The festive season is upon us and travel around the country to visit loved ones, some not so loved ones and family is but part of it for most.
Category: Motoring
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CAR REVIEW | Volkswagen Beetle Cabriolet 1.2 TSI
The Volkswagen Beetle has been around for over seventy years now with this being only the third all-new variant. ★★★
Although the original Beetle soldiered on until 2003 in Mexico, we Europeans got the second generation car back in the late nineties. Whilst that traded on the rounded, cutesy looks of the original, it was considered way too feminine for many. Volkswagen looked to change that with this third generation car we first saw back in 2011.
This model saw a few of the curves squared off while the roof line was dropped significantly to give it a more coupe-like profile. Naturally, if you really wanted to get the roof low, there was always the convertible we’re looking at here. The third generation of Beetle is available with a wide variety of petrol and diesel engines ranging between 1.2 and 2.0 litres. In this instance, we’re looking at the entry-level petrol version hooked up to the seven-speed automatic gearbox.
You might think a 1.2-litre engine may seem small for a Golf-sized cabrio but a turbocharger gives performance that is more the adequate 90% of the time. Only when pulling onto a dual carriageway with a particularly short slip road do you feel like more power is needed. Slow your pace a little and the engine always feels willing, never seeming to struggle with inclines as some smaller engined cars do. The quick shifting and buttery smooth automatic gearbox helps greatly. There are steering wheel mounted paddles to shift up and down, however, I think I used them once.
The main reason for leaving it in auto mode is that spirited driving is not the Beetle’s forte. Not only does it take nearly 12 seconds to reach 60mph, it’s never particularly entertaining around corners either. Sure, there’s prodigious amounts of grip but it never feels overly happy being thrown about. There’s precious little feedback from the steering and the suspension has most definitely been set up for comfort not cornering.Don’t get me wrong though, it’s unlikely you’d ever buy one instead of a sports car so why should it handle like one? Driven at a more leisurely pace you can enjoy the supple suspension ironing out bumps, let the gearbox shuffle through the gears and marvel at the lack of creaks and groans coming from the car’s structure. You’d expect some floppiness from hacking the roof off but the Beetle remains pleasantly stiff even up the roughest of roads. As an added bonus, you can raise or lower the roof at up to 31mph too.This feeling of quality permeates throughout the cabin with every button, stalk and switch operating with the kind of well-oiled precision the Germans do so well. Body coloured panels inside also help lift the interior and hark back to the original Beetle. The optional infotainment system as fitted to our test car proved easy to use with little to no lag plus great sound quality from the upgraded Fender sound system. This car also had Apple CarPlay and Android Auto for even greater Smartphone connectivity.
For me though, the most important option by far was the heated seats that came as part of a winter pack. Being able to open the roof on a clear yet bitterly cold morning with my back and bottom being gently toasted as the sun rose was a real highlight of my time with the Beetle. Tempting as raiding the options list is, care is needed. All in all our test vehicle had over £3,000 of options fitted pushing the price up to over £26,000. Over £1,200 of that was on the audio and infotainment system alone.Another downside is reduced practicality thanks to the convertible roof. Gone is the wide-opening hatchback and instead is a small boot-lid that can make unloading objects deep in the luggage compartment tricky. I would also recommend giving the rear seats a try before you buy. I’m sure they’re fine for occasional use but I found them to be very upright and not overly comfortable. Headroom was fine even with the roof up but then I am less than 5’ 4”.
There’s a good chance that your decision to buy a Beetle Cabriolet will come down to one thing, the looks. At around £1,000 more than a more practical Golf Cabriolet, you really need to love the styling to pick the Beetle over it. If the Bug does take your fancy, then it’s an undoubtedly well-made and comfortable cabrio that is certainly a little different. Thrill-seekers should look elsewhere, however.
