THEGAYUK

Tag: Car Review

Our independent reviews on the best, smoothest, most economical and most reliable cars on the road and in the UK. From the world’s top manufacturers.

  • CAR REVIEW | Ford Fiesta Black Edition

    Firstly, the Ford Fiesta Black edition is almost exactly the same as the Red Edition, sparing opposite paint schemes. Whichever colour scheme you go for, they are both absolutely stunning cars. Evidently, as I own the Black Edition this is my favourite.

    The Fiesta Zetec S Black Edition has a bold, sculptured, aggressive look with contrast details that make sure you don’t get confused with any other Fiesta in the car park. Considering, since going on sale in 2008, the Fiesta has been the UK’s best selling car it is in no doubt that you need something to make you stand out. This special edition model composes the great styling of the standard Fiesta with a racy body kit, lowered suspension by 10mm, black 17” alloy wheels and red accents across the car from the grill surrounds, front splitter, mirror caps and roof all presented against Ford’s “Panther Black” paint. The Red Edition is exactly the same, sparing the paint scheme, where there is red it is black and where there is black there is red. The only other difference between the two is the price, the Black Edition is slightly more expensive then the red due to the black paint being a premium choice.

    The star piece of this car is the engine. In most other Fiesta models you can choose boring petrol or diesel engines, which are pretty standard, and nothing special. What is special, is Ford’s 1litre turbos, the “Ecoboost” engines. The standard 1litre turbo gives of an impressive 98bhp – nothing to scoff at. However, Ford have made the engine for the Black Edition pump out an amazing 138bhp, and what a sweet engine it it. Considering how small the engine is it loves to rev, makes a gorgeous thrumming noise and is pretty rapid.

    The Black Edition is almost the same as the standard Zetec, however, here we get some red accents throughout the cabin.

    Where the Black Edition is let down, as with all Fiestas, is the infotainment system, which is immensely dated and aged, where most rivalling cars get a colour touch screen Ford offers a rather analogue looking display, with lots of buttons.

    Another overlook on the Fiesta are the materials. Some of the plastics do feel cheap and scratchy, however considering that the Fiesta is churned out in obscene amounts we have to give credit were it’s due.

    The technology is very good. Considering the look of the bad infotainment system it does fairly well. There’s voice commands to control some of the functions as well as Bluetooth connectivity which lets you make calls, have texts read out, stream music and the car even calls the emergency services for you if you have an accident.

    Other features, which you’ll love to test are the hill hold assist, which holds the car for you for three seconds to allow you to move off without juggling controls and rolling back. The start/stop technology, helps to keep this car’s CO2 emissions low. This feature can be turned off via a button on the dashboard.

    For concerned parents, this Fiesta also comes with “My Key” which allows restrictions to be put on for anyone driving with the spare key. You get two keys, the master and the spare, with the master in the ignition you can set restrictions such as speeds and volume for the audio, it even tells you how many miles have driven with the key. As optional extras on the car you can have rear privacy glass, auto wipers and lights, rear parking sensors, heated seats, cruise control, automatic climate control, and active city stop. So this can be a car for anyone.

    The Black Edition sits in the range between the standard Fiesta and the Fiesta ST. I see this car as a stepping-stone into the true “hot hatch” market. It is faster and sportier than a standard fiesta without setting off alarm bells with the insurance company, as to them this is still a 1.0 Ecoboost Zetec with a body kit. What I appreciate about this car is its comfort. Compared to the shockingly hard suspension on the ST and bum numbing bucket seats this feels like a luxury limousine. Although the Black Edition is lowered and has 17” alloys, it makes almost no difference to the ride quality, only improving handling and driving fun.

    CREDIT: Ford/Newspress

    I live by a philosophy of “if you don’t look back at your car once it’s parked, you’ve got the wrong one”. And not a time goes by I don’t look back at mine and think how lucky I am. I can forgive all the little niggles about it, like the build quality and the infotainment system because when something puts a smile on your face like a Fiesta does, then its perfect no matter what.

