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Tag: Petrol Car Review

Find the best, smoothest, cheapest and most economical petrol cars available in the UK. Citroen, Toyota, Renault and Volvo.

  • CAR REVIEW | Fiat 500X 2.0 Multijet 2 Automatic Cross Plus

    ★★★ | Fiat 500X | 500 x 500 = BIG

    Since I was a child I have always liked Fiat. I am sure one of the first words from my mouth was Fiat. I like them so much my personal fleet consists of an X1/9 and a Tempra and until recently we also had a 500 Pop. Fiats do something to you that not many other manufactures can. It could be that Fiat have always been a bit of an under dog; making well thought out cars, but somehow not executing the product to the same standards as those from Germany.

    There is an illogical passion behind every Fiat owner.

    The Fiat range has sadly become all about the 500. Launched almost decade ago Fiat now list 3 variants in their 5 car line up in the UK. There is a now a 500 for everyone’s’ needs. I had thought that Fiat, my once great love had lost their way, so when I was offered the chance to look over the 500X I didn’t refuse. I even washed my hair for the occasion.

    You give it a name and you pat it when you park it up at night. It’s become a thing to touch and more than just an item to behold.

    The 500X is more than just a larger version of the 500 with 5 doors, a lot more space and all for an extra 70 cm in length. Sadly it lacks the tactility of the little 500. You can’t fault the exterior looks. Fiat have done a great job in making something small keep its visual pleasures in this bigger model. The inside however on this model just tries too hard to do a job that it can’t on such a grand scale.

    It has 500 touches but the tactility of its smaller family member are lost in great masses of black plastic and dull fabric colours. What I am trying to say is it’s too dark inside. That said, it is well put together.

    As you would expect from a small sport utility vehicle type of machine, the ride would be compromised. The fact that this shares the same platform as the Jeep Renegade that l liked so much, I was sure I would have been able to write exactly what I did for that. I can’t. Unlike its Jeep sibling, the 500X rode with a much softer ride.

    The 500X felt very much more like the urban runaround with pretensions to go off the beaten track. You couldn’t fault the ride and handling. It was reassuring on the road and handled the road far better than some SUV’s l have tried. I would even go as far to say that the extra weight in the rear also helped plant it better on the road thus helping its handling over many front wheel drive cars with fatter lower profile tyres.

    The package is different too; with some of the FCA software working better in the 500X than the Jeep. Lane assist for one seemed to work more fluently, detecting even the worst painted line and making corrections where needed. Though it is not to be used as an autonomous system, it managed an S bend I use with frightening ease.

    The 9 speed automatic gearbox was faultless with its silky smooth changes. The torque curve of the engine often making the car change 2 gears at a time which caused no noticeable problems. To be honest there were times when I had no idea what gear it was in and never felt the need to shift manually.

    However this all changed when you selected ‘Sport’ mode. l like most sport modes. They alter the throttle responses and stiffen the steering but on the 500X it was best to keep it in normal for town and traffic. Quick blasts out-of-town also saw it seldom used. All that low down torque of 258 lb/ft at 1750 rpm means it’s ready to go flat-out in the right gear with no fuss. Sport holds on to the gears for too long making the engine work harder than it should and for no gain in forward momentum.

    Normal mode was just perfect for every situation I found. What was nice though was the ‘off-road’ option. Despite not taking it truly off-road we did manage to find a quagmire of a pit. We pointed the 500X at it and let it do the magic. At one point I did think we had got stuck. Then out of nowhere you felt the little car clawed its way to freedom. In the end we decided to try it several times. The event needed The Great Escape soundtrack.

    At the end of the day you buy a car like this to do a job. It’s not the kind of car you wake up one morning and think “I must buy a 500X because I want one” and this quandary had me puzzled for I spent many hours thinking what it was. It’s a 500. They look cute and this one manages to hold aces over the little 500 with all that extra room for 5 and the added ability to go where you like. And with that in mind you can’t really wish for more.

    If you were to buy one, spec it up appropriately to suit your needs. For the price of the 500X I had it had all I would have wanted for a tad more than I would have wanted to pay. There are 17 combinations available at present for the 500X and with prices from £15,000 to £24,000 so there is a 500X out there to meet your needs as well as mine whatever those needs might be.

