roof operation
    Little buffeting with the roof open

    Loathes

    Boot opening
    Carbon fibre dashboard trim
    Infotainment system difficult to see with the roof open

    The Lowdown
    Car – Citroen DS3 Cabrio THP 165
    Price – £23,340 (as tested)
    MPG – 50.4mpg (combined)
    Power – 165 bhp 6000 rpm
    0-62mph – 7.6 seconds
    Top Speed – 135 mph
    Co2 – 129 (g/km)

  • CAR REVIEW | Renault Twingo

    ★★★★ | Renault Twingo

    It’s always a problem when you give a name to a car on review. It becomes personal and trying to be subjective about it is wholly difficult. Its flaws covered up with candy floss and its better bits celebrated with raptures of delight.

    If I lived in Toy Town I would drive a Twingo. In fact Noddy would have one too. In its third incarnation Renault have returned to a layout last seen in 1971 with their rear engined rear drive 8 and 10 models. This car shares a platform with Smarts For4. It’s just been dressed in prettier clothing.

    Turn the key and the engine giggles into life. Now I know that makes it sound like I have lost the plot somewhat and to be fair I have with this little Renault. It’s such an easy car to love.

    ‘Giggles’ as he became known arrived to me with bright red paint, go faster stripes and pretty polished alloy wheels. The stripes and wheels themselves were reminiscent to those offered by Renault in the 1970’s boutique range of accessories. This car possessed some nice retro touches. The rear was very pretty. The front however had the face only a mother could love. The problem is with the daytime running lights that look like he’s had his top lip pierced twice! You’ll soon grow to accept this.

    While I had the Twingo with me I had a party so parked him in the back garden. There were some picky queens whose car delights ranged from all things Citroen, Alfa Romeo and Maserati. With alcohol flowing the Twingo was subjected to a clinic style review. It was thumbs up on a lot of things. Your friends would approve but choose wisely. Despite the being able to accommodate well within the space available, the Twingo is a strict 4 seater.

    Inside was a pleasant change from austere black that is so the norm these days. The Twingo had the options list ticked and came with the red and white plastic inserts on the doors and contrasting red stitching on the seats. The white plastic will get grubby. You can’t deny that so getting the bucket out on a Sunday for a wash and wipe won’t become a bore because you’ll love the little Twingo. Despite living in the sticks I have never once washed a car I had to return but I just couldn’t return ‘Giggles’ to Renault covered in dirt.

    It was easy to get into a suitable driving position. The high backed seats took a bit of time to get used too but after a day or two  it all felt quite normal. What wasn’t was the position of the window switches. No matter how short or tall you are they are always about 4 inches too far back. Thankfully the ventilation system is up to the job. The pop out windows in the rear doors working well in promoting greater ventilation with minimal wind noise.

    The driving experience of the Twingo is unique. It’s not how you would imagine it to be. A rear engined rear drive layout it might have but thoughts of a tail happy little car are not what you get. The stability program is always on and will always get you out of trouble even if you provoke it wildly with enthusiastic movements. What you will prefer though is to drive it in its manual mode. The auto box will still change up and down but it will do so at a higher rev and for this increase in enthusiasm you won’t pay dearly at the pumps. Chances are you won’t notice a difference at all.

    Stuart_Bird-060215ren3

    The auto gear box does however have a few niggles. In traffic it can become a bit snappy if you are heavy with the right foot. At parking speeds it just won’t engage without a little throttle. Several times I “that’ll do” parked it instead of risking ploughing into the car in front. Strangely enough though is that it works better in reverse. Thankfully the turning circle is small so backing into a space is easier. I went out to find small spaces just to drive round and round. It had me laughing.

    Now for the science part. The 898cc engine will make your mother happy. She’ll be happy you don’t have one of those big engined fast cars. What you don’t need to tell her is the little turbo attached to it propels the Twingo at quite a rate in forward motion. It will startle you at just how nippy this little car is. As is typical with a rear weight bias layout though is susceptibility to side winds. It can get buffeted about a bit. This was noticeable at those great speeds it could travel at. Kept within 70mph and it wasn’t such a problem.

    Living with the Twingo is easy. There are cubby holes where you wouldn’t expect them to be and that high rear boot floor that hides the engine is perfect height for loading. It also turns out it is also the perfect height as a seat. The insulation over the engine so epic in its padding that it makes for a cushiony soft seat to sit on and ponder life. It’s also good at not allowing heat into the boot so your picnic and your chilled prosecco won’t be ruined.

    One innovative trick Renault have missed out on is the centre consoles removable cubby box. Add a snap-on strap and you get yourself a swishy Twingo bag for your oddments while also having a handy place for it to go when on the move.

    What did annoy me the most was getting to the service items. The bonnet pulls forward to reveal the brake fluid, screen wash, coolant and battery. It’s a bit of a faff and all items are accessed by leaning over the bonnet. Chances are the coolant will never get checked and the screen wash will always be empty. Normal bonnet hinges would correct this and probably allow for some extra storage up front. Like wise to check the oil you need to go through the boot floor. Removing the floor isn’t as easy as it could be and makes it a bit of a chore.