    LOVE

    Punchy engine

    Sporty looks

    Great road handling

    Loathe

    Infotainment system

    Poor materials low in the cabin

    Fuel economy

    Lowdown

    Car: Ford Fiesta Black Edition 1.0 litre 140PS Ecoboost

    Price: £16,945 (starting price)

    MPG: 62.8mpg

    Power: 138bhp

    0-62: 9 seconds

    Top Speed: 125mph

    Co2: 104 (g/km)

    Find out more from Ford.

  • CAR REVIEW | The New Mazda MX5

    ★★★★ Mazda MX5 | Say Hello to the only car you’ll ever need.

    We had a customer come in recently with a car that had died due to a lack of oil pressure. To put it right would have cost a fair bit of money. She said that she had always wanted a Mazda MX5 and I replied to her “You’re a long time dead, go treat yourself” So she did. Next thing I knew she was pulling into the workshop with a 5-year-old MX5.

    Had I known that Mazda were due to relaunch the next generation MX5 I would have told her to save her money and buy the new one. It’s rather good. And that’s it. This review is over. However, the editor wants more words said about the subject of this test so I am forced to rattle on with some extra words.

    There are two responses you get when you mention an MX5. From those who have never driven any of the four generations of car saying they are just cars for the hairdresser and those who have had one who can enthuse about it until they really bore you so much you actually want to slam your fingers in a door. Here in its fourth incarnation it has become even more of a driver’s car with an appeal for everyone. Even grown-ups with a child are catered for with the passenger’s seat coming with ISO fixings for the baby seat. If you want a sports car, have a baby and are single, Mazda have catered for you. The church, on the other hand, may frown at you but what the hell, you have a removable roof that makes you closer to God.

    Opening the roof is like opening a can of Pepsi and just as quick. It takes literally seconds to fold the snug roof down as it is to put up. So simple in its operation that I do wonder why I see so many MX5’s with their roofs up? It’s almost draft free too. On the model I tested there was an occasional whistle around the door window but this is the price you pay for a car with no roof. That roof can also take one battering from the rain. One bad down pour experienced with the car revealed no weakness in keeping the water out.

    Speaking of wonders I liked the kit you get with it. You couldn’t call it palatial but Mazda has created a car that gets back to the basics of what makes a good sports car.

    The everything at finger-tip reach cockpit comes with hip hugging heated seat, power windows, mirrors and air conditioning. It also comprises a DAB stereo and CD player pumping out the sounds through a Bose speaker system.

    The heads up display for sat nav, stereo and car information is controlled by a single wheel knob with a few buttons placed around it on the transmission tunnel and in its operation it works well, though why it needs another volume control here when there is one on the steering wheel was beyond me. One annoyance I had with this was that there was no mute button on the wheel. A more logical place for it to be.

    On the road is where the MX5 wins you over again and again. With the 1500cc engine and weighing in a little more over the 1989 original, it proved to be sensational. 0-60 comes up in 8.3 seconds and taking it to 7000rpm enables you to get the best from the smooth as silk revving engine. The power mutes itself at the 7500rpm redline where there is no noise and no fuss. A quick change up and it’s pulling away again. Keep the engine above 4000rpm and it’s entertaining all the way until you reach 6th gear and then it cruises along. On the motorway, it was almost always necessary to drop it down 2 gears to get the best overtaking performance. Sixth gear is long legged. And this is where the MX5 again makes you wonder why all cars are not like this. It’s relaxing to drive around town. The exhaust is muffled except for a little rasp that excites the senses and yet when you need the power it’s there just a few gears down.

    What makes the MX5 a hoot to drive was its lazy traction control. Playing with it for fun it wouldn’t get too messy though it did allow for some tail happy sliding that makes you feel alive or will wake you up on the morning commute should the coffee fail you. Nine out of ten times you would have backed off before the car would have sorted you out. Turn it off and your senses are woken to full adrenaline shots coming at you from every gland around your body. Everything talks to you demanding inputs here there and everywhere. And then when you have to be normal again, the car behaves like a shopping shuttle. Its suspension is a tad too soft in places. Hard acceleration forces the light beams to illuminate the sky when the back bites in. That said, make it too hard and the car looses its everyday attraction. Not once during my testing did I wish for another car. The ride around town being compliant and there was no back breaking jolts experienced over speed bumps or small pot holes. If you have to have just one car in your fleet then make it the MX5.

