THEGAYUK

Tag: Four Star Car Review

Our four-star reviews for all motor vehicles, petrol, diesel, hybrid and electric

  • CAR REVIEW | Jaguar F-Type Flying the Flag of a 70 year Tradition

    CAR REVIEW | Jaguar F-Type Flying the Flag of a 70 year Tradition

    Jaguar has a rich a varied history when it comes to sports cars and this year, they are celebrating 70 years of their sporting cars with the launch late in 2018 of the F-Type Chequered Flag editions, there are 3 engines 300PS 4 cylinder, 340PS V6 and the 380PS V6 that comes with RWD or AWD transmissions. All set-ups are covered in either the coupe or convertible body variants.

    All models come with a host of extras over the standard R-Dynamic that they are based on. 3 colours available, Caldera red, Fuji white or Carpathian grey metallic.  

    Ian Callum, Director of Design said: In creating the Chequered Flag, we’ve focused on details which enhance F-Type’s presence and the promise of performance and in doing so, made a fitting celebration of 70 years of beautiful, fast, Jaguar sports cars.

    Highlights include a luxurious Windsor Leather interior featuring sports seats with embossed headrests, a dark brushed aluminium centre console trim finisher and in recognition of Jaguar’s motorsport successes, a steering wheel with discrete Chequered Flag logo and red leather band to mark the 12 o’clock position. Coupe models also come with a black contrasting roof.

    Driving styles, it has to be said that the lower powered of the 3, to me at least, is the better to drive. For what it lacks in grunt measured in torque at 44Ib.ft less than the 339Ib.ft of the more powerful V6 with all-wheel drive, it makes for a more responsive car when it comes to the handling. 

    On the limit, the AWD V6 weighing 125 kg more, feels the more heavy, especially at the front. The front, where you want grip and feedback from the steering. The AWD model has a tendency to plough on with some understeer if you behave stupidly or apply the power at the wrong time. There is a fine balancing act to it. It’s rewarding when you get it right. The grip of the AWD system making for quick exits out of the corners. And the growl from the V6 is intoxicating.

    The 4 cylinder RWD model, lighter and less powerful, is more fun to throw around. You can have some fun playing with weight bias more towards the rear on this car. It doesn’t require much thought when putting the power down but it will still bite if you overindulge your skills.

    I’ve said it again and I’ll say it now, out of the 2 bodies, the convertible wins for me. In this Chequered Flag edition, it is now a bargain £5,000 more. Not so long ago it was £10k. 

    So the big question is, is the Chequered Flag edition worth the extra £6k more than the equivalent R-Dynamic models? It’s all in the little details that add up and any special edition comes with an extra premium price. It’s just that, yes, I do like it, I just wish it shouted about it a bit louder like the rally model.

    Now THAT does shout out! 

    The Lowdown

    Car –  Jaguar F-Type Chequered Flag edition. Coupe or Convertible 300PS 4 cylinder

    Price – From £62,335 (Coupe) £67,185 (Convertible)

    MPG – 31 mpg – (combined)

    Power – 300PS

    0-62mph – 5.7 seconds

    Top Speed –  155 mph

    Co2 – (g/km) 179

    Car –  Jaguar F-Type Chequered Flag edition. Coupe or Convertible 340PS V6

    Price – From £66,615 (Coupe) £71,465 (Convertible)

    MPG – 28.3 (combined)

    Power – 340PS 

    0-62mph – 5.1 seconds

    Top Speed –  161 mph

    Co2 – 224 (g/km)

    Car –  Jaguar F-Type Chequered Flag edition. Coupe or Convertible 380PS V6

    Price – From £72,715 (Coupe) £77,565 (Convertible)

    MPG – 26.6 mpg(combined)

    Power – 380PS 

    0-62mph – 4.8 seconds

    Top Speed –  171 mph

    Co2 – (g/km) 223

  • CAR REVIEW | Honda CR-V, 2019

    CAR REVIEW | Honda CR-V, 2019

    ★★★★☆ | Honda CR-V

    Hot on the heels of every manufacturer it would seem these days, Honda has released a new SUV. Not so totally new because the CR-V has been a staple part of Honda’s UK line-up for many decades.