    Since its launch I had always wanted to test a Twingo and l am glad I did. As a run around this car gets my thumbs up. It also gets the sides of my mouth up too. l can’t stop giggling.

    Likes

    Fun to drive
    Cute
    Turning circle

    Loathes

    Auto box jerky
    Poor access to service items
    Window switch posistion

    The Lowdown
    Car – Renault Twingo Dynamique TCe
    Price – £ £13,900 (as tested)
    MPG – 58.9mpg (combined)
    Power – 90 bhp 6000 rpm
    Top Speed – 104 mph
    Co2 – 108 (g/km)

  • Three Of The Coolest Cars From The London Motor Show

    2016 bought back some history for the motoring world. For the first time in eight years, London hosted a motor show, although on a small scale it was very important.

    With the ever increasing sales of British cars of all brands, it was only fitting to bring some publicity to such a city. Not only has the United Kingdom created some of the best handling, luxurious and iconic cars, but are also going to help raise the bar on the land speed record.

    Matthew Porter gives us his top three highlights of the London Motor Show

    MG GS

    Over the years MG has been trying to claw its way back into the market with the three and the six. Both are very reasonably priced but lacked quality, however, what they lacked in quality they made up for in standard equipment. Both cars sold at a steady pace considering MG only re-entered the market back in 2011. After the fall of the brand back in 2008, it was down to the new Chinese owners to pull it back up to the top. With almost all current car companies having at least one SUV in their range it was much needed by MG to bring out the GS. This compact crossover SUV will sit to rival the Nissan Qashqai. What this car excels at will be value for money, set to undercut the rivals on price and equipment, making this a strong contender in the very growing and crowded market.

    The stunning new GS brings stylish looks, practicality and technology at a very reasonable price. The sporty yet rugged looks of the GS bring new design language to the brand, with the face-lift of the 6 there is a clear path they are following, a very fruitful and prosperous path.

    Set to come after this is a smaller, Nissan Juke rival. What will make this car even more desirable is that it will be built in Wales, truly putting the British engineering into a British car.

     

    TVR.

    This is all TVR would reveal to press.

    2016 bought the return of renowned car manufacturer TVR. The iconic British car brand was credited for their speed, handling and dramatic styling. After the last cars were made in 2006 it was thought to be the end of an era. However this has all changed. On the third of June 2015, car designer Gordon Murray and Cosworth partnered up for the relaunch of the brand. The plan is to bring the new car to the market in 2017 which will be the first step in a ten year plan for the company. The new car is rumored to host a front mounted Cosworth V8 powering the rear wheels and transmitted through a manual gearbox. The design has not been officially released get but some teasers have been released. It is said that the car will heavily rely on ground effect aerodynamics incorporated into the body work. The official unveiling will go ahead to all 400 deposit paid customers before the public debut.

     

    Bloodhound project.

    Bloodhound project hoping to break the land speed record with 1000MPH with this new development. CAD Image: BLOODHOUND SSC originated by Flock and Siemens

    This is an interesting showcase of a vehicle if it can be called that. The Bloodhound project is aiming to break the land speed record they previously set with their last creation the Thrust SSC with a top speed of over 760MPH. Speaking with a representative of the company it was understood this is a very complex and powerful feat of engineering.

    To start with the vehicle will be fitted with a Typhoon EJ200 jet engine manufactured by Rolls-Royce. Second to that are three Nammo hybrid Rockets. All of these will help propel the vehicle to 1000MPH. However, with an engine to large and thirsty it must be fueled constantly and at a fast rate. Which is why, with no other purpose than a fuel pump, they will be using a Supercharged V8 Jaguar engine. As the previous driver of the last two record holding vehicles, Andy Green will be behind the wheel to bring another victory home.

     

    Follow Matthew Porter on Twitter

  • CAR REVIEW | Peugeot 208 GTi Sports Edition

    ★★★★★ | Peugeot 208 GTi Sports Edition

    I don’t quite know how to type the opening lyrics for Tight Fits “The Lion Sleeps Tonight” but shhh now please, there is a lion sleeping on my driveway. It’s the Peugeot 208 GTi Sport. If it wasn’t so bullish you could call it a lion cub because of its size. Driving it however releases the animal within.

    I’ll stop with the lion references now and I’ll ruin the wait for the star rating at the end because it gets Five  from me. Six if I could. It’s not a great car though so don’t be fooled into thinking it is. What you get for a mere £22,595 is an uncompromised hot hatch.

    There are no toys in this car. You can’t decide how you want to set the stiffness of the suspension. Peugeot’s sports division have done that for you while also lowering it 10mm over the original GTi and changing the wheel alignments. They have also given you the torsen differential. To you and me that means limited slip. All this makes for a car with go-kart like handling with almost no body roll. The ride is jarringly firm on potted streets. On main roads it’s quite liveable.

    On the inside you get the usual aircon, airbags, radio with DAB and cruise control but the satnav is a £450 extra. It is needed. The infotainment system is a tad sparse without it. That said you do get a calculator within it. It’s so random I thought it worthy of a mention. What you do get for your money though are 2 delightful bucket seats that both feel great and do their job. What these do however is turn the rear seat into nothing more than a padded parcel shelf. With the 208 being how it is anyway I doubt you’ll get a queue of friends eager to sit in the back anyway.

