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.

  • THEGAYUK Motoring Honours List for 2019

    THEGAYUK Motoring Honours List for 2019

    2019 Motoring New Years Honours List

    2018 was quite a year for THEGAYUK motoring section. Two new contributors, Mark and Damien have joined and car choice from us, I hope, managed to whet your motoring appetites and curiosities. I think it is safe to say that 2019 will be an even bigger year so thanks for sticking with us.

    And so to my top three with an extra and that extra is my “almost ran”. That accolade goes to the Volvo XC60 Momentum Pro. It really was a car that did everything and impressed, was a great place to navigate the world from and what’s more, it’s a Volvo. There are no pretensions to the brand. It is Volvo.

    Now what I have noticed over the past years of doing my New Years Honours list is that this section seems to be the car that I would spend my own money on. So this is it, if it was my money, this is what I would buy. Well done Volvo.

    And so to my top 3 for 2019

    3) MG3.

    This might come as a bit of a shock to you, considering I wasn’t overly kind and awarded the little hopeful only 2 stars.

    I still stand by those two stars but only because of the engine. Take it outside of its comfort zone and it shows up as quite a rough unit with lacklustre performance. That said, use the MG3 with its 7-year warranty as a daily commute with a sporting look and in the stop-start traffic you’ll be stuck in, you’ll appreciate it as a device to keep you dry. And to be fair, it’s not an uncomfortable place to be in.

    2) Range Rover Sport

    This one shocked me. I wasn’t going to gush over the £75k Chelsea tractor but here it is, number two on my list. And why? Because it made you feel great. Land Rover has a following and despite the various quality issues they have from time to time, their followers are loyal to the core of the product. They feel good. A bit “not quite German” but with a passion built into the product.

    And it’s that passion that comes across in the way they make you feel. Add to that the confidence it has to go anywhere in the world, with 4 of your best mates, in luxury and comfort and you can see why I fell for it, hook, line and sinker.

    1) Honda Civic Type R

    What can I say about Honda’s road rocket that hasn’t already been said in my review and all the others who have also given the Civic Type R their accolade of the best hot hatch, best fast car, best all-around fast family car, phenomenal shopping shuttle, Practical hatchback. You get the gist. It is a great all-rounder.

    Speaking of rounder, you will eventually curb one of the black alloys that sit on band thin 20 walled tyres. And you will only want to put good tyres on it. That might detract from its running costs because chances are, if you are not respectful to its performance, you’ll go through those tyres pretty darn quick.

    But what a car. It has the performance to match supercars and pop you to the local curry house for take away.

    And there we go, that’s my top three. Don’t forget to comment in the box below or e mail me via the site. And above all, happy motoring into the new year of 2019. Let’s see what else is out there.

  • CAR REVIEW | Audi A7 Sportback 2018

    CAR REVIEW | Audi A7 Sportback 2018

    ★★★★☆ | Audi A7 Sportback

    What Have We Got?

    Here we have Audi’s large spacious and practical Sportback. It’s a cross between a hatchback and saloon in a fastback design. Does the fear of a luxury saloon with a lifting rear door distract from its market competitors or does the fact it is practical, give it the edge?

    Driving

    For such a big car, it is rather nice to drive, just as long as you don’t use multi-storey carparks. It’s a tight fit in those. 

    As with Audi, you get a selection of driving modes from comfort to dynamic and here Audi buck the trend. This A7 comes with standard sports suspension and from past experience, it has always been found to be too firm. A pleasant surprise was that it’s compliant on most surfaces while retaining a degree of Teutonic tightness. 

    The engine was the bigger 286ps V6 diesel that had a nice growl to it when you pressed on. When it opened up that is. Throttle lag is quite marked, from a slow rolling being the worst like that when creeping up to a roundabout. 

    It doesn’t get much better when on the move unless you override the system and put the Tiptronic system in manual. Once into 6th gear and you press on, the gearbox delays the pick up by selecting 2 to 3 gears down and then hurtling the car forward with a good dose of shove.

    Inside

    As you would expect, the cockpit is a nice place to be in if you are 4 up. It’s not really comfortable as a 5 seater express due to the intrusion from the transmission tunnel. 4 up, and there is plenty of room within the 2926mm wheelbase.