Pros
Premium feel
Comfortable
Smooth auto gearbox
Cons
Could do with a little more power
Cramped rear seats
Can get pricey with options
The Lowdown
Car – Volkswagen Beetle Cabriolet Design 1.2 TSI
Price – £23,070 (£26,375 as tested)
Power – 105hp
0-60 – 11.7 seconds
Top Speed – 111 mph
Co2 – 127g/km
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MOTORING REVIEW | Porsche: We’ve Never Had It So Good
When the Gay UK received an invite to the Porsche experience l jumped at the chance and on a cold and frosty Monday morning l headed to Silverstone not really knowing what to expect other than testing 3 new cars that had been launched.
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CAR REVIEW | Mini Cooper S
It seems barely believable that the first ‘new’ MINI was launched fifteen years ago before going on sale in 2001.
Since that car’s introduction, we’ve seen the release of cabriolet, coupe, roadster and even crossover models with the iconic nametag. At the core of the range has always been the three-door hatchback, something which isn’t changing any time soon. All the more reason to look at this model, especially in potent Cooper S guise.
Now on its third generation, the MINI has grown in all dimensions when compared to its predecessors to give improved safety and more room inside. While lesser models have shrunk in the engine department, the Cooper S now has a 2.0 litre turbocharged engine under the bonnet. Unsurprisingly power and torque are increased although not at the expense of fuel economy according to MINI.
From the outside, the new model is unmistakably a MINI. Although it may have puffed-out cheeks and rear lights that look too big for the tail of the car, it’s still a cute little thing. Being a Cooper S, there are twin tailpipes out back, a jutting front spoiler and of course a letterbox air-intake on the bonnet. Inside will be recognisable to many as well; there’s the familiar circular theme running through the interior along with the usual row of toggle switches.
It all feels more premium than ever before inside especially if you start opting for some of the swankier trim pieces. One option I’d definitely recommend is the head-up display that projects your speed, sat-nav instructions and other information directly into your line-of-sight. Anything that lets you keep your eyes on the road is a good thing in my book. I loved the rotary controller for the infotainment system too, much easier than a touchscreen. While it may be bigger inside, the boot is still on the small side while taller adults may be cramped in the rear seats.
Not that you generally buy a MINI for practicality of course. Alongside those retro looks, you’ll probably be drawn to the driving dynamics the brand has always prided itself in. Despite the increase in size, the Cooper S still proves a playful companion on a country road, especially with the driving mode dialled round to ‘sport’. There are also ‘mid’ and ‘green’ modes for when you want to drive normally or as fuel efficiently as possible.
It’s with the Cooper S in ‘sport’ that it really comes alive though. Throttle response is sharpened to allow you to tap into all 192bhp with ease while the exhaust makes some fantastic pops and crackles when you come off the throttle. The steering may not be as communicative as older versions but it is precise and well weighted. Handling is neutral but ultimately safe although there is still noticeable torque-steer at times. Overall I found it to be huge fun though.
It isn’t all good news however. On top of the small boot, it can get expensive; you can easily spend over £25,000 with a few choice options ticked. While the MINI comes with a decent amount of standard kit including air-con, a Bluetooth connection and even a digital radio, many will want to spend more to get sat-nav, bigger wheels and other items to personalise their car. Economy won’t be brilliant with the Cooper S either; enjoy yourself and expect to average a low 30’s mpg figure. This is at least on par with other similar hot hatchbacks.
In summary, the MINI is still a more style-led choice of hatchback than a Ford Fiesta or even Audi A1 for example. While it may not have quite as much space as many rivals and can become expensive quickly, it’s impossible to dislike once you’ve spent a decent amount of time behind the wheel. Not only does it drive well, the interior is well made and attractive too. It’s also worth remembering the One and Cooper models are cheaper to buy and run should you not be interested in going quickly. If you’re searching for a supermini, the MINI has a lot going for it.