    Unlike the 207 that this replaced, it feels smaller. It looks smaller. Peugeot have always made the prettiest small cars. While the 207 was a huge mistake with no redeeming features, they have got this one right. Some of the trim and finish is a bit low rent. The paint within the boot shut looks unfinished. At first I thought the parcel shelf cheap by the way it’s been executed but. Simplicity in itself.

    I have kidded myself that this and some of the switch gears look very similar to those used on Peugeot cars from over 10 years ago –  is because the engineers have been busy spending money on the more fundamentals. I was right.

    Sitting behind the small leather bound steering wheel your eyes are directed to the the outside world and just below that the facia panel. For some reason it all sits above the line of the wheel. You then notice that the wheel in your hand is incredibly small. It all works so beautifully. Nice little touches of red stitching throughout and the red lights around the 2 contoured clocks are a really nice touch. You can switch them off if you like but you won’t. It becomes very intimate.

    Driving it is the fun part. It is also the reason why you would buy this model. In no way does it feel that “Health and Safety” have been involved with the development. It has a simple key to start the eager 208bhp engine. You don’t even need to press the clutch pedal to start it. Everything you do is by your choice. The 208 makes you accountable for your actions and this is what makes it such a breath of fresh air. You can even do left foot breaking. This is a car for the action man.

    It is its eagerness that overwhelms your senses. A 0-60mph time of 6.5 seconds is ridiculously rapid. The Torsen diff helping put all that power down without much fuss or wheel spin. Care should be taken when pulling out of a junction either left or right. Its tendency to dart away in your chosen direction is both exhilarating and addictive. Too addictive if I am honest. Those Michelin tyres won’t last long.

    To hell with the cost of the tyres though. The go-kart like handling is secure at higher than normal speeds though you will tend to cruise 40mph corners you’ve taken before at 60mph. Only then do you realise the potential that this car has. And that 205 GTi trait of lift-off-oversteer very much remains. Thankfully it is much more secure and manageable. Many 205 owners will tell you about the days they ended up facing the wrong way or worse, in a ditch. If however, at any point, you think your pants are going brown, the 4 disc brake set up with scrub off speed with alarmingly little fuss.

    The power pack in the 208 is a superb piece of engine. All the power of 208 horses comes in at 6000rpm while 300Nm of torque are there from only 3000rpm. This is puzzling because it does feel nearer 4000rpm when on the move. Change down a gear and then you find it at 3000rpm. The 6 speed gearbox has ratios that require chopping and changing. The throw of the gear shift is way to long in throw though. I’m sure a short throw shift could reduce the 0-60 time by 1/2 a second. It would also add to the already adrenaline fuelled eagerness.

    What was annoying was the boom from the exhaust at low revs and at 3000rpm on the motorway. The 208 suggests a gear on the screen and should you wish to get optimal fuel economy it might make sense. Ignore it, take it up another 500 rpm from the 1900rpm when it suggests and you will enjoy the exhaust note. Or keep it in 5th gear until you really need sixth and the boom vanishes but the fun and snappy throttle responses remains.

    I want one. I don’t think I would tire of it with its hard ride either. In this stripped down form it does what a car should do and that is allow YOU to drive it by human thought and not the computer. I almost forgot, it returns pretty good fuel economy too.

    Likes
    Price
    Very intimate
    No frills just thrills

    Loathes
    Some finishing details are poor
    Long throw of gear stick
    Boom from exhaust at low revs

    The Lowdown
    Car – Peugeot 208 GTi Peugeot Sport edition
    Price – £22,595 (as tested)
    MPG – 35.3mpg (combined)
    Power – 208 bhp 6000 rpm
    0-62mph – 6.5 seconds
    Top Speed – 143 mph
    Co2 – 125 (g/km)

    Find out more http://www.peugeot.co.uk/

  • CAR REVIEW | Nissan Pulsar Tekna DCi 110

    I can’t believe I am going to say this, however despite its relative absence on the road, the Pulsar isn’t that bad a car. Manufactures don’t really make dreadful cars anymore, they just make them indifferent to others that supposedly set the benchmark.

    CAR REVIEW | Nissan Pulsar Tekna DCi 110

    There were some perceived flaws with the Pulsar that I had from the start. It’s not as well thought out in terms of toys as in the Qashqai. I was expecting more. That said what I was given satisfied my needs.

    Ok so it doesn’t sound great from the start but stick with it and the Pulsar will get better. For passengers, there is an abundance of room. The rear seat leg room with me behind the wheel cannot be matched in this class. Even cars in the next class up will struggle to match it. If I were given the chance of shotgun with the driver or lounging in the back I’d opt for the rear seat.

    Up front as a driver you are offered a few touches of norm for this kind of car. The displays can be altered according to what information you require. The econograph was quite fun to play with. At one point I had the 1.5 DCI 110 humming along to an estimated 74mpg which I think is quite impressive for a car this size. Admittedly that was at a leisurely 62mph with the cruise control on. The average managed over the 200 mile test was 54mpg with my best being 67. I can’t however credit that to the nonintrusive stop start system that saved me 0.20gm of CO2. If you spend more time in traffic you could save more.