    Loves

    Build quality

    On/off road ability

    Looks

    LOATHES

    Price

    Dark interior

    Sport mode

    LOWDOWN

    Car – Fiat 500X 2.0 Multijet 2 Automatic Cross Plus

    Price – £25,935 (as tested)

    MPG – 51.4 mpg (combined)

    Power – 140 bhp

    0-62mph – 9.8 seconds

    Top Speed – 118 mph

    Co2 – 144 (g/km)

    Find out more at http://fiat.co.uk 

  • CAR REVIEW | Jeep Renegade 2.0 Multijet 2 Trailhawk 170bhp

    Chunky Monkey ★★★★

    Love it or hate it, the Jeep Renegade is here for you. And I am glad Jeep have been bold enough to make it this way. The compact Sport Utility Vehicle crossover market is awash with similar looking choices except for the Nissan Juke and now Jeep have entered the market with something different. I was granted a week’s worth of play in the new Renegade 2.0 Trailhawk.

    Jeep have gone out of their way to remind you that you are in a Jeep. Company logos are everywhere. It’s on the speaker grills, boot trim and there is even a little Willy’s Jeep silhouette on the windscreen. They have even made it an integral part of the rearview mirror units sensor housing. It also reads Jeep on the door mirror glass. It’s this attention to detail that stands out on the Jeep and shows the passion Jeep have given into getting it right on this new model.

    Their passion is further evident in the build quality. Everything feels very solid like you should expect in a Jeep but has for sometime been missing. A pleasant surprise is discovered when you realise that the Jeep Renegade is built in Italy. Parent company Fiat have finally taken building cars seriously. The Teutonic class masters had better watch out!

    To some the looks are a bit marmite. You either love it or loathe it. You can’t take away the fact it is quite square in shape despite the designers adding some curves in the panels and giving it a face. Even the wheel arches, clad in handy body protecting plastic, are square in shape. The windows are square. Even the boot opening is large and square. Its rugged looks are magnified by some retro take on the proportions and big exterior trim like the door handles. Choose your colour wisely though. The red mine came in was quickly renamed “The postman Pat Van” at work. And check out the options because there are enhancements available for that face.

    With any compact SUV with the ability to go where you want, there has to be some give and take in the ride or handling areas. Thankfully the ride wasn’t as harsh as you first thought it was. On first acquaintance with the Jeep it wasn’t as squidgy as an old Cherokee. It was as firm as the class leaders in this segment. Once I had covered a few miles I noticed it smoothed out the road quite amiably and no harsh thuds or trim rattles were evident and the heated electric seats are comfortable. What it couldn’t do was live up to the Sport in SUV. The all-weather tyres did scrabble for traction when thrown into sharp corners. The handling is safe and predictable with no bump steer evident and almost no body roll at all.

    There are plenty of 4X4 options available for you to select on the centre console. There is a solution for every surface if you so choose or leave it to work it out itself. With all its heritage there is no doubting that the Jeep would be able to take you as far away as you’d like off the beaten track.

    Sadly the fine build quality is a little lost on engine refinement. It’s not a quiet engine. It gets quieter when it gets warmer and when it is in its stride on the motorway it settles down to an inaudible hum. The smooth-shifting 9 speed automatic gearbox making changes low down keeping the engine revs around peak torque performance for when extra grunt is needed. In traffic and when the stop-start stops it, you know about it. A little more padding on the bulkhead and bonnet would sort this out to great effect. What did surprise me was those all-weather tyres bringing absolutely no road noise into the cabin. Any boxy vehicle with this amount of cabin space is almost always susceptible to a little bit of rumble. You would have to drive with square wheels for it to become an annoyance, especially in the back.

    It doesn’t lack back seat passenger space but it does lack things to do. One passenger I had complained that there was nothing to do except look out of the full-length panoramic sunroof. I’m glad she found enjoyment in this £1100 option. Sadly, in this case, the square shape of the Jeep does make it unbearable to have open over 30mph. Thankfully the driver is not bored. The driving position is commanding in location and all viewpoints were clear, the large windscreen posts were not intrusive into the forward view. The facia layout was very clear and setting up the features as fitted to this model were made easy from its steering wheel buttons and heads up display. The comprehensive infotainment system was simple to use and comprehensive. I don’t know if it was intended as a bit of fun but the poo coloured mud splatter on the rev counters limit area was the butt of endless jokes.

    The £200 LaneSense option is worth having. Unlike some systems, it either over-assisted or stiffened up when driving between lanes unless you indicated first. For a relatively new system to me I have to say that the Jeep’s worked well, however for something that could have the potential to save lives if one was to nod off at the wheel, it automatically switches off if it detects no hands on the wheel.