    Taking a look at the rest of the MX5 range I would say you are doing an injustice to yourself if you opt for the 2000cc engine. Apart from being a second quicker to 60mph, the rest of the performance figures aren’t really anything to write home about. You do get a little more grunt in power but I doubt it’ll give you the same joyous feeling the 1500 gives. It also won’t rev to beyond 7000rpm. And for its greater power you pay dearly at the fuel pumps too.

    I wouldn’t call them problems but things I didn’t like about the much-acclaimed MX5 was the use of carbon fibre type trim on the doors. I do dislike this material and it was out of place on this model. I also don’t like the bonnet badge. Its overstated nature is overbearing for the beautifully sculpted front.

    Likes

    Ease of roof

    Ride

    Smiles per mile

    Loathes

    Carbon fibre trim

    Lane assist

    Bonnet badge

    The Lowdown

    Car – Mazda MX5 1.5i Sport Nav

    Price – £23,105

    MPG – 47.1mpg (combined)

    Power – 131bhp at 7000rpm

    0-62mph – 8.3 seconds

    Top Speed – 127mph

    Co2 – 139 (g/km)

  • CAR REVIEW | Seat Ibiza FR Red Edition 1.2 TSI

    ★★★★ Seat Ibiza FR Red Edition 1.2 TSI | I’ll say it now and get it out of the way. The Ibiza has just too much Volkswagen about it.

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  • CAR REVIEW | Mitsubishi L200 Barbarian

    I don’t know quite what I was expecting when l took delivery of the new and improved series 5 Mitsubishi L200 Barbarian pick-up.

    Visually you are made aware of its almost 5300mm in length. Its load bed length of 1470mm looked bigger than it actually was. The L200 range has come a long way since its launch in 1982 and the new model sees a subtle design change with some of the feminine curves replaced by straight lines making it look a little sturdier than the old model, while still being civilian friendly looking over the opposition from the likes of Nissan and Toyota. More importantly, there is now a city friendly tighter turning circle too. With 7 different guises of L200 pick-up available it is possible that every member of the family could find a pick-up to suit.

    The interior finish is rugged looking and the leather-covered seats are comfortable. All plastic surfaces practical and functional plastic of the hard variety that literally makes cleaning a wipe over. The fascia is laid out well and all the controls minus the heated front seat switches were within easy reach. The steering wheel housed controls for the stereo, phone and cruise control. It was all quite too civilised for what a pick-up should be. Thankfully l found some hard edge plastic under the switches on the steering wheel. An ideal edge for filing off that hard skin from a day’s graft on-site. This masculine touch was then ruined by the floor lighting. Nothing wrong with floor lighting l hear you say but the blue was just a touch 2000’s Lexus and even they don’t do it in blue anymore. Even more, Lexus was the pick-ups “Barbarian” signature illuminated in the kick plates.

     

    I developed a love/hate relationship with the inbuilt sat-nav and infotainment system. Its touch screen was easy to use for my thin fingers but having asked a real man we’ll call Dave to have a play, he moaned that its on-screen buttons were too compacted for his manly fingers. And the brightness of the screen at night was reminiscent to that of a Hollywood dashboard. So intense was the light l couldn’t use the sat-nav at night. The night option changed the colours making it harder to view quickly while on the move.

    On the road, this fully loaded pick-up will set you back £30,238.80 with no options available because it literally has everything thrown at it or for £2000 cheaper when bought with the manual gearbox. Traction control is quite essential in 2WD mode. The 2442cc in-line 4 16 valve DOHC turbo diesel MIVEC engine packs quite a thud in the back when needed.

    The price you pay for having a pickup that goes from 0-60mph in 11.8 seconds is that the 317 Ib.ft of torque at 2500rpm would spin the rear wheels without much provoking on moist surfaces. Select the 4WD and all the power was planted where you wanted it. Again on the road and over most surfaces it performed with car-like comfort and ability. The steering was nicely weighted more towards town driving ease with feedback of road ahead being well communicated through the thick-rimmed steering wheel. In 4WD mode, you could feel the front differential working via a slight rumble through the wheel.