    Another nice touch is the easy to use satnav that actually gives you the option to use daytime colours at night and adjusted brightness to suit. I could kiss Nissan’s engineers for this. And this is the thing with the Pulsar, it is some of the little things that make it a better car.

    Sadly the Pulsar suffers two of my pet hates which are poor switch gear illuminations on the doors and pointless carbon fibre trim. This time the trim that gets a mention in the spec sheet is below the rear bumper. Park the car in such a way that you don’t have to look at this and all is good in the world. Goodness also comes in the padding on the door armrest. It’s as soft as a pillow. Boney elbows will not complain. In fact I doubt anyone will moan about the driving position in the Pulsar. It’s all very Nissan and all very matter of fact to the job it has to do.

    Take to the controls and you will see why Nissan has always been easy to drive. In the past they have been a bit woolly, a bit learner driver and tended to appeal to the beige brigade. The gear change is wrist flicking quick and the clutch, while not being the lightest, has a very short pedal travel that further quickens changes both up and down the 6-speed box. If I have one criticism here is that the gate is very close together and until I had learnt to gauge its feel I was slipping it into the wrong gear. 4th became 6th and at one point 5th being 3rd. Thankfully the engine tolerates a lot of revs.

    The steering was nicely weighted. It felt heavier than a lot I have tried but this wasn’t a problem. Again for me, it is these little differences that made the Pulsar likeable.

    What was puzzling was the handling. The traction control system thwarted any kind of fun but pushed hard it could get a little crazy at times, yet switching it off and its road manners improved. It went from a disco bunny on poppers to Kylie to meeting your mother at church on Sunday when switched off. It would kick in when it felt it was at its set limits but the improvements in handling were noted for the better.

    Another nice touch was the stereo increasing in volume as the speed increased and instead of a little, it was noticeable and I liked that. And then there was the 360-degree parking cameras. If you are from the Grand Theft Auto generation that played it from the over the top view you’ll appreciate this. Why more cars don’t have this I do not know. It takes some time to get used to it and what it is interpreting, though once mastered it made for ease of parking without really having to look in the mirrors.

    The nice to use Pulsar is a difficult one to sum up and here lies the problem. It does nothing that makes it stand out from the crowd. It doesn’t annoy you in any way. It’s like a faithful friend who listens to your problems, rubs your shoulders, soothes your elbows and then drives you to get cheesecake. It will never leave you standing alone at the disco. If only it could have some drama to excite it, it might just start to be a major player in this sector of the market.

    Likes

    Price

    360-degree camera

    Rear seat space

    Loathes

    Lacks excitement

    Rear cargo area doesn’t flatten

    Bit austere inside

    The Lowdown

    Car – Nissan Pulsar Tekna DCi 110
    Price – £ 22,245.(as tested)
    MPG – 78.5 mpg (combined)
    Power – 110 bhp
    0-62mph – 11.5 seconds
    Top Speed – 118 mph
    Co2 – 94 (g/km)

  • CAR REVIEW | Mazda 3 1.5 105ps Sport Nav Diesel

    Think Mazda and you instantly think Wankel engines, RX8, MX5 and porridge.

    CAR REVIEW | Mazda 3 1.5 105ps Sport Nav Diesel

    Mazda has a lot riding on their new Mazda 3 model and after my enjoyment with the MX5 l had high hopes for it too. Like other Japanese manufacturers, they changed the way cars were built in the 70s when reliability on a cold wet morning was more important than looks and parts availability across Europe.

    40 years later does the offering from Mazda still do today what the 323 from the 70s did back then?

    The 3 has grown up with the rest of the class reasonably well. Mazda have always made a good solid mid-sized family car that appeals to everyone but the young. They have never had that “go get ‘em” look. From behind it morphs into an everybody every manufactures hatchback. And this is a shame because the front is very bold and striking. The grill opens wide like a gaping mouth ready to eat all those in front of it. When everyone is making their shapes smooth and round, Mazda come along with a mixture of sharp edges and contoured flicks that blend it together. And then they slap the licence plate right in the middle of it all.

    The overall feel of the Mazda 3 is of one that is well put together. Everything works with a mildly notched smoothness that allows the senses to know where a certain switch is unlike some out there where the fluidity of the switch gear feels too floppy and loose. The standard centre control knob that allows for movement around the heads up infotainment system works well. So well that it is pointless trying to use the touch screen. Its reactions to inputs are either overly sensitive or  not working at all. At one point I thought I was going to push my finger through the screen! On the move it doesn’t allow the touch screen to be used anyway.

    Sadly it doesn’t get any better the further you dig inside. The cabin lacks so much of the expected norm these days like illuminated window buttons and door handles apertures. Scrabbling for window switches and mirror controls literally went out in the dark ages but still, Mazda feel there is no need for this touch of expectancy. And then there is that ruddy awful carbon fibre trim! I disliked the stuff in the 2000s and it is now out of date on a 2016 hatchback. Mazda though seems to love it and fit it to most of their range.