Pros
Handling
Interior quality
Infotainment system
Cons
Inflated looks
Small boot
Gets expensive with options
The Lowdown
Car – MINI Cooper S
Price – £18,840
Power – 192bhp
0-62mph – 6.8 seconds
Top Speed – 146mph
Co2 – 133g/km
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CAR REVIEW | Renault Captur Dynamique Media Nav
The Renault Captur is proving a popular choice amongst those after an alternative to a common-or-garden hatchback.
Based on the same platform as the Clio supermini, it’s a similar length but both wider and taller. Engines mirror the Clio range with 900cc and 1.2 litre turbocharged petrol engines along with a 1.5 litre diesel on offer. It may be competitively priced but is it any good?
First impressions are positive; the exterior is smartly styled with an attractive take on the Renault corporate ‘face’, nicely sculpted sides and pert rear. There’s even the option of a contrasting roof and coloured highlights on the wheels for those that want to stand out. The Captur may ride higher than the Clio it’s based on but don’t think it has any off-road ability. There isn’t even the option of four-wheel drive.
Move inside and everything is laid out pretty sensibly apart from the switch to toggle between the cruise control and speed limiter; this was unhelpfully between the front seats. Still, the heater controls are easy to use and the infotainment isn’t mounted too far down the dashboard like some rivals. It’s not overly exciting but it is attractive enough, especially with the piano black trim and body coloured highlights of higher trim levels.
The Captur is practical too, the boot is a decent size and the seats naturally fold down. Cleverly, they also slide back to give rear passengers more legroom albeit at the expense of carrying capacity. It is however in the cabin where the Captur’s cheap price really shows. Closer inspection reveals acres of hard plastic while the infotainment system looks exceedingly dated compared to rivals. It works well enough though.
On the road, the Captur proves a comfortable companion that only got caught out by particularly rough surfaces. Not only could it deal with bumps well, it resisted wallowing too. You’d never call it engaging though; the steering provided little to no feedback as to what the front wheels were doing and I couldn’t turn off the traction or stability control. Although that may not be of too much concern to many of you, I found the traction control cut in far too quickly leaving you accelerating out of junctions far slower than you’d expected.
While it may sound like there’s too much power for the chassis, that isn’t the case at all. Initially, the 1.5-litre diesel seemed quite punchy around town but this feeling soon disappeared on the open road. Despite a quick and enjoyable gearchange, a 0-62 time of 13.1 seconds means getting up to motorway speeds can be a bit of a chore and a noisy one at that. Economy hovered at just under 50mpg on a mixture of roads. Not bad at all for a real world test if somewhat below the official figure of more than 70mpg.
Still, the Renault does have price on its side. Even before discounts, you can pick one up new for a little over £14,000 which is very competitive indeed. Opt for a decently specced mid-range model and you’ll still be looking at under £18,000 for a vehicle with air-con, sat-nav and cheap running costs. With that in mind, you can forgive a lot of the negative points of the Captur. It’s easy to see why it’s so popular, that’s for sure.
PROS
Inexpensive
High driving position
Looks
CONS
Slow
Cheap feeling interior
Dated looking infotainment system
The Lowdown
Car – Renault Captur 1.5 dCi Dynamique Nav
Price – £17,695 (£18,964 as tested)
Power – 110hp 0-62mph – 11.0 seconds
Top Speed – 109mph
Co2 – 98g/km
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CAR REVIEW | Vauxhall Corsa VXR – The Four Wheeled Hooligan. We Love It.
★★★★ | Vauxhall Corsa VXR
The Vauxhall Corsa is a familiar sight on UK roads; no surprise considering it’s the second best-selling car of 2015 with over 57,000 having found homes this year.
Although the majority of buyers will be drawn to the low purchase price, cheap running costs and smart (if inoffensive) looks, there’s a variant that adds something extra, excitement. Step forward the VXR.