    The engine could be heard if really pushed but in the normal day to day it was bearably audible from a cold start until fully warmed. All this power doesn’t come with an added fuel premium either and official figures suggest a respectable 43.5mpg giving a range of over 700 miles. With today’s fuel prices that’s quite commendable for a tank that’ll cost you about £80 to fill. 4WD’s have become greener and cleaner over the years and the Barbarian is one of the greenest.

    Remember that 5300mm in length l mentioned, in practice, it doesn’t feel that big on the road. Admittedly you will struggle to park it within a single bay at your local DIY store but the reverse camera and big mirrors make it an easy task. l am not the best at reversing anything bigger than a hatchback so the reverse camera was a nice addition and one of the best l have ever used. The lines that appear on the screen are just perfect for achieving your 10/10 parking space award. You shouldn’t find the Barbarian on that website where people park inconsiderately.

    I have to conclude that overall l was impressed by almost every aspect of the Barbarian. Its ease of driving, the quietness of the cabin, the way it was screwed together and even the engine bay was laid out in a simple logical layout. It was better than l thought it could and should be and if you were to have just one vehicle for work and play then this has to be high on the list. It’s car like applications such as one touch door handles, push start, full electric windows, climate control and cruise modes all add up to make this a civilised machine for not a lot of money when you consider what it can do and where you could go with it. l wasn’t able to trial its off-road ability so l have to take Mitsubishi’s word for it, though with its long established history and range packed full of 4WD models I’m pretty sure this could take you as far away from civilian life as you’d want to go on a weekend. Sadly the Barbarian being so civilised it’ll remind you all too soon that you have work on Monday.

    Pros

    Comfort
    Go anywhere ability
    More useful than you’d think

    Cons

    Blue LED lighting
    Dazzling sat-nav screen
    No hill descent control

    The Lowdown
    Car – Mitsubishi L200 Double cab Barbarian
    Price – £23,799.00 (£30,238.80 as tested)
    MPG – 43.5 mpg
    Power – bhp
    0-62mph – 10.5 seconds
    Top Speed – 109mph
    Co2 – 189g/km

  • CAR REVIEW | Mercedes AMG A38

    As potential performance cars go, the first generation Mercedes A-Class is not a vehicle that immediately springs to mind.

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  • CAR REVIEW | Mitsubishi ASX

    Launched in 2009 to high expectations, the Mitsubishi ASX failed to make an impact on the competitive Sports Utility Vehicle sector which at present is dominated by the Nissan Qashqai and Toyota Rav4.

    However according to the Society of Motor Manufacturers & Traders, in 2014-2015 sales grew by as much as 20% for the ASX. This is already on top of Mitsubishi sales, in general, rising over the last 3 years. This might account as to why we are seeing more and more ASX’s on the road. Now 7-years-older and finally finding love on the forecourt, can it now start worrying the competition? I had one for a week to find out.

    Visually she’s aged well. It is still striking to look at and in a carpark full of small SUVs from the likes of VW and BMW it demonstrates a victory against the bland.

    Sadly the interior cannot be said to have impressed as much. While the seats were supportive and comfortable with an impossible to locate switch to heat them, the plastics were of the hard wearing type similar to what’s used in the man machines from Mitsubishi like in their L200 pick up. There lacked a soft touch feel about the cabin. This soft touch was further lacking in stupid imprinted signs on the door pockets and centre console saying “no cups!” Most annoying after all it’s my car and I’ll put cups where I want them. Bottles were allowed in the door pockets.

    Further annoyances were found with the lack of illuminated switches on the doors for windows and mirrors except for one flimsy light for the drivers switch. You forget how much you take for granted an illuminated switch in the dark. So instead of giving these lights, Mitsubishi added some sunshine lights into the glass roof panel and it screamed cheap electrical light tape found on a famous auction website. That said when the roof panel was open it did make the spacious cabin even more tardis like. It wasn’t an unpleasant place to be if I am honest.