    Running costs for such a vehicle are quite easy to live with. It arrived to me managing 39.9mpg. I had managed to get that down to 37mpg with my usual mix of driving and then back up to 39.8mpg when it was returned thanks to a trip to Birmingham and back.

    There are a few niggles about the Jeep I would like improved but there was nothing that made me wish I was driving something else. As mentioned the engine noise ruined an otherwise nice driving space and if it wasn’t for the sunroof, the cabin would be a bit dark. Would l have one? Yes but not in red!

    Likes

    Build quality

    Driving position

    Rugged Jeep looks

    Loathes

    Engine noise

    Dark interior

    Noisy alarm on/off activation

    The Lowdown

    Car – Jeep Renegade 2.0 Multijet 2 Trailhawk 170bhp

    Price – £31,765 (as tested)

    MPG – 47.9mpg (combined)

    Power – 170bhp

    0-62mph – 8.9 seconds

    Top Speed – 122mph

    Co2 – 155 (g/km)

    Find out more jeep.co.uk

  • CAR REVIEW | Volvo V40

    ★★★★ | Volvo V40

    Your Personal Volvo Has Arrived.  And it’s almost autonomous!

    I took delivery of Volvo’s latest V40 R-Design Lux Nav and immediately liked what l was seeing. And then I wasn’t. For a V range model it wasn’t exactly versatile in load carrying space if you like to load the boot to the gunnels with flat pack furniture from Sweden’s best export company. The opening is too shallow in height for what is sold as an estate. Add to this the rear seats’ quick folding system with neat folding rear head restraints it still didn’t make the boot as big as you’d expect from Volvo. For those who love a Jack Russell the boot it’s perfect but don’t try and carry a greyhound. It all added up to a boot that was ok but not deep enough in height. Sometimes l feel Volvo should have introduced an H range for hatchback.

    On the road the 1.6 litre turbo is a wonder of smoothness and refinement. For the size of the engine it boasts a modest sounding 120 bhp but the lowdown torque of 280NM available from 1500 to 2250RPM makes driving a breeze. Either way for a lazy driver like l am most of the time or spirited when you need to be, it will satisfy all but the most ardent of boy racers out there. Trouble is the car likes to keep itself at 1500RPM. Not bad l suppose if you like economy but l found keeping it at 2000RPM made for a much better car with power more on tap when you needed extra oomph. This also added another problem to my 21-years of driving. Around town only the first 4 gears were needed. So high is 4th that 5th leaves you with gutless performance and 6th was a no go zone. On the open stretches 5th and 6th were acceptable but 6th was just too tall for use with the two cruise control systems unless you were going very fast.

    That’s right reader l did say two. One keeps you at the set speed regardless of how far the accelerator is pressed which is ideal on the motorways with cameras almost every 200 yards, while the other is called Adaptive Cruise Control (ACC). This fabulous system keeps you at a set distance and applies the brakes to slow you down if the car in front slows for any reason, returning to the set speed when it can. As naughty as it sounds it was brilliant in the fog keeping me at a safe distance from the car infant even when l struggled to see it clearly.

    The mere mention of the word Volvo and you instantly think of safety and acronyms. And there are plenty to be had because the V40 is buzzing like a rampant rabbit and all of its seven settings.

    Along with the aforementioned ACC, there is also DAC (Driver Alert Control) CTA (Cross Traffic Alert) and BLIS (Blind Spot Info System) At first the BLIS system annoyed , however, ts alert did prove handy for when cyclists would come up around you in traffic or motorbikes when on the move. Sadly the passenger’s side alert light was too far out of my peripheral vision. l didn’t quite have the balls to try out the full auto brake system but it did activate when a bus pulled out in front of me on a roundabout.

    It’s disconcerting at first and makes you wonder what else Volvo could do to better this? Well let us look at “lane assist”. It’s a great idea in principle but it does need further work if it is to save lives. While l understand that it is there as a secondary assist system it does get confused when the lines are not clear. When the lines are clearly picked up by the system, it will actively steer the car for you. The autonomous car is almost here!