    Fittings were on par with this segment and the split touchscreen got my thumbs up. For those who like buttons and not touch screens, there is the option of ‘Haptic control’. This requires a bit of force on the item you want to select on the screen and in return, it vibrates on your finger. Personally, I preferred the touchscreen. For once, this was a touch screen system that worked quickly to inputs.

    What I didn’t like was the wind noise from around the driver’s door at over 50mph possibly caused by a wayward door seal though it all looked well put together. 

     

    Living With It

    Let’s get one thing out of the way first, that lifting rear door makes this an incredibly practical car. Luggage space is a whopping 535 litres with the seats up. There is minimal intrusion too, meaning the car can carry estate car type loads up to the window line at least. Loading and unloading is not a problem.

    The Verdict

    The A7 is a fine car from Audi with understated good looks. The fact it lacks aggression in its looks is a good thing. From all angles, the A7 is a handsome car that will not cause offence to anyone. If you are looking for a car to carry you great distances with minimal fuss, then this is your car. It’s subtle good looks make this Audi surprisingly calm. It can be hurried, It’s a Quattro after all, but that delay in the throttle responses is what really lets it down as a press on car. Keep it calm and cruise. It’s good at that. 

    Love

    Interior styling

    Handling

    Practical

    Loathe

    Transmission tunnel intrusion in the rear

    Lethargic throttle from standing start/low speeds

    Indecisive automatic

    The Lowdown

    Car –  Audi A7 Sportback 50 TDI Quattro 286ps Sport Tiptronic

    Price – £ 60,290 (as tested)

    MPG – 48.7 mpg (combined)

    Power – 286PS @ 3500-4000 rpm

    0-62mph –  5.7 seconds

    Top Speed –  155 mph

    Co2 –  150 (g/km)

  • CAR REVIEW | Alfa Romeo Stelvio

    CAR REVIEW | Alfa Romeo Stelvio

    ★★★★☆ | Alfa Romeo Stelvio – Alfa Romeo’s Power House

    What Have We Got?

    Alfa Romeo has buckled to the trend and launched a very sporty SUV into the ever popular SUV market. It’s big and rather good looking but can it wow you and win you over, away from the competition?

    Driving

    The downside for me was the steering lacked some feedback. You could tell when it was ploughing on in an enthusiastically taken corner but this was probably more to do with its sheer size than through the steering wheel.

    That said, the overall driving experience wasn’t a bad one. Quite the opposite. The 2-litre 280hp  petrol engine would hurtle towards 60mph in 5.7 seconds. Now for a car that can manage that and develop its maximum of 400 Nm of torque at just 2250rpm, it seemed to be rather more refined than you’d think. It wasn’t really throwing you back into your seat on hard acceleration and yet it never hesitated in response to throttle inputs from stand-still or when on the move.

    In actual fact, you’d be wise to select the MPH display on the fascia panel at all times. The Stelvio gathers pace quicker than it feels. 

     

    Inside

    Inside is below par for the class and the money. What was nice to see was that nothing rattled. That might sound premature when a new car is being reviewed but this Stelvio was delivered with almost 24,000 miles on the clock at the time of the test. It is just over a year old. That’s almost the equivalent or 2-3 years of motoring. Alfa Romeo hasn’t been known, in the past, for rattle free insides, well they have now. And this is a press car. They pass from journalist to journalist and they are driven hard. This is a great testament to Alfa Romeo. 

    Living With It

    It’s rapid and great fun to drive and deserves to wear that Alfa Romeo badge. As SUV’s go, the Stelvio cuts it in the market for being different. It might not do things as well as a Mercedes GLC but then again, for the money, the GLC isn’t going to do things that the Stelvio can do. 

    For drivers alike, the Stelvio is a great car to drive. It’s comfortable and despite its size and somewhat lack of steering feel, it does give the impression it is far nimbler that on first acquaintance. 

    The Verdict

    It’s not the best. Then again you’re not going to regret having it parked on your driveway and an Alfa Romeo key in your pocket. There are things I’d like to see changed in line with the market leaders but then again, if it did, it wouldn’t be an Alfa Romeo! 


