THEGAYUK

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 | Mini Cooper S

    It seems barely believable that the first ‘new’ MINI was launched fifteen years ago before going on sale in 2001.

    Since that car’s introduction, we’ve seen the release of cabriolet, coupe, roadster and even crossover models with the iconic nametag. At the core of the range has always been the three-door hatchback, something which isn’t changing any time soon. All the more reason to look at this model, especially in potent Cooper S guise.

    Now on its third generation, the MINI has grown in all dimensions when compared to its predecessors to give improved safety and more room inside. While lesser models have shrunk in the engine department, the Cooper S now has a 2.0 litre turbocharged engine under the bonnet. Unsurprisingly power and torque are increased although not at the expense of fuel economy according to MINI.

    From the outside, the new model is unmistakably a MINI. Although it may have puffed-out cheeks and rear lights that look too big for the tail of the car, it’s still a cute little thing. Being a Cooper S, there are twin tailpipes out back, a jutting front spoiler and of course a letterbox air-intake on the bonnet. Inside will be recognisable to many as well; there’s the familiar circular theme running through the interior along with the usual row of toggle switches.

    It all feels more premium than ever before inside especially if you start opting for some of the swankier trim pieces. One option I’d definitely recommend is the head-up display that projects your speed, sat-nav instructions and other information directly into your line-of-sight. Anything that lets you keep your eyes on the road is a good thing in my book. I loved the rotary controller for the infotainment system too, much easier than a touchscreen. While it may be bigger inside, the boot is still on the small side while taller adults may be cramped in the rear seats.

    Not that you generally buy a MINI for practicality of course. Alongside those retro looks, you’ll probably be drawn to the driving dynamics the brand has always prided itself in. Despite the increase in size, the Cooper S still proves a playful companion on a country road, especially with the driving mode dialled round to ‘sport’. There are also ‘mid’ and ‘green’ modes for when you want to drive normally or as fuel efficiently as possible.

    It’s with the Cooper S in ‘sport’ that it really comes alive though. Throttle response is sharpened to allow you to tap into all 192bhp with ease while the exhaust makes some fantastic pops and crackles when you come off the throttle. The steering may not be as communicative as older versions but it is precise and well weighted. Handling is neutral but ultimately safe although there is still noticeable torque-steer at times. Overall I found it to be huge fun though.

    It isn’t all good news however. On top of the small boot, it can get expensive; you can easily spend over £25,000 with a few choice options ticked. While the MINI comes with a decent amount of standard kit including air-con, a Bluetooth connection and even a digital radio, many will want to spend more to get sat-nav, bigger wheels and other items to personalise their car. Economy won’t be brilliant with the Cooper S either; enjoy yourself and expect to average a low 30’s mpg figure. This is at least on par with other similar hot hatchbacks.

    In summary, the MINI is still a more style-led choice of hatchback than a Ford Fiesta or even Audi A1 for example. While it may not have quite as much space as many rivals and can become expensive quickly, it’s impossible to dislike once you’ve spent a decent amount of time behind the wheel. Not only does it drive well, the interior is well made and attractive too. It’s also worth remembering the One and Cooper models are cheaper to buy and run should you not be interested in going quickly. If you’re searching for a supermini, the MINI has a lot going for it.

    Pros

    Handling

    Interior quality

    Infotainment system

    Cons

    Inflated looks

    Small boot

    Gets expensive with options

    The Lowdown

    Car – MINI Cooper S

    Price – £18,840

    Power – 192bhp

    0-62mph – 6.8 seconds

    Top Speed – 146mph

    Co2 – 133g/km

  • CAR REVIEW | Vauxhall Corsa VXR – The Four Wheeled Hooligan. We Love It.

    ★★★★ | Vauxhall Corsa VXR

    The Vauxhall Corsa is a familiar sight on UK roads; no surprise considering it’s the second best-selling car of 2015 with over 57,000 having found homes this year.

    Although the majority of buyers will be drawn to the low purchase price, cheap running costs and smart (if inoffensive) looks, there’s a variant that adds something extra, excitement. Step forward the VXR.

    Originally launched back in 2007 and heavily reworked along with the rest of the Corsa range at the start of 2015, the VXR takes aim at cars such as the Fiesta ST and MINI Cooper S. Compared to these, it looks something of a bargain at just shy of £18,000. That may be slightly pricier than the ST but it offers more power and a level of standard equipment higher than the cheapest fast Ford. For serious driver’s there’s also the optional ‘Performance Pack’ that’s fitted to our test car.