    And then there was the satnav and its illumination horrors. In the day the system was like Dr Jekyll. However, come dusk and nightfall it became Mr Hyde. At night in day mode it was just too bright. Thankfully there is a switch that turns it to night mode. It then becomes too dark using blacks and blues in colour.

    So far there isn’t a lot to recommend this 7-year-old car and then you drive it. Two things stand out as negatives. Firstly there is an almighty amount of road roar in the back. At first, I thought I had the window open. Secondly, from a standing start, there is an awful delay that catches you out when pulling into traffic. This can be over come by trying to get a slight roll going before you push down hard on the accelerator. It is then that the 2.2-litre diesel engine mated to one of the smoothest 6-speed automatic boxes l have tried makes you feel like you’ve spent a million dollars. Mitsubishi gives you paddle shifts on the steering wheel too but unless you are really into spirited driving there is very little need to use them. The gearbox was always in the right gear.

    This impressive gearbox and power unit managed to further impress in its economy in 4WD where l found it at its best as a driver’s car and in road behaviour.

    In 2WD the economy according to the onboard computer was exactly the same over the same route of 31MPG. As you would expect in 4WD, traction was increased and it was also felt that the traction control system was less needed in keeping it where it was pointed. And then there are the headlights. Nothing fancy about these units, they didn’t even swivel. What they did give you though was a beautiful beam pattern and crystal clear view on even the grimmest of road conditions. Commuting through the wildness of Surrey I found there was little need to use the main beam.

    So the ASX was starting to make me appreciate it and its appeal so quickly lost on taking delivery was starting to make sense. There is bags of room inside and the cabin does have a tardis feel about it. The boot is very generous for this size of vehicle and rear seat leg room with my 6-foot frame behind the wheel was more than adequate. With this opulent amount of space must come a good heating system and it was good. And then it was bad. and then it was perfect. Call it what you like but there were times l felt like Goldilocks. Set to 19 degrees it would heat the cabin until it was as hot as the sun and then cool it down with blasts of cold. Only then would it settle to a perfect temperature. This lasted around 10 miles per journey and opening a window would only confuse it.

    Where this ASX really excels is in its price. The top end £24,899  model is £1400 more expensive that its 1.6-litre sister and that only comes in manual. You do pay more at the pumps if you go by official figures of over 10 MPG worse for the 2.2 but only 4 MPG over the extra urban. I, however, was not able to match even its lowest figure of 39.8 for the urban dash. Compare the top of the range ASX to its lowest family member and it £9,000 saving doesn’t make the 1.6 ASX 2WD look good at all unless you are after an estate looking vehicle with no functions. The ASX is already 10 years out of date, don’t do yourself a disservice and make it worse by opting for the lesser model.

    Overall all is not lost for the quite likeable ASX. According to the 14 owners on the Autotrader website, it scored 4.6 stars out of 5 and prices are set to become even more competitive with talk of a new model ASX coming in 2017. Need yourself an SUV with a 5-year warranty? Now is the time to talk to Mitsubishi.

    Pros

    Automatic gearbox

    Headlights

    Standout looks

    Cons

    Poor switch gear

    Road noise

    Throttle response from standing start

    The Lowdown

    Car – Mitsubishi ASX

    Price – £24,899 (as tested)

    MPG – 39.8 urban

    Power – 147 bhp (at 3500 rpm)

    0-62mph – 10.8 seconds

    Top Speed – 118 MPH

    Co2 – 152 g/km

    by Stuart M Bird

  • CAR REVIEW | Volvo V60

    ★★★★ | Volvo V60

    Estates have taken a bit of a battering in the last few years.

    It seems that these days the default choice for those needing more room for cargo, dogs or dead bodies is a chunky crossover rather than a long-roofed car. All is not lost though, Volvo (who else?) is now offering a dash of off-road appeal to its V60 estate with this Cross Country model.

    So what does it take to make the Cross Country variant? First, the suspension is jacked up by 65mm, not a vast amount but enough to give a noticeably loftier viewpoint on the world. Next, Volvo add silver skidplate effect bumpers front and rear with matching side skirts. Finally, you get chunky mud and snow tyres beneath plastic wheel arch extensions. All-wheel drive is an option but only on the most powerful engine.