    My daily commute of 40 miles, taking in some rough country roads, fast A roads and twisting hairpins did nothing to shake the fillings out of my teeth. You couldn’t say the ride was a compromise between sporty or soft because it soothed out the ruts where needed without sending jarring motions through the seat all whilst retaining total composure in the corners. For an everyday car that has to be everything from entertaining to drive to keeping the eggs needed for the soufflé in one piece I’d find it hard to beat. The V40 does handle well. Doing what it needs to, the electronic stability program feels all very non-health and safety or Volvo like for that matter. The ESP doing what it has to without causing a fuss or alerting you to its presence.

    The wellbeing promoted in the cabin is further enhanced by the ambient mood lighting. There were so many choices you get bored after a while trying to find the right one. It has all the colours of the rainbow! For me the eco facia theme and green ambient lights were to my liking giving it a touch of Avantgarde class and a sense of calmness.

    For decades Volvo have always sat just outside the mainstream in the various sectors they enter but the time has come for buyers to look across to Sweden because there is now a real contender to challenge the might of the Golf. At the end of my time with the V40 l still liked it and liked it a lot.

    Its relaxed driving environment promotes calmness that only citalopram can give you in today’s fast paced, high drama, must have it all now now now world that we live in. You wouldn’t mention the V40 in a Facebook status but given the option you would click a “like” for it.

    All this gushing has to have a down side, there were a few things l didn’t like. Save yourself £600 by not opting for the leather and all its trimmings. Personally it didn’t feel that great to the touch and had the look and felt of vinyl. And then there was the exposed front seat mounting bolts. This might sound a bit petty, however in a car costing as much as this and with the attention to detail that Volvo have lavished on its smallest offering, it is a tremendous let down. And then there was having to give it back. Now that was a sad day.

    Loves

    Safety devices

    Ease of driving

    Styling

    Loathes

    Lane assist a bit hit and miss

    Leather upholstery

    Boot opening

    Lowdown

    Car – Volvo V40 D2 Manual R-Design Lux Nav

    Price – £25,970 (£32,595 as tested)

    Combined MPG – &8.5 mpg

    Power – 120 bhp

    0-62mph – 10.5 seconds

    Top Speed – 118mph

    Co2 – 94g/km

  • CAR REVIEW | Ford Fiesta Black Edition

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

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

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

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

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

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

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

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

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

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

    CREDIT: Ford/Newspress

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

    LOVE

    Punchy engine

    Sporty looks

    Great road handling

    Loathe

    Infotainment system

    Poor materials low in the cabin

    Fuel economy

    Lowdown

    Car: Ford Fiesta Black Edition 1.0 litre 140PS Ecoboost

    Price: £16,945 (starting price)

    MPG: 62.8mpg

    Power: 138bhp

    0-62: 9 seconds

    Top Speed: 125mph

    Co2: 104 (g/km)

    Find out more from Ford.

  • CAR REVIEW | The New Mazda MX5

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

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

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

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

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

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

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

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

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

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

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

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

    Likes

    Ease of roof

    Ride

    Smiles per mile

    Loathes

    Carbon fibre trim

    Lane assist

    Bonnet badge

    The Lowdown

    Car – Mazda MX5 1.5i Sport Nav

    Price – £23,105

    MPG – 47.1mpg (combined)

    Power – 131bhp at 7000rpm

    0-62mph – 8.3 seconds

    Top Speed – 127mph

    Co2 – 139 (g/km)

  • CAR REVIEW | Seat Ibiza FR Red Edition 1.2 TSI

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

    (more…)

  • CAR REVIEW | Mercedes AMG A38

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

    (more…)

  • CAR REVIEW: Alfa Romeo 4C

    If you’ve stopped staring at the picture and started reading, you might be wondering what the incredibly sexy automobile in front of you could be. ★★★★

    With something as low, lithe and purposeful as this, you might be expecting it to have a prancing horse on the badge and a price tag of over £150,000. What will surprise some of you is that this is, in fact, an Alfa Romeo with a starting price of not much more than £50,000.

    You may associate Alfa with a range of small hatchbacks but their history is full of sports and racing cars. The 4C featured here is the latest from the Italian marque and one that aims to bring excitement back to driving. While it may be a throwback in some respects – there’s not even any power assistance for the steering – it’s a thoroughly modern vehicle. Underneath the achingly beautiful body is a chassis made out of carbon fibre, the stuff they make Formula One cars out of.