    Regardless of options, the VXR comes with a muscular 205hp from the 1.6 litre turbocharged engine, enough for 0-62mph in a rapid 6.5 seconds. That’s almost half a second faster than the Fiesta ST and enough to make the VXR very entertaining. The engine is certainly effective but lacks the kind of aural fireworks that make for a truly great motor. It’s also some way behind rivals in terms of carbon emissions and economy. While I did manage 40mpg on a long run, my average for a week was nearer 35mpg. A heavy right foot can see this drop below 30.

    Still, it’s unlikely you’d buy a hot hatch for cheap running costs. Of more interest will be how it goes round bends, an area the Performance Pack really helps with. For £2400, you gain bigger Brembo brakes, stiffer suspension, larger wheels with sticky Michelin Pilot Super Sport tyres and a race bred Drexler limited-slip differential.

    Opt for the pack and the first thing you’ll notice is the suspension; those after a comfortable life should look elsewhere. In day to day use the VXR is very stiffly sprung and can get a little bouncy at times. The pay-off is fine body control when you’re going for it with very little roll and a neutral balance, a good thing considering the vast reserves of grip the tyres serve up.

    For me it was the Drexler diff that made the biggest difference. Unlike electronic systems that simply slow a spinning wheel with a dab of brakes, this mechanical device prevents one wheel spinning by locking up making them spin together. Not only does this improve traction but it actively pulls the nose of the car into bends where a normal car would start understeering.

    Eventually the nose does run wide but the amount of speed you can carry up to that point is incredible. The VXR may be fast and great fun to throw around but it’s never the most talkative of companions, you’re much more likely to have the wheel writhing with torque steer than sending gentle messages about what the road surface is doing.

    Style wise, the VXR wants you to know how quick it is. There are gaping intakes and a chin spoiler up front, a faux diffuser and a couple of big exhaust pipes out back, side skirts, a big rear spoiler and 17 or 18” inch wheels barely hiding those big Brembo brakes. For real boy racers, there’s even a pack that adds carbon fibre effect flourishes to the grille and mirrors. If it were a person it would most definitely be wearing a tracksuit and chunky gold jewellery. It would be an attractive chav though.

    The interior is dominated by a pair of figure-hugging Recaro seats (leather is a £1045 option) that along with the chunky leather steering wheel really set the scene. A leather handbrake grip and gearstick gaiter are nice additions although the gearknob itself was a bit too big for my dainty hand. The upper half of the dashboard is nicely finished in soft touch plastics with piano black and chrome trim helping it seem quite upmarket at first.

    This illusion is somewhat undermined the first time you reach for the cheap feeling heater controls or feel the hard and scratchy black plastic that covers much of the doors and lower dash. This isn’t an expensive car however and you do get a lot of performance kit for your cash, with that in mind it’s just about acceptable.

    Those wanting their hot hatch to be as practical as possible should bear in mind the VXR is three door only, While that undoubtedly helps the looks, the heavily winged seats don’t lean forwards very far making rear entry tricky. Space in the back isn’t terrible though and the boot is far bigger than you’d get in a MINI too.

    To sum up, the Corsa VXR Performance Pack feels a bit like a four wheeled hooligan. The exterior styling is brash, it can be physical to drive and it’s a little rough around the edges inside too. On the flip side, it’s vast amounts of fun, fast and not too expensive either. If you’re so inclined, I think it would be an absolute riot on a track day and you’d probably surprise some more expensive metal too. Come and have a go if you think you’re ‘ard enough.

    Pros

    Exciting to drive
    Good value
    Looks like a hot hatch should

    Cons

    Coarse engine
    Expensive to run
    Could be more feelsome

    The Lowdown

    Car – Vauxhall Corsa VXR Performance Pack
    Price – £17,995 (£21,590 as tested)
    Power – 205hp
    0-60 – 6.5 seconds
    Top Speed – 143 mph
    Co2 – 174g/km

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    Reviewed by Alan Taylor-Jones

  • CAR REVIEW | smart fortwo proxy

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

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

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

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

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

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

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

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

    PROS

    Manoeuvrability

    Easy to park

    Funky looks

    CONS

    Not enough grunt for motorways

    Tiny boot

    Expensive

    THE LOWDOWN

    Car – smart fortwo proxy 71hp

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

    Power – 71hp

    0-60 – 14.4 seconds

    Top Speed – 94 mph

    Co2 – 93g/km

  • CAR REVIEW | Citroen C4 Cactus

    Citroen has a long history of producing unconventional cars. 2CV, DS and C6, all vehicles that combined quirky looks and engineering with a focus on comfort above all else.