    Here, however, Honda is showcasing their new petrol and more importantly, a hybrid drive system. Again, nothing new from Honda except this time it is fitted into their large SUV.

    The CR-V demonstrates two things, Class-leading space and an increase in size. All common factors with a new launch. 2 things, however, do stand out and that is space inside is very much on the generous side and the overall feel of the car is not so large that it feels like a nuisance to drive on narrow country lanes.

    THEGAYUK tried two models back-to-back. Both front wheel drive but with two different powertrains. Firstly the hybrid with a CVT gearbox and a petrol manual.

    Between the two models, one thing is very evident between the two models and that’s the ride. The all petrol drove better. It was softer, compliant and more engaging to drive. No doubt this is due to the lack of excess weight in the rear from the hybrid system. Another is silent running. While the petrol could be raucous when pressed, the hybrid with its near silent electric motors became all too familiar in whine from the CVT gearbox. 

    The CVT is not to my liking and I was a bit disappointed. Honda’s press release mentioned a unique intelligent Multi-Mode Drive (i-MMD) with clutch lockup between petrol and drivetrain when in engine mode. It still behaved like a conventional CVT system and the paddle shifts on the steering wheel didn’t make much of a difference except when it ‘sport’ mode. On the plus side, its transition between battery, petrol or both was seamless.

    Combined economy varied between power units. 53.3mpg for the Hybrid and 44.8mpg for the all petrol. That seemed a lot for the petrol to achieve, despite its lighter agile feel and the hybrid also struggled to achieve those figures. But there are 2 things standing in the way. Review cars are hardly driven softly and combined figures are not those in the real world. However, we did see a constant 45+ mpg in the Hybrid. So the penalty for that heavy feel looks like it could be offset by less time at the pumps.  

    There were other good points to be seen in these SR mid-range models and that is in its fit and finish. There was a lot to like. General tactility was top class with soft feel where you expected it to be hard plastic. The wooden effect inserts, however, were not universally liked but I liked them. The effect is pretty good. It’s not luxury wood but then at £31,565 for the Hybrid and £31,435 for the petrol, neither is the price. 

    And this is the key to the CR-V. It’s price. In this segment, the CR-V SR offers a lot of car for the money, it’s just at the moment I am struggling to justify to myself that the hybrid is better. If it was my money I’d go for the all petrol. 

    Love

    Looks

    Quality inside

    Value

    Loathe

    CVT gearbox

    Rear doors lack sound deadening

    Less agile feel in the hybrid model

    The Lowdown

    Car –  Honda CR-V SR petrol/hybrid models

    Price – £ £31,435 / £31,565 (as tested)

    MPG – 44.8/53.3 mpg (combined)

    0-62mph –  9.3/8.8 seconds

    Top Speed –  130/112 mph

    Co2 – 143/126 (g/km)

  • CAR REVIEW | Jaguar XE R-Sport, 2019

    CAR REVIEW | Jaguar XE R-Sport, 2019

    ★★★★| Jaguar XE R-Sport

    Small Cat with BIG claws

    Jaguar XE R-Sport, 2019 reviewed
    (C) STUART M BIRD

    What Have We Got?

    Here we enter the world of Jaguar with their smallest and cheapest offering. Prices start from £34,315 or £37,065 for the R-Sport model that we have for reviewing this week. On paper and showroom appeal, it all looks good, but does the reasonably low price detract from what is in essence, a premium car? In other words, have corners been cut? 

    Driving

    I am astounded by the XE. The petrol powered 250PS Ingenium is evenly matched to the 8 speed automatic. Throttle response is mildly lagging for a brief moment but that’s only because its throttle is set for snap-happy inputs. Default at low legal speeds around 20-45mph seems to be to drop it into second and sling-shot you down the road. 