    Fold yourself through the door opening and into the heavily winged driver’s seat and you’ll be just a few inches off the floor. The view out of the curved windscreen is dominated by the rising front wings and the plunging nose. Look in the door mirrors and you can see straight into the dramatic scoops that feed the engine and keep the intercooler chilled. As for the rear view mirror, you could just about see flashing blue lights approaching but not much else.
    The cabin itself is sparse with plenty of exposed carbon fibre, a TFT instrument cluster in front of you and not much else. You do get electric windows, air conditioning, a stereo and the option of leather seats but the luxuries stop there. For storage, there’s a compact glovebox with another small compartment in between the seats. Other than that, there’s just a pair of cupholders inside and a boot big enough for a couple of squishy bags. Practical it isn’t.
    Directly between the rear seats is the same 240bhp four cylinder 1750 TBi engine found in the Giulietta QV coupled to a six-speed semi-automatic gearbox with steering wheel mounted paddles. Those hoping for a manual gearbox should look elsewhere. While you might think that engine isn’t exotic or powerful enough given the mini-supercar looks, the reality is quite different. Thanks to the carbon construction, the 4C weighs less than a tonne.
    To put that into perspective, launch control helps the 4C get from 0-62mph in a mind-blowing 4.5 seconds. All you need to do is select ‘Dynamic’ mode on the three-way ‘DNA’ switch (‘Natural’ and ‘All Weather’ modes are also available), plant your left foot on the brake and flatten the throttle with your right foot. The revs rise to around 3,000 at which point you come off the brake. Assuming its dry, the 4C then finds amazing traction and hurls you towards the horizon while making some great noises.
    Not all aspects of driving this Alfa are quite as simple though. The unassisted steering is heavy at parking speeds and although it soon gets lighter, it constantly writhes about in your hands. While there’s no doubt it engages you in driving the car, the inexperienced will be intimated by the way it follows every little tramline and camber in the road. Although you soon learn that a little wandering is natural and grip the wheel less tightly, you can never relax in this car.
    The upshot of this comes in the shape of steering feel that shames almost every modern car I’ve driven. You always know what the front wheels are doing even as the limit of grip approaches while the speed of the rack helps catch any little slides you may encounter. Don’t get me wrong, it isn’t a drift monster but it is very easy to unstick the rear tyres coming out of junctions for instance. In ‘Dynamic’ mode (even with the traction control on) you’ll find yourself having to feed in opposite lock before the computers sort things out. It might sound scary but it becomes good fun very quickly.
    Not that you have to be travelling quickly to have fun. On several occasions on familiar roads it felt like I was hammering along only to look at the speedo and see surprisingly low number. If you did want to make those numbers bigger (on a track of course), then you really need to concentrate and work hard. For many it’ll be too much effort especially when compared to the likes of a Porsche Cayman. For me, it was addictive in a way few cars are. It really is an adrenaline pump virtually all the time.
    Despite this, fuel consumption was astonishingly good. On one thirty mile plus journey, I was able to coax nearly 40mpg out of the 4C without having to try too hard and keeping pace with traffic at all times. Even driven hard, the average refused to drop below 25mpg. Thank the relatively small engine and tiny kerb weight for that. There aren’t many rivals that can match that real world fuel consumption, that’s for sure.
    Does this make the 4C a car you could have as your everyday car though? I would argue not. Although the sensory overload is great when you’re in the mood, a day behind the wheel left a friend and I tired and with headaches. Storage space is limited at best and it isn’t easy to get in and out of. I would also bet that while being the centre of attention wherever you go was great fun during my time with the 4C, it would get old quite quickly.
    Would I have one though? Without any shadow of a doubt; the 4C makes you feel alive like little else on the road.
    Loves
    Looks
    Acceleration
    Economy

    Loathes

    Loud

    Impractical

    Can be a handful

    The Lowdown 

    Car – Alfa Romeo 4C

    Price – £51,500

    Power – 240bhp

    0-62mph – 4.5 seconds

    Top Speed – 160mph

    Co2 – 157g/km

    Reviewed by Alan Taylor Jones / October 2015

  • CAR REVIEW | Alfa Romeo Giulietta QV

    ★★ | Alfa Romeo Giulietta QV

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

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

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

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

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

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

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

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

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

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

     

    LOVES

    Engine
    Looks
    Not the obvious choice

    LOATHES

    Expensive
    Dated interior
    Could be more entertaining to drive

    LOWDOWN

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

    Reviewed by Alan Taylor Jones /Sept 2015

  • CAR REVIEW | Volkswagen Beetle Cabriolet 1.2 TSI

    The Volkswagen Beetle has been around for over seventy years now with this being only the third all-new variant. ★★★

    Although the original Beetle soldiered on until 2003 in Mexico, we Europeans got the second generation car back in the late nineties. Whilst that traded on the rounded, cutesy looks of the original, it was considered way too feminine for many. Volkswagen looked to change that with this third generation car we first saw back in 2011.