    Although recent efforts from the French marque have been a little soberer, the C4 Cactus looks to recapture Citroen’s weird and wonderful heritage in a Ford Focus-sized hatchback with more than a hint of SUV about it. Is it a case of style over substance though? Let’s put it to the test.

    The first thing you’ll probably notice about the Cactus are the knobbles on the doors. Called ‘Airbumps’, they consist of air pockets in a rubbery material and are designed to protect paintwork against unwanted attention from trolleys, car doors and other urban attacks. You may not like how they look but they certainly offer a decent amount of protection and come in a range of colours. Black is standard but you can also choose grey, off white and brown. Opt for the latter and you’ll probably be craving a bar of Dairy Milk every time you see them.

    The Airbumps may be a bit Marmite (for the record, I love them) but the rest of the Cactus is much easier to like. Black plastic wheel arches, skidplates like lower bumpers and roof rails suggest SUV while the slim daytime running lights make for a distinctive face. The floating roof looks good as do the standard fit alloy wheels on both Feel and Flair models. One thing is for certain, you’ll have no trouble finding it in a car park especially if you opted for ‘Hello Yellow’ as modelled by the test car.

    Inside things are also on the unconventional side; look around the cabin and you’ll notice very few buttons, switches or knobs. That’s because almost everything including climate control and stereo functions are controlled by the standard and easy to use 7” touchscreen infotainment system. Another digital display behind the steering wheel replaces conventional dials while the front seats are more like armchairs. Choose the automatic gearbox and the front seats are replaced by a sofa-like bench while those that have difficulty parking may appreciate the surprisingly effective optional self-park feature.

    Legroom for rear seat passengers is impressive for this size of car although headroom may be a little tight for taller adults. The seats are comfy however and you get a great view out of the panoramic glass roof. To save weight you don’t get wind down rear windows, instead they pop out at the rear edge and only open an inch or two. While this may be annoying, it has allowed Citroen to create a cavity for additional elbow room and space for a 1.5 litre bottle of drink.

    Saving weight is a theme that runs throughout the Cactus and while it has resulted in plenty of low rent plastic (including a very bendy rear panel under the tailgate) it has worked. Even top spec models come in at less than 1100kgs or lighter than a Ford Fiesta. That means engines don’t have to be big to get the job done keeping fuel consumption low. There’s a 1.6 litre diesel for maximum economy and a considerably cheaper normally aspirated 1.2 petrol in two power outputs.

    More interesting is the turbocharged version of the petrol engine with a decent 110bhp. The three cylinder unit has bags of torque to give 0-60 in a zingy 9.3 seconds and makes an appealingly thrummy noise in the process. Throttle response is a little soft and it is easy to hit the rev limiter although overall it was a characterful little engine that gave around 44mpg over a week of mixed driving. Without trying too hard, I was able to get over 50mpg helped by a start & stop system for the engine.

    Don’t be misled by the Cactus’ surprising turn of pace though, you wouldn’t call it a driver’s car. There is entertainment to be had in a roly poly kind of way and you can even feel the tail getting edgy like an 80’s or 90’s French hatchback. What you never get is any detailed feedback or sense that the suspension has been carefully set up. It’s softly sprung and softly damped but the big wheels rob the car of a properly plush ride. It is however more comfy than much of the competition though.

    Overall there’s a lot to like about the Cactus range. All share the same distinctive styling, user friendly touchscreen and spacious interior while the turbocharged petrol engine is a good little motor. Complaints? Well the boot may be capacious but there’s an awkwardly high loading lip while it does feel a little cheap inside considering you can pay nearly £19k for one. To be fair though, even lower rung models have a fair amount of kit while you can save a few quid by not opting for the turbocharged motors. Citroen have a habit of heavily discounting cars too. If you’re in the market for a distinctive and roomy runaround then the Cactus should be on your list of cars to try.