    Love

    Linear throttle reactions

    Infotainment system

    Auto box changes

    Loathe

    Interior quality

    Fuel consumption

    Steering feedback

    The Lowdown

    Car –  Alfa Romeo Stelvio 2.0 Turbo 280hp Q4 Milano Edizione

    Price – £ 46,865(as tested)

    MPG – 40.4mpg (combined)

    Power – 280hp @ 5250 rpm

    0-62mph –  5.7 seconds

    Top Speed –  143 mph

    Co2 – 161 (g/km)

  • MOTORING REVIEW | Volkswagen T-Roc Design 1.5

    MOTORING REVIEW | Volkswagen T-Roc Design 1.5

    ★★★★☆ | Volkswagen T-Roc Design

    My Second Coming With The T-Roc

    What Have We Got?

    Volkswagen’s T-Roc was launched last year and TGUK were there to test some of the first in the country. This time we are giving the Design 1.5 TSi DSG automatic for a week and I reflect if it was fair of me to give it 3 stars.

    Driving

    I complained about the front wheels ‘tramping’ when pulling away from a junction and even with the DSG gearbox, it still does. The 1.5 EVO engine is a joy to have and responds quickly to all inputs from the throttle with no noticeable lag. Even the DSG box responds quickly. 

    And this all helps to make the T-Roc a really nice place to be. The suspension comes with the usual set-ups of Eco to Sport while the ‘Individual’ setting allows you to select the best of the pre-sets to suit your requirements and this is always welcomed by me. 

    The trick up T-Roc’s sleeve is the ability to select sport or manual in the gearbox very quickly. You are not left high and dry when you need to get a move on!

    You do have to be careful though with the throttle pedal. From standstill in traffic, it can propel the T-Roc forward quickly and at neck breaking force. Once you get used to it, it’s not really a problem. It’s just not what you expect from a car that doesn’t wear a GTi badge.

    Inside

    It is as you would expect from Volkswagen and that is well screwed together and functional. The choices of trim on this ‘Design’ model are zesty with a nice touch of body colour on the dashboard and in the seat trims. 

    I have only one real criticism here and it seems to be my usual moan about VW. The rear door cards are dull. On this model, the front doors are treated to colour coded inserts with neon illuminations. The rear passengers are again subjected to nothing but darkness. 

    Living With It

    From almost all angles, it is a good looking vehicle. It’s also very easy to live with. The boot is generous with a split level load floor though heavy items will cause an issue thanks to the high load sill because it is an SUV.

    It’s also not really suitable as a 5 seater. The centre seat occupant has to contend with a big transmission tunnel and a raised seat cushion resulting in reduced headroom.

    The Verdict

    I was wrong. It’s more than a 3-star car. It’s not perfect and there are a few things VW could do to make it even better. If it was my money that was paying for it, I’d pay it. The T-Roc proved to be comfortable, relaxing and fast enough when I needed it to be. 

    I still find it difficult to accept that VW predicts the 1 litre to be the better seller. The 1.5 does it all so much better. It also comes with a host of goodies that you’d expect at this price and for that, I actually can’t complain. Much.

     

    Love

    Good looks

    Relaxed ride

    Driver conveniences 

    Loathe

    Front wheel tramping

    Lack of illuminations for the rear passengers

    Hard seat cushions

    The Lowdown

    Car –  Volkswagen T-Roc Design 1.5 TSI DSG 

    Price – £29,690 (as tested)

    MPG – 33.5 (combined)

    Power – 150hp

    0-62mph – 8.4 seconds

    Top Speed –  127 mph

    Co2 – 119 (g/km)

    All photos (C) Stuart Bird

  • CAR REVIEW | Abarth 695C Rivale

    CAR REVIEW | Abarth 695C Rivale

     ★★★★☆ | Abarth 695C Rivale

    Carlo and Carlo Called, They’ve Made A Car For You.

    What Have We Got?

    Abarth has been giving us magical Fiat 500’s for over 10 years now and you wonder how, a car that is over a decade old, can still be relevant in the ever-changing A-segment city car section.