    It works but can be a bit tiring. That said, it’s the R-Sport model so it does exactly what it says in the badging.

    The other thing the XE does is handle with a surprising amount of composure. Having a near 50:50 split weight distribution contributes to the sure-footedness of the chassis and its handling characteristics. Double wishbone front and multi-link rear keep everything in check. It’s a wonder why they fit adaptive dampers to it when that setting does have a tendency to ruin the near perfect ride. 

    The only downside is the traction control system thwarts good fun progress. You have to be really stupid to unstick it when switched off, even in the wet. 

     

    Inside

    (C) STUART M BIRD

    The downside to its size is rear seat accommodation is on the tight side, more so for height. Legroom is reasonably good though.

    Choices for interior ambience allow for colour changes within the dashboard and doors and it all goes to make for a pleasant cabin. 

    Some of the plastic quality lacks tactility but feels hard wearing and sturdy. The important bits that you need to touch do have a nice fit, finish and feel to them.

     

    Living With It

    (C) STUART M BIRD

    It’s easy to live with. The handling alone makes this an absolute riot to drive should you wish too. 

    All the controls are the usual Jaguar mix from across the ranges with a reassuring clunky feel and if you like a mix of buttons and touch screen controls, this interior is for you.

    One thing is apparent, you notice it at night at night time. There is no boot light! 

    The Verdict

    There is a lot to like about the XE and l fear people walk past it to buy the German equivalents. From where I am sitting today, I pity those people. There is no scrimping in the XE’s refinement and its handling is beautifully poised.

    I’ve come away with a regret, a personal regret for dismissing the smaller Jaguar myself. That’s my own fault and I can highly recommend them. Make me happy and pop it on your shopping list. You will not be disappointed. 

    Love

    Handling

    Agility

    Price

    Loathe

    Below average rear seat accommodation

    Overly sensitive traction control

    No boot light

    The Lowdown

    Car –  Jaguar XE R-Sport 2.0 250PS auto

    Price – £ 46,000 (as tested with options)

    MPG – 39.8 mpg (combined)

    Power – 260ps 

    0-62mph –  6.2 seconds

    Top Speed –  155 mph

    Co2 – 165 (g/km)

  • CAR REVIEW | Volvo V60, 2019

    CAR REVIEW | Volvo V60, 2019

    ★★★★☆ | Volvo V60

    V is for Versatile

    Volvo life starts with the family. This is reflected in the advert for Volvo’s new V60 estate car. When they say ‘family” they mean ALL the family. Volvo is out there to show their support not just for the changes in the heterosexual family dynamic but also the new evolution in the family within the LGBTQ and culturally diverse communities.

    There is a lot going on at Volvo at the moment and the Swedish company are not resting on their laurels of strong build and sturdy cars. Recently, Volvo has been seen to getting involved in global causes but that’s all for another day, for we at TGUK were invited to the launch of the new V60.

    New Wagon

    It feels strange and yet refreshing to see a new estate car being launched when the market is bulging with SUV’s and crossovers that everyone apparently wants. Volvo themselves are no strangers to the SUV market with 3 models available. 

    Now an estate from Volvo isn’t new and the company have a strong reputation built on practical estate cars, so is the new V60 with its low slung body actually any good? News just in is that for boot space alone the V60 is a class leader with 529 to 1441 litres of space and a flat floor with minimal intrusion. I’ll admit that the height does seem a little low though this is more to do with the cars sleek elegant lines.

     

    Driving

    We tried 2 models, both identical D4 diesel models with 190hp of available power. What differed with these 2 models was the range spec but more importantly, the gearboxes. 

    While the automatic changed smoothly up and down and almost unobtrusively, its inherent setting was economy and emissions so it would always be in a higher gear, making the engine just a little less responsive to throttle inputs. 