    While those changes may not sound like much, they do toughen up the V60 by a significant amount giving it a little more presence on the road. That the normal V60 is a pretty handsome thing doesn’t hurt at all. Inside feels very well put together and is attractive in a sober, Swedish kind of way. It may not immediately appeal but it proved to be a wonderfully calming, well-made environment in which to clock up the miles. This was helped by excellent seats with plenty of adjustment, clear instrumentation (especially with the optional TFT dials) and easy to follow sat-nav.

    Our test car came with keyless entry and start. As long as the key was on you, you could unlock the car with a tug of the door handle and fire up the engine with the push of a button. You could even lock it again without the key fob in your hand. Nice. Once I was inside and ready to set off, I did notice the gearstick seemed a little bit too far back in the cabin with the cupholders unhelpfully beneath your arm as you changed gear.

    On the road, the gearchange action itself was long but not unpleasant. Not that you had to stir the stick much, even with the lowest power engine the V60 CC proved surprisingly rapid. The 150hp unit may have been a little loud (although easily masked by a quality sound system) but had plenty of grunt; it always seemed faster than the 9.1 second sprint to 62mph suggested. Unfortunately thanks to those chunky tyres, there was a bit of torque steer and a fair amount of wheelspin even in second gear.

    Pushing the V60 CC around bends highlighted the issues with putting a car on stilts. Turning the car into a bend over a crest could unsettle the rear while it did float a little over bumps too. The steering was well weighted but lacking any real feedback. To be fair though, it’s unlikely you’d buy one of these for its handling prowess. In a relaxed cruise it proved effortlessly comfortable, refined and pretty economical too. Over my usual mixed route, I was averaging around 44mpg. It’s just a shame that rough road surfaces did make things get a little jiggly. Yes, you can call it that.

    I was also a little disappointed with the load space, or rather the lack of it. Don’t get me wrong, there’s still plenty more than something like a Ford Focus hatchback but not anywhere near as much as you’d think for a car of this size. Unfortunately in giving the V60 its svelte shape at the rear, boot space has been sacrificed. At least the cargo bay is a decent shape with no lip. On the subject of negative points, while the V60 CC range starts at £30,000, you’re looking at around £35,000 for an AWD model.

    In summary, there’s a lot to like about the V60 Cross Country. The driving experience and high-quality interior combine to offer a relaxing experience while real world economy is more than acceptable. While you could argue that not offering AWD with all engines is a bit of an oversight, most people will buy these for the looks rather than for any off-road ability. Rivals may be cheaper but I doubt they’d feel quite this plush. Is it worth the premium? I think for many the answer will be yes.

     

    Loves

    Relaxing to drive

    Performance

    Looks

    Loathes

    Boot smaller than expected

    Lack of traction

    The Lowdown

    Car – Volvo V60 Cross Country D3 SE Nav

    Price – £30,995 (£35,545)

    Power – 150hp

    0-62mph – 9.1 seconds

    Top Speed – 127mph

    Co2 – 111g/km

  • CAR REVIEW | Alfa Romeo Giulietta QV

    ★★ | Alfa Romeo Giulietta QV

    It seems the default choice for a premium hatchback these days is Teutonic in origin. Whether it has a three-pointed star, four rings or a blue and white roundel, the Germans seem to have the market all wrapped up.

    What if you want some passion with your prestige though? Step forward the Italians with the gorgeous Giulietta.

    A competitor to the Audi A3 and Mercedes A-Class, the Giulietta is a five-door hatchback pretending to be a sporty three-door. The nose is reminiscent of the 8C & 4C sportscars with subtly sculpted flanks leading to an attractive rear end with distinctive tail lights. We’re not looking at any old Giulietta however, this is the top Quadrifoglio Verde (QV for short) model. Meaning ‘cloverleaf’ in Italian, it’s been the symbol of the most athletic Alfas since 1923.