    The answer is to make it good in the first place. Once you’ve done that, the development and evolutions can be kept to a minimum.  

    The Rivale has come about by joining Carlos Abarth, he who took small Fiats and made them fast, and Carlos Riva, he who made special boats, together to make one special city car with an eye-watering price to match. 

    Driving

    Oh my word, where do you start. For a car with older underpinnings, it manages to do two things. Puts the power down and still be entertaining to drive. And it is.

    There is an abundance of torque steer and when it gets charging, it is a fighter. If it was there all the time, it would tire you out. Thankfully, in commuter mode, it is easy to live with. Put your foot down and… (screams)

    And you are fighting with the steering wheel while trying to keep it in a straight line and all this with the roof open and the engine barking and snarling.   

    Inside

    Abarth UK opted for the standard carbon fibre trim. I don’t like it. The mahogany option is a better option and more in keeping with Riva’s ethos of something special. It’s a big piece of wood.

    The rest is pretty much standard 500 except for the blue leather trim and the numbered plaque screwed into the trim by the handbrake. What that lacks in finesse for a special car costing over £25k, it makes up for by being quite endearing. 

    Sadly what hasn’t been altered is the infotainment system. For a car that is a decade old, this really is showing signs of age.

    Living With It

    Millions of 500s have been sold. As a city car, these are just perfect. The boot is small and in the C model, even smaller. You learn to live with the small box in the rear. Likewise, you live with the torque steer fight you have when you stomp your foot on the loud pedal.

    You put up with a lot in the 695 C Rivale and yet you never think you wished you’d bought something else. Very few cars these days are as engaging to drive as they are to look at on the drive and this still has it.

    The Verdict

    It is ridiculously expensive. There are other Fiat and Abarth models with no roof for considerably less and if I’m blunt almost as much fun. 

    Sometimes fun just isn’t enough. Sometimes fun is just a drive to the shops with Graham Norton on the radio. What we have here then is a howling mixture of fun ramped up to the max that really is barking mad and there just isn’t much in this segment that can match it for thrills and spills. 

    And with the roof open, everyone around you will hear you laughing (or screaming) before they see the car and you can’t really put a price on that.

    Love

    Sounds

    Open top

    Torque steer

    Loathe

    Carbon fibre dashboard

    Price

    Infotainment system

    The Lowdown

    Car –  Abarth 695C Rivale

    Price – £25,390 (as tested)

    MPG – 47.1mpg (combined)

    Power – 180HP @ 5000rpm

    0-62mph –  6.9 seconds

    Top Speed – 140 mph

    Co2 – 139 (g/km)

  • CAR REVIEW | Volkswagen Up GTi

    CAR REVIEW | Volkswagen Up GTi

    ★★★★☆Volkswagen Up GTi 

    Up and GTi Away 

    What Have We Got?

    Volkswagen would have you believe that the Up is the successor to the original Golf GTi. In some ways it is. Its dimensions, kerb weight and performance align with those of the original 76 Golf. Golf is now too big to be as delicate as it once was. And Polo is also too big. So the Up now fills the void for a small, buzzy, fun machine to wear the GTi badge. But does this answer the critics who bemoan about the lack of a raw feeling GTi from VW?

    Driving

    There is something about the Up GTi that gets your pulse racing before you turn the key. Delicate red markings on the body and the GTi badges are very evident, likewise so too is the tartan type fabric from the original GTi that is now fitted to all VW GTi models.

    Turn the key and the rorty little 1 litre 3-cylinder engine bursts into life. It contains 115PS. It might not sound a lot, but it sure does know how to use it. The controls are light and precise and the six gears are well spaced even if 6th really is longer legged than necessary for such a small car.  

    What it all makes for is a very engaging car and though it will max out at 122mph, it really is a great back road buzz box. It’ll do 70 in third and that’s rather useful. The only downside is the traction control system can’t be switched off. However, that doesn’t mean you can wheel spin the front wheels from a standstill.

    Inside

    The seat fabric aside, the Up to me is only ruined by the red and black facia panel. I didn’t like this and for a small car with cheap feel, it felt like it cheapened it.