Originally launched back in 2007 and heavily reworked along with the rest of the Corsa range at the start of 2015, the VXR takes aim at cars such as the Fiesta ST and MINI Cooper S. Compared to these, it looks something of a bargain at just shy of £18,000. That may be slightly pricier than the ST but it offers more power and a level of standard equipment higher than the cheapest fast Ford. For serious driver’s there’s also the optional ‘Performance Pack’ that’s fitted to our test car.
Regardless of options, the VXR comes with a muscular 205hp from the 1.6 litre turbocharged engine, enough for 0-62mph in a rapid 6.5 seconds. That’s almost half a second faster than the Fiesta ST and enough to make the VXR very entertaining. The engine is certainly effective but lacks the kind of aural fireworks that make for a truly great motor. It’s also some way behind rivals in terms of carbon emissions and economy. While I did manage 40mpg on a long run, my average for a week was nearer 35mpg. A heavy right foot can see this drop below 30.
Still, it’s unlikely you’d buy a hot hatch for cheap running costs. Of more interest will be how it goes round bends, an area the Performance Pack really helps with. For £2400, you gain bigger Brembo brakes, stiffer suspension, larger wheels with sticky Michelin Pilot Super Sport tyres and a race bred Drexler limited-slip differential.
Opt for the pack and the first thing you’ll notice is the suspension; those after a comfortable life should look elsewhere. In day to day use the VXR is very stiffly sprung and can get a little bouncy at times. The pay-off is fine body control when you’re going for it with very little roll and a neutral balance, a good thing considering the vast reserves of grip the tyres serve up.
For me it was the Drexler diff that made the biggest difference. Unlike electronic systems that simply slow a spinning wheel with a dab of brakes, this mechanical device prevents one wheel spinning by locking up making them spin together. Not only does this improve traction but it actively pulls the nose of the car into bends where a normal car would start understeering.
Eventually the nose does run wide but the amount of speed you can carry up to that point is incredible. The VXR may be fast and great fun to throw around but it’s never the most talkative of companions, you’re much more likely to have the wheel writhing with torque steer than sending gentle messages about what the road surface is doing.
Style wise, the VXR wants you to know how quick it is. There are gaping intakes and a chin spoiler up front, a faux diffuser and a couple of big exhaust pipes out back, side skirts, a big rear spoiler and 17 or 18” inch wheels barely hiding those big Brembo brakes. For real boy racers, there’s even a pack that adds carbon fibre effect flourishes to the grille and mirrors. If it were a person it would most definitely be wearing a tracksuit and chunky gold jewellery. It would be an attractive chav though.
The interior is dominated by a pair of figure-hugging Recaro seats (leather is a £1045 option) that along with the chunky leather steering wheel really set the scene. A leather handbrake grip and gearstick gaiter are nice additions although the gearknob itself was a bit too big for my dainty hand. The upper half of the dashboard is nicely finished in soft touch plastics with piano black and chrome trim helping it seem quite upmarket at first.
This illusion is somewhat undermined the first time you reach for the cheap feeling heater controls or feel the hard and scratchy black plastic that covers much of the doors and lower dash. This isn’t an expensive car however and you do get a lot of performance kit for your cash, with that in mind it’s just about acceptable.
Those wanting their hot hatch to be as practical as possible should bear in mind the VXR is three door only, While that undoubtedly helps the looks, the heavily winged seats don’t lean forwards very far making rear entry tricky. Space in the back isn’t terrible though and the boot is far bigger than you’d get in a MINI too.
To sum up, the Corsa VXR Performance Pack feels a bit like a four wheeled hooligan. The exterior styling is brash, it can be physical to drive and it’s a little rough around the edges inside too. On the flip side, it’s vast amounts of fun, fast and not too expensive either. If you’re so inclined, I think it would be an absolute riot on a track day and you’d probably surprise some more expensive metal too. Come and have a go if you think you’re ‘ard enough.