    The manual model was something else. Precise selection of gears and an easy to control clutch pedal, not to light to be feel-less but also not heavy to be an annoyance in traffic made for a much more spirited drivers car. I like my autos, but I’d have to ask myself what sort of driver I would be most of the time.   

    Inside

    And that question gets answered inside. With four different trim levels, they alter so much of the inside. Racy and purposeful is what you get with the R-Design. It’s all silver inlays and black trim. The inscription is designed like a lounge. It’s calming and comfortable. And this is where the different gearboxes alter your mood in the car. 

    All this comes with what can only be described as Volvo’s legendary build quality. 

    Living with it

    I had another chance to try the V60. After the UK launch, there was so much more that I wanted to know. I had it in my head that it was good. Anthony French-Constant and I blasted one around an agility test of both driver and machine and we won. Albeit only beaten by Volvo UK by one second though we suspect favourable timings on the stop watch (possibly) All that excitement aside, was it as good as I remembered?

    Yes is the answer. At a recent range review, it quickly became apparent just how good it was and it needs to be. This size and model or car is quickly becoming extinct and that’s a shame. No SUV can match this for its all-round appeal of driver involvement and comfort.    

    The Lowdown

    Car –  Volvo V60

    Price –  From £31,810 

    MPG – 40.9mpg (petrol) – 64.2mpg (diesel) (combined)

    *Power – 150hp – 250hp

    *0-62mph –  6.7 – 9.9 seconds

    *Co2 – 157 – 117 (g/km)

    * Petrol/diesel 

  • CAR REVIEW | The 2019 Skoda Fabia

    CAR REVIEW | The 2019 Skoda Fabia

    ★★★★☆ | 2019 Skoda Fabia

    What Have We Got
    The Fabia has been a mainstay of the ŠKODA range for nearly 20 years. It’s a very important model for the brand. We were lucky enough to get our mucky hands on a facelifted Fabia recently. The car comes in five trim grades & three engine options with hatch and estate variants. Interestingly, to push them along there is an all petrol, three- cylinder 1.0L engine range with outputs from 75PS to 110PS. No diesel for the new fabia. Our test car was one up from mid range, the SE L 5dr hatch with the 110PS engine, matched with a seven-speed DSG gearbox. No flappy paddles, just push the gear lever forward or backwards or better still, leave it in auto.

     

    Driving


    The Skoda Fabia looks subtle but classy. Outside it’s handsome but not eye catching. It’s very well built as you would expect and has that odd quality where you feel immediately at home, like it’s been yours for ages, familiar. The engine and gearbox are great. It’s hard to believe it’s only a 1.0L engine, it goes really well with plenty of torque, not laggy like you would expect from a small capacity turbocharged engine. Suspension is compliant but not soft. It rides very well and is way more fun than I expected.

    The gearbox is very good, smooth and better than most and you can change gear by pushing the lever forward or backwards if you prefer but i didn’t feel like i gained anything so left it in auto.

     

    Inside


    It’s a classy affair in here. If your familiar with any other modern Skoda’s such as Kodiaq or Superb, you’ll feel at home with the Fabia. The dash is straight from its bigger siblings, and very nice. Fabia has plenty of kit too; Multifunction trip computer, Radio Swing Plus touchscreen infotainment unit with SmartLink+ and lots more.

    You also have LED headlights, blind spot detection with Rear traffic alert, LED daytime running lights, rear parking sensors, alloy wheels, Amundsen satellite navigation, Cruise control, tyre pressure monitor and the list goes on. It’s a very well engineered and well appointed car.

     

    Living with it


    With 20 years of development under its belt, the Fabia was always going to be good. For those of us who mourn the passing of the Fabia vRS, there is no vRS in the new lineup. Saying that, it’s still loads of fun! The engine is surprisingly torquey and very tractable. The gearbox is very slick and the interior is in a different league from its competitors.

    The Fabia is so easy to drive. From the first drive, it felt like we’d been together for ages, very familiar. It’s fun but not unnecessarily sporty, maintaining a nice comfortable ride. There’s plenty of room for 4 or even 5, with plenty of boot space… to boot.

