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 | 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 should

    Cons

    Coarse engine
    Expensive to run
    Could be more feelsome

    The 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/km

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    Reviewed by Alan Taylor-Jones

  • 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

  • CAR REVIEW | smart fortwo proxy

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 The big news is under the skin however, gone is the clunky automated manual ‘box having been replaced by a conventional five-speed manual or optional six-speed dual clutch auto. 

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

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

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

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

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

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

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

    PROS

    Manoeuvrability

    Easy to park

    Funky looks

    CONS

    Not enough grunt for motorways

    Tiny boot

    Expensive

    THE LOWDOWN

    Car – smart fortwo proxy 71hp

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

    Power – 71hp

    0-60 – 14.4 seconds

    Top Speed – 94 mph

    Co2 – 93g/km

  • CAR REVIEW | Fiat 500s Convertible

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

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

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

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

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

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

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

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

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

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

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

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

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

    PROS

    Punchy engine

    Styling

    Fun to drive

    CONS

    Can be thirsty

    Pricey

    Cheap interior plastics

    The Lowdown

    Car – Fiat 500S Convertible

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

    Power – 105 hp

    0-60 – 10 seconds

    Top Speed – 117 mph

    Co2 – 99g/km

  • CAR REVIEW | Mitsubishi Outlander PHEV

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

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

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

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

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

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

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

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

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

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

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

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

    PROS

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

    CONS

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

    THE LOWDOWN

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

  • CAR REVIEW | Toyota GT86

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

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

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

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

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

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

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

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

    PROS

    Handling

    Looks

    Noise when driving hard

    CONS

    Uncomfortable over rough tarmac

    Thirsty

  • CAR REVIEW | Nissan Leaf Tekna

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

    Pros

    Relaxing to drive

    Practical

    Peanuts to run

    Cons

    Variable range

    High load lip

    Top models pricey

    The Lowdown

    Car – Nissan Leaf Tekna

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

    Power – 110bhp

    0-60 – 10.2 seconds

    Top Speed – 94mph

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

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

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

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

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

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

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

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

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

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

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

    PROS

    Spacious

    Easy to drive

    Fast charging times
    Cons

    CONS

    Range could still be better

    Not much fun

    Charging cable storage could be better

  • Putting The 2015 Ford Focus Through Its Paces

    The common or garden hatchback has had a bit of a rough time of late. With everyone and their dog all after a high-riding SUV like the Nissan Juke or a ‘premium’ hatch like the BMW 1-Series, mass market offerings such as the Focus can be overlooked. The question is, should you ignore the current trends and give one of the old favourites a chance?

    First impressions are very good, the new corporate Ford grille has been criticised for looking a little bit too Aston Martinish (is that really a problem?) but here it’s handsome with just the right amount of aggression.

    Our test car was also painted a striking metallic blue and shod with some tasty 18” alloys wrapped in low profile rubber. Climbing inside this top spec Titanium X model, you are welcomed by a chunky leather steering wheel, half leather seats and Ford’s Sync 2 combined navigation and infotainment system, something you can read more about in June’s tech special issue of The Gay UK Magazine. There’s plenty of nice squishy plastic although premium car fans won’t be impressed by some of the cheaper plastics on the centre console and lower reaches of the dashboard. You can tell the range starts at less than £14k that’s for sure. Nevertheless, there’s plenty of space, everything is clearly laid out and not unattractive either.

    Keyless go means you don’t have to insert a key, just have the fob on you and thumb the starter button.

    The 2.0 diesel fires quickly and settles into a subdued idle, you still know it’s an oil burner but refinement has come a long way even in the last 5 years. Our test car came with Ford’s Powershift dual clutch automatic gearbox, similar to VWs DSG system and promising similar benefits. In almost all situations it smoothly shuffles between ratios with a noticeable shortening of shift speed in sport mode. There’s a built in ‘creep’ mode like an old school auto which makes manoeuvring easy with the car even holding you on the brakes for a hill start. Economy should be as good if not better than the manual too.

    The only fly in the ointment is if you go from pottering about to suddenly needing a burst of acceleration, something that can make the gearbox hesitate for a moment before delivering the performance you need. It never actually caused me an issue but does knock your confidence in pulling out onto a busy roundabout or carrying out an overtake. Sport mode helps but does tend to leave the car in too low a gear while the manual control buttons on the shifter don’t feel particularly intuitive. I get the feeling the optional wheel mounted paddles would be the ideal solution and make you feel like Lewis Hamilton to boot.

    The Focus has always been renowned for its handling so I had high hopes for this latest model even as a diesel estate. As with most new cars these days, the steering is electrically assisted. It’s nicely weighted and gives some feedback of what the road is doing but does feel a little gloopy just off the straight ahead like the wheels are turning in treacle. It’s a minor gripe however and one that most people wouldn’t even notice. In terms of fun and balance, I found the car hampered by having too much grip. This may seem like an odd thing to say but you have to be going seriously quickly to feel the inherent balance of the chassis.

    Once I had found my testicles and chucked it into a bend at speed you could feel the chassis working hard at both ends, resisting the urge to plough straight on and putting a very big grin on my face. I think smaller wheels would not only mean you can have more fun more of the time but you’ll also save a few quid replacing tyres and get a comfier ride. Although the Focus coped well with larger bumps and undulations, sharper ridges could thump through the cabin thanks to those skinny sidewalls. For the majority of people on the majority of journeys though, the Focus would prove to be a safe companion that you’d have to do something very stupid in to get out of shape round a bend.