    There are other areas where the Mazda 3 falls flat on its face in the interior and that is around the column stalks. The moulding lines are more clear than on a plastic toy in a Kinder egg. It gives you in one hand and then takes it away in the other. There is great opposition out there in this segment that the Mazda 3 has to take on and it is cost cutting bits like this that kick it to the ground.

    Thankfully the engine and dynamics underneath can more than makeup for this give and take interior. The diesel engine is a wonder of refinement. The smoothness in the 1.5 DOHC 16 valve engine made me question on more than one occasion if I was actually driving a soot wagon. It pulls from the moment you’re on the move too well beyond its maximum in power. Its behaviour more reminiscent of a petrol engine. All this smoothness then came with the added bonus of a possible combined 74.3mpg economy and it got better and better with its well spaced 6-speed manual gearbox. All the actions were light and positive. The seating was beyond ‘just’ right that it made for a driving position that fitted the car to you with no compromises. This made the Mazda 3 feel right.

    The fittings of what held the wheels to the body have such positivity that it feels this is where the pocket-money of the Mazda engineer has been spent. Don’t be fooled into thinking the “Skyactiv” sticker is anything to do with wi-fi, Bluetooth or other such entertainment add-ons. It’s all to do with the construction. It’s a lightish car with a taut body. And this adds extra handling characteristics to aid the driver. Sure it would roll in a corner and you would pull off the power before it would with the traction control system. The back could become mildly wayward if you pushed it hard or did silly things like backing off the power abruptly mid corner but you had to provoke like a stick to a snake for this to happen.

    The Mazda 3 isn’t such a bad car. It has failings in many areas mainly inside but on the bits that make it go it does it so very well indeed. As a car to clock up the miles you could do far worse than this. It will take you from A-Z with a willingness to visit P-Q-R and S just for the fun of it on the way. For a car that will satisfy your desire in terms of making you feel special, it misses the target so badly. And that’s a shame because it has the potential to be so much more than it is allowed to be. Thanks, Mazda.

    Thanks, Mazda.

    Likes

    Driving dynamics
    Engine
    Refinement

    Loathes

    Carbon Fibre trim
    Some cheapness in places
    Lack of cabin illuminations

    The Lowdown

    Car – Mazda 3 1.5 105ps Sport Nav Diesel
    Prive – £22,485 (as tested)
    MPG – 74.3mpg (combined)
    Power – 105 bhp
    0-62mph – 11 seconds
    Top Speed – 115 mph
    Co2 – 99 (g/km)

    Find out more at www.mazda.com

  • CAR REVIEW | Citroen C3 Exclusive PureTech 110

    Bettered with Time Like Wine 

    ★★★★

    Citroen came to me and said “take your pick of our current range of motor vehicles” so l opted for the C3. For a start, the C3 has been with us for 14 years and l wondered if during that time the C3 as l remember it, had got better to still justify it as a viable supermini in today’s current crop of little city runners to the buying public.

    The original C3 was frightful. I have driven several over the years and if it did give you feelings they were of gratitude that you got to your destination and were able to walk away from it. It wasn’t that it was a bad car but it was so very cheap in every way and not very engaging. So has it got any better?

    It sat parked in the work’s carpark all bright and purple on shiny 17” alloy wheels lost in a myriad of great machinery we had on that day. We called it the Bruise but it gave you anything but a bruise. It bristled with verve on its little 3 cylinder 1.2cc turbo engine. I usually have a problem with 3 pot engines, in that they resonate and jerk around in such a way that I get motion sickness. None of this was evident in the 200 miles I did shooting around the world of Surrey in my purple machine. From low expectations, they rapidly rose with every mile I took to where it excelled itself.

    There is a lot of praise to be thrown at the little Citroen so I’ll start with the negatives first. Firstly the rear door openings are small for that of a car its age. Getting in and out isn’t a problem for anyone small like a child. The more rotund of us will complain and then there is poor headroom. Despite its high sides there is limited height in the back for anyone 6 foot and over. And that is my only real complaint which for a car that has seen developments and 3 facelifts over its 14-year life is quite good.

    Today in Britain want our cars with a Germanic ride, all taught and poised. Sadly this transfers into the cabin as harshness on the ride. True to say this is no roly-poly Citroen from yesteryear but the ride is compliant and smooth giving no cause for bruises on the bottom. And the handling is fun – though sadly hampered by an over sensitive traction system that kicks in too readily even when switched off. However, what it doesn’t take away from you is the fun of torque steer when all that power of 151lb.ft torque is applied to the front wheels from a lowly 1500rpm.

    It’s a hoot to drive. Mind your step though because that little engine will propel it in a forward motion to 60 in 10.6 seconds at a great alacrity that you will get points on your licence!

    The rest of the performance figures are impressive too. It loves to rev and at 5500rpm it is pumping out all of its 110bhp. Used in the way that the C3 allows itself to be motored it will kick you in the nuts at the pumps. The urban cycle of 47.9mpg is impressive but you have to drive like the boot is full of eggs to get it. The higher 30’s is where I got it to while enjoying its rapid ability. l don’t doubt the 60mpg combined figure Citroen state if used at its torque maximum.