    The Giulietta QV gains a couple of big bore exhaust pipes, sporty side skirts and 18” wheels, in this instance glorious teledial items that hark back to fast Alfas past. These items and cloverleaf badges on the front wings aren’t the only things that mark out the QV though. Under the bonnet is the same 1750 TBi turbocharged four-cylinder engine and six-speed dual clutch TCT gearbox that’s found in the 4C. Like in the mid-engined two-seater it has 237bhp; enough for a 0-62 mph time of six seconds dead.

    Driving the QV up to around seven-tenths pace, all seems good. You wouldn’t ever call it soothing but it strikes a good balance between ride comfort and handling. Yes, you do feel bumps but sharp edges are rounded off nicely and the car feels pretty agile. The gearbox shuffles between ratios smoothly and the steering is nicely weighted if not dripping with feeling.

    You can calm things down further by switching from ‘Natural’ to ‘All Weather’ modes on the three-way ‘DNA’ drive mode selector. This blunts performance but does tend to be the best choice for day to day use, ‘Natural’ seemingly always in a gear lower than you want when you’re being sensible. It also puts the traction and stability modes on high alert should conditions get slippery. It’s the ‘D’ in ‘DNA’ that’s most interesting though; that stands for ‘Dynamic’.

    Not only does it make the engine even more responsive, it reduces the assistance of the power steering to add weight and gets the electronic limited slip diff working as hard as it can to improve traction. There’s even a launch control mode that (in theory) makes that 0-62 time easily achievable. Just put your left foot on the brake, give it full throttle and then step off the brake. The computers will do the rest.
    Assuming you’re on a nice flat piece of tarmac with lots of grip, there’s plenty of flashing from the traction control light in first gear before it hooks up in second and flies making a fantastic noise in the process. Try accessing the performance on rougher roads especially in the wet and things get a little crazy. The differential isn’t a true limited slip diff, instead, it works by braking the front wheels individually seriously limiting progress and causing the nose to wander too.

    Pile into a corner really hard and the QV always seems safe but never really feels like it wants to play. Only braking deep into a corner will get any movement from the tail and you can’t turn off the traction and stability control either. The upshot is that it never feels like it’s going to throw you off the road but then never is it truly exciting – not unless you’re hard on the throttle with the steering wheel writhing in your hands and trying to stop it pulling you into a ditch.

    Still, you can count on Alfa Romeo for a stylish and driver focussed interior, can’t you? Errr no, not in this case. For starters, it’s like a coal bunker inside with an all black dashboard, black seats and a black headlining too. There may be some colourful piping on the disappointingly unsupportive seats but it’s not enough to lift the interior ambience. Some cheap plastics don’t help either. In the centre of the dash is a touchscreen infotainment system which works well enough but is trumped by newer rivals. Overall it feels a couple of generations old which isn’t really acceptable in a car that was facelifted just over a year ago. At least the boot is a decent size and rear legroom adequate.

    As a fan of much of Alfa Romeo’s back catalogue, I really wanted to like the Giulietta. I’ll even go as far as to admit to being prepared to overlook a few foibles and the stiff £28,000 price tag for a bit of Italian flair and excitement. Look past the good looking exterior and fantastic engine and you’re sadly left with a car that was at best mid-pack when it was introduced around five years ago. Fast forward to now and it’s way behind the pack in almost all areas. Alfa may be looking to facelift the Giulietta again but really they need to put it out of its misery and pull the plug.

     

    LOVES

    Engine
    Looks
    Not the obvious choice

    LOATHES

    Expensive
    Dated interior
    Could be more entertaining to drive

    LOWDOWN

    Car – Alfa Romeo Giulietta Quadrifoglio Verde
    Price – £28,120
    Power – 237bhp
    0-60 – 6.0 seconds
    Top Speed – 151mph
    Co2 – 162g/km

    Reviewed by Alan Taylor Jones /Sept 2015

  • CAR REVIEW | Subaru BRZ, 30 MPH has never been so fun

    Ask a petrolhead to think of Subaru and rallying won’t be too far from the forefront of their mind. ★★★★★

    The Japanese firm’s turbocharged, four-wheel drive saloons and hatchbacks are a familiar sight on special stages across the globe. This competition pedigree doesn’t go to waste, their road cars benefit from lessons learnt from rallying too. This however, is a very different kind of Subaru.