    This model saw a few of the curves squared off while the roof line was dropped significantly to give it a more coupe-like profile. Naturally, if you really wanted to get the roof low, there was always the convertible we’re looking at here. The third generation of Beetle is available with a wide variety of petrol and diesel engines ranging between 1.2 and 2.0 litres. In this instance, we’re looking at the entry-level petrol version hooked up to the seven-speed automatic gearbox.

    You might think a 1.2-litre engine may seem small for a Golf-sized cabrio but a turbocharger gives performance that is more the adequate 90% of the time. Only when pulling onto a dual carriageway with a particularly short slip road do you feel like more power is needed. Slow your pace a little and the engine always feels willing, never seeming to struggle with inclines as some smaller engined cars do. The quick shifting and buttery smooth automatic gearbox helps greatly. There are steering wheel mounted paddles to shift up and down, however, I think I used them once.

    The main reason for leaving it in auto mode is that spirited driving is not the Beetle’s forte. Not only does it take nearly 12 seconds to reach 60mph, it’s never particularly entertaining around corners either. Sure, there’s prodigious amounts of grip but it never feels overly happy being thrown about. There’s precious little feedback from the steering and the suspension has most definitely been set up for comfort not cornering.
    Don’t get me wrong though, it’s unlikely you’d ever buy one instead of a sports car so why should it handle like one? Driven at a more leisurely pace you can enjoy the supple suspension ironing out bumps, let the gearbox shuffle through the gears and marvel at the lack of creaks and groans coming from the car’s structure. You’d expect some floppiness from hacking the roof off but the Beetle remains pleasantly stiff even up the roughest of roads. As an added bonus, you can raise or lower the roof at up to 31mph too.

    This feeling of quality permeates throughout the cabin with every button, stalk and switch operating with the kind of well-oiled precision the Germans do so well. Body coloured panels inside also help lift the interior and hark back to the original Beetle. The optional infotainment system as fitted to our test car proved easy to use with little to no lag plus great sound quality from the upgraded Fender sound system. This car also had Apple CarPlay and Android Auto for even greater Smartphone connectivity.
    For me though, the most important option by far was the heated seats that came as part of a winter pack. Being able to open the roof on a clear yet bitterly cold morning with my back and bottom being gently toasted as the sun rose was a real highlight of my time with the Beetle. Tempting as raiding the options list is, care is needed. All in all our test vehicle had over £3,000 of options fitted pushing the price up to over £26,000. Over £1,200 of that was on the audio and infotainment system alone.

    Another downside is reduced practicality thanks to the convertible roof. Gone is the wide-opening hatchback and instead is a small boot-lid that can make unloading objects deep in the luggage compartment tricky. I would also recommend giving the rear seats a try before you buy. I’m sure they’re fine for occasional use but I found them to be very upright and not overly comfortable. Headroom was fine even with the roof up but then I am less than 5’ 4”.

    There’s a good chance that your decision to buy a Beetle Cabriolet will come down to one thing, the looks. At around £1,000 more than a more practical Golf Cabriolet, you really need to love the styling to pick the Beetle over it. If the Bug does take your fancy, then it’s an undoubtedly well-made and comfortable cabrio that is certainly a little different. Thrill-seekers should look elsewhere, however.

     

    Pros

    Premium feel

    Comfortable

    Smooth auto gearbox

    Cons

    Could do with a little more power

    Cramped rear seats

    Can get pricey with options

    The Lowdown

    Car – Volkswagen Beetle Cabriolet Design 1.2 TSI

    Price – £23,070 (£26,375 as tested)

    Power – 105hp

    0-60 – 11.7 seconds

    Top Speed – 111 mph

    Co2 – 127g/km

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

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

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

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

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

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

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

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

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

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

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

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

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

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

    Pro

    Handling

    Styling

    Price

    Cons

    Not overly practical

    Thirsty

    It isn’t mine

    The Lowdown

    Car – Subaru BRZ SE Lux

    Price – £23,995

    Power – 200hp

    0-62mph – 7.6 seconds

    Top Speed – 143mph

    Co2 – 181g/km