    PROS

    Punchy engine

    Distinctive looks

    Roomy

    CONS

    Can get expensive

    Cheap feeling plastics

    Handling can get ragged

    THE LOWDOWN

    Car – Citroen C4 Cactus Flair PureTech 110 S&S

    Price – £17,290 (£18,985 as tested)

    Power – 110hp

    0-60 – 9.3 seconds

    Top Speed – 117 mph

    Co2 – 107g/km

  • CAR REVIEW | Fiat 500s Convertible

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

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

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

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

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

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

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

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

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

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

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

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

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

    PROS

    Punchy engine

    Styling

    Fun to drive

    CONS

    Can be thirsty

    Pricey

    Cheap interior plastics

    The Lowdown

    Car – Fiat 500S Convertible

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

    Power – 105 hp

    0-60 – 10 seconds

    Top Speed – 117 mph

    Co2 – 99g/km

  • CAR REVIEW | Toyota GT86

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

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

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

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

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

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

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

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

    PROS

    Handling

    Looks

    Noise when driving hard

    CONS

    Uncomfortable over rough tarmac

    Thirsty

  • USED CAR REVIEW: Mini One D: Fun, Ecomonical But Expensive

    For years, if you were after a premium supermini there was only one choice, BMW’s Mini. Launched a barely believable 14 years ago, the ‘New’ Mini was available in 3 main trim levels, One, Cooper and Cooper S.

    The majority of cars would leave the factory with a 1.6 petrol offering between 89 and 170 bhp, giving performance that ranged from reasonable to rapid. Power wasn’t the issue though, fuel economy was. It’s for this reason that I would suggest hunting out the much rarer first generation One D.

    Introduced in 2003 and produced up to 2006, the D came with a 1.4 litre turbocharged diesel engine good for 75 bhp and more importantly, over 50 mpg. This engine actually came from Toyota and was shared with the Yaris. As you would expect, this engine is virtually bulletproof and has the advantage of a chain driven cam. In layman’s terms, this means you avoid costly cambelt changes that are needed for most other cars. If 75bhp isn’t enough for you (0-60 takes almost 13 seconds) then look for a post 2005 car which gained another 20 bhp. The more powerful engine can be identified by a plastic engine cover that the lower powered model does without.

    If there’s one thing to remember, it’s that the Mini is not an overly practical car. There was no option of 5 doors, the boot is tiny and the rear seats are cramped. While long doors help make rear access a little easier, they are heavy and have no protective rubbing strips to save your paint. The interior is funky but the centre speedo is a pain to use and the toggle switches on the centre console easy to confuse.

    Behind the wheel, the One D has almost all of the qualities that make the petrol powered models so appealing. You sit almost sports car low behind a chunky leather steering wheel with the stick to the 6 speed gearbox within easy reach. Although the tractor noises coming from under the bonnet may seem a little out of place, the handling is pure Mini. Turn is excellent thanks to quick steering that provides ample feedback from the front tyres. The gearbox is a delight to use with well judged ratios and a shift action that feels mechanical and direct.

    The car I tested had stability control fitted which does an excellent job of keeping you on the straight and narrow, switch it off and you can feel the rear of the car helping you into and round corners although this never translates into full on oversteer unless you do something very silly. This leads to my main criticism, the chassis is almost too good for the power output of the car. Even on tyres that wouldn’t look out of place on a motorbike, you always get the feeling the car could take another 100 bhp or more. This is no surprise as the brakes and suspension are identical to that on a Cooper S which has another 100 bhp. Admittedly, the test car was the lower powered variant which doesn’t help, I think you’d have the same issue with the 95 bhp version though.

    It is of course running costs where the One D really shines. As mentioned, you can get well over 50 mpg without even trying and over 60 mpg if you have a particularly light right foot. Even someone as lead footed as me struggles to get less than 38 mpg around town which coupled to low(ish) road tax of £110 a year makes for a cheap to run car. Do check insurance quotes though, it’s in a much higher group than you might think. You’ll also find Mini’s are pretty expensive to buy, only high mileage cars dip below £2500 with the best nearing £5000 even at 9 years old. The good news is that Mini’s tend to hold on to this value and even the introduction of a new model doesn’t upset prices too much.

    Things to look out for are electrical gremlins, cars pulling to the left or right, shoddy gearchanges and noisy power steering. These issues seem to affect the older cars more although be wary of them on any test drive you might take. With the Mini being a premium product, they can be expensive to repair although a dealer should offer you a warranty if you are worried. The interior isn’t quite as well screwed together as you might think so expect the odd creak from the dashboard. The One was quite sparsely equipped as standard so look out for the Salt & Pepper packs which add alloy wheels, fog lights, rev counter and trip computer. Many other options were available so check specifications carefully. Find the right car and you’ll have a reliable, fun and stylish runaround that won’t break the bank.