    The fit and finish have been greatly improved. It wasn’t the flimsy C3 I remember. On this model, we get handsfree Bluetooth connectivity that once mastered for it will ask for your PIN number first it works quietly away in the background. In operation, it was clear to use and couldn’t have been any simpler. We also get a reverse camera with guiding lines and the stereo will only mute a notch if the sensors go off. It also had leather seats that while not Aston Martin in quality was up to spec for a top of the range supermini.

    The dashboard layout was totally logical and everything fell to hand. What was poor was the glovebox. It is only half the width of the draw. Thankfully you won’t need to put your satnav in there when you park up because it has one built into the infotainment system. Again it isn’t the best out there but l was able to find another route from the garden centre that l didn’t know existed because of the clarity of the screen and colours. I’ve only lived here for a year and it takes a 14-year-old car full of new tricks to show me. And it coped well with that trip to the garden centre. The tall Caprea Kilmarnock fitted nicely laying down and soil spilt was hoovered up without fuss from the hard-wearing carpets.

    And that is that. The C3 like all things French has got better with age. It will never have the lustfulness that the DS3 has but then again it doesn’t carry a £4000 premium for 2 fewer doors. And does it still manage to be a viable proposition to those on the lookout for a city runner? Yes, it does. The range starts at £11000 and rises accordingly. The model I was given was the flagship in the range and its price isn’t cheap. If it was more reflective of its ageing design and in view of the newer crop of little wonders out there I would have given it 5 stars.

    Likes

    Build quality

    Ride

    Specification and equipment

    Loathes

    Limited room in the rear

    Glovebox

    Some quality issues with paint in the door shuts

    The Lowdown

    Car – Citroen C3 Exclusive PureTech 110

    Price – £17,009 (as tested)

    MPG – 60.1 mpg (combined)

    Power – 110 bhp

    0-62mph – 10.6 seconds

    Top Speed – 118 mph

    Co2 – 107 (g/km)

    Find out more from Citroen.co.uk 

  • CAR REVIEW | Fiat 500X 2.0 Multijet 2 Automatic Cross Plus

    ★★★ | Fiat 500X | 500 x 500 = BIG

    Since I was a child I have always liked Fiat. I am sure one of the first words from my mouth was Fiat. I like them so much my personal fleet consists of an X1/9 and a Tempra and until recently we also had a 500 Pop. Fiats do something to you that not many other manufactures can. It could be that Fiat have always been a bit of an under dog; making well thought out cars, but somehow not executing the product to the same standards as those from Germany.

    There is an illogical passion behind every Fiat owner.

    The Fiat range has sadly become all about the 500. Launched almost decade ago Fiat now list 3 variants in their 5 car line up in the UK. There is a now a 500 for everyone’s’ needs. I had thought that Fiat, my once great love had lost their way, so when I was offered the chance to look over the 500X I didn’t refuse. I even washed my hair for the occasion.

    You give it a name and you pat it when you park it up at night. It’s become a thing to touch and more than just an item to behold.

    The 500X is more than just a larger version of the 500 with 5 doors, a lot more space and all for an extra 70 cm in length. Sadly it lacks the tactility of the little 500. You can’t fault the exterior looks. Fiat have done a great job in making something small keep its visual pleasures in this bigger model. The inside however on this model just tries too hard to do a job that it can’t on such a grand scale.

    It has 500 touches but the tactility of its smaller family member are lost in great masses of black plastic and dull fabric colours. What I am trying to say is it’s too dark inside. That said, it is well put together.

    As you would expect from a small sport utility vehicle type of machine, the ride would be compromised. The fact that this shares the same platform as the Jeep Renegade that l liked so much, I was sure I would have been able to write exactly what I did for that. I can’t. Unlike its Jeep sibling, the 500X rode with a much softer ride.

    The 500X felt very much more like the urban runaround with pretensions to go off the beaten track. You couldn’t fault the ride and handling. It was reassuring on the road and handled the road far better than some SUV’s l have tried. I would even go as far to say that the extra weight in the rear also helped plant it better on the road thus helping its handling over many front wheel drive cars with fatter lower profile tyres.

    The package is different too; with some of the FCA software working better in the 500X than the Jeep. Lane assist for one seemed to work more fluently, detecting even the worst painted line and making corrections where needed. Though it is not to be used as an autonomous system, it managed an S bend I use with frightening ease.

    The 9 speed automatic gearbox was faultless with its silky smooth changes. The torque curve of the engine often making the car change 2 gears at a time which caused no noticeable problems. To be honest there were times when I had no idea what gear it was in and never felt the need to shift manually.

    However this all changed when you selected ‘Sport’ mode. l like most sport modes. They alter the throttle responses and stiffen the steering but on the 500X it was best to keep it in normal for town and traffic. Quick blasts out-of-town also saw it seldom used. All that low down torque of 258 lb/ft at 1750 rpm means it’s ready to go flat-out in the right gear with no fuss. Sport holds on to the gears for too long making the engine work harder than it should and for no gain in forward momentum.