    Now don’t let the cheapness put you off. This is a new VW GTi for £14,000. It’s the lightness that makes it feel the more special in capturing the GTi magic of old. Remember, the original was a trendsetter and well built. The Up betters it but retains some of the raw light elements. That doesn’t, however, mean the doors twang when you shut them. It still sounds like a Golf.

    Living With It

    This Up GTi came in 5 door guise. There is more than enough room for 4 and a reasonable sized boot with a height-adjustable boot floor. 

    The dashboard layout is clear and visible and the ergonomics are perfect. Rear door trims lack the visual joys of those on the front with the absence of body trim.  

    The inability to switch the traction control off does mean it’s always a little bit too safe. Its limits are high and the fun factor even higher, it’s just a shame you can’t fully exploit it to its fullest. 

    The Verdict

    (C) STUART M BIRD

    You can see why many before have raved about it, I love it. It’s quite raw in places and that’s a good thing. That rawness adds to the feel of it being lighter and quicker than it actually is and let us not think this is slow. With a 0-60 time of 8.8, it’ll keep up with an original Mk 1 Golf GTi. In actual fact, there are many areas that this is similar to the original. It’s like VW have resurrected the original from the ashes of yesteryear and I am happy.

    Love

    Rawness

    Lightness

    Entertaining to hurry

    Loathe

    Dashboard facia trim

    6th gear is too tall

    No traction control switch

    The Lowdown

    Car –  Volkswagen Up GTi 115PS

    Price – £16,655 (as tested)

    MPG – 58.9mpg (combined)

    Power – 115PS

    0-62mph –  8.8 seconds

    Top Speed –  122 mph

    Co2 – 110 (g/km)

  • CAR REVIEW | Jaguar E-Pace 250ps Petrol HSE R-Dynamic

    CAR REVIEW | Jaguar E-Pace 250ps Petrol HSE R-Dynamic

    ★★★☆☆Jaguar E-Pace 250ps Petrol HSE R-Dynamic

    Cat with Soft Bite

    What Have We Got?

    Jaguar has taken the small luxury SUV market head-on with their new E-Pace. Launched last year to much spectacle in London, where on its debut it entered the Guinness World Records with a 15.3-meter, 270-degree barrel roll even before its launch. A year later and with cars available, The Gay UK finally gets to taste the 250 petrol HSE R-Dynamic model.

    Driving

    One thing you become aware of pretty quickly is that the F-Pace can cover ground quickly. That 250PS 2 litre engine spins happily through its rev range while taking with it its 365 max of torque from 1200 to 4500 rpm through its 4WD automatic drive train. Once on the move that is. For the sporty model in the range, there was a noticeable delay when you pushed the throttle into the carpet. It might be seconds but those are vital seconds.

    With power and speed, comes great responsibility and one thing you want is to rapidly decrease speed. My biggest gripe was the brakes. The ABS did a great job and there was no evidence of lockup, even for a moment. That said, they lacked the bite you’d expect for a sporty model.   

    Inside

    The interior options for the E-Pace R-Dynamic are few and far between with 3 choices of leather colour. The press cars grey exterior with red leather worked well. And the options fitted to the car covered most bases particularly the heated seats and steering wheel.

    Door architecture worked well and the illuminations around were welcomed in breaking up huge expanse with lights, leather and brushed aluminium. It all added to the premium feel that you expect from Jaguar

    What didn’t work for me was the main piece of plastic that forms the facia. Its saving grace was that it was of smooth plastic. It lacks a lot of tactility and felt cheap in an otherwise expensive cabin. 

    Living With It

    It’s an easy car to live with and I found ‘comfort’ mode was best suited to most of my driving needs. There is space for all inside despite its dinky size and it’s reasonably comfortable. Long drives result in a refreshed arrival. There is plenty to play with on-route. 

    Pushing it hard caused the engine to roar in an unnecessary kind of way and it’s not really something you want to try too often.  

    Hurried driving also caused the tyre to vocalise their abundance of grip to all around you. I shouldn’t encourage this but I rather liked it. 