    Overall the Focus made a compelling case for itself. It looks good, handles well and was very well equipped. It was also incredibly practical with plenty of room for 4 passengers and luggage with even more space if you folded the seats down.

    It did disappoint slightly with regards to economy though, being sensible I averaged around 43 mpg with a mixture of A-road, dual carriageway and town driving. Although this would no doubt improve as the engine loosened up (it was delivered to me with less than 1000 miles), I was still hoping to see better fuel consumption. My biggest complaint however was price. Admittedly I did ask for a fully loaded test car for the tech issue but even still, £29,615 for a Ford Focus diesel did surprise me.

    Personally, I’d be tempted by a lower spec model with a few choice options to bring the price down. At around £20-£22k and optioned with the adaptive headlights, Sync 2 and with less bling the Focus would be very tempting.

    Pros

    Handles well

    Punchy yet refined diesel

    Styling

    Cons

    Low rent interior plastics

    Worse than expected economy

    Price

  • Long Lost Hatches: MG Metro Turbo

    Back in 1983, the affordable sports car was pretty much dead. A once thriving market was at its knees and MG was suffering. The MGB had been axed in 1980 and the Abingdon factory closed. The badge would live on although initially in a very different guise, a 3 door city car.

    Austin had introduced the Mini Metro in 1980 with the intention of replacing the much loved Mini. It was more spacious, safer and had much more contemporary styling, perfect ingredients to compete with Ford’s Fiesta and Renault’s 5. Seeing as there were hot versions of both of these, it made sense for British Leyland to go after them with an MG version of the Metro.

    The MG Metro was launched in 1982 with a worked over version of the venerable 1275cc A-Series. A cam change, head work and a bigger carb saw 71bhp from the 4 cylinder OHV motor. Clearly this wasn’t enough as in October of that year the MG Metro Turbo was introduced with 93bhp thanks to a Garrett T3 turbo. Lotus even had a hand in the uprated suspension and advanced (for the time at least) boost control.

    Metro Turbos were even entered into the British Touring Car Championship in the early 80’s. The race cars had around 200bhp, still from under 1.3 litres, and initially had full works support. Drivers included Tony Pond who would go on to compete in Group B rallying with the bonkers Metro 6R4 and F1 driver Martin Brundle. Although there were no major successes, they often kept up with and beat much larger more powerful machines.

    The Turbo was produced until 1990, with a facelift in 1984, the car suffered from problems throughout its life. The main reason why it needed the complex boost control was to lower torque below 4000rpm by limiting boost to 4psi. Above 4k, a controlled boost leak tricked the turbo’s wastegate into rasing pressure to 7psi, giving the headline power and torque figures. This was supposed to protect the standard 4 speed Metro gearbox from eating itself, something which still happened far too easily. Add poor build quality, frequent rust issues and unsurprisingly low residuals into the mix and they are a very rare sight on UK roads.

    Although technically a failure, British Leyland should be applauded for trying to produce a fairly sophisticated hot hatch with a limited budget at a very troubled time. It’s a fantastic slice of 80’s retro inside and out with its red carpets, red seatbelts, model-specific alloy wheels and subtle bodykit. Besides, handling by Lotus can never be a bad thing.

     

  • Forgotten Fast Cars: Fiat Tipo Sedicivalvole

    Ask anyone to name a hot Italian hatchback and they’ll probably say Lancia Delta Integrale. The Tipo Sedicivalvole shares much with the legendary Lancia. Not the turbo and 4 wheel drive sadly but much of the platform and a normally aspirated version of the 2.0 twin cam. But what does Sedicivalvole mean? Only the most important thing in late eighties/early nineties hot hatch badging; sixteen valves.

    The Tipo had been around since late 1988 and was a big step on from its predecessor the Strada/Ritmo, even if it did share the same basic platform (as did the Delta). The boxy styling gave exceptional room inside, it was 70% galvanised to stop the rust bunnies and even won European car of the year in 1989. Sadly what the car was lacking was a proper Golf GTI rival. Fiat produced a lukewarm 110bhp 1.8 litre 8 valve from 1989 and a warmer 1.8 16v with 138bhp from 1991, unfortunately the Tipo was a bit tubby.

    Although we don’t think of 1180 kilos (2601 lbs) as heavy for a modern car, back in the early 90s it was positively obese for a smallish hatch. Fiat had no choice but to drop in the 2.0 litre 16 valve lump from Lancia, upping power to 148bhp and reducing 0-60 to 8.4 seconds. As with all the best Italian engines, it looked pretty damn good too. Thanks to a slippery drag co-efficient of 0.31 top speed was 128mph, more than the Golf 16v. Handling was improved with 15″ alloy wheels and uprated suspension, braking was dealt with by all round discs that were vented up front.

    To distinguish it from the cooking models, the Sedicivalvole got more aggressive bumpers with a red pin stripe, side skirts, a more open grille and body coloured mirrors. Inside you avoided the questionable digital dash of some models, gaining a smattering of analogue dials instead along with a leather Momo steering wheel and the option of Recaro seats. According to the wonderfully 90’s dealer information video, there was a strong eco push too, the car receiving a 3 way catalytic converter that allowed it to comply with the 1983 American clean air act. Wow.

    So it was roomy, pretty well equipped, didn’t rust and was reasonably fast. So why has it been forgotten? For a start it looked a bit too much like the smaller Uno, for seconds the Italians still had a bit of a reputation when it came to reliability and for thirds it just wasn’t exciting enough. Still, if you do fancy one they can be found cheaply. The last one I saw was only £1450. I am strangely drawn to owning one however I fear it could only end one way, expensively.

     

    by Alan Taylor-Jones