Pros
Exciting to drive
Good value
Looks like a hot hatch shouldCons
Coarse engine
Expensive to run
Could be more feelsomeThe Lowdown
Car – Vauxhall Corsa VXR Performance Pack
Price – £17,995 (£21,590 as tested)
Power – 205hp
0-60 – 6.5 seconds
Top Speed – 143 mph
Co2 – 174g/kmYou might also like:
Reviewed by Alan Taylor-Jones
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CAR REVIEW | Mazda CX 3
Mazda are one of the latest manufacturers to produce a competitor for Nissan’s popular Juke crossover. ★★★★
Called the CX-3, it promises a more upmarket feel inside and out when compared to the little Nissan or the Renault Captur. Beneath the distinctive styling is the platform of the Mazda2 supermini albeit without that car’s smaller engines.
While the CX-3 may be roughly the same length as the Mazda2, a more upright seating position gives noticeably more room front and rear along with a bigger boot. Even so, you wouldn’t want to cram three adults in the back for too long especially if they’re tall. Think of it as good for its size but bear in mind a similarly priced Skoda Yeti would give even more space inside.
The Skoda wouldn’t have quite the same level of style as the Mazda though. While the Yeti doesn’t look bad, the CX-3 is a handsome little thing (even in refrigerator white) that avoids looking like its trying too hard to be different like some competitors. Those looks are carried through to the cabin which proved to be a very pleasant environment to be in. There’s a good selection of high quality plastics and leather effect materials but a few too many hard and scratchy surfaces considering the £17,000 plus price tag.
The infotainment system is worth a mention though. The screen is touch sensitive but there’s also a rotary controller between the front seats similar to BMW’s iDrive system. It takes a little getting used to at first but proves much more accurate than prodding at a screen over bumpy roads. Menus are attractive and the sat-nav worked very well too; it all seemed a cut above systems from many rival manufacturers including premium brands.
While an unusually large 2.0 litre petrol engine is available with two power outputs, I selected a 1.5 litre diesel to test. This 105hp unit will likely be the volume seller of the range thanks to its combination of punchy performance and the promise of over 70mpg in front wheel drive guise. Four wheel drive is available but you really need to ask whether the economy and emissions penalty is worth it. Unless you live out in the country or down the end of a farm track, I’d argue it isn’t.
You might think 105hp isn’t a great deal of grunt but then the CX-3 doesn’t weigh a vast amount; this means 0-62mph takes just 10.1 seconds. It never feels fast but then it never wants for more power either. There’s plenty of grunt from low in the rev-range which makes for easy-going progress on motorways too. As with all cars these days, you won’t be matching the official fuel consumption figures but I still managed 50mpg over around 300 miles on a mixture of roads. I don’t hang about either.
Unfortunately, handling proved to be a bit of a mixed bag. There’s a fair amount of body roll but it always feels keen and willing to entertain around corners. Over long undulations at speed it feels quite soft and wallowy which lulls you into thinking this will be a comfortable car. Unfortunately over more pronounced bumps and rough surfaces, it tends to fidget and bounce more than you’d expect. A Renault Captur would be more comfortable for sure although I still preferred the Mazda’s sense of fun. It could be better though.
The Mazda CX-3 is a very likeable little car. I was impressed by the combination of real-world economy and performance on offer; it really was a surprise when compared to rivals. I also felt it looked great inside and out even though the colour did it no favours at all. Unfortunately it is expensive compared to rivals and doesn’t quite have the fit and finish inside to justify the price. I also felt the suspension setup seemed a little unfinished. The MX-5 shows Mazda can clearly make a car that handles, a little of that magic wouldn’t go amiss here. Even so, it’s still my favourite baby crossover.
Pros
Handling
Styling
Economy
Cons
Expensive compared to rivals
Interior feels cheap in places
Pricey
The Lowdown
Car – Mazda CX-3 1.5 2WD SE-L Nav Diesel
Price – £20,995 (£21,535 as tested)
Power – 105hp
0-62mph – 10.1 seconds
Top Speed – 110mph
Co2 – 105g/km
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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.
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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
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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