    The Verdict

    There is a lot to recommend about the E-Pace. The finish is good and there are some nice options like the £310 ‘activity key’ wristband. It’s a great first effort into this segment for Jaguar, it just needs to be a little bit better.

     

    Loves

    Door architecture

    Ability to cruise quietly

    Convinces available in the options. (Though some are expensive)

     

    Loathe

    Brakes lack bite

    Throttle response

    facia trim

     

    The Lowdown

    Car – Jaguar E-Pace 250ps Petrol HSE R-Dynamic

    Price – £50,995 (as tested)

    MPG – 36.7mpg (combined)

    Power – 250ps @ 5500rpm

    0-62mph –  6.6 seconds

    Top Speed –  143 mph

    Co2 – 174 (g/km)

  • CAR REVIEW | Honda Civic Diesel Automatic

    CAR REVIEW | Honda Civic Diesel Automatic

    Hondamatic For A New Generation.

    What Have We Got?

    It seems Honda has listened to the motoring world and come up with a new automatic gearbox. Not just any 3 step box of old the Hondamatic days, or CVT (continuously variable transmission) that is the system much derided by all, but a bonafide 9-speed auto. Here we test it in the Civic 1.6 i-DTEC diesel hatchback.

    Driving

    It worked well in the 120ps diesel Civic hatchback it was fitted in. It wasn’t hunting for any of its 9 gears during the test run around Droitwich. 

    The first thing you notice is a lack of gear stick. Honda has opted for the more and more popular choice of push buttons. You’ll find yourself in a yes and no situation as to liking it. In practice, it works well and there are shift pedals on the steering wheel though chances are you won’t really rely on them because the car choices the gears quite rapidly.

    The Verdict

    It’s a nice gearbox and smooth all the way up and down the gears. The push button selector could put some people off. If I have any gripes, it will be that I’d like to see the P (park) button a bit bigger and in red. In a car full of black plastic, it just isn’t bold enough. And for those used to driving automatics, you’ll understand the importance of park.  

    So finally there is an automatic gearbox from Honda that we can recommend. It works well in most situations. Long may it roll out to the entire range of Honda cars.

    Civic diesel Automatics start at £21,915 for the SE model.

  • CAR REVIEW | Honda Civic DTEC Saloon

    CAR REVIEW | Honda Civic DTEC Saloon

    ★★★★☆ | Honda Civic 1.6i-DTEC SR

    What Have We Got?

    Hot on the heels of our Honda Civic 1.6 i-DTEC hatchback review, we get the newly launched Civic 1.6 i-DTEC saloon. In showrooms burgeoning with SUV’s and dwindling choices of saloons, Honda comes right at you with a new offering in a market that is almost forgotten and a free for all for those who want a 3 box booted vehicle. 

     If you miss the Accord and wished for its return then your dreams have come true. In the real world, it fits nicely where the old Accord would have fitted if not in the Passat segment of car anymore where it once was. 

    Driving

    Here is where the main differences are. Despite all the performance figures looking the same for the diesel engines, the saloon puts its power down in a totally different way making for a more relaxed driving experience. Whereas I had moaned about the speed in which the engine revved to its redline in the hatchback, in the saloon, it seems more leisurely and I like it. It makes for a much more relaxed cruiser.

    Some would moan about this-this because it feels so markedly different. And then you factor in a softer ride. Very soft in comparison to the hatchback. Again something I wished the hatchback was before you press the sports button. 

    Inside

    There is very little to differentiate between the new saloon and hatchback. If I have to be really picky it is what is, or isn’t there under the rear parcel shelf. Again trim and paint appear to be missing leaving exposed speaker wires and unpainted metalwork. 

    As is standard with the hatchback, there is an abundance of black and all controls are identical.

    Living With It

    As I’ve said, the engine and soft ride bring a whole new experience to the Civic saloon that is very different in character to the hatchback.  

    It’s also an attractive looking car. It also cuts through the air better than the hatchback by giving you 3mpg more for no more than 130mm in length. Admittedly these are Honda’s unrealistic combined figures of 83+ miles to the gallon.