    While there may be the familiar 2.0 litre flat-four boxer engine up front, there is no turbo. Nor is there four-wheel drive, just the rear tyres are powered. The expected levels of four or five-door practicality are absent as well, there may be four seats (just) but these are accessed by only two doors. Welcome to the BRZ.

    At this point, the more observant of you might be feeling a little déjà vu. That’s because the BRZ has a brother, a car that I’ve already tested – the Toyota GT86. There are three very good reasons for sampling this Subaru though. Firstly, the BRZ is completely standard, unlike the GT86 I tried. Secondly, the Subaru is different in its suspension setup and thirdly, I was desperate for another go with this chassis.

    Like the GT86, the Subaru BRZ has 200hp at a heady 7,000rpm, a six-speed manual gearbox (an auto is available) and a limited slip differential to help channel the power to the road. Visually the cars look very similar at first glance although the front bumper, faux wing vents and badges are different. Inside, there are different dials, dashboard trim and infotainment systems.

    In the case of the test car, infotainment is pushing it somewhat. There’s no sat-nav, Bluetooth or even a touchscreen, just an AM/FM radio, CD player plus an aux-in and iPod connectivity. With most people now possessing Smartphones with navigation included, I don’t think this is too much of an issue. The rest of the interior is well made but unmistakably Japanese – an Audi TT it isn’t.

    The BRZ is a very different proposition to the TT though. Not only is it up to £5,000 cheaper, the Subaru puts driving dynamics above all else. Drop into the low-set and fantastically figure hugging sports seat and you’ll notice the peaks of the front wings show you exactly where the centres of the front tyres are. Thumb the starter button and the engine fires into a distinctive idle, the scene is set.

    Slot the gearstick into first and you can’t help but notice the short, mechanical feeling action that will become very familiar. Unlike modern turbocharged engines that deliver power from what feels like little over idle, the naturally aspirated flat four thrives on revs. While it will pull from under 2,000rpm, you need at least 4,500rpm on the dial before it starts to feel genuinely quick.

    It’s once you get to a set of corners that everything clicks though. The BRZ rides on the same kind of tyres that are fitted to the Toyota Prius meaning there isn’t vast amounts of grip. That may seem strange for a sports car but it’s this that makes it such a blast. Unlike many performance cars, you don’t have to be travelling at ludicrous speed for things to get interesting.

    Even going well within the speed limit, you can feel the chassis working under you. Initially you’ll feel the front run wide but a little bit of commitment will soon see the car oversteering in a wonderfully controllable manner. Never does it feel scary yet it excites and entertains in equal measure. The steering may feel a little odd around the straight ahead but it proves quick and with enough feedback to know exactly what is going on up front.

    Despite the stunning handling, the BRZ is also a lot more comfortable than you’d expect too. You do feel bumps but they are smothered well enough while the car never feels crashy. Compared to the tweaked GT86 I tried, it’s a revelation – you could genuinely use it every day. There’s also a surprisingly large boot and the promise of near faultless reliability as well.

    Naturally, there are downsides. While the boot is decently sized, the gap is quite narrow and the seats don’t fold forward a great deal. Trying to squeeze a not overly big box into the back was quite a hassle. It’s also thirsty (I averaged just under 35mpg), not as well equipped as many hot hatchbacks and slower too. As for the rear seats, they’re suitable for children or the shortest of adults only.

    As you may have guessed already, for me the positives far outweigh the negatives here. Sure it could be more practical but at the end of the day, it’s a coupe. To make a car look like this, practicality will be sacrificed. As for performance, there’s plenty of aftermarket parts out there to make it as fast as you want. Me? I’d be tempted to leave it standard; I’ve never known a car entertain so much at less than 30mph. I want one so badly it hurts.

    Pro

    Handling

    Styling

    Price

    Cons

    Not overly practical

    Thirsty

    It isn’t mine

    The Lowdown

    Car – Subaru BRZ SE Lux

    Price – £23,995

    Power – 200hp

    0-62mph – 7.6 seconds

    Top Speed – 143mph

    Co2 – 181g/km

  • 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

  • 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