    Normal mode was just perfect for every situation I found. What was nice though was the ‘off-road’ option. Despite not taking it truly off-road we did manage to find a quagmire of a pit. We pointed the 500X at it and let it do the magic. At one point I did think we had got stuck. Then out of nowhere you felt the little car clawed its way to freedom. In the end we decided to try it several times. The event needed The Great Escape soundtrack.

    At the end of the day you buy a car like this to do a job. It’s not the kind of car you wake up one morning and think “I must buy a 500X because I want one” and this quandary had me puzzled for I spent many hours thinking what it was. It’s a 500. They look cute and this one manages to hold aces over the little 500 with all that extra room for 5 and the added ability to go where you like. And with that in mind you can’t really wish for more.

    If you were to buy one, spec it up appropriately to suit your needs. For the price of the 500X I had it had all I would have wanted for a tad more than I would have wanted to pay. There are 17 combinations available at present for the 500X and with prices from £15,000 to £24,000 so there is a 500X out there to meet your needs as well as mine whatever those needs might be.

    Loves

    Build quality

    On/off road ability

    Looks

    LOATHES

    Price

    Dark interior

    Sport mode

    LOWDOWN

    Car – Fiat 500X 2.0 Multijet 2 Automatic Cross Plus

    Price – £25,935 (as tested)

    MPG – 51.4 mpg (combined)

    Power – 140 bhp

    0-62mph – 9.8 seconds

    Top Speed – 118 mph

    Co2 – 144 (g/km)

    Find out more at http://fiat.co.uk 

  • CAR REVIEW | Jeep Renegade 2.0 Multijet 2 Trailhawk 170bhp

    Chunky Monkey ★★★★

    Love it or hate it, the Jeep Renegade is here for you. And I am glad Jeep have been bold enough to make it this way. The compact Sport Utility Vehicle crossover market is awash with similar looking choices except for the Nissan Juke and now Jeep have entered the market with something different. I was granted a week’s worth of play in the new Renegade 2.0 Trailhawk.

    Jeep have gone out of their way to remind you that you are in a Jeep. Company logos are everywhere. It’s on the speaker grills, boot trim and there is even a little Willy’s Jeep silhouette on the windscreen. They have even made it an integral part of the rearview mirror units sensor housing. It also reads Jeep on the door mirror glass. It’s this attention to detail that stands out on the Jeep and shows the passion Jeep have given into getting it right on this new model.

    Their passion is further evident in the build quality. Everything feels very solid like you should expect in a Jeep but has for sometime been missing. A pleasant surprise is discovered when you realise that the Jeep Renegade is built in Italy. Parent company Fiat have finally taken building cars seriously. The Teutonic class masters had better watch out!

    To some the looks are a bit marmite. You either love it or loathe it. You can’t take away the fact it is quite square in shape despite the designers adding some curves in the panels and giving it a face. Even the wheel arches, clad in handy body protecting plastic, are square in shape. The windows are square. Even the boot opening is large and square. Its rugged looks are magnified by some retro take on the proportions and big exterior trim like the door handles. Choose your colour wisely though. The red mine came in was quickly renamed “The postman Pat Van” at work. And check out the options because there are enhancements available for that face.

    With any compact SUV with the ability to go where you want, there has to be some give and take in the ride or handling areas. Thankfully the ride wasn’t as harsh as you first thought it was. On first acquaintance with the Jeep it wasn’t as squidgy as an old Cherokee. It was as firm as the class leaders in this segment. Once I had covered a few miles I noticed it smoothed out the road quite amiably and no harsh thuds or trim rattles were evident and the heated electric seats are comfortable. What it couldn’t do was live up to the Sport in SUV. The all-weather tyres did scrabble for traction when thrown into sharp corners. The handling is safe and predictable with no bump steer evident and almost no body roll at all.

    There are plenty of 4X4 options available for you to select on the centre console. There is a solution for every surface if you so choose or leave it to work it out itself. With all its heritage there is no doubting that the Jeep would be able to take you as far away as you’d like off the beaten track.

    Sadly the fine build quality is a little lost on engine refinement. It’s not a quiet engine. It gets quieter when it gets warmer and when it is in its stride on the motorway it settles down to an inaudible hum. The smooth-shifting 9 speed automatic gearbox making changes low down keeping the engine revs around peak torque performance for when extra grunt is needed. In traffic and when the stop-start stops it, you know about it. A little more padding on the bulkhead and bonnet would sort this out to great effect. What did surprise me was those all-weather tyres bringing absolutely no road noise into the cabin. Any boxy vehicle with this amount of cabin space is almost always susceptible to a little bit of rumble. You would have to drive with square wheels for it to become an annoyance, especially in the back.

    It doesn’t lack back seat passenger space but it does lack things to do. One passenger I had complained that there was nothing to do except look out of the full-length panoramic sunroof. I’m glad she found enjoyment in this £1100 option. Sadly, in this case, the square shape of the Jeep does make it unbearable to have open over 30mph. Thankfully the driver is not bored. The driving position is commanding in location and all viewpoints were clear, the large windscreen posts were not intrusive into the forward view. The facia layout was very clear and setting up the features as fitted to this model were made easy from its steering wheel buttons and heads up display. The comprehensive infotainment system was simple to use and comprehensive. I don’t know if it was intended as a bit of fun but the poo coloured mud splatter on the rev counters limit area was the butt of endless jokes.