    And let’s not forget the boot capacity. From 478 litres, the saloon has an easy to access 519 and that’s before you fold down the 50/50 rear seats. It makes the saloon a very attractive alternative to the hatchback and other hatchbacks. Its size credentials making a case for its space in the showroom

    The Verdict

    Once again Honda presents you with a car that no one can dislike though many might choose to ignore because of that booted rear end. And that in itself is a shame because this really is a delightful car and one that needs to be looked at if you are in the market for a relaxing drive with no dramas and that drama includes wondering if that flat-packed chest of draws will fit the boot. It will. 

    Love

    Looks

    Boot space

    Build quality

    Loathe

    Lack of trim under the rear parcel shelf

    Unrealistic fuel figures

    Heating controls

    The Lowdown

    Car –  Honda Civic 1.6i-DTEC SR

    Price – £ 23,115 (as tested)

    MPG – 83.1 mpg (combined)

    Power – 120 ps

    0-62mph –  10.1 seconds

    Top Speed –  125 mph

    Co2 – 91 (g/km)

  • CLASSIC CAR REVIEW | Saab 9-3

    CLASSIC CAR REVIEW | Saab 9-3

    Bravo, Sierra Alpha Alpha Bravo

    In 2012 architects the world over were weeping onto their 1:8 scale drawings and wiping the tears away from their eyes onto their black slim fit polo neck jumpers. It was announced that Saab were dead!

    Things were OK for Saab in the 70s. The Swedes craze for safety changed the way consumers looked at cars in terms of surviving a crash. The boffins at Saab threw their cars off cliffs, crushed them, hit them with hammers, shoved meatballs into the door locks and all other types of things that you and l wouldn’t subject our cars to.

    The Swedes are known for being safety conscious. The majority of the time it’s cold and dark there. They also spend a great length of time knees deep in snow so you wouldn’t expect them to become known as makers of a sought after and admired convertible car. Cut the roof off any car and there is always the risk of you falling out of it if the wheels end up pointing towards the sun. Not a very Saab safety thing at all.

    The Swedes gave way to some gay abandoning and in 1986 the 900 Convertible was born. The 900 is a serious classic now. In 1989 Saab sought the assistance of another manufacturer and unfortunately for them it was GM in America and Vauxhall Opel to those in Europe. GM took a brand known for innovation and quirky design features and presented the world with polished turds.

    Come the 90s and the 900 convertible had become iconic. You could say it single-handedly moved Saab up from the doldrums to Audi territory. All this changed in 1994 when the “new 900” convertible was launched. A well established and fine car was made to feel like you were driving something with a chassis made of only just dried paper-mâché. The rebranded 9-3 was no better.

    It wasn’t until 2003’s launch of the new second generation 9-3 that things started to get a bit better.

    Today the last of the icons represents great value for money. Because of the demise of Saab as a company, prices remain low, it will forever remain that way.

    I’m taking a 2005 9-3 1.8t Linear model for a test drive. This ‘new’ 9-3 was built for comfort and grace. Saab did a good job in disguising its Vauxhall Opel components. The 1.8 low-pressure turbo quietly produces 148bhp at 5500rpm. It has pace to keep up with the modern traffic but you’ll have to stir the gearstick around a bit. All but first gear are set to high in a bid to get maximum economy. In practice, this results in having to keep the revs up to no less than 1900rpm just so you can make good use of the torque the turbo engine produces. This coincides with 180Ib-ft of torque made within a short band from 2000 – 3500rpm. Less than 2000rpm and it feels lethargic. 0-60 time isn’t scintillating in the slightest, however the cruising speed is comfortably high. You could take to the flat-out Autobahns of Germany and make rapid progress.

    By today’s standards for an old car, it still remains silky smooth. Roof down motoring makes it a joyous car to pilot. Indeed if it’s night time, you can select ‘night panel’ on the dashboard. This turns off all the facia lights except the speedometer and even this will only then show a maximum speed of 90mph. l am told that if you go beyond that, the rest of the dial illuminates all the way round. Something l didn’t get to try. Despite the sales blurb and use of fighter jets in TV commercials in the 80s, this is the only lasting reminder that Saab had any connection with aircraft at all. It was a gimmick and not a very good one either.