     

    The Verdict
    Skoda know their market and their customers very well and they build excellent cars. The Fabia isn’t trying to be a hot hatch or hipster, retro styled lifestyle accessory. It’s a well engineered, safe, pretty & fun car that’s packed with equipment. Our choice would be the 110ps with the DSG gearbox. It’s so smooth and drives very well, particularly around town. They offer something for everyone, funky Colour edition, sporty Monte Carlo edition the elegant SE L model plus S and SE.

     

    Love
    Engine – Torquey, responsive, smooth.
    DSG gearbox – Very smooth
    Styling – Elegant

    Loathe
    Economy – Couldn’t get anywhere near the recommended.
    No Diesel – I’d like a 1.2 diesel
    No vRS – I’d like a firebreathing version

    Lowdown
    Car – Skoda Fabia Hatch SE-L
    Price – £18,155 (ours with options £19,120)
    MPG – 60.1 mpg (combined)
    0-62 – 10.1 seconds
    Power – 110ps and 200nm torque
    Top Speed – 120 mph
    Co2 – 106 (g/km)

  • CAR REVIEW | Volkswagen Caddy

    CAR REVIEW | Volkswagen Caddy

    Volkswagen Caddy | ★★★★☆

    What Have We Got?

    Here we have VW’s venerable Caddy van. Things in van land run at a slower pace and this Caddy, believe it or not, is the Mk3. The Caddy has been part of the VW catalogue since 1980, so what has it been doing with itself for the past 38 years? 

    Moving, that’s what. That was what it was made to do and that’s what it does. The current Caddy on sale today is 15 years old. Does age really matter or can the Caddy still cut it?

    Driving

    This is your bread and butter van. Power at the front, nothing in the rear except load space. With that in mind, it makes for the rear to become rather happy on uneven road surfaces. Working vans don’t really travel empty and for the demonstration, VW placed a pallet with around 12 bags of sand on it. Even so, it still managed to be compliant in the handling department and for what was effectively an open space with no sound deadening, there were no din or road noises bouncing around the load area. 

    Inside

    Car drivers might not like it and if you play with a lot of Volkswagens, you’ll walk away a bit disheartened. Don’t be. The nice thing about the Caddy is its simplicity. It’s a van. Unless you want a van, you won’t be looking at one of these. There is a Caddy Life, a Caddy with rear windows and seat. That itself is like a Touran for the harder working lifestyles and less about luxury and it costs less too.

    The Caddy insides are all about wipe clean surfaces and hard work. Carpets are an option! What is apparent and perhaps down to age, is the lack of storage compartments. 

    What does show its age is the position of the infotainment screen. It’s a far to low down the dashboard and using the satnav means taking your eyes off the road for what feels like an eternity.

    Living With It

    As small vans go, there is still life left in the now 15-year-old Caddy. The simple layout in the back with minor wheel arch intrusion but still able to take that all important pallet that seems to be the benchmark for small vans. The sliding door aids access too and it’s all pretty neat. It does, however, require a load area liner. That painted area won’t stay showroom glossy for long.

    The Verdict

    It’s a slower pace in the van world and when a new van comes out, the maker needs to get it right first time around. The fact that the Caddy 15 years old, in typical Volkswagen philosophy, has seen some changes to keep it up to date and is still a good seller says more about the van than I can put in words but I’ll try: It’s still competitive.

    Love

    Simplistic inside

    Nice driving position 

    Equipment

    Loathe

    Needs more odds and ends storage places

    Satnav position

    Unprotected paint on the rear bumper

    The Lowdown

    Car –  VW Caddy SWB Highline 2.0 TDi

    Price – £ 24,287(as tested)

    MPG – 60.1 mpg (combined)

    Power – 102ps @2900 – 4000 rpm

    0-62mph –  12 seconds

    Top Speed –  107 mph

    Co2 – 124 (g/km)

  • 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)