    The £200 LaneSense option is worth having. Unlike some systems, it either over-assisted or stiffened up when driving between lanes unless you indicated first. For a relatively new system to me I have to say that the Jeep’s worked well, however for something that could have the potential to save lives if one was to nod off at the wheel, it automatically switches off if it detects no hands on the wheel.

    Running costs for such a vehicle are quite easy to live with. It arrived to me managing 39.9mpg. I had managed to get that down to 37mpg with my usual mix of driving and then back up to 39.8mpg when it was returned thanks to a trip to Birmingham and back.

    There are a few niggles about the Jeep I would like improved but there was nothing that made me wish I was driving something else. As mentioned the engine noise ruined an otherwise nice driving space and if it wasn’t for the sunroof, the cabin would be a bit dark. Would l have one? Yes but not in red!

    Likes

    Build quality

    Driving position

    Rugged Jeep looks

    Loathes

    Engine noise

    Dark interior

    Noisy alarm on/off activation

    The Lowdown

    Car – Jeep Renegade 2.0 Multijet 2 Trailhawk 170bhp

    Price – £31,765 (as tested)

    MPG – 47.9mpg (combined)

    Power – 170bhp

    0-62mph – 8.9 seconds

    Top Speed – 122mph

    Co2 – 155 (g/km)

    Find out more jeep.co.uk

  • CAR REVIEW | Mercedes-Benz CLA Shooting Break

    The Mercedes-Benz CLA Shooting Brake is a bit of a mixture. Based on the A-Class Hatchback, the normal CLA is a four-door saloon with the swooping roofline and dramatic looks you’d expect from a coupe. So what does the Shooting Brake bit mean? This is an old term that has come to mean an estate car that puts style on an equal level of importance to practicality. Think of it as a four-door coupe with room for a short dog.

    From the windscreen forward, you can clearly see the Shooting Brake is based on the A-Class; not necessarily a bad thing. From the windscreen back, the roof sweeps gently down as it approaches the tailgate which itself is heavily raked. Despite this and a narrow opening, there is a decent amount of space in the boot however back seat passengers may feel a little claustrophobic. Taller occupants in the rear may feel their head brushing against the roof too.

    Up front there are no complaints. Despite this being towards the lower end of the Mercedes range, fit and finish is excellent with everything laid out in a logical and easy to understand manner. Some may find the steering wheel column mounted stalk that controls the seven-speed automatic gearbox a little odd (it took some getting used too), but this is normal for Mercedes.

    Not only is the interior well put together, it’s a fantastic place to spend time in. Even after a few two hour journeys with plenty of traffic, I was still more than happy to jump back in the Shooting Brake. The infotainment system proved easy to use with its rotary controller although it could be a little slow to respond to inputs at times. The menus were clear and attractive while the sat-nav worked faultlessly though.

    A range of petrol and diesel engines are available but I decided to try the most powerful diesel, the 220 d. It’s the same size as the lower powered 200 d at 2.1 litres but here produces 175 bhp to give a brisk 0-62 time of 8.3 seconds. Coupled to a fast acting seven-speed auto, it felt a lot quicker than those numbers suggest. Not only was it quick, it proved capable of around 50mpg on a long trip if you were careful with the throttle.

    It was under gentle loads the diesel engine felt most at home. Should you demand hard acceleration, the gearbox could sometimes prove a little too keen to change down a few gears revealing a coarse edge to the diesel motor. It was pretty loud too. There was a ‘sport’ mode but this tended to leave the car in too low a gear which exacerbated the problem. In the end I just left it in ‘eco’ and enjoyed the low to mid-range torque rather than let the engine rev.

    As for the handling, the Shooting Brake cornered quickly with little roll but never felt like it was happy to be hustled along. Ride comfort was good on smooth motorways but elsewhere it was less impressive. Despite being fitted with the smallest available wheels, rough surfaces and big bumps caught the suspension out causing a rough ride. I would have happily traded some of that roll resistance in corners for a softer ride.

    There’s a lot to love about the CLA Shooting Brake. It’s a good looking take on the estate car while the interior really is quite special. That Mercedes could combine such potent performance with a lack of thirst is impressive too. Unfortunately, while I could live with the narrow boot opening and occasionally noisy engine, the tuning of the car’s suspension really lets it down. At nearly £31,000 before options, it’s also pretty expensive. Even so, I’d still be tempted.

     

    LOVES

    Looks

    Economy

    Cabin ambience

    LOATHES

    Expensive

    Noisy

    Crashy ride

    LOWDOWN

    Car – Mercedes-Benz CLA 220 Shooting Brake

    Price – £30,930

    Power – 175bhp

    0-62mph – 8.3 seconds

    Top Speed – 142mph

    Co2 – 108g/km

    Find out more at Mercedes-Benz