    It no longer has that stab you in the back power of the original 900 turbo, After the launch of the “new 900” the turbo derivatives seemed to have been ‘blocked’ like strangers on Grindr with unfortunate profile pictures. In actual fact, Saab had no real sporty models at all after this.

    Thankfully the boffins at Trollhättan had managed to take the chassis and give it the stiffness required when you cut almost 2 meters of the roof off a car. The magic also results in a stiff scuttle area too. Drive any car with a removable roof and place your fingers within the door glass and windscreen frame and you’ll notice movement. This is called scuttle shake. The ‘new’ 900/9-3 suffered terribly from this. The ‘new’ 9-3 like we have here doesn’t suffer from it at all with only the merest hint of it over jiggly road surfaces. There is also a nice sense of draft free cabin. Opened up with the windows up or down you don’t suffer from the usual cold draft that engulfs your neck. In this Saab, there is no need to buy the mesh curtain that you see on many open-top cars.

    Owner Liz loves her roofless Saab. Partner Dave who never drives it with the roof down because it’s “so gay” has mentioned changing it. The reaction from her if he did would suggest he’d be able to sing soprano.

    Being that high, the lovey might want to remove the roof after all.

  • CAR REVIEW | Range Rover Sport SVD6

    CAR REVIEW | Range Rover Sport SVD6

    ★★★★☆ | Range Rover Sport SVD6

    Weak At The Knees In More Ways Than One

    Range Rover Sport SVD6 review

    What Have We Got?

    Land Rovers vast luxury Range Rover Sport SDV6. Once again, Land Rover has moved the Range Rover further up the luxury bracket which means this isn’t some fancy farm yard vehicle. This is a proper bonafide people carrying 4×4 with proven 4×4 credentials.

    But is it any good as an everyday carrier of people and load?  

    Driving

    Despite its big looks, it is surprisingly easy to drive. On paper at least, the 3-litre turbo diesel has a modest 306 bhp and yet the high 700 Nm of torque from 1500rpm feels quite lethargic in getting it going. It’s not a slouch by any means with a 0-60 time of 6.8 seconds, it just feels like it because it isolates you from the drivetrain so well. 

    When the going gets bumpy, this model also benefits from some impressive damping. The ride remained composed. There was some lurch as expected but it’s much less than you would think there would be despite what height you set the ride at.

    Inside

    For all of its exterior presence, it has an interior that matches. Big and bold with some nice touches in ergonomics and some appalling trim. 

    The twin infotainment screen is nice and when on, disguises greasy fingerprints quite well. You just need to keep the roof blind closed to enjoy it in the sun. It’s more reflective than I would like. 

    The leather coverings on the doors could have been a little bit better, though this was minor compared to the silver trim that ran down the side of the centre console. An unsavoury mould line left a sharp edge protruding that would rub against my bare knee.  

    Living With It

    All I will say is, pick your supermarket parking space wisely! It doesn’t feel as big as it looks to drive so you’ll find it cumbersome in the carpark. 

    It will seat five, though anyone sitting in the middle of the rear won’t feel the love with the drop-down armrest digging in their back. 

    It has the ability to travel ground so effortlessly that motorway driving would be a doddle. It would be if it was fitted with adaptive cruise control. One thing I struggle to get my head around is with all the safety features fitted to this premium 4×4, adaptive cruise is an option. It’s an option that should be standard.

    The Verdict

    I tried not to be swayed by the glamour of the thing but l failed. It took about three miles into my first drive to be in love with it. I didn’t even compile a good and bad list after the first initial run. 

    It’s not perfect though. There are a few niggles I have like trim quality and a suspension system that at times decides to go in too low overnight. That said it does make you feel like the king of the castle and you can see why people go back to buy another.

    Love

    Relaxing cabin

    Ride

    Door architecture

    Loathe

    Hate myself for loving it too much

    Sharp-edged trim

    Lack of adaptive cruise

    The Lowdown

    Car –  Range Rover Sport SVD6

    Price – £78,095 (as tested)

    MPG – 40.4mpg (combined)

    Power – 306bhp

    0-62mph –  6.8 seconds

    Top Speed –  140 mph

    Co2 – 185 (g/km)