     

    For: Fun to drive, economical & styling.

    Against: Expensive to buy, not overly practical & a bit slow.

  • CAR REVIEW | Ford Fiesta 2013 Econetic

    Ford has created an amazing car in its updated 2013 Fiesta range.

    The car which was first unleashed upon the world in 1976 has gone through a number of guises from essentially a cheap run-around, to mum’s best friend, a first timer’s to boy racer – The new Fiesta gives a nod to all of its predecessor and adds something new to the list – maturity. The new Fiesta is the baby car that grew up. It’s an extraordinary car, with tonnes of hidden extras that will leave you smiling.

    Since the launch of the Fiesta, Ford has sold over 15 million of the little car, but you won’t find much to link the original to the latest mach. Gone are the cheap looking fittings, the uncomfortable seat fabrics and the vastly unpowered engines and hideous pea green or insipid browns finishes. That’s all been replaced by sleek lines, fresh modern colours and a cabin that is as exciting as it is relaxing.

     

    The Drive

    The Fiesta delivers incredible power and economy for its class, we tested a Titanium Econetic 5 door 1.6 TDCi 95 PS in Copper Pulse – and we found it surprisingly zippy and at home in London traffic or on the motorway.

    The ride was smooth, agile and solid and the car almost wants you to chuck it around corners, with it’s crisp and clean steering. The ESP systems ensure that you won’t over or under steer – and keeps all four tyres safely in contact with the road, even in slippier environments.

    Ford has hidden a few neat tricks up the Fiesta’s sleeve – like the hill start assist, which ensures that you don’t roll back while waiting at the lights.

    On the version we tested the car also has a camera at the back, which turns on automatically when you select the reverse gear. A clever guidance graphic helps you park perfectly, every time

    The built in SatNav can calculate your route’s destination in 3 different types of journey: fast, most direct and eco. And some of our favourite features include: the easy to select Cruise Control, the auto engine stop, which helps the eco credentials as it switches off the engine at traffic lights and the Active City Stop – which makes sure you won’t bump into the car in front.

    My only complaint would be that at lower speeds, in the car we tested, you require a number of gear changes and you find that you’ll have to rev quite a bit to get the power you really want when coming out of country road corners, it really doesn’t enjoy sitting in 3rd or even 2nd where other cars might be quite happy – but this is a minor quibble as you remind yourself you’re driving a diesel.

    The Fitout.

    We have to say that we wholly approve of Ford’s attention to detail – the cabin feels huge up front- complete with LED mood lighting, this car feels a million miles away from a first timer’s car. It’s seductive lines and textures actually beg for tactility. The seats feel solid and allow you to maintain a good posture, ensuring that even after a long haul in the 2013 Fiesta you step out feeling alive.

     

    We loved the in car entertainment – especially on the version we tried out – which included Ford’s revolutionary SYNC system, which can play your phone’s music list, read texts, place phone calls and in an crisis situation can even call the emergency services – all via Bluetooth connection.

     

    The Fiesta comes in a 3 door and 5 door version, with plenty of room – although the longer legged of us, might struggle in the back – and the boot space is impressive, but not quite big enough for an all out camping trip to North Wales Pride.

     

    The positive

    Looks great in its class of car

    Safety features

    In car entertainment and extras

    Great responsive steering and suspension

     

    The Negative

    Legroom for back seats

    1.0 Eco Boost Diesel needs constant gear changes at lower speeds

    Pricier than other models in its class

     

    Conclusion

    All in all Ford’s updated Fiesta is a car we’ve fallen in love with. The small car that’s grown up.

     

    Options

    Petrol engine options – 1.25-litre (59bhp, 81bhp); 1.0-litre (79bhp, 99bhp, 123bhp); 1.6-litre (104bhp, automatic gearbox only). Diesel engine options – 1.5-litre (74bhp); 1.6-litre (94bhp).

    Transmission options: five-speed manual gearbox, or six-speed automated manual (1.6-litre 104bhp petrol only). Trim levels: Studio, Style, Zetec, Zetec S, Titanium, Titanium X, plus Econetic sub-models at Style, Zetec